苏宁云盘官网:美军首次成功试飞无人隐形轰炸机"X-47B "

X-47B无人战斗机方案 [资料图]
X-47B无人战斗机方案 [资料图]
X-47B无人战斗机方案 [资料图]
简介：
上周五美军在Edwards Air Force Base第一次试飞无人隐形轰炸机X-47B。这次试飞持续了29分钟。未来的试飞计划已经制定完毕。如果此项目成功，将是人类飞行员淡出战场的一个信号。此项目将在2013年完成，6年的研发耗资6亿3千5百80万美元。X-47B对雷达几乎不可见，并且很难被红外导弹锁定。在远程控制人员允许的情况下X-47B对侦检器发现的目标投放精确制导炸弹然后自行返回空军基地或航母。

2011年2月4日，X-47B型无人驾驶飞机在美国加利福尼亚州首飞成功。
图片：诺思罗普·格鲁曼公司（Northrop Grumman photo）
人民网北京2月6日电　当地时间2月4日，诺思罗普·格鲁曼公司为美国海军研制的X-47B型无人驾驶飞机在美国加利福尼亚州爱德华兹空军基地首飞成功。从现场画面看，这架飞机外形与大名鼎鼎的B-2型隐形轰炸机及其相似。据悉，当天飞行测试持续了29分钟左右，飞机最高曾爬升到了1500多米处。
诺思罗普·格鲁曼公司透露，这种新型无人驾驶飞机可从美军航空母舰上起飞，在完成攻击敌方目标的任务后，还能自行返回航空母舰降落。X-47B将是美国海军装备的第一种“无尾翼、喷气式无人驾驶飞机”。美军目前已经为该机拨款约6.36亿美元，整个生产过程高度保密。
美军现有的各类无人驾驶飞机都要在地面人员遥控下才能执行作战任务。X-47B型战机则能完全在电脑指挥下升空作战与返航。地面控制人员只要在机上电脑输入目标信息，其他工作就全交给电脑完成了。此前，只有经验丰富飞行员才能完成驾机在航母上的起降任务。
同美军各类现役战机相比，X-47B因为不必考虑飞行员的身体承受能力，因此其作战半径更大，滞空时间更长。根据美军条例规定，一名美海军航空兵飞行员，每次升空作战最多持续10个小时。与此同时，美军现有无人驾驶飞机每次可在空中工作30个小时以上。
诺思罗普·格鲁曼公司透露，X-47B飞机的设计飞行高度超过1万米，时速可达1000公里。未来一段时间，该机将继续在加州爱德华兹空军基地内开展50次试飞活动。今后，将有两架样机参与上述测试工作。不过，该机要想投入实战，还需要花费很长时间进行各种测试。（高轶军）
稿源： 人民网
source:
http://military.cnnb.com.cn/content/channel/jstd/c206/2011/0208/1255800556.shtml
Dynamic Tests Validate Design and Structural Integrity of X-47B Unmanned Combat Air System for Carrier Operations
(Source: Northrop Grumman; issued July 29, 2009)
SAN DIEGO --- Northrop Grumman Corporation recently completed a series of static and dynamic proof load tests to validate the design and structural integrity of the U.S. Navy's first X-47B Unmanned Combat Air System (UCAS) for aircraft carrier launches, recoveries and at-sea operations under the UCAS Carrier Demonstration (UCAS-D) program.
"Arrested landings, catapult launches, high winds, pitching deck, subsonic speeds, you name it - the operating environment of the carrier air wing is unforgiving," said Scott Winship, vice president and program manager of the Navy UCAS program for Northrop Grumman Aerospace Systems sector. "The X-47B was built for these conditions, and as the results of the rigorous proof test show, the design of the aircraft is structurally sound for all aspects of carrier operations."
Conducted over a two-month period with NAVAIR involvement and oversight, the first X-47B underwent a series of progressive structural, functional proof and calibration tests to verify the integrity of all flight control surfaces, major structural load paths, main landing gear structure and tailhook assembly.
According to Northrop Grumman's air vehicle integrated product team lead, Tom Soard, "Past experience in the Navy shows these tests are the only way to verify the design and the tools used to estimate the load paths. This test proved that our latest finite element models are indeed very accurate. The results match our predictions very well."
To conduct the tests, over 200 electro-hydraulic assemblies were attached to the major components of the X-47B. Pressure was applied to simulate aircraft flight conditions. Each test condition was reviewed and the results approved by the X-47B airframe team before the next series of tests were initiated. Reported results confirm that the X-47B meets the design requirements outlined by the U.S. Navy for a jet-powered, fighter-sized aircraft to demonstrate autonomous launches and recoveries from a carrier.
The X-47B aircraft, now designated with Navy Bureau Number 168063, will undergo engine integration and taxi tests through the fall in preparation for first flight and carrier trials. The second aircraft is currently being assembled and will begin proof load tests later this year.
On schedule and cost, the Northrop Grumman UCAS-D program is committed to maturing critical technologies, reducing unmanned air system carrier integration risks and providing necessary information to the U.S. Navy for a potential follow-on acquisition in support of the Naval Aviation Master Plan. The period of performance for the UCAS-D contract is through 2013.
Northrop Grumman Corporation is a leading global security company whose 120,000 employees provide innovative systems, products, and solutions in aerospace, electronics, information systems, shipbuilding and technical services to government and commercial customers worldwide.

X-47B UCAS-D
-ends-
02/08/2009
source:http://www.intell.rtaf.mi.th/newsdetail.asp?id=52434
Northrop Grumman Secret bomber prototype
May 31, 2008
NGB demonstrator maybe a twin-engine aircraft resembling an X-47B. Initial version will be piloted,but an unmanned endurance version is a probable followup.

Is Northrop Grumman buildinga secret bomber prototype? In late April, the company revealed first-quarterfinancial results. Data indicated $2 billion in new “restricted programs”contract awards at Integrated Systems, the aircraft division. This almost certainlyconfirms what DTI first reported earlier this year: Northrop Grumman has aclassified, sole-source contract to build a demonstrator for the U.S. AirForce’s Next-Generation Bomber (DTI March, p. 30).
USAF budgets show no funding for theNext-Generation Bomber (NGB) itself in 2008, although documents show money fortechnology work in Fiscal 2008-10. Northrop Grumman CEO Ron Sugar said lastyear that Integrated Systems had made strides in black programs and identifiedrestricted projects as the top new-business opportunity. Taken together, theevidence points to a single, very large contract win. Northrop Grumman alsoacquired Scaled Composites in 2007, a company that can develop large prototypeaircraft quickly.
The $2-billion contract casts new light onthe decision in January by Boeing and Lockheed Martin to reveal their year-old collaboration onNGB. (Boeing, Lockheed Martin and Northrop Grumman declined interviewrequests.) Hailed as an NGB “dream team” combining Boeing’s bomber experiencewith Lockheed Martin’s stealth technology, the teaming now looks like an effortto catch up with a rival that has a lead in the next major U.S. combataircraft program.
It is likely that the prototype will build ontechnology under development for the Navy’s X-47B Unmanned Combat Air SystemDemonstrator (UCAS-D), putting within reach USAF’s goal of a 2018 initialoperational capability date for the bomber. Industry and USAF sources have talked about acompetition in 2010, leading to the start of systems development anddemonstration in 2011. But it would be Northrop Grumman’s to lose.
Events since 2000 placed Northrop Grummanin pole position. USAF interest in a replacement bomber was rekindled after9/11, but USAF Secretary Jim Roche and Chief of Staff Gen. John Jumper focusedon the Lockheed Martin FB-22, seeing it as a low-risk solution that bolsteredthe case for the embattled F-22.
The departures of Roche and Jumper in 2005coincided with a change in thinking. In October, USAF defined a three-stageNext-Generation Long-Range Strike program. Phase I would keep the forceeffective until 2018, with upgrades to aircraft. Phase II would be a new “2018bomber,” while Phase III encompassed hypersonic concepts. This was the end ofthe road for the FB-22, since nobody envisioned the F-22 remaining inproduction long enough to dovetail with Phase II.
Late in 2005, at a conference on unmanned combat air vehicles in London, there were signsof convergence between the bomber requirement and the Joint UCAS project.J-UCAS had been kicked off as a major effort three years earlier, but USAF wasinterested in a platform larger than the Navy could accommodate.
Northrop Grumman J-UCAS Program ManagerScott Winship said at the time that the company had proposed completing a thirdprototype as an X-47C with a 172-ft. wingspan and 10,000-lb. payload. J-UCASleader Mike Francis stressed an advantage of the unmanned vehicle: aninherently lower radar cross-section (RCS) than conventional tailed aircraft.
Despite the tension in J-UCAS, it was asurprise when an early-2006 high-level Pentagon review killed it, splittingresources into a white-world Navy effort and a classified USAF program, whileendorsing a plan to field a bomber in 2018.
It’s now apparent, however, that USAF hadalready picked a primary approach to the NGB, and that the next two years ofwork, starting with the remaining Fiscal 2006 J-UCAS funding, are intended tovalidate that choice.
This approach emerged from J-UCAS, andparticularly from Northrop Grumman, which anticipated the J-UCAS split and wasprepared to respond. The company believed that the basic 42,000-lb. J-UCAS wasbetter suited to the Navy than to USAF, had focused on the carrier-based J-UCASdemonstration and picked a design that offered high lift and a simple wingfold.
Northrop Grumman’s proposal for a biggerX-47C also preceded — and may have inspired — USAF’s switch to a largerlong-range bomber. This meant, too, that the NGB program could get a runningstart because it would use aerodynamics and stealth technology that were in theworks for J-UCAS.
The X-47B was much more advanced, inaerodynamic terms, than it appeared (see sidebar), and the same is likely trueof its low-observable (LO) qualities. The aircraft is one of the first tocombine a highly blended tailless configuration with new materials developedsince the 1980s. The NGB will be the same, if not more so.
Northrop Grumman has stressed the“all-aspect, broadband” stealth inherent in the X-47B. Tailless shapes don’thave the “bow-tie” RCS pattern, with the smallest RCS on the nose and tail andpeaks on the beam configurations, which characterizes conventional aircraft.They are stealthier against low-frequency radars — including updated,active-array VHF radars marketed by Russia — because they do not haveshape features which are so small that their RCS in the VHF band is determinedby size, rather than shape or materials. It may be significant that JohnCashen, leader of the B-2 signatures team, returned in 2006 after 10 years in Australia andis now a consultant for Northrop Grumman.
RCS test facilities across the U.S. have beenupgraded since the F-22 and B-2 were designed: USAF’s range at HollomanAFB, N.M., was reequipped to handle bistatic measurements, and a sophisticatedairborne RCS measurement program based on a modified 737 was delivered in 2001.
How low can LO go? One paper, co-authoredby a principal in DenMar Inc., the company founded by Stealth pioneer DenysOverholser, refers to the development of fasteners for a body with an RCS of-70 dB./sq. meter — one-thousandth of the -40 dB. associated with the JSF, andone-tenth that of a mosquito. DTI queried RCS engineers who don’t believe suchnumbers are possible; but then, when mention of a -30 dB. signature leaked outin a 1981 Northrop paper, nobody believed that either.
source: http://www.darkgovernment.com/news/northrop-grumman-secret-bomber-prototype/
Reference :
X-47B无人机介绍：http://baike.zhige.net/doc-view-2674
诺格为美空军秘密打造下一代轰炸机：http://www.21voc.com/mil/bencandy-53-56455-1.html
X-47BUnmanned Stealth Bomber's Maiden Flight:http://www.cbsnews.com/8301-501465_162-20030836-501465.html