The Next Generation Bomber: A Brief Look at the B-2’s Programme Early Life
November 11th, 2008
By Raul Colon
In the middle of President Ronald Reagan’s
massive military buildup of the 1980s a few very interesting concepts were
being discussed. One of the most exotic was the hypersonic aircraft. In
the mid 1980s, the new Republican Administration began exploring the
option of developing such an air platform. Reagan and his team of
scientific advisers were pushing hard the idea of an airplane capable of
achieving speeds of Mach 12. The President himself promoted the idea in a
televised news conference. The way he described the concept, the new
aircraft, a renewed symbol of America’s technological prowess, would have
taken off from a regular designed runway, climb above the stratosphere,
much like any ICBM does, then it will proceed to move into sub orbit,
before commencing its gradual descend like a any conventional airliner.
The administration even got a name for this highly futuristic plane, “The
Orient Express”.
The name was in reference to the aircraft’s
expected ability to reach Tokyo in just two hours. The whole concept was
doomed to failure from the very beginning. The dynamics to make such an
aircraft fly at that speed were not available at that time. Lockheed’s
much vaunted SR-71 Blackbird, for example, was able to fly at “only” at
Mach 3.2 and that was achieved only after expending enormous amounts of
effort and resources. At Mach 12, the Express’ surface would have come
apart from heat friction interaction no matter what the skin composition
would have been. A titanium airframe, which was the strongest material
known at the time, could withstand up to 2,500 degrees of heat, after
which it would began to tear up. In the SR-71, the pilot wore a special
space suit that protected him from the excruciating heat. If the cabin's
air conditioner system failed, he would most likely die from extreme heat
exposure. Incredible and not even feasible, were some of the words used by
many at Lockheed’s secret Skunk Works facility in California to describe
the whole idea. But the dream of building such radical aircraft did not
die then. In fact, the idea still circulates around in Congress. The
“Express” would had been a joint effort pitting NASA and the Pentagon. But
long before any funds were made available for the feasibility study, the
Administration began to realize that the Orient Express, instead of being
one sole unit, was in reality two separate platforms, a rocket and an
aircraft, joined together mush like NASA's space shuttle and that the
science to make it a reality was not there yet. What was available was the
technology to make America's next generation bomber.
In the spring of 1978, a group of engineers,
lead by the charismatic Ben Rich, head of Lockheed’s secret Skunk Works
complex; made a pitch at the Pentagon for a new heavy bomber aircraft.
Boosting Lockheed’s recent developed F-117 stealth fighter as its
introduction card, Rich forcefully promoted his idea for America's next
generation bomber. The meeting was presided by Gene Fubini, director of
the Defence Science Board and Under Secretary for Defence and one of the
early proponents of stealth technology, William Perry. Both Perry and
Fubini were distraught over the current state of Rockwell's B-1 program.
The B-1 was conceived as a replacement for the AF B-52 plane, but massive
cost overruns and poor testing put the Rockwell's bomber program in
serious peril. Nevertheless, the Pentagon and the Strategic Air Command
(SAC) were in dire need of a replacement for their aging, B-52 bomber.
The poor result showed by the B-1 prompted
SAC to look at another option. There were discussions inside the Air Force
of upgrading General Dynamics' F-111 swing wing tactical fighter/bomber.
The idea had the partial endorsement of SAC's top commander, AF General
Richard Ellis who favored quantity over size. He believed that a more
numerous fleet of bombers would have cost less than a somewhat smaller
fleet of much larger planes. “Airplanes by the pound” as the motto went on
those days. It was not a perfect solution, but, AF generals were afraid of
being stuck behind an aging fleet of B-52s and a new, problem-prone force
of B-1s. This gave Rich and his team the opening they craved for, “if you
guys are eager for small bomber fleet, look no further than our basic
design for the stealth fighter. All we got to do is make it larger and we
have an airplane that could carry the payload of the F-111, but with a
radar cross section at least ten orders of the magnitude better”. Those
words resonated on both Perry and Fubini who were well informed of the
F-117 technological prowess. Perry, who had just signed a feasibility
study for the possible development of a naval stealth vessel, was more
receptive to the idea than the sometimes more rigid Fubini. Nevertheless,
Perry was not ready to grant one company the sole monopoly on stealth.
But the Air Force had to deal with the
problematic B-1 project before it could mount another huge and costly
bomber program. Cancelling such a vast program as the B-1, was and still
is a potential political mess. The cancellation of the B-1, which was
designed to penetrate a heavyily saturated Soviet air defence system and
proceed to deliver its nuclear payload flying near or at the deck; was
bound to cost millions of dollars and thousands of jobs. But there was a
powerful argument to be made for cancelling the whole program:
survivability. A year before, the AF had conducted an study looking into
the B-1's chances of surviving a deep penetration mission against the
heavily defended Soviet airspace, what the study revealed shocked most of
the AF's top brass. Sixty percent of the attacking B-1 force would be shot
down before it could reach its operational target. That loss rate was
unacceptable.
Rich and his team argued that in an study
preformed that same year by an independent defence think tank, a bomber
utilizing the latest in stealth technology would acquire a survivability
ratio of almost eighty percent. A dramatic improvement. Few days after the
Washington meting, Rich received a call on Lockheed’s secure line. It was
Major General William Campbell, head of Future Planning for SAC who said
“(General) Ellis would be very receptive to a stealth bomber. I want to
send out to the Skunk Works a couple of or most senior bomber pilots to
sit down with you and your people and work up for Ellis' approval the
requirements for a deep penetration stealth attack bomber” The seeds of
the “Spirits” were laid, although not in the direction Rich want it.
Reich and his team, which now consisted of
several SAC bomber pilots and colonels, worked diligently for almost three
months developing the outlines of their program. “Peggy”, as the Skunks
Works' early stealth bomber research program was referred to (Peggy was
the name of General Ellis' wife), called for a medium size bomber capable
of having an operational range of 3600 nautical miles unrefuelled with a
10000 pound payload capacity. The proposal was quickly approved and
Lockheed received a two year, fully funded, grant for research
experimentation. Lockheed appeared to had been well on its way to acquire
the military's biggest one programme contract since the Manhattan Project.
They had good reason to believe so. William
Perry was convinced that only a stealth platform could give the United
States the ability to penetrate and suppress any installation deep inside
the USSR. It would take the Soviets’ decades to achieve the necessary
technological breakthroughs to counter the US stealth technology, Perry
thought. But the US presidential election changed it all. On November
1980, Ronald Reagan assumed the presidency in a landslide victory. The
problem Rich and Lockheed now faced was the expected resignations of most
the current mid to top level civilian managerial pool at the Defence
Department. It also meant that Perry, a lifelong Democrat and one of
stealth most passionate supporters, would step down from his powerful
post. Perry was the true force behind the stealth revolution. Pushing
forward stealth programmes even at the expense of other, more conventional
ones. Stealth and its early development was, and still is, his legacy.
Lockheed’s closest competitor for the new
bomber was the Northrop Corporation. In the early 1970s, Northrop had lost
a close competition with Lockheed to develop the US first stealth platform
and were primed for a rematch. Behind Northrop's effort was the brilliant,
albeit unconventional, John Cashen who wanted nothing less than to “beat”
Rich and his team for the new AF contract. In the 1970s, the US air and
space industry was basically a monopoly of just four big companies and a
vast network of subcontractors. The most powerful company at the time was
McDonnell-Douglas which build thousand of F-15 fighters for the AF, plus
the newest Navy fighter bomber, the F-18. McDonnell was followed by the
massive General Dynamics Corporation which made everything from the F-16,
to tanks, missile systems and even submarines. Lockheed was third with a
solid experience of developing cargo and spy planes as well as the
mainstay of the US ICBM force at the time, the Polaris Ballistic Missile.
Northrop and Rockwell, which developed the B-1, followed.
Northrop was Lockheed’s main competition for
the bomber programme. There were several factors that pointed to Lockheed
winning the coveted contract. First, Northrop had not developed a type of
advanced research facility as Lockheed had with its Skunk Works. Second,
the company have expended valuable resources developing the F-20 light
weight fighter. After a cost overrun of more than $ 100 million, the F-20
fighter, which was a non-provocative air platform, meaning the plane is
advanced enough to be sold to Americas' Allies but was vulnerable
(designed as) to the most sophisticated US anti aircraft measures.
The idea behind the non-provocative concept
was that US aerospace companies could sell off the shelf technologies to
US Allies without compromising America's ability to respond if they turned
hostile. Northrop began to court the government of Taiwan which was
desperately trying to upgrade their air defence assets. But strong Chinese
opposition to the sell managed to kill the entire programme, placing the
company in a compromising financial position. This was perhaps the most
important thing going for Northrop in the bidding process. If the company
could not land the new bomber contract, it would join Rockwell, which was
already struggling with the cancellation of the B-1; on the fringe of the
US aerospace industry. Meanwhile, Lockheed’s team began plan for the
expected order. They moved ahead with plans to enlarge their secret
facility at Burbank and even had a tentative agreement with Rockwell to
utilize their huge facility at Palmdale, plus, many of Rockwell's skilled
workers would be participating on the final assembly. On the other side,
Northrop entered in a limited partnership with Boeing. The stage was set.
Everything seemed to be on track for
Lockheed’s entrance to win it out, everything, that is, except politics.
After William Perry left DOD, the whole stealth bomber program was
relocated from the Pentagon to Wright Field AF Base.
Wright was under the command of General Al
Slay, head of the AF System Command. As with Perry, Slay was a true
believer of stealth, but, unlike Perry, the influential General wanted
big, heavy bombers instead of the medium size type Lockheed had been
pitching. Immediately, Slay authorized funds from one of the AF's black
accounts. The new bomber's fund was assigned the name of Aurora by Colonel
Buz Carpenter, a young and coming officer. Somehow the named of the fund
was leaked to the press prompting one of the world's most enduring myths.
Thus the competition began at earnest. Both conglomerates centred their
efforts around Jack Northrop's 1930s flying wing design. Both engineering
team succeed in making the flying wing concept more than feasible than was
the case almost forty years earlier, the wing's boomerang form afforded
the lowest radar return echo, plus it gave the platform an unusually
favourable lift to drag ratio paving the way for a reduced fuel
consumption and a larger operational range. As each company began to
develop a three quarter mock up, it was increasingly obvious which
direction each one would follow. Lockheed’s design was more along the
lines of a medium size platform while Northrop's was a more of a true
heavy bomber type. Here is where another significant factor was staked
against Lockheed’s entry. Because the company's design was relative small,
the wing needed to be fitted with a small tail structure in order to add
stability to the bombing platform. Northrop's concept on the other hard
was large enough to be able to operate with just its surface control
systems. This small alteration gave Northrop's design a better lift/drag
ratio compared with Lockheed’s entry.
On May 1st 1981, the designs of
both, Northrop and Lockheed were pitted against one another in an AF radar
detection range. Data relating to the test is still classified, but rumors
has it that Lockheed’s design beat Northrop's entry on nearly all
frequency tests, nevertheless, the following October, Ben Rich received a
formal notification from the AF awarding the advance heavy bomber contract
to Northrop on technical merit. Rich did not took the news well. Neither
his superior, Lockheed’s CEO Roy Anderson. Both men went to visit the
newly appointed AF Secretary, Verne Orr, to protest the matter. An angry
Orr told both men that “not only was Northrop better than yours, they were
much better than you”, prompting Anderson to say “Well Mr. Secretary, time
will tell”. It was later revealed to Anderson that the selection of
Northrop's design was attributed to size. A much bigger aircraft with a
larger payload capacity provided a better bargain for the AF. Although the
Northrop's design registered a “bigger” radar signature than its
counterpart, it would require fewer attack sorties because it carry a
larger payload. Less sorties counterbalanced the real stealth advantages
enjoyed by Lockheed's design.
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Power: The Men, Machines, and Ideas that Revolutionized War, From Kitty
Hawk to Gulf War II, Stephen Budiansky,
Penguin Group 2004
Concept Aircraft: Prototypes, X-Planes, and Experimental Aircraft,
Editor Jim Winchester, Thunder Bay Press 2005
The Encyclopedia of 20th Century Air Warfare,
Editor Chris Bishop, Amber Books 2001
Jane's Aircraft Recognition Guide, Gunter
Endres and Mike Gething, HarperCollins, 2002
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