Course Ae107

Case Studies in Engineering

The SR-71 Blackbird

Presented by Lockheed Advanced Development Company

and The Graduate Aeronautical Laboratories

California Institute of Technology

Program Directors: Mr. David Urie - Lockheed Corporation Prof. Hans Hornung - GALCIT

Teaching Assistant: Patrick Gennain

Spring Term, Academic Year 1990-1991

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Lecture

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2

3

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5

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7

8

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Lecture Topics for Ae107b Case Studies in Engineering

Spring 1991 "The Lockheed SR-71 Blackbird"

Date Topic

1 April Introduction

3 April Program Management

8 & 10 April Design

15 & 17 April Structures & Material

22 April Aerodynamics

24 April Flight Controls

29 April & 1 May Thermodynamics & Environmental Systems

6May Hydraulics & Fuel Systems

8May Propulsion Integration (Inlets and Exits)

13 & 15 May Propulsion system (J-58 Engine)

20 &22 May Fright Test

31 May Student Presentations

Speaker

David Urie

Ben Rich

Dick DeGrey

John Altizer

Jerry Meyer

Bob Loschk:e

Pete Law

Dick DeGrey

Tom Anderson

Arnold Gunderson (from Pratt & Whitney)

Dick Abrams

Lecture

1

2

3

4

5

6

7

8

9

10

11

12

Lecture Topics for Ae107b Case Studies in Engineering

Spring 1991 "The Lockheed SR-71 Blackbird"

Date Topic

1 April Introduction

3 April Program Management

8 & 10 April Design

15 & 17 April Structures & Material

22 April Aerodynamics

24 April Flight Controls

29 April & 1 May Thermodynamics & Environmental Systems

6May Hydraulics & Fuel Systems

8May Propulsion Integration (Inlets and Exits)

13 & 15 May Propulsion system (J-58 Engine)

20 &22 May Flight Test

31 May Student Presentations

Speaker

David Urie

Ben Rich

DickDeGrey

John Altizer

Jerry Meyer

Bob Loschke

Pete Law

DickDeGrey

Tom Anderson

Arnold Gunderson (from Pratt & Whitney)

Dick Abrams

. LOCKHEED SR- 71 "BLACKBIRD" CALTECH CASE STUDY IN ENGINEERING

LECTURE 2 - LECTURE 3

• DESIGN

PRESENTED BY: RICHARD DEGREY SR-71 PROGRAM MANAGER (RETIRED)

CONGRATULATIONS!

FOR CHOOSING ENGINEERING AS YOUR PROFESSION

• OUR COUNTRY NEEDS YOU!

• OUR INDUSTRY NEEDS YOUI

• FORTUNATELY THE WIZ OF ID AND THE LITTLE KING DO NOT REFLECT TODAY'S ATTITUDE

ENGINEERING IS AN EVOLUTIONARY PROCESS

THE "BLACKBIRD" DESIGN WAS AN EVOLUTION THAT TOOK

PLACE IN A VERY SHORT PERIOD OF TIME BUT HAD SUCH

ADVANCED TECHNOLOGY THAT IT HAS NOT . BEEN SURPASSED

25 YEARS LATER!

111 PHELIMINAHY

HECIUlflEIV1ENTS I DESUiN DESIGN

I\ND BUll.D MAKE IT

WUIIK

• WHY IS IT NEEDED? IS THEHE A THE DIG PICTURE WHERE HUMILITY SOLUTION-! REDUCED TO BITS ·· 1s DORN AND INOVATION

11 WHAT DOES IT AND RECONSTITUTED RULES ,HAVETO DO?

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FUNCTIONAL SYSTEM TEST ANO MOCKUPS

PHOPULSION SYSTEM DEVELOPMENT

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DESIGN AND BUILD

BEN RICH l•hlAS GIVEN YOU A VERY GOOD ACCOUNT OF Tt-lE "SKUNK WORKS" SYSTEM AND THE HISTORY AND BACK­GROUND OF Tt-lE "BLACKBIRD".

DESIGN G~NIUS, KELLY JOHNSON, AND THE ENGINEERS IN ADP PIONEERED IN ALMOST EVERY AREA TO CREATE THESE MACHINES. KELLY ONCE SAID,

"I CAN TRULY SAY EVERYTHING ON Tl-IE AIRCRAFT, FROM RIVETS AND FLUIDS, INCLUDING MATERIALS AND POWER PLANTS 1-IAD TO BE INVENTED FROM SCRATCH".

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EVOLUTION (RC VOLUTION) OF AIRFRAME DESIGN

LOCKHEED FIRSTS:

• VEGA - LATE 20'S - FIRST COMPOSITE STRUCTURE -MANY SPEED RECORDS

• P:-38 - LATE 30'S - FIRST 400 MPH TWO-ENGINE FIGHTER

• P-80 - MID 40'S - FIRST U.S. JET FIGHTER -WORLD'S SPEED RECORD

• XF-90 - LATE 40'S - FIRST JET TO EXCEED MACH 1

• X-7 - MID 50'S - FIRST RAM JET - MACH 4 -BOMARC TEST VEHICLE

• F- 104 - LATE 50'S - FIRST MACH 2 FIGHTER - WORLD SPEED RECORD

• U-2 - LATE 50'S - FIRST HIGH ALTITUDE RECCE

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DESIGN REQUIRE1vlENTS (BRIEF)

II LONG RANGE

• HIGH SPEED

ID LOW CROSS-SECTION

CD HIGH ALTITUDE .

- REQUIRED: LIGHTWEIGHT STRUCTURE - LOW TRIM DRAG

- REQUIRED: GOOD LIFT OVER DRAG RATIO - HI THRUST

- REQUIRED: SHAPING AND EDGE TREATMENT

- REQUIRED: PRESSURE SUIT -FUEL TANK PRESSURE

HIGH TEMPEBATURE - REQUIRED: FUEL HEAT SINK -TITANIUM STRUCTURE

• HIGH RELIABILITY - REQUIRED: REDUNDANT SYSTEMS -NUMEROUS TEST PROGRAMS

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NFIGURATION SELECTED SIZE COMPARISON

- SIMILAR TO B-58 - SMALLER THAN 8- 70

IN ORDER TO MEET THE REQUIRED PERFORMANCE IN SPEED, ALTITUDE, AND RANGE IT WAS DECIDED:

• A THIN DELTA WING. CONFIGURATION WITH LOW WING LOADING WOULD BE REQUIRED TO REDUCE TRIM DRAG AND INCREASE THE DIRECTIONAL STABILITY.

• CHINES WERE ADDED TO THE LONG FOREBODY OF THE AIRCRAFT.

c. --THE ENGINES WERE LOCATED APPROXIMATELY HALF WAY OUT ON THE WING, AND

°' THE TWIN RUDDERS WERE MOUNTED ON TOP OF THE ENGINE NACELLES.

. ···-· - -----· ------·- -·••····-···--·--·-·· ---------·--· ______ ,, ___________ _

L,QMPARISON TO EXl0 rlNG TECHNOLOGY

• THIS NEW AIRCRAFT HAD TO BE CAPABLE OF:

... A SUSTAINED CRUISING SPEED OF 60% FASTER THAN THE MAXIMUM DASH SPEED OF OUR .FASTEST AIRPLANES,

- A CRUISING ALTITUDE 70% HIGHER THAN OUR HIGHEST SUSTAINED OPERATING ALTITUDE, AND

... APPROXIMATELY 500% GREATER RANGE THAN THE OPERATING RANGE OF OUR BEST INTERCEPTORS AND FIGHTERS. ·

... IN ADDITION, IT HAD TO OPERATE IN THE UNKNOWN AREAS OF HIGH STAGNATION TEMPERATURES AND UN­KNOWN AERO- DYNAMIC AND THERMODYNAMIC REGIME.

• IT WOULD BE THE FIRST AIRCRAFT TO UTILIZE A MIXED COMPRESSION AIR INDUCTION SYSTEM.

IJJNCIL,ASSUU:D _s_~NIOR CROWN PROGRAM

GENERAL ARRANGEMENT'

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TSHE "BLACKBIRD" FAMILY

• A-12 ·- LATE 50'S - FIRST TITANIUM

• YF-12A - EARLY 60'S - FIRST MACH 3 INTERCEPTOR MANY SPEED, AL TIT UDE RECORDS

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• SR-71A - MID 60'8 - FIRST MACH 3+ RECCE -WORLD SPEED, ALTITUDE AND DISTANCE RECORD

• SR- 71B - MID 60'8 - TRAINER

• RECor~10s 1-IELD BY TI-IESE AIRCRAFl-

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ECOR -PEED RUNS NEW YORK-LONPON--• L WPON-LOS ANt;ELES •

NEW YORK 10 LONDON

TIMii ................................ 1:55:32 DISJANCIE ................... 3470 MILES (3014 NM} AVERAGE SPEED ...... 1817 MPH 11578 l<NOlSJ

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GENERAL ARRANGEMENT AND CI-IARACTERISTICS

ALL CHARACTERISTICS SIMILAR TO SR-71 A EXCEPT:

r1 CREW - (2) PILOT AND FIRE CON.TROL OFFICER

r1 PURPOSE - CONUS INTERCEPTOR AND NASA RESEARCH VEHICLE .

PAYLOAD - HUGHES ASG 18 RADAR AND THREE GAR 9 AIR-TO-AIR MISSILES

NOTE: CHINE STOPS AT START OF RADOME. ALSO, 2 SMALL VENTRAL FINS UNDER NACELLE AND ONE LARGE FIN U FUSELAGE REQUIRED TO RESTORE LATERAL STABILITY D ROUND CROSS- SECTION RADOME.

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GENERAL ARR~,1\JGEMENT AND CHARACTERISTICS

• SR-71:

s·PEED CREW PURPOSE ALTITUDE PAYLOAD

COVERAGE

RANGE ENGINES

- MACH 3+, 2100+ MPH; 3299+ F.P.S. - (2) PILOT AND RECCE SYSTEMS OFFICER - STRATEGIC RECONNAISSANCE - ABOVE 80,000 FT. - ADVANCED SENSORS, RADAR, CAMERAS,

ELECTRONIC EQUIPMENT CAN SURVEY OVER 100,000 SQUARE MILES OF EARTH'S SURFACE IN ONE HOUR 3000 MILES - GLOBAL WITH REFUELING

- TWO J-58 TURBO RAM JETS WITH A.8. 32, 000+ LB. THRUST EACH

WING AREA - 1800 SQ. FT. WEIGHT - 135,000 LB. (APPROXIMATELY)

==---======-··-=·-=·-=•·· ==-

FUSELAGE CHINE

THE FORWARD PORTION OF THE FUSELAGE IS A BLENDED BODY. THE WING PORTION IS COMMONLY REFERRED TO AS THE CHINE.

• IT IS SUCH AN EFFECTIVE LIFTING SURFACE THAT AT CRUISE SPEED, THE AERODYNAMIC LIFT CUTS THE FORWARD FUSELAGE BENDING MOMENT IN HALF

' AND REDUCES TRIM DRAG SIGNIFICANTLY.

• ALSO REDUCES RADAR CROSS SECTION

., INCREASE OF LIFT DUE TO CHINE (VF- 12A HAS NO CHINE ON RADOME)

• PLAIN- VIEW OF MODEL IN WATER FLOW TANI< NOTE FORMATION OF VORTEX OVER UPPER SURFACE

STRULTURE

• OVER 93% OF THE AIRCRAFT STUCTURE AND SKIN SURFACE ARE TITANIUM.

• THE EJECTOR FLAPS ARE MADE OF HASTELLOY X.

• THE EJECTOR RING IS MADE OF RENE 41.

• ALL AIR CONDITIONING LINES ARE ALUMINUM

• ALL HYDRAULIC LINES ARE STAINLESS STEEL.

• THE WING HAS PRE-FORMED LONGITUDINAL CORRUGATIONS TO ENSURE THE WING EXPANSION IN THE STREAMWISE DIRECTION. THE OUTBOARD PORTION OF THE WING'S LEADING EDGE HAS CONICAL CAMBER TO MOVE THE LOAD INBOARD AND AFT.

THE AIRCRAFT IS ESSENTIALLY A FLYING FUEL TANI< CARRYING OVER 40 TONS OF FUEL. FUEL IS CARRIED PRINCIPALLY IN FIVE FUSELAGE TANKS AND THE WING TANKS. THE WING TANKS ARE USED IN CLIMB; THAT IS, FIRST, DUE TO THE HIGH RATIO OF SURFACE TO VOLUME FOR THERMODYNAMIC REASONS. FUEL SEQUENCING IS AUTOMATIC AND PROVIDES C.G. CONTROL

- INCIDENTALLY, THE FUSELAGE INCREASES IN LENGTH BY ABOUT 10 INCHES IN CRUISE.

======- ········•·•••·· .. -··-·--·--··-·--·······-··-

STRUCTURE

IN STUDYING THE 8-70 HONEYCOMB APPROACH, IT WAS EVIDENT THAT THE "SKUNK WORKS" WAS NOT SMART ENOUGH TO MAKE USE OF STEEL HONEYCOMB WITH ITS VERY INVOLVED AND PRECISE TOOLING AND DIFFICULTIES IN QUALITY CONTROL. IT WAS DECIDED TO USE THE UNCONVENTIONAL ALLOYS OF TITANIUM IN A CONSTRUCTION WHICH WAS OPEN FOR INSPECTION AND CONSTRUCTION.

- NOTE HOW THIS CONCEPT PROVIDED ACCESS IN THE CONSTRUC.TION PHASE OF THE FINAL ASSEMBLY LINE.

- UPPER PANEL REMOVED FROM WING

- OUTER WING AND NACELLE OPEN FOR ENGINE INSTALLATION (REDUCES DIAMETER)

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TI-IERMAI_ E~ ~ ✓IRONMENT

• THE AIRCRAFT RECEIVES ITS HEAT DUE TO AERODYNAMIC OR CONVECTIVE HEATING.

- THIS RESULTS FROM THE DECELERATION OF AIR IN THE BOUNDARY LAYER; THEREFORE, WHENEVER THE VELOCITY IS ZERO, SUCH AS THE Wl"NG LEADING

. EDGE, THE TEMPERATURE IS AT STAGNATION, THAT IS, APPliOXIMATELY 800 DEGREES FAHRENHEIT. AS THE VELOCITY INCREASES ALONG THE SURFACES, THE TEMPERATURE REDUCES.

• THE AIRCRAFT GETS ADDITIONAL HEAT FROM THE SUN OR SOLAR HEATING, BUT LOSES HEAT BY RADIATION.

- THIS IS WHY AIRCRAFT THAT FLY FAST AND HIGH HAVE THEIR SURFACES PAINTED BLACK.

- THE EMISSIVITY OF TITANIUM IS ABOUT .38 WHEREAS BLACK PAINT REDUCES THE WING TEMPERATURES ABOUT 35 DEGREES FAHRENHEIT.

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