Stealth aircraft
An F-117 Nighthawk stealth strike aircraft
Stealth aircraft are aircraft that use stealth technology
to avoid detection by employing a combination of features to interfere with radar as well as reduce visibility in the infrared,
visual, audio, and radio frequency (RF) spectrum. Development of stealth technology likely began in Germany during World War II.
Well-known modern examples of stealth aircraft include the United States' F-117 Nighthawk (1981–2008), the B-2 Spirit, the F-22 Raptor,
and the F-35 Lightning II.
While no aircraft is totally invisible to radar, stealth aircraft
prevent conventional radar from detecting or tracking the aircraft
effectively, reducing the odds of a successful attack. Stealth is the
combination of passive low observable (LO) features and active emitters
such as Low Probability of Intercept Radars, radios and laser designators. These are usually combined with active defenses such as chaff, flares, and ECM.
It is accomplished by using a complex design philosophy to reduce the
ability of an opponent's sensors to detect, track, or attack the stealth
aircraft.
This philosophy also takes into account the heat, sound, and other
emissions of the aircraft as these can also be used to locate it.
Full-size stealth combat aircraft demonstrators have been flown by
the United States (in 1977), Russia (in 2010) and China (in 2011),
while the US military has already adopted three stealth designs, and is preparing to adopt another.
Most recent fighter designs will at least claim to have some sort of
stealth, low observable, reduced RCS or radar jamming capability, but as
of yet there has been no actual air to air combat experience against
stealth aircraft.
Background
During World War I, an attempt to reduce the visibility of military
aircraft through the experimental use of "Cellon" plastic transparent
covering material resulted in single examples of the Fokker E.III
Eindecker fighter monoplane, the Albatros C.I two-seat observation biplane, and one German heavy bomber design, the Linke-Hofmann R.I
all being covered with the "Cellon" material; the latter two aircraft
had all-wooden structures covered with the "Cellon" material, which
degraded rapidly in direct sunlight and were not proceeded with any
further.
Nearly three decades later, a more serious attempt at "invisibility" was tried with the Horten Ho 229 flying wing fighter-bomber, developed in Germany during the last years of World War II
.
In addition to the aircraft's shape, which may not have been a
deliberate attempt to affect radar deflection, the majority of the Ho
229's wooden skin was bonded together using carbon-impregnated plywood
resins designed with the purported intention of absorbing radar waves.
Testing performed in early 2009 by the Northrop-Grumman
Corporation established that this compound, along with the aircraft's
shape, would have rendered the Ho 229 virtually invisible to the top-end
HF-band, 20-30 MHz primary signals of Britain's Chain Home
early warning radar, provided the aircraft was traveling at high speed
(approximately 550 mph (890 km/h)) at extremely low altitude
(50–100 feet).
In the closing weeks of WWII the US military initiated "Operation Paperclip", an effort by the US Army
to capture as much advanced German weapons research as possible, and
also to deny that research to advancing Soviet troops. A Horten glider
and the nearly complete Ho 229 V3 third prototype airframe were secured
and sent to Northrop Aviation for evaluation in the United States,
who much later used a flying wing design for the B-2 stealth bomber.
During WWII Northrop had been commissioned to develop a large wing-only
long-range bomber (XB-35)
based on photographs of the Horten's record-setting glider from the
1930s, but their initial designs suffered controllability issues that
were not resolved until after the war. Northrop's small one-man
prototype (N9M-B) and a Horten wing-only glider are located in the Chino Air Museum in Southern California.
Modern stealth aircraft first became possible when Denys Overholser, a mathematician working for Lockheed Aircraft during the 1970s, adopted a mathematical model developed by Petr Ufimtsev,
a Russian scientist, to develop a computer program called Echo 1. Echo
made it possible to predict the radar signature an aircraft made with
flat panels, called facets. In 1975, engineers at Lockheed Skunk Works
found that an aircraft made with faceted surfaces could have a very low
radar signature because the surfaces would radiate almost all of the
radar energy away from the receiver. Lockheed built a model called "the
Hopeless Diamond", so-called because it resembled a squat diamond, and
looked too hopeless to ever fly. Because advanced computers were
available to control the flight of even a Hopeless Diamond, for the
first time designers realized that it might be possible to make an
aircraft that was virtually invisible to radar.
Reduced radar cross section is only one of five factors the designers
addressed to create a truly stealthy design such as the F-22. The F-22
has also been designed to disguise its infrared emissions to make it
harder to detect by infrared homing ("heat seeking") surface-to-air or
air-to-air missiles. Designers also addressed making the aircraft less
visible to the naked eye, controlling radio transmissions, and noise
abatement.
The first combat use of purpose-designed stealth aircraft was in December 1989 during Operation Just Cause in Panama. On 20 December 1989, two USAF
F-117s bombed a Panamanian Defense Force barracks in Rio Hato, Panama.
In 1991, F-117s were tasked with attacking the most heavily fortified
targets in Iraq in the opening phase of Operation Desert Storm and were the only jets allowed to operate inside Baghdad's city limits.
General design
The general design of a stealth aircraft is always aimed at reducing
radar and thermal detection. It is the designer's top priority to
satisfy the following conditions; some of which are listed below, by
using their skills, which ultimately decides the success of the
aircraft:-
- Reducing thermal emission from thrust
- Reducing radar detection by altering some general configuration (like introducing the split rudder)
- Reducing radar detection when the aircraft opens its weapons bay
- Reducing infra-red and radar detection during adverse weather conditions
Limitations
B-2 Spirit stealth bomber of the U.S Air Force
Instability of design
Early stealth aircraft were designed with a focus on minimal radar cross section
(RCS) rather than aerodynamic performance. Highly-stealth aircraft like
the F-117 Nighthawk are aerodynamically unstable in all three axes and
require constant flight corrections from a fly-by-wire (FBW) flight system to maintain controlled flight. Most modern non-stealth fighter aircraft are unstable on one or two axes only.
[citation needed]
However, in the pursuit of increased maneuverability, most 4th and
5th-generation fighter aircraft have been designed with some degree of
inherent instability that must be controlled by fly-by-wire computers.
As for the B-2 Spirit, based on the development of the flying wing aircraft
by Jack Northrop since 1940, design allowed creating stable aircraft
with sufficient yaw control, even without vertical surfaces such as
rudders.
Dogfighting ability
Earlier stealth aircraft (such as the F-117 and B-2) lack afterburners,
because the hot exhaust would increase their infrared footprint, and
breaking the sound barrier would produce an obvious sonic boom, as well
as surface heating of the aircraft skin which also increased the
infrared footprint. As a result their performance in air combat maneuvering required in a dogfight
would never match that of a dedicated fighter aircraft. This was
unimportant in the case of these two aircraft since both were designed
to be bombers. More recent design techniques allow for stealthy designs
such as the F-22 without compromising aerodynamic performance. Newer
stealth aircraft, like the F-22, F-35 and the Sukhoi T-50,
have performance characteristics that meet or exceed those of current
front-line jet fighters due to advances in other technologies such as
flight control systems, engines, airframe construction and materials.
Electromagnetic emissions
The high level of computerization and large amount of electronic
equipment found inside stealth aircraft are often claimed to make them
vulnerable to passive detection. This is highly unlikely and certainly
systems such as Tamara and Kolchuga,
which are often described as counter-stealth radars, are not designed
to detect stray electromagnetic fields of this type. Such systems are
designed to detect intentional, higher power emissions such as radar and
communication signals. Stealth aircraft are deliberately operated to
avoid or reduce such emissions
Current Radar Warning Receivers look for the regular pings of energy from mechanically swept radars while fifth generation jet fighters use Low Probability of Intercept Radars with no regular repeat pattern.
Vulnerable modes of flight
Stealth aircraft are still vulnerable to detection during, and
immediately after using their weaponry. Since stealth payload (reduced
RCS bombs and cruise missiles)
are not yet generally available, and ordnance mount points create a
significant radar return, stealth aircraft carry all armament
internally. As soon as weapons bay doors are opened, the plane's RCS
will be multiplied and even older generation radar systems will be able
to locate the stealth aircraft. While the aircraft will reacquire its
stealth as soon as the bay doors are closed, a fast response defensive
weapons system has a short opportunity to engage the aircraft.
This vulnerability is addressed by operating in a manner that reduces
the risk and consequences of temporary acquisition. The B-2's
operational altitude imposes a flight time for defensive weapons that
makes it virtually impossible to engage the aircraft during its weapons
deployment. All stealthy aircraft carry weapons in internal weapons
bays. New stealth aircraft designs such as the F-22 and F-35 can open
their bays, release munitions and return to stealthy flight in less than
a second.
Some weapons require that the weapon's guidance system acquire the
target while the weapon is still attached to the aircraft. This forces
relatively extended operations with the bay doors open.
Also, such aircraft as the F-22 Raptor and F-35 Lightning II Joint
Strike Fighter can also carry additional weapons and fuel on hardpoints
below their wings. When operating in this mode the planes will not be
nearly as stealthy, as the hardpoints and the weapons mounted on those
hardpoints will show up on radar systems. This option therefore
represents a trade off between stealth or range and payload. External
stores allow those aircraft to attack more targets further away, but
will not allow for stealth during that mission as compared to a shorter
range mission flying on just internal fuel and using only the more
limited space of the internal weapon bays for armaments.
Reduced payload
In a 1994 live fire exercise near Point Mugu, California, a B-2 Spirit dropped forty-seven 500 lb (230 kg) class Mark 82 bombs, which represents about half of a B-2's total ordnance payload in Block 30 configuration
Fully stealth aircraft carry all fuel and armament internally, which
limits the payload. By way of comparison, the F-117 carries only two
laser or GPS guided bombs, while a non-stealth attack aircraft can carry
several times more. This requires the deployment of additional aircraft
to engage targets that would normally require a single non-stealth
attack aircraft. This apparent disadvantage however is offset by the
reduction in fewer supporting aircraft that are required to provide air
cover, air-defense suppression and electronic counter measures, making
stealth aircraft "force multipliers".
Sensitive skin
The B-2 has a skin made with highly specialized materials such as Polygraphite.
Cost of operations
Stealth aircraft are typically more expensive to develop and manufacture. An example is the B-2 Spirit
that is many times more expensive to manufacture and support than
conventional bomber aircraft. The B-2 program cost the U.S. Air Force
almost $45 billion.
Detection
Theoretically there are a number of methods to detect stealth aircraft at long range.
Reflected waves
Passive (multistatic) radar, bistatic radar
and especially multistatic radar systems are believed to detect some stealth aircraft better than conventional monostatic radars, since first-generation stealth technology (such as the F117) reflects energy away from the transmitter's line of sight, effectively increasing the radar cross section
(RCS) in other directions, which the passive radars monitor. Such a
system typically uses either low frequency broadcast TV and FM radio
signals (at which frequencies controlling the aircraft's signature is
more difficult). Later stealth approaches do not rely on controlling the
specular reflections of radar energy and so the geometrical benefits
are unlikely to be significant.
Researchers at the University of Illinois at Urbana-Champaign with support of DARPA, have shown that it is possible to build a synthetic aperture radar image of an aircraft target using passive multistatic radar, possibly detailed enough to enable automatic target recognition (ATR).
In December 2007, SAAB
researchers also revealed details for a system called Associative
Aperture Synthesis Radar (AASR) that would employ a large array of
inexpensive and redundant transmitters and a few intelligent receivers
to exploit forward scatter to detect low observable targets.
The system was originally designed to detect stealthy cruise missiles
and should be just as effective against aircraft. The large array of
inexpensive transmitters also provides a degree of protection against
anti-radar (or anti-radiation) missiles or attacks.
Infrared (heat)
Some analysts claim Infra-red search and track
systems (IRSTs) can be deployed against stealth aircraft, because any
aircraft surface heats up due to air friction and with a two channel
IRST is a CO2 (4.3 µm absorption maxima) detection possible, through
difference comparing between the low and high channel.
These analysts also point to the resurgence in such systems in several
Russian designs in the 1980s, such as those fitted to the MiG-29 and Su-27. The latest version of the MiG-29, the MiG-35, is equipped with a new Optical Locator System that includes even more advanced IRST capabilities.
In air combat, the optronic suite allows:
- Detection of non-afterburning targets at 45-kilometre (28 mi) range and more;
- Identification of those targets at 8-to-10-kilometre (5.0 to 6.2 mi) range; and
- Estimates of aerial target range at up to 15 kilometres (9.3 mi).
For ground targets, the suite allows:
- A tank-effective detection range up to 15 kilometres (9.3 mi), and
aircraft carrier detection at 60 to 80 kilometres (37 to 50 mi);
- Identification of the tank type on the 8-to-10-kilometre (5.0 to 6.2
mi) range, and of an aircraft carrier at 40 to 60 kilometres (25 to 37
mi); and
- Estimates of ground target range of up to 20 kilometres (12 mi).
Longer Wavelength Radar
VHF radar systems have wavelengths comparable to aircraft feature
sizes and should exhibit scattering in the resonance region rather than
the optical region, allowing most stealth aircraft to be detected. This
has prompted Nizhniy Novgorod Research Institute of Radio Engineering
(NNIIRT) to develop VHF AESAs
such as the NEBO SVU, which is capable of performing target acquisition
for SAM batteries. Despite the advantages offered by VHF radar, their
longer wavelengths result in poor resolution compared to comparably
sized X-band radar array. As a result, these systems must be very large
before they can have the necessary resolution for an engagement radar.
The Dutch company Thales Nederland, formerly known as Holland Signaal, have developed a naval phased-array radar called SMART-L, which also is operated at L-Band and is claimed to offer counter stealth benefits.
OTH radar (over-the-horizon radar)
Over-the-horizon radar is a design concept that increases radar's effective range over conventional radar. It is claimed that the Australian JORN Jindalee Operational Radar Network can overcome certain stealth characteristics.
It is claimed that the HF frequency used and the method of bouncing
radar from ionosphere overcomes the stealth characteristics of the
F-117A. In other words, stealth aircraft are optimized for defeating
much higher-frequency radar from front-on rather than low-frequency
radars from above.
Operational usage of stealth aircraft
The F-117 Nighthawk stealth attack aircraft.
The B-2 Spirit strategic stealth bomber
To date, the United States of America is the only country to use stealth aircraft in combat. These deployments include the United States invasion of Panama, the first Gulf War, the Kosovo Conflict, the War in Afghanistan the War in Iraq and the 2011 military intervention in Libya. The first use of stealth aircraft was in the U.S. invasion of Panama, where F-117 Nighthawk stealth attack aircraft were used to drop bombs on enemy airfields and positions while evading enemy radar.
In 1990 the F-117 Nighthawk was used again in the first Gulf War,
where F-117s flew approximately 1,300 sorties and scored direct hits on
1,600 high-value targets in Iraq
while accumulating over 6,905 flight hours.
Only 2.5% of the American aircraft in Iraq were F-117s, yet they struck
more than 40% of the strategic targets, dropping over 2,000 tons of
precision-guided munitions and striking their targets with over an 80%
success rate.
In the 1999 NATO bombing of Yugoslavia two stealth aircraft were used by the United States, the veteran F-117 Nighthawk, and the newly introduced B-2 Spirit
strategic stealth bomber. The F-117 performed its usual role of
striking precision high-value targets and performed well, although one
F-117 was shot down by a Serbian Isayev S-125 'Neva-M' missile commanded by Colonel Zoltán Dani.
The, then new, B-2 Spirit was highly successful, destroying 33% of
selected Serbian bombing [targets in the first eight weeks of U.S.
involvement in the War. During this war, B-2s flew non-stop to Kosovo
from their home base in Missouri and back.
In the 2003 invasion of Iraq, F-117 Nighthawks and B-2 Spirits were
again used, and this was the last time the F-117 would see combat.
F-117s dropped satellite-guided strike munitions on selected targets,
with high success. B-2 Spirits conducted 49 sorties in the invasion,
releasing more than 1.5 million pounds of munitions.
During the May 2011 operation to kill Osama bin Laden,
one of the helicopters used to clandestinely insert US troops into
Pakistan crashed in the bin Laden compound. From the wreckage it was
revealed that this helicopter had stealth characteristics, making this
the first publicly known operational use of a stealth helicopter.
The most recent use of stealth aircraft was in the 2011 military intervention in Libya, where B-2 Spirits dropped 40 bombs on a Libyan airfield with concentrated air defenses in support of the UN no-fly zone.
The F-22 Raptor fifth generation stealth air superiority fighter
Naval variant of the F-35 Lightning II fifth-generation stealth multi-role fighter
A Sukhoi PAK FA fifth-generation Stealth multirole fighter
Stealth aircraft will continue to play a valuable role in air combat with the United States using the F-22 Raptor, B-2 Spirit, and the F-35 Lightning II to perform a variety of operations.
The Russian Sukhoi PAK FA stealth multi-role fighter is scheduled to be introduced from 2015, to perform a wide variety of missions.
The Sukhoi/HAL FGFA, the Indian version of the PAK FA is scheduled to be introduced from 2017 in higher numbers, also to perform a wide variety of missions.
The People's Republic of China plans to introduce the Chengdu J-20 stealth multi-role fighter round 2018. A prototype was flown in early 2011.
Stealth aircraft lost
Main articles: F-117 Nighthawk Combat loss, Andersen Air Force Base B-2 accident , and RQ-170 Sentinel
The first time that a stealth aircraft has been shot down was on 27 March 1999, during Operation Allied Force when an American F-117 Nighthawk was brought down by a Isayev S-125 'Neva-M' missile launched by a Serbian Air Defense crew who were operating their radars on unusually long wavelengths.
The pilot ejected and was rescued and the aircraft itself remained
relatively intact due to striking the ground at a slow speed in an
inverted position
In December 2011, Iranian sources showed videos of a captured US RQ-170 stealth drone in a good shape with intact central controlling unit.
The information was later confirmed by several US sources. The analysts
say that the drone might have been captured by electronic cyber attack
or jamming.
There are reports that China and Russia asked Iran to inspect the drone less than a week after the Iranian video was released.
A B-2 crashed on 23 February 2008 shortly after takeoff from Andersen Air Force Base in Guam.
The findings of the investigation stated that the B-2 crashed after
"heavy, lashing rains" caused water to enter skin-flush air-data
sensors, which feed angle of attack and yaw
data to the computerized flight-control system. The water distorted
pre-flight readings in three of the plane's 24 sensors, causing the
flight-control system to send an erroneous correction to the B-2 on
takeoff. The B-2 quickly stalled, became unrecoverable, and crashed.
The sensors in question measure numerous environmental factors,
including air pressure and density, for data to calculate airspeed,
altitude and attitude. Because of the faulty readings, the flight
computers determined inaccurate airspeed readings and incorrectly
indicated a downward angle for the aircraft, which contributed to an
early rotation and an un-commanded 30-degree pitch up and left yaw,
resulting in the stall.
