Glideslope From United States of America, joined May 2004, 1642 posts, RR: 0
Reply 1, posted (7 years 4 months 3 weeks 1 day 7 hours ago) and read 3316 times:
I think all they can do is move the glove design as far outboard in relation to the airframe centerline. Thus reducing the subsonic/transonic drag as much as possible. The rest is four General Electric F-101-GE-102 turbofan engines in re-heat, or 4 HK-32 turbojets.
To know your Enemy, you must become your Enemy.” Sun Tzu
N74JW From , joined Dec 1969, posts, RR:
Reply 2, posted (7 years 4 months 3 weeks 1 day 7 hours ago) and read 3304 times:
At supersonic speed, the aircraft is in front, almost outside of the shock-cone. The wing-tips, and empennage drag the airflow through the slip-stream. Transonic, the airframe has pierced the shock-cone, but has not made it through. Subsonic speeds have the nose of the aircraft hitting the front of the shock-cone, and experiencing the most drag. Airflow spills over the top of the fuselage then waves down the wing-body gloves as it moves aft. I have never seen a B-1 shape in a wind tunnel, but I am quite certain that is how the airflow would move.
Blackbird From , joined Dec 1969, posts, RR:
Reply 5, posted (7 years 4 months 3 weeks ago) and read 3053 times:
Not exactly... as you go transonic the flow accelerates to supersonic speed then slows down forming a shockwave... as the plane goes faster and faster, the supersonic-flow covers more distance forward and aft with the shockwave travelling aft. Once Mach 1 is achieved, the shockwave reaches the tailcone, and a shockwave forms at the nose which is a flat wall shape.
Above Mach 1, the shockwave bends back like a cone at increasingly swept angles as the mach number goes up. Eventually as the shockwave sweeps back far enough, the flow goes subsonic behind the shockwave, and the flow tends to take a bow-shape with the pressure wave detatching from the nose.