The most popular prediction sensor aircraft will b

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American prediction sensor aircraft will become a reality with the development of radar

researchers initially focused on building a sensor aircraft with double V-shaped wings. On this aircraft, the sensors surround the outer surface of the entire aircraft. However, the recent development allows low band radar elements to be scanned 360 degrees. This progress opens the door to the study of flight wing structure. Picture source: the next generation of new aircraft towed from the US Air Force hangar in China may be a powerful sensor. Scientists at the U.S. Air Force Research Laboratory at Wright Patterson Air Force Base in Ohio have developed some radar arrays that can be made into aircraft skins and structural parts. Their research will be able to develop new radar capabilities and promote the development of materials. This work comes from the sensor aircraft project, which aims to produce a high-altitude UAV that can hover over the area of interest for 40 to 50 hours (signal magazine, February2001, page 16). When this project is suitable for the aircraft produced in the next decade, the existing aircraft will make some development before the special surveillance and reconnaissance aircraft are delivered for use

the key of sensor aircraft is its shell. This aircraft is an aircraft built with advanced sensors rather than an aircraft equipped with advanced sensors. John bozick, the leader of the aircraft board of the air force research laboratory in charge of sensor aircraft, explained that the radar research of this project is largely focused on two areas: low band antenna and high band antenna. The original aircraft design featured a joined wing structure similar to the two letters "V" connected at the end. This method is conducive to placing the radar antenna outside the aircraft, allowing the radar to thoroughly scan the outside of the aircraft

however, scientists in the laboratory are now exploring a well-known "endfire" for 360 degree scanning of low band radar elements. Poziok explained that the signal emitted by the traditional planar radar antenna is perpendicular to its surface. "Endfire" technology will transmit radar signals parallel to the appearance of the aircraft

radar energy can be emitted from the four sides of a flat plate, Bozok continued. The signal is not continuous, but the technology can scan four sides. Therefore, designers can use multiple "endfire" gear transmission and chain transmission elements to build a larger electronic scanning array. The antenna will be embedded in the surface of the aircraft wing, and energy can be emitted from the front and back of the wing

this new capability will allow engineers to see a completely different fuselage design. The aircraft can have a more conventional swept wing similar to the B-2 wing, rather than a joined wing

electrical tests have confirmed that the "endfire" element will scan 360 degrees around the array. Engineers have built several different structures to apply this technology, including the "5x5" square array. Another array under construction will be 20 feet long and 20 feet wide. This matrix column is more consistent with the kind of antenna that will form the wing, Bozok said. This large structure will undergo electrical tests to confirm its antenna performance, and structural tests to determine its ability as a wing component. These tests, which began with the electrical evaluation, will begin later this year, bozioke said

similar work is called the feature of high band array, which works in X band. Bozok says engineers have built an array of solid shapes, which is a load-bearing structure. The transmitter/receiver of the radar is connected to the load-bearing antenna using conventional synthetic welding technology. The result is a small, compact X-band array that can be placed in the aircraft shell. The larger size of the antenna provides a higher benefit, which in turn allows to maximize the power performance of all aircraft radar antennas. Bozioke said that scientists have developed a one square foot structure that can meet all array requirements. This one square foot X-band radar will do more than the 200 elements and necessary work used to ensure that the antenna works properly. One of the challenges facing the project is to obtain high-yield arrays, he pointed out

once that square foot array meets the requirements in the laboratory, scientists will build a larger array. A 3-foot by 1-foot array for the main structural load bearing has been tested. It can carry more than 50000 pounds, Bozok reported

another ongoing work has produced a test sample, which is 20 feet long and 2 feet wide. This component lacks the necessary electronic devices and components, but it features all antenna elements, together with a combined supply, which will be attached to the transmit/receive chip. Electronic devices and components will be ignored as superfluous expenses, potsok admits. Due to the lack of active radar components, this structure was successfully tested last year to withstand major aircraft structural loads. Successful experiments have proved that the concept of this X-band antenna can be applied to many aircraft fields, bozioke said. These include a third load, such as a typical aircraft dome; The second load, such as the door of the weapon compartment or the fuselage door, and the main load, such as the wing structure or the main fuselage instrument panel

"we're really excited about this structural capability," Bozok declared. The next step, he added, is to examine the structure of electricity

these arrays are a key part of the aircraft, but the aircraft structure is still undergoing a lot of manufacturing processes. Pozok said that the "massive movement" of the pendulum, which is still swinging, cannot be stopped by hand. The goal is to mature the basic aircraft fuselage concept and related aircraft technology

first of all, the original idea was to build an aircraft surrounded by sensor packages. The engineers' job was to determine what constituted that package. Their work details the low band and high band radar concepts that led to two variants of the aircraft - the flying wing and the joined wing. The design of any aircraft would require a very large aircraft with a wingspan of 150 to 200 feet, Bozok points out. With this large-scale conceptual design on paper, scientists are now determining which technology will be used to achieve the goal of sensor aircraft. The flying wing version is compared to the B-2 shape. Compared with the bomber, there will be a higher wing to fuselage aspect ratio that is still in progress. Its wings are very long, which will cause considerable bending of the wings in flight. Too much bending will reduce the radar performance of the aircraft, so the interaction between the structural style of the aircraft and the aerodynamic load must be controlled

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