Freewing™ worked with a major aerospace firm on a conceptual study of the applicability of the Freewing™ Tilt-Body™ concept to a combat jet. We know from earlier studies funded out of Wright-Patterson AFB that a free-floating delta wing should work quite well -- from the perspectives of structures, flutter analyses, etc. -- even into the supersonic arena. Nap-of-the-earth terrain following performance was found to be especially interesting, because of the fast pitch response of the wings not only to turbulence (a problem near the ground) but to pilot inputs, given the very low pitching moment of a freely pivoting wing.
The study reflected in these concept drawings indicated preliminary performance in the range of 300' takeoff and 600' landing without arresting gear. Moreover, the aircraft was expected to be capable of hypermaneuverability aloft. Like all applications of the Freewing™ Tilt-Body™ concept, this one takes getting used to. Think of taking the "stall" out of "post-stall maneuverability" and then factoring in VIFFing.
The new generation of UCAV concepts seems a natural home for this vehicle.
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Aircraft positioned for takeoff. Unlike the Scorpion UAV, which starts its takeoff with a deck angle of at least 35 degrees, the combat jet is positioned for maximum horizontal acceleration. Upon achieving the rotation speed necessary for thrust-vectored takeoff, the all-flying elevators on the tailbooms are rapidly rotated to a position parallel to the booms. This causes a quick rotation to a thrust-vectored takeoff. |
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In thrust-vectored flight, the canard surfaces can be used to direct engine inlet flow at extremely high deck angles. After takeoff, the booms are lowered to a position parallel to the center body for cruise. During flight, the all-flying elevators can be used alone or in conjunction with the booms and/or the exhaust-vectoring paddles for hypermaneuverability. |
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The paddles are clearly visible here. In the concept studied, the main wings were always free, with maneuvering deriving from a combination of elevator and canard movements, exhaust paddle deflections and VIFFing. The three lifting surface/thrust vectoring surface combination makes for a dramatically expanded flight envelope which we haven't even begun to fully explore. And yet the entire package - although aerodynamically rich and novel - is quite simple when compared to the thrust-vectoring systems currently employed or envisioned for the next generation of combat jets or UCAVs. We believe this concept is worthy of considerable research. What is more, already-flying Scorpion UAVs can be used as instrumented test beds for such a program. |