Rockwell XFV-12A

The pilot deck vertically soaring fighter ejector propulsion

In the mid-60s in the United States had developed a new concept on which to support nuclear aircraft carriers should apply light multipurpose aircraft-carrying ships, designated SCS (Sea Control Ship - Ships control of the seas). At the same time begin to develop a number of projects advanced VTOL aircraft deck, designed for deployment on aircraft carriers SCS. Experimental VTOL Rockwell XFV-12A with an ejector propulsion started to be developed in 1972 in accordance with the program creating the deck vertically for aircraft taking off light multipurpose aircraft carriers SCS. According to the program intended to develop an aircraft that can be used as a fighter-bomber, interceptor and reconnaissance aircraft.The program of development and competition involved eight companies. In October 1972 the company "Rockwell", presented a draft of a supersonic VTOL aircraft with an ejector propulsion, was decla red the winner and awarded a contract worth $ 46 million to develop, build and test two experimental aircraft XFV-I2A.

In contrast to the ejection of power plant, previously used on an experimental airplane Lockheed XV-4A Hammingberd" for VTOL XFV-12A was proposed ejector system to improve its efficiency to place on the wing and tail, providing them with ejector and diffuser slotted flaps. It was assumed that such a system will significantly increase the overall thrust of the system compared to the mounting thrust turbofan, which is very important for the VTOL aircraft. In January 1973, was built full-scale mock aircraft. Due to the high structural complexity of the ejector system of working out was conducted in 1973-1975. on a rotating stand, which is a 30.5 m length of the farm, at the end of which was installed in the wing section of an ejector system.

Experimental VTOL Rockwell XFV-12A with an ejector propulsion

The first flight of VTOL XFV-12A takeoff to takeoff was scheduled for October 1974 and the first vertical take-off - in January 1975. However, the difficulties in testing ejector system and lack of funds led to that the timing of the first flight were transferred to the first 1977 and then in 1978 with advertising it as a new type of VTOL deck. Construction of the first VTOL XFV-12A was completed in August 1977 The building was supposed to finish second VTOL aircraft in 1978, but at the end of 1978 it was decided not to build a second aircraft.

The first VTOL XFV-12A began to pass the test on a special stand on the leash in 1978, which was not confirmed by the estimated increase in thrust turbofan with an ejector system, so its flight tests were not carried out, and soon it was decided to discontinue the development of VTOL XFV-12A .

Construction

The plane is made on a "duck" with a turbojet with an ejector system to increase engine thrust and tricycle landing gear.The design used a number of units of production aircraft.

XFV-12A landing on the deck of an aircraft carrier (picture)

The fuselage is all metal types Crescent nokok. The front of the fuselage from the cockpit of the aircraft used by McDonnell-Douglas A-4 "Skayhouk." Sealed cabin has air-conditioning system. Ejection seat "Eskapak" provides the escape of the aircraft during landing on the deck of an aircraft carrier. An approximate-wing vysokoraspolo, a trapezoidal shape in plan view. Center section of the wing used on the F-4 "Phantom." Chord root 4.98 meters, end, 2.25 m, elongation of wing 2.09, sweep angle of quarter chord 35 . The wing is a modified NACA profile 64, the relative thickness of the profile at the wing root 7.6% at the end - 4.5%. The angle of the cross-V - 10 , angle jammed 1,5 . Plumage low-lying, according to the "duck". The angle of the cross-V - 5 . The area of 7.72 m2 horizontal tail. The role of the vertical tail swept perform end plate mounted on the wing tips, the lower parts are tilted outwards by 35 , and the top - at 19 and rudders have a total area of 1.23 m2. The total area of 5.08 m2 vertical stabilizer. Chassis tricycle with a nose support, retractable, used on A-4 "Skayhouk." Nasal support

managed, has one wheel, the main pillars also have one wheel. All bearings are oil-air dampers. The power plant. Lifting and cruise turbofan, Pratt & Whitney F401-PW-400 is installed in the aft fuselage. Side air intakes plane type, operated, both the F-4 "Phantom." For cabin crew on top of the fuselage has wings for additional air intake on the vertical modes. In a rotary engine nozzle deflector, which is in vertical flight modes directs a jet of gas from the engine in the ejector system, and a cruise - back. Mass of dry motor $ 16 5 kg of fuel consumption 0.62 kg / kg-hr (afterburner - 2.45 kg / kg-h). Engine length 4.85 m, diameter - 1,28 m. Ejector system. On the wing and tail around the scope is placed ejector system to increase the lift force, consisting of two and one diffuser ejector flap on each console. Ejector flap is located between the cone and is deflected upward, and the diffuser flaps are deflected downward. All flaps have internal channels, which receives flow of hot gases from the turbojet. Of these gases through the nozzle channel flow outward into the gap between the flaps. In this case the upper surface of wing and tail creates a low pressure area, where the outside air sucked and ejected between the diffuser flaps down. As a result produced by an ejector system wings and tail lift exceeds the initial thrust of the powerplant (the estimated coefficient increases traction power plant 1.55).

The layout XFV-12A

The fuel system consists of two fuselage and wing fuel tanks with total capacity of 2760l. Control system. Control of the aircraft in vertical mode by means of a deviation at different angles of diffuser flaps on the wing and tail. In cruising flight touched diffuser flaps wings act as ailerons and flaps on the rear empennage - the elevator.In addition, the diffuser flaps on the wing can be used as air brakes, front, in this case deviate downward at a n angle of 25 , and rear up pas angle of 15 . All controls are hydraulically driven. The system. The hydraulic system consists of two independent systems with a working pressure of 210 kg/cm2. The system is designed to drive the action in the chassis, ejector and diffuser flaps and control surfaces, as well as to control the air intakes.

The scheme works by educators and wing feathers: 1 - a vertical takeoff and landing, 2 - in short takeoff and landing, 3 - in level flight

Electrical consists of a starter-generator power of 30 kVA system operates on alternating current (voltage 115/200 Br frequency 400 Hz) and DC (voltage 28 V). Life-sustaining support in the cabin pressure at high altitudes, corresponding to an altitude of 2440 m. Oxygen system consists of a tank of liquid oxygen and 5 liter supply system. Equipment. Collins transmitter AV/ARC-159, navigation systems, VOR RN-242A by "Bendix" and DMEKN-65 by "King", and equipment for instrument flight. Armament. Under the fuselage and the wing tips was assumed to suspension for up to four SD-class "air-to-air" type "Sparrow" and "Sidewinder" or SD-class "air-surface". In addition, the fuselage can accommodate built-in gun caliber of 20 mm. Characteristics of VTOL XFV-12 Dimensions: wingspan 8.69 m length of 13.39 m plane Height 3,15 m wing area 27.2 m2 Engine 1 TP / \ A Pratt & Whitney F401-PW-400 6380 kgf thrust installation traction when operating an ejector systems (estimated) 9880 kg Weights and loads:

maximum take-off: with vertical take-off 8885 kg take-off with a short takeoff 11,000 kg empty 6260 kg Performance: the maximum number of M 2.2 - 2.4 combat radius of 925 km