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Various Lockheed VTOL/VSTOL/STOL Projects

hesham

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Hi,

Did we speak about that Lockheed VTOL project before ?
 

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vstol

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Tophe said:
Thanks a lot ;D Matej: I had never seen this XV-2 previosly, and I have immediately updated my asymmetric-aircraft page with it (at the end of http://cmeunier.chez-alice.fr/Asymm_addition.htm ). Thanks again! ;D
There are a lot of asymmetric designs on this page: www.obliqueflyingwing.com and in the comprehensive history paper attached at http://www.obliqueflyingwing.com/OWhistory.pdf.
 

flateric

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VTOL and STOL aircrafts studied by Lockheed Cailfornia in 1966 to create a 'thoroughly integrated transportation system' solving Boston-New York-Washington, DC complex transportation problem.

APPLICATIONS OF VTOL AND STOL AIRCRAFT
BOSTON TO WASHINGTON
by
W. N. STATLER
Lockheed-California Company
Burbank, California
AIAA Paper
No. 66-964
 

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overscan (PaulMM)

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LOCKHEED-GEORGIA is STUDYING a 100-passenger Mach 0.8 , V/STOL transport, turbofan powered and with a gross weight of 76,000lb. It would have a 500 n.m. range. The project uses four lift fans each of about 20.000lb thrust and four propulsion turbofans. two in wing pods and two in the tail. The former are used to provide low-speed roll control and the latter pitch control. The use of the propulsion engines for attitude control brings the optimum number of lift engines down to four, according to Mr T. Gardner Hill, senior research and development engineer. Lockheed-Georgia.

When lift engines are installed in pods some distance from the aircraft e.g. the unbalanced moment occurring after an engine failure could be of greater magnitude than a bleed-air roll-control system could handle; and the only recourse would be to shut down the corresponding engine on the other side. This in turn would require a considerable number of such engines, to make sure that the percentage loss of lift was suitably low. Lockheed studies indicated that the optimum number of wing podded engines would be eight. In the Lockheed design the lift fans are situated close to the e.g. and the unbalanced moments are small enough for the hover control system to trim out the forces and still meet the hover manoeuvre requirement without the need to shut down the corresponding powerplant. The engine location reduces the moments of inertia, reducing hover control requirements,which in turn reduces gross weight. According to Lockheed the lower weight and smaller number of engines would reduce cost considerably.

Three sources of power are available for control in the hover; bleed-air thrust, lift-engine thrust and cruise-engine thrust. The control moments vary directly with the aircraft moment of inertia, which itself varies roughly as the square of the gross weight. Lockheed suggest that for an aircraft with a gross weight above about 60,0001b there is insufficient thrust from bleed air to provide the desired amount of control. When lift engines are situated close to the e.g.. as in this project, the demands on a thrust-modulating system would be excessive, because of the short moment-arm. In the Lockheed project, therefore, the cruise engines areused for attitude control. By diverting their thrust, both up and down control effectiveness should be good. This system is not subject to the response-lag associated with thrust modulation of lift jets. In changing from horizontal to vertical flight, tailpipe clamshells close, while louvres in the top and bottom of the pod open to divert the thrust from horizontal to vertical. The louvres can then be moved to give differential exhaust areas between top and bottom, when upward and downward thrust is demanded for roll or pitch hover control. By deflecting these same louvres sideways on the two near fuselage-mounted engines, yaw control can be provided. The four turbofan cruise engines have a bypass ratio of about 2.5:1 and are probably in the 9,000lb-10,000lb-thrust class. The bypass ratio was chosen to give a good match between cruise and hover control requirements and helps to reduce turning losses in the thrust diverter. During hover the two cruise engines on the wing devote their entire thrust to providing redundant roll control while those in the tail provide redundant pitch and yaw control. A V tail has been chosen to avoid problems of exhaust impingement on tail surfaces: to retain a long moment-arm for pitch control thrust; and to allow side-by-side engine installation to minimise engine-out coupling between roll and pitch axes. The lift engines are installed in the same pods as the undercarriage and are canted at 30°,'their efflux being deflected to the vertical by a rotatable hoop of cascades. Rotation of these cascades towards the front or rear provides a horizontal thrust component for transitions. The cascade blades can be closed during cruising flight.

The canted engine installation was chosen to allow part of the engines to be tucked into the fuselage, with resulting reduction in pod size; to reduce pod/wing interference drag: to reduce pitch-up caused by the turning moment of the lift engine intake air during transition; and to confer the previously mentioned engine-out advantages. The position and thrust level of the propulsion engines should ensure freedom from re-ingestion into the lift fans. By substituting smaller lift engines the design would give an FAA STOL performance with a gross weight of 69.000lb The proposed aircraft would have five-abreast seating; forward and aft ticket counters; and a self-service retractable below fuselage baggage compartment to reduce turn-round time. Estimates indicate that this aircraft would be "cost competitive with any other generally known VTOL concept." But there is no indication of when the project could come to fruition.
 

lark

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Is there someone who haves a 3 view drawing of the
Lockheed GL 224-2 initial design to the
XV-4 Hummingbird.

In the X-Planes book-5 (Norton&Mathews) HPM Publications
the illustration about is very hazy...
Thanks in advance.
 

hesham

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Hi,

http://ntrs.nasa.gov/archive/nasa/casi.ntrs.nasa.gov/19890011561_1989011561.pdf
 

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hesham

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Hi,

http://ntrs.nasa.gov/archive/nasa/casi.ntrs.nasa.gov/19670029003_1967029003.pdf
 

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pesholito

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hesham said:
Hi,

Did we speak about that Lockheed VTOL project before ?
Hi Hesham, can you identify this project and direct me to a link with more information and pictures on it?
Thank you!
 

hesham

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I will try to remember the source.
 

hesham

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Hi,

may be those aircraft related to CL-480 V/STOL fighter
or CL-590 (Lockheed TFX).
 

lark

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Thanks for sharing this find BaringtonB.. !
Any idea about the date of the German mag.?
 

Jemiba

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lark said:
Any idea about the date of the German mag.?
Must have been between April 1962 to May 1963. This mag was
very short-lived.
 

Barrington Bond

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Possibly 6 Jun 1962 page 10 if my note is correct.

Regards,
Barry
 

lark

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Thanks for the service gentlemen..
 

Stargazer2006

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A Lift-Fan Powered-Lift Aircraft Concepts from an old post by Gregory (flateric):

NASA Contractor Report 177616
The Lift-Fan Powered-Lift Aircraft Concept: Lessons Learned
Wallace H. Deckert
Retired NASA Ames Researcher
Oceanside, CA
Prepared for Ames Research Center
CONTRACT A25364D
September 1993
 

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Stargazer2006

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This topic is for undesignated or poorly-documented VTOL, V/STOL and even STOL projects by Lockheed.

For more specific types, please post in any of the following:
  • Lockheed CL-379 - A New VTOL-STOL [link]
  • Lockheed CL-757 « Dragon Star » VTOL test rig [link]
  • Lockheed LGX-191 STOL transport aircraft [link]
  • Lockheed V/STOL (US Navy "Type A" proposal) [link]
  • Lockheed S-3 variants, STOL and oblique wing [link]
  • Lockheed ASTOVL, JAST, JSF projects [link]
  • Lockheed M-5 Penetrator & Supersonic Stealth STOVL projects [link]
  • Lockheed CL-945 stowed-rotor aircraft (CARR) [link]
  • Lockheed F-104 VTOL + Ryan/Girard heliplane [link]
And if you have enough information and/or pictures about another Lockheed V/STOL type, of course you can start a new topic...

Thanks a lot! ;)
 

Stargazer2006

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Paul MM's acquisition of the original company brochure for the CL-407 V/STOL jet fighter project led to a pleasant discovery: a V/STOL logistics cargo transport project designated the CL-430.
 

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Jemiba

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From Der Flieger, November, 1966, a drawing showing three Lockheed concepts for
VTOL transports. The lower two are those, we've already seen in #7.
 

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hesham

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Hi,


here is a Lockheed intra-theater STOL transport aircraft project.


http://arc.aiaa.org/doi/abs/10.2514/3.59119
 

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hesham

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hesham

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Hi,


here is a Lockheed VTOL transport aircraft concept of 1959.


https://archive.org/stream/missilesrockets5195unse#page/n913/mode/2up
 

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blackkite

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Hi!
http://alternathistory.com/seans-aviatsionnoi-arkheologii-v-ofise-lockheed-martin
"Study on Lockheed vertical and short take-off and landing transports for the United States Marine Corps in the early 1960 's. design shown here CL-484-5-4 contained two to BY-PASS TURBOJET ENGINE cruise flight and eight engines for vertical takeoff."
 

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