Lockheed Martin Skunk Works Hybrid Wing Body (HWB)

[Mat Parry]

Lockheed said they made this decision to avoid the design difficulty of a non-cylindrical pressurized hulls. That gives the aircraft options for a high cargo carry mode or a low cargo paradrop / STOVL mode.

STOVL? Vertical landing?

 

[donnage99]

Yep, you heard him right. It can vertical land with full load, and even hover while dropping supplies on the other lockheed's wonder miracle - the freedom lcs class, the only ship in the navy that can take on both Somalian pirates and China, at the same time, even if they are not in the same place.

 

[DrRansom]

Sorry, not STOVL, STOL - Short Take Off and Landing.

Granted, what I got from the Short Take Off discussion involves a degree of thrust vectoring. They did say that engine over the wing added to the design's lift, so that helps.

 

[Mat Parry]

Sorry didn't mean to be pedantic, just checking (auto correct is a bitch). I wondered if Lockheed had been watch too much 'marvel agents of sheild'! That truly would be an aircraft with astronomical costs

 

[Triton]

Lockheed said that a tentative civilian variant would use a more efficient tail design.

Interesting. I wonder if they will market it as the LM-500?

 

[Triton]

Postscript:

Is Lockheed Martin proposing that their hybrid wing body concept be constructed of aluminum alloy or carbon composite or a combination thereof?

 

[DrRansom]

I completely forgot how they planned to build the blended wing body. The only thing which I remember, this was several months ago, was that they intentionally kept the pressure section as a cylinder.

Didn't catch anything about naming a Civilian variant. I'm not sure how seriously Lockheed intended to follow that, may have just been a nice extra to add to the overall program.

 

[TomS]

Postscript:

Is Lockheed Martin proposing that their hybrid wing body concept be constructed of aluminum alloy or carbon composite or a combination thereof?

The diagram posted in AvLeak mentions lightweight composites, at least for the wings.

 

[flateric]

LM RCEE demonstrator
from
Future Trends, Opportunities and Challenges at the Nexus of Aviation, Aerospace and Energy
Alton Romig, Vice President, Engineering and Advanced Systems, Lockheed Martin Aeronautics


http://new.livestream.com/AIAAvideo/PropEnergy2014

 

[Triton]

LM RCEE demonstrator
from
Future Trends, Opportunities and Challenges at the Nexus of Aviation, Aerospace and Energy
Alton Romig, Vice President, Engineering and Advanced Systems, Lockheed Martin Aeronautics


http://new.livestream.com/AIAAvideo/PropEnergy2014

Interesting presentation. Thank you for posting.

 

[flateric]

Thursday, July 3, 2014

Wind-Tunnel Test To Assess Benefits Of Lockheed’s HWB Airlifter

NASA and the U.S. Air Force Research Laboratory (AFRL) are planning transonic wind-tunnel tests of Lockheed Martin’s Hybrid Wing Body (HWB) fuel-effi cient strategic airlifter concept.
The HWB combines a blended wing and forebody (for aerodynamic and structural effi ciency) with a conventional aft fuselage and tail (for compatibility with current airlift missions, including airdrop).

Under a study for AFRL, Lockheed calculated the twin-engined HWB would burn 70% less fuel than a Boeing C-17 through a combination of better aerodynamics, newer engines and lighter structures. Wind-tunnel tests planned to begin in December at the National Transonic Facility at NASA Langley Research Center in Virginia will focus on validating a key aspect of the
HWB design—mounting the engines above the wing.

Lockheed conducted extensive computational fl uid dynamics (CFD) analysis that showed mounting the
nacelles over the inboard trailing edge of the wing reduced interference cruise drag and improved liftto-
drag ratio by up to 5%.

A 4%-scale, half-span model of the HWB, powered by Rolls-Royce’s conceptual UltraFan ultra-high-bypass
geared turbofan, will be tunnel-tested with the nacelle mounted conventionally under
the leading edge and over the trailing edge to validate the
benefit.
NASA and AFRL also are funding Lockheed to use the ompany’s CFD analysis tools to look at the aerodynamic
optimization of distributed propulsion on the HWB, using multiple smaller fans that would be integrated with the
blended wing.

Previous studies have focused on the design of the propulsion system itself, and particularly on the efficiency
challenges of mechanical or electrical power distribution, rather than its impact on aircraft aerodynamics.
Lockheed, meanwhile, has expanded its companyfunded HWB studies to encompass a multi-role aircraft it says would provide strategic tanker and transport capability with commercial-airliner levels of efficiency.

AFRL also is turning its attention to the next generation of U.S. Air Force aerial refueling tanker to follow the
planned procurement by 2027 of 179 Boeing 767-based KC-46s, which will replace only a portion of today’s KC-135
and KC-10 fleets.

The laboratory is evaluating whether a next-generation tanker will need to be able to operate in contested airspace,
and is taking another look at the stealthy airlifter concepts developed by Boeing, Lockheed Martin and Northrop Grumman
under the AFRL-led Speed Agile program.

Speed Agile, which ended in 2012 with a large-scale wind-tunnel test of Lockheed’s design, demonstrated powered-lift concepts for a future stealthy, super-shorttakeoff-and-landing tactical airlifter to replace the C-130.

—Graham Warwick, [email protected]

 

[Triton]

Model of Lockheed Martin hybrid wing body air lifter on display at Air Force Association Air & Space Conference 2014.

Source:
https://twitter.com/TheWoracle/status/512606927579533312/photo/1

 

[flateric]

...

 

[Stargazer]

LM RCEE demonstrator
from
Future Trends, Opportunities and Challenges at the Nexus of Aviation, Aerospace and Energy

Image appears to be stretched from 4:3 to 16:9 format. I believe this would be nearer to the real proportions:

 

[dark sidius]

There is something interesting on the wall of Skunk Works, what is this plane ? not the new transport, just behind it on the wall there is two concept plane pictures ?

 

[flateric]

UCLASS and "SR-72"

 

[dark sidius]

If its the SR-72 its not the same design we see on the net, this time it look shorter and different shape, and if we look carefuly on the top there is a kind of cockpit for me.

 

[flateric]

This placard mimics one that hangs in LM visitor center and it was also at AUVSI 2014. There are not cockpit there.
I wrote SR-72 with quotes as it's an concept and not finalized design. Remember how many variations of Blackswift and it's ancestors have we seen.

 

[dark sidius]

Yes, for sure but it can say the SR-72 is a still alive project.

 

[KJ_Lesnick]

About airframe improvements: Lockheed's design is aerodynamically superior. Boeing can improve incrementally, but it cannot make the jump forward to march Lockheed's efficiency.

It's better than the BWB?

The major risk is not the wheel, it is the fact that nobody has built a blended wing body aircraft before.

There was a point where nobody built a plane... yet we did it. We're not talking about something that's seriously that crazy -- it ain't Skynet

The pressure section of the aircraft is still a cylinder. There is additional unpressurized cargo storage on either side of the cylinder inside the wing.

 

[bobbymike]

http://aviationweek.com/HWB#slide-7-field_images-1348431

LM HWB transport

 

[fightingirish]

Here are the same pictures larger.
Link: http://foxtrotalpha.jalopnik.com/lockheed-moves-foward-with-big-blended-wing-hybrid-tran-1726883912

 

[Triton]

http://aviationweek.com/HWB#slide-7-field_images-1348431

LM HWB transport

"Lockheed Martin’s Hybrid Wing-Body Future Airlifter"
Aug 27, 2015
Graham Warwick | Aviation Week & Space Technology

Under study for six years, Lockheed Martin’s Hybrid Wing Body (HWB) concept is designed to carry all of the outsize cargo now airlifted the Lockheed C-5 while burning 70% less fuel than the Boeing C-17. Over-wing nacelles make it easier to install large-diameter, fuel-efficient very-high-bypass engines.

The HWB configuration combines a blended wing and forebody for increased aerodynamic and structural efficiency with a conventional aft fuselage and tail, which maintains compatibility with existing airlift infrastructure and operations, including airdropping paratroops.

The HWB retains a circular pressurized fuselage, with additional unpressurized cargo bays in the inboard wing sections that are accessed from the main cargo hold. This hybrid design allows conventional cargo loading and unloading equipment and procedures to used.

Wind-tunnel tests confirm over-wing nacelles reduce drag by 5% compared with conventional under-wing engines. Retaining after fuselage and tail incurs less than a 5% penalty, Lockheed says, and provides robust flight control compared with a pure blended wing-body configuration.

In addition to the airlifter configuration, Lockheed is studying a multi-role tanker/transport variant of the HWB that would be 15% more fuel-efficient than the Boeing KC-46A. The design would allow a single aircraft type to replace today’s separate airlift and tanker fleets, the company argues.

Tests of a 4%-scale semi-span model in the National Transonic Facility at NASA Langley Research Center have validated the predicted aerodynamic efficiency of the HWB with over-wing nacelles, says Lockheed. Low-speed testing of the high-lift system was also accomplished.

Lockheed plans to fly a 4%-scale unmanned version the HWB early in 2016, and is funded by AFRL to study a large-scale manned demonstrator to fly around 2020. To reduce cost, this could be based on a business jet, possible a Gulfstream V, fitted with a new wing and forebody fairing.

If pursued, Lockheed Martin’s HWB airlifter could enter service around 2035. Under NASA contract, the company is also studying an HWB commercial freighter, from 747- down to 757-size, that could enter service in the same timeframe – raising the potential for dual-use development.

Image Sources:
http://aviationweek.com/HWB#slide-7-field_images-1348431
http://foxtrotalpha.jalopnik.com/lockheed-moves-foward-with-big-blended-wing-hybrid-tran-1726883912

 

[Triton]

I wonder if Lockheed Martin will propose the multi-role tanker/transport HWB variant for the United States Air Force KC-Y or KC-Z competitions?

 

[bobbymike]

http://aviationweek.com/technology/lockheed-hwb-test-showcases-ntf-tunnel-capabilities?NL=AW-18&Issue=AW-18_20150828_AW-18_346&sfvc4enews=42&cl=article_3&utm_rid=CPEN1000000230026&utm_campaign=3645&utm_medium=email&elq2=4203ea4a2bd9425c8fa774473b626b9d

http://aviationweek.com/technology/lockheed-nasa-tests-advanced-airlifter-validate-fuel-savings?NL=AW-18&Issue=AW-18_20150828_AW-18_346&sfvc4enews=42&cl=article_2&utm_rid=CPEN1000000230026&utm_campaign=3645&utm_medium=email&elq2=4203ea4a2bd9425c8fa774473b626b9d

 

[Flyaway]

Be useful in the space industry as well for shifting rocket parts around for Space X & NASA etc. As well as moving satellites around.

 

[bobbymike]

Be useful in the space industry as well for shifting rocket parts around for Space X & NASA etc. As well as moving satellites around.

I always liked them for a long range stand off strike platform launching cruise missiles and future hypersonic weapons. We should have a future missile truck rather than needing to use LRS-B.

 

[bobbymike]

Next Up for Lockheed Low-Speed HWB Airlifter: Flight

Aviation Week & Space Technology
Graham Warwick
Mon, 2016-03-07 04:00
Lockheed eyes demonstrator potential for unconventional airlifter concept
Scale wind-tunnel models are usually designed for one task, to collect data on the ground under strictly controlled conditions. But now that Lockheed Martin has completed low-speed testing of its Hybrid Wing Body (HWB) airlifter, it plans something unusual—to fly the same model as an unmanned aircraft.

The February tests of a 4%-scale full-span model in Lockheed Martin’s low-speed wind tunnel in Marietta, Georgia, complemented evaluation of a same-scale half-span HWB in August 2015 in the National Transonic Facility (NTF) at NASA Langley Research Center. They are aimed at validating computational fluid dynamics (CFD) predictions of the unconventional configuration’s performance benefits.



According to Lockheed, the HWB combines the aerodynamic and structural efficiency of a blended wing body with the control authority of a conventional T-tail for short-field performance and compatibility of a traditional aft fuselage with the established infrastructure and procedures for loading, unloading and airdropping cargo and troops.

With a pair of ultra-high-bypass turbofans mounted above the trailing edge of the wing, the HWB is designed to carry all of the outsize cargo now airlifted by the Lockheed C-5 while burning 70% less fuel than the Boeing C-17.

While the NTF tests validated the high-speed cruise efficiency of the configuration, including a 5% improvement for over-wing nacelles versus the traditional location under the wing leading edge, the low-speed tests at Lockheed were focused on gathering stability and control data to confirm the configuration’s expected handing qualities.

“What really sets this apart is we get the performance of an unconventional configuration with conventional control effectors,” says Rick Hooker, Lockheed Martin Skunk Works HWB program manager. “It flies just like a tube-and-wing aircraft, using aileron, elevator and rudder.” Tailless flying-wing aircraft require unconventional control effectors for safe low-speed handling.

Where the half-span HWB tested in the NTF was a heavy metal model designed to withstand loads up to 12,000 lb. at transonic speeds, the low-speed model is the complete aircraft—about 10-ft. in span, but weighing just 45 lb.—so it can be flown later. “The light weight was a big challenge,” he says, as it had to carry more than 500 lb. of lift. “The hard part was getting it to survive the wind tunnel.”

Over a period of three weeks, the HWB was evaluated in the Marietta tunnel at speeds typically below 150 mph. The model was tested in cruise configuration to evaluate control-surface effectiveness and in high-lift configuration, with slats and flaps extended. Some low-speed high-lift testing was conducted in the NTF, and Lockheed was looking to confirm that data in the Marietta tests. “The results are in line with pre-test CFD, and we have good correlation with low-speed data out of the NTF,” says Hooker.

Where the NTF model had a flow-through engine nacelle, the low-speed model has a pair of electric ducted fans simulating the over-wing turbofans. This allowed Lockheed to validate the powered-lift benefit predicted to result from the additional airflow over the wing entrained by the engines.

“We tested the model at a range of power settings and control-surface deflections to see the impact on stability and control, and confirm the handling qualities,” Hooker says. “We also tested it in high-lift mode with slats and flaps and powered nacelles and confirmed the powered-lift benefit.”

The model’s 10-lb.-thrust ducted fans were not exactly the same scale size as the HWB’s large-diameter turbofan engines, but the jets produced were equivalent, enabling Lockheed to validate the powered-lift benefit predicted by CFD “with enough confidence to apply it to the full-size aircraft,” he says.

The low-speed model, designed by Lockheed and built by Empirical Systems Aerospace, will be refurbished and flown as a remotely piloted aircraft “sometime this year,” says Hooker. The goal is to assess handling qualities in cruise mode, but the model will be equipped with an air-data probe. “We know the thrust the fans produce, so we’ll be able to figure out the aircraft’s drag and get a full performance database to compare with the wind tunnel and CFD,” he says.

Lockheed is pursuing the HWB concept with funding support from the U.S. Air Force Research Laboratory (AFRL) under its Revolutionary Configurations for Energy Efficiency program, which ends in 2017. The company will complete a study for AFRL of a manned HWB demonstrator this fall, he says. A commercialization study for NASA, looking at a freighter variant, will finish around the same time.

NASA has unveiled budget plans to fly a 50%-scale hybrid wing body demonstrator after 2020 as the second in a proposed series of large-scale X-planes. To date, the agency’s definition of HWB has been synonymous with Boeing’s Blended Wing Body configuration, but Lockheed plans to propose its HWB concept, and NASA says selection of the X-plane will be an open competition. “We do qualify to play in the HWB plans, and are working with NASA to make sure that we do,” says Hooker.

Source URL: http://aviationweek.com/future-leaders/next-lockheed-low-speed-hwb-airlifter-flight

 

[Sentinel36k]

There was mention in one of the articles on the HWB about a manned demonstrator flying around 2020. Should Lockheed get funded for it, I doubt they will get enough money to allow a clean sheet design, unless they use their own money. With their experience with the ACCA, it seems likely that they might follow a similar route by using another platform and modifying it. I recall a note about using a Gulfstream buried in one of the pieces, but is it credible?...


Sentinel

 

[CammNut]

That is one proposal, to build the demonstrator around a Gulfstream to minimise costs. To reduce risks, it could fly initially with a wing-body "glove" over the basic airframe, but the engines still on the aft fuselage, then move to higher-bypass engines over the wing trailing edge. Other HWB configurations Lockheed has studied such as distributed propulsion could be tested in later phases, the thinking goes.

 

[fightingirish]

New Design. This demonstrator reminds me now of AMST program (Boeing YC-14, McDonnell Douglas YC-15) which later led to the C-X program (McDonnell Douglas Boeing C-17 Globemaster III).

@LockheedMartin embedded distributed propulsion version of Hybrid Wing Body airlifter concept #AiaaPropEnergy

Source: https://twitter.com/TheWoracle/status/758308072561397760

 

[Triton]

Fascinating if they place embedded distributed propulsion in the demonstrator.

 

[AeroFranz]

Distributed engines with intakes on the leading edge don't make sense. There is not as much synergistic effect with that location. They're not sucking the lower speed boundary layer from the top surface (thus gaining some propulsive efficiency), as in concepts with engines mounted at the trailing edge.
Also kind of a pain in the butt to put holes in the wing spar structure - although at least they have a lot of depth there at the armpit.
Unless you can reap a lot of benefits in some other fashion, few things beat ultra large bypass ratio turbofan mounted on pylons, like the original concept.
LM is competing with other companies for NASA funds to build a demonstrator. Maybe this is a way to show they can do a lot of different things with the basic idea - whether it makes sense or not.

 

[Sferrin]

Paint it nuclear-flash white and put a British roundel on it.

 

[marauder2048]

Distributed engines with intakes on the leading edge don't make sense. There is not as much synergistic effect with that location.

How would they manage to prevent the exhaust plume (plumes?) from interferring with parachute deployments from the paradrop doors or the ramp?

 

[fightingirish]

The Lockheed Martin Hybrid Wing Body airlifter demonstrator concept has now external engines in the back.
Source: http://www.nasa.gov/aero/nasa-green-aviation-x-planes

 

[Sferrin]

It's interesting to watch the iterative process. Note the change to the cockpit area as well.

 

[TomS]

The Lockheed Martin Hybrid Wing Body airlifter demonstrator concept has now external engines in the back.
Source: http://www.nasa.gov/aero/nasa-green-aviation-x-planes

The external engines have always been the main configuration. The distributed in-wing engine one was an aberration.

They do keep changing size, though, and a few of the early configs had them on stubs above the wing rather than on booms behind the wing as seems to be the preferred version now. Much easier maintenance access this way.

 

[AeroFranz]

Distributed engines with intakes on the leading edge don't make sense. There is not as much synergistic effect with that location.

How would they manage to prevent the exhaust plume (plumes?) from interferring with parachute deployments from the paradrop doors or the ramp?

Good question. Beats me!

 

[Sferrin]

Distributed engines with intakes on the leading edge don't make sense. There is not as much synergistic effect with that location.

How would they manage to prevent the exhaust plume (plumes?) from interferring with parachute deployments from the paradrop doors or the ramp?

Good question. Beats me!

I'd bet it's less than current designs. Look at the inboard engines of a C-17. They might be further forward but that gives the plume more time to expand and it's more directly in line with the ramp whereas the HWBs engines are above it.