Aurora

hi,
i was on http://www.fighter-planes.com befour and a picture of the secret Aurora aircraft came up…

http://www.fighter-planes.com/aurora_r.jpg

and this is what the site said…

Background

Does the United States Air Force or one of America’s intelligence agencies have a secret hypersonic aircraft
capable of a Mach 6 performance? Continually growing evidence suggests that the answer to this question is
yes. Perhaps the most well-known event which provides evidence of such a craft’s existence is the sighting of
a triangular plane over the North Sea in August 1989 by oil-exploration engineer Chris Gibson. As well as
the famous “skyquakes” heard over Los Angeles since the early 1990s, found to be heading for the secret
Groom Lake installation in the Nevada desert, numerous other facts provide an understanding of how the
aircraft’s technology works. Rumored to exist but routinely denied by U.S. officials, the name of this aircraft
is Aurora.

The outside world uses the name Aurora because a censor’s slip let it appear below the SR-71 Blackbird
and U-2 in the 1985 Pentagon budget request. Even if this was the actual name of the project, it would have
by now been changed after being compromised in such a manner.

The plane’s real name has been kept a secret along with its existence. This is not unfamiliar though, the
F-117a stealth fighter was kept a secret for over ten years after its first pre-production test flight. The project
is what is technically known as a Special Access Program (SAP). More often, such projects are referred to
as “black programs”.

So what was the first sign of the existence of such an aircraft? On 6 March 1990, one of the United States
Air Force’s Lockheed SR-71 Blackbird spyplanes shattered the official air speed record from Los Angeles
to Washington’s Dulles Airport. There, a brief ceremony marked the end of the SR-71’s operational career.
Officially, the SR-71 was being retired to save the $200-$300 million a year it cost to operate the fleet.
Some reporters were told the plane had been made redundant by sophisticated spy satellites.

But there was one problem, the USAF made no opposition towards the plane’s retirement, and
congressional attempts to revive the program were discouraged. Never in the history of the USAF had a
program been closed without opposition. Aurora is the missing factor to the silent closure of the SR-71
program.

Testing such a new radical aircraft brings immense costs and inconvenience, not just in the design and
development of a prototype aircraft, but also in providing a secret testing place for aircraft that are obviously
different from those the public are aware of.

Groom Dry Lake, in the Nevada desert, is home to one of America’s elite secret proving grounds. Here is
Aurora’s most likely test location. Comparing today’s Groom Lake with images of the base in the 1970s, it is
apparent that many of the larger buildings and hangars were added during the following decade. Also, the
Groom Lake test facility has a lake-bed runway that is six miles long, twice as long as the longest normal
runways in the United States. The reason for such a long runway is simple: the length of a runway is
determined either by the distance an aircraft requires to accelerate to flying speed, or the distance that the
aircraft needs to decelerate after landing. That distance is proportional to the speed at which lift-off takes
place. Usually, very long runways are designed for aircraft with very high minimum flying speeds, and, as is
the case at Edwards AFB, these are aircraft that are optimized for very high maximum speeds. Almost
19,000 feet of the runway at Groom Lake is paved for normal operations.

Lockheed’s Skunk Works, now the Lockheed Advanced Development Company, is the most likely prime
contractor for the Aurora aircraft. Throughout the 1980s, financial analysts concluded that Lockheed had
been engaged in several large classified projects. However, they weren’t able to identify enough of them to
account for the company’s income.

Technically, the Skunk Works has a unique record of managing large, high-risk programs under an incredible
unparalleled secrecy. Even with high-risk projects the company has undertaken, Lockheed has a record of
providing what it promises to deliver.

Hypersonic Speed

By 1945, only a small amount of jets had the capability of reaching speeds of 500mph. In 1960, aircraft that
could exceed 1,500mph were going into squadron service. Aircraft capable of 2,000mph were under
development and supposed to enter service by 1965. This was a four-fold increase in speed in two decades.

From this, the next logical step was to achieve hypersonic speed. The definition of hypersonic isn’t as clearly
defined as supersonic, but aerodynamicists consider that the hypersonic realm starts when the air in front of
the vehicle’s leading edges “stagnates”: a band of air is trapped, unable to flow around the vehicle, and
reaches extremely high pressures and temperatures. The edge of the hypersonic regime lies at a speed of
roughly one mile per second – 3,600mph or Mach 5.4.

What is regarded by many as the most successful experimental aircraft program in USAF history, the X-15
rocketplane was created in response to a requirement issued by NASA (then NACA) for an air-launched
manned research vehicle with a maximum speed of more than Mach 6 and a maximum altitude of more than
fifty miles.

The X-15 program, which involved three test aircraft, went on to exceed all goals set and provided valuable
data which has been used on many high speed/altitude aircraft of today, including NASA spacecraft, and
most likely, the Aurora aircraft.

In the early 1960s, Lockheed and the USAF Flight Dynamics Laboratory began a hypersonic research
program which would provide data on travel at hypersonic speed as well as more efficient shapes for
hypersonic vehicles. From this program came the FDL-5 research vehicle, which beared an amazing
resemblance to the North Sea Aurora sighting of Chris Gibson. Building on both the FDL-5 Project and
Aurora, the aircraft which may have been seen over the North Sea could have been Northrop’s A-17 stealth
attack plane.

Possible forms of hypersonic propulsion that Aurora could be using include:
* Pulse Detonation Wave Engines
* Pulsejet Engines
* Advanced Ramjets

Hypersonic Requirements

There are three reasons why the North Sea sketch drawn by Chris Gibson is the most persuasive rendition
of the Aurora vehicle. Firstly, the observer’s qualifications, with which he couldn’t identify the aircraft; which
would have been instantaneous if the aircraft was known to the “white world”. Second is the fact that the
North Sea aircraft corresponds almost perfectly in shape and size to hypersonic aircraft studies carried out
by McDonnell Douglas and the USAF during the 1970s and 1980s. The third factor is that the North Sea
aircraft looks unlike anything else. No aircraft other than a high-supersonic vehicle, or a test aircraft for such
a vehicle, has ever been built or studied with a similiar planform.

At hypersonic speeds, traditional aerodynamic design gives way to aero-thermodynamic design. In order for
a hypersonic vehicle to remain structurally intact at such high speeds and stresses, the vehicle must produce
minimum drag and be free of design features that give rise to concentrations of heat. The aircraft design must
be able to spread the heat over the surface of the structure.

Thermal management is critical to high-speed aircraft, especially hypersonic vehicles. Skin friction releases
heat energy into the aircraft and must be pumped out again if the vehicle is to have any endurance. The only
way to do this is to heat the fuel before it enters the engine, and dump the heat through the exhaust. On a
hypersonic vehicle, thermal management is very critical, the cooling capacity of the fuel must be used
carefully and efficiently or else the range and endurance of the aircraft will be limited by heating rather than
the actual fuel tank capacity.

So how will an aircraft reach such speeds? Conventional turbojet engines won’t be able to handle the
incoming airstreams at such speeds, they can barely handle transonic speeds. In the case of hypersonic
propulsion, an aero-thermodynamic duct, or ramjet, is the only engine proven to work efficiently at such
speeds. Even ramjets have drawbacks though, such as drag created in the process of slowing down and
compressing a Mach 6 airstream.

To make a ramjet engine efficient is to spread the air over the entire length of the body. In a hypersonic
ramjet aircraft, the entire underside of the forward body acts as a ramp that compresses the air, and the
entire underside of the tail is an exhaust nozzle. So much air underneath the aircraft serves another purpose, it
keeps the plane up.

The ramjets need a large inlet area to provide the high thrust needed for Mach 6 cruise. As a result, the
engines occupy a large area beneath vehicle and the need to accomodate a large quantity of fuel means that
an all-body shape is most feasible.

Structurally, the all-body shape is highly efficient. As well as being extremely aerodynamic, the average
cross-sectional area being very large provides a great deal of space for load, equipment and fuel. This being
inside a structure that is light and compact having a relatively small surface area to generate frictional drag.

The spyplane’s airframe may incorporate stealth technology, but it doesn’t really require it should its mission
simply involve high altitude reconnaissance. Hypersonic aircraft are much harder to shoot down than a
ballistic missile. Although a hypersonic plane isn’t very maneuverable, its velocity is such that even a small
turn puts it miles away from a SAM’s projected interception point.

Choosing The Right Fuel

Choosing the right type of fuel is crucial to the success of Aurora. Because various sections of the craft will
reach cruising-speed temperatures ranging from 1,000 degrees fahrenheit to more than 1,400 degrees
fahrenheit, its fuel must both provide energy for the engines and act as a structural coolant extracting
destructive heat from the plane’s surface.

At hypersonic speeds, even exotic kerosene such as the special high-flashpoint JP-7 fuel used by the SR-71
Blackbird can’t absorb enough heat. The plausible solution is cryogenic fuel.

The best possibilities are methane and hydrogen. Liquid hydrogen provides more than three times as much
energy and absorbs six times more heat per pound than any other fuel. The downfall is its low density, which
means larger fuel tanks, a larger airframe and more drag. While liquid hydrogen is the fuel of choice for
spacelaunch vehicles that accelerate quickly out of the atmosphere, studies have shown that liquid methane is
better for an aircraft cruising at Mach 5 to Mach 7. Methane is widely available, provides more energy than
jet fuels, and can absorb five times as much heat as kerosene. Compared with liquid hydrogen, it is three
times denser and easier to handle.

Aurora Specifications

Speed:
Speeds are reported to be in the range of Mach 5-8.

Length:
110 feet (33.5 meters)

Wingspan:
60 feet (18.2 meters)

Ceiling:
150,000 feet (28.4 miles)

Design:
The Aurora aircraft has an airframe like a flattened American football, about 110 ft long and 60 ft wide,
smoothly contoured, and covered in ceramic tiles similar to those used on the Space Shuttle which seem to
be coated with “a crystalline patina indicative of sustained exposure to high temperature. . . a burnt carbon
odor exudes from the surface.”

Engine:
Several have heard a distinctive low frequency rumble followed by a very loud roar, which could be the
exotic engine used by a Mach 6 (4,400 miles per hour) aircraft. Experts say a methane-burning combined
cycle ramjet engine (uniting rocket and ramjet designs) could have been developed to power Aurora.
Observers in California have also reported seeing a large aircraft with a delta-wing shape and foreplanes.
Some think this could be an airborne launch platform for satellite-delivery rockets or even the Aurora, before
its more advanced engines were developed.

Power comes from conventional jet engines in the lower fuselage, fed by inlet ducts which open in the tiled
surface. Once at supersonic speed, the engines are shut down, and Pulse Detonation Wave Engines take
over, ejecting liquid methane or liquid hydrogen onto the fuselage, where the fuel mist is ignited, possibly by
surface heating.

A vast amount of runours, conjecture, eye-witness sightings and other evidence point to an aircraft, funded
as a Black Project, built by the Lockheed Skunk Works, operating out of the Groom Lake / Area 51
location. Always at night, never photographed, officially denied… This is the Aurora Project. No matter what
speculation takes place, it seems the secrets that lie beyond the mountains of the Nevada desert will remain
until the US military decides otherwise.

Power Plant:
At subsonic speeds power comes from conventional jet engines in the lower fuselage, fed by inlet ducts
which open in the tiled surface. Once at supersonic speed, there are three possibilities for the propulsion that
carries the plane up to its mach 5+ speed:

1.PWDE Pulse Detonation Wave Engines – Essentially, liquid methane or liquid hydrogen is ejected
onto the fuselage, where the fuel mist is ignited, possibly by surface heating. The PDE Pulse
Detonation Engine (PDE) operates by creating a liquid hydrogen detonation inside a specially
designed chamber when the aircraft is traveling beyond the speed of sound. When traveling at such
speeds, a thrust wall (the aircraft is traveling so fast that a molecules in the air are rapidly pushed aside
near the nose of the aircraft which in essence becomes a wall)is created in the front of the aircraft.
When the detonation takes place, the the aircraft’s thrust wall is pushed forward. This all is repeated to
propel the aircraft. From the ground, the jet stream looks like “rings on a rope”. Another reader thinks
this method is very suspicious. He goes on “a serious problem with the SR-71 and other high-speed
aircraft is excessive skin heating. The last thing you want is to add combustion at or near the surface.”
2.Ramjet – A reader points out that there is “a second possible power plant design, the Combined
Cycle Ramjet Engine. Essentially, it is a rocket until it goes supersonic. At that point the rocket nozzles
are withdrawn and the engines run as ramjets up to Mach 4-6. With a few minor modifications to the
shape of the combustion housing, you could soup the power plant up to a scramjet, which could see
speeds up to and beyond Mach 8. The fuel for this power plant could be liquid methane or
methylcyclohexane, plus liquid oxygen as an oxidizer in the primary ‘rocket’ stage. Further data on this
power plant is available through Popular Science Magazine, March 1993 issue. ” However another
reader feels that a ramjet is not a possible propulsion source because “the National Aerospace Plane
(NASP) was cancelled in large part due to the inability to solve the materials problems with the
proposed supersonic ramjets. I don’t think there has been enough progress, even in the black world to
solve these problems. Further, RAMJET doesn’t leave doughnuts on a rope.”
3.Regular Pulsejet – Pulsejets uses the forward speed of the engine and the inlet shape to compress
the incoming air, then shutters at the inlet close while fuel is ignited in the combustion chamber and the
pressure of the expanding gases force the jet forward. The shutters open and the process repeats itself
at a high frequency. This results in the buzzing drone for which the pulsejet missile is named: the
buzzbomb. A reader points out that “pulsejets can be cooled to solve the materials problems of
supersonic ramjets. They could also generate doughnuts on a rope although this is speculation as I am
unaware of any previous actual tests at high altitude.”

Armament:
Although it has been rumored that the Aurora is equipped with the capability of carrying air-to-ground
armaments, it is unlikely that the aircraft is designed for, or able to, support armaments. It is likely the plane is
equipped for reconnaissance only.

There has been some debate about this though, as there was a Phoenix Air to Air missile that was designed
to be carried in the F-12 (Basically a later interceptor version of the SR-71). This missile can only be carried
by the F-12, the F-111 and the F-14 Tomcat. This missile might also be usable on the Aurora.

Mission:
Reconnaissance missions.

Contractor:
It is rumored that the Aurora was designed and built by Lockheed Aeronautical Systems Co., the same
company who built the SR-71.

The SR-71 has served as one of the only aircraft capable of performing a mobile reconnaissance mission.
Although satellites are useful in this role, the SR-71 had the advantage of going wherever and whenever an
“eye-in-the-sky” is needed. In spite of this funding for the SR-71 program was canceled in 1989 and SR-71
flights ceased.

Given the importance of the role of the SR-71, and the fact that it is the only plane capable of performing that
role, it has been suggested that government must have some secret aircraft that was capable of replacing the
SR-71. According to Richard H. Graham, Col., USAF in his book SR-71 Revealed, “in 1990, Senator
Byrd and other influential members of congress were told a successor to the SR-71 was being developed
and that was why it was being retired. The “Aurora” could be this plane.

This argument is weakened by the fact that in 1995, congress approved $100 million to bring the SR-71’s
back into service. One argument is that the Aurora was abandoned, either due to expense or technical
difficulties, and that the SR-71 had to be brought back to resume its mobile surveillance role.

Legacy:
The Aurora might be a follow-up project, or research project from the XB-70 Valkyrie.

me- now, personally i do think the US has got a craft with that abitity, but mach 6? nope! i dont believe that! probably mach 15-20! because AA missiles fly at mach 3-4-5 so ive heard! so it would have to out run a missile! and if the craft would have the ability to fly at such speeds it would only be possible to do it beyond anyother crafts ceiling range!

and sorry there is so much, what do you think or the craft? if there is one?

-Typhoon