Aviation Technology Group's Dream is Taking Shape

When we first told you of this two-place, tandem, twin-jet, we used the word, "Incredible." That word can be taken a couple ways, and frankly we didn't know which one we preferred. When the full-size mockup's rollout was covered by ANN Rocky Mountain correspondent Allan Lockheed, he told us, "These guys are serious, and they're doing the right things." Allan's reputation in the speed business is unquestioned, and he's also a darned good engineer, so we were anxious to see the mockup for ourselves at NBAA.

Dr Robert Wolf, the VP of Engineering, gave us a thorough walk-around. Since this is a mockup, the discussion revolved around aerodynamics and the macro-concepts of the plane.

Not yet incorporated into the mockup, but there in the company's literature, was an F-5-like 'notch' in the leading edge of the wing. Dr Wolf said that wind-tunnel work (performed at the Kirsten wind tunnel of the University of Washington's Aeronautical Laboratory) disclosed a separation of airflow over the top of the wing, close to the fuselage, at high angles of attack. Although several shapes were tried in the tunnel, Dr Wood said, "At the end of the day -- literally -- that profile, like the one from the F-5, was the one that worked the best." Farther out, three feet from the wingtip, there's another change in the wing, noticeable as the leading edge suddenly juts out maybe three inches. "We could have used a 'vortelon,'" as the DC-9's designer called it, "but this shape also gave us some additional advantages." At that point, the  wing's chord increases, and the leading edge itself sports a larger radius. The 'notch' there tends to keep the separated air (nearer the fuselage, at high angles of attack) from interfering with the airflow over the last three feet of wing -- and the aileron directly behind it.

As for that aileron and the flaps that are outlined on the mockup's surface: that's a change. Originally, the design had a full-width flaperon, as on the F-16; but "the inputs and effects didn't come out linear," Dr Wolf explained. That's not a problem on the F-16, he said, "because that machine has all those computers flying it." More wind tunnel tests are scheduled for November; few changes are expected to emerge after that session.

The winglets serve a couple purposes. First, there is a "small but measurable" aerodynamic advantage; perhaps equally importantly, the winglet affords a large-enough surface on which to mount a wingtip light. Plus, like the dorsal ridges at the front of the main vertical fins, they clearly don't hurt, and they look cool. As for those ventral fins, they do add noticeably in directional stability.

The full-flying horizontal tail is complemented by a conventional fin/rudder combination. Well, the fin/rudder aerodynamics are special. Obviously splayed out (as on an F/A-18), they also don't point directly ahead.

The wind tunnel showed that drag was reduced and stability increased, if they were pointed ever so slightly out, from the centerline of the airplane. The included angle is about 1 degree, and you really can't see it; but Dr Wolf assured us it was in there...

The Williams FJ-33s will give this machine the best weight-to-thrust available in a production machine; and between them will mount the speed brakes, which will open both up and down, from their hinges at the extreme rear (as in the 'manual' demonstration Dr Wolf made).

The gear is all set, being a massive Castle Precision Industries trailing link setup with an odd tire size -- 16 x 4.4. The wheels and brakes will be identical, or nearly-identical, to those on the Swearingen SJ-30. There's a bit of what looks like negative camber in the gear struts -- some 5 degrees -- but the tires themselves will sit vertically. This arrangement is due to the very limited space, where the mechanisms will tuck up. ('Straight' legs would hang the tires too low.) In fact, small blisters (aerodynamically insignificant) will stretch over the center of the wheel, allowing the full-yoke forging to be covered in flight.

The cockpit design wasn't shown; and the luggage spec calls for one standard-size carry-on piece of luggage, plus two generic golf bags. As the systems come together, the final shapes, inside, will become better-defined.

This machine, a 'fighter for the masses,' has other possible purposes, which we covered in earlier articles: 'point-interceptor' comes to mind. Its quick-footedness and projected low costs of operation (Mach .92 on 78 cents a mile) look good for a number of sport, transport, and defense applications.

Adding credence to the plane's potential was the last American Ace, Brigadier General (Ret) Stephen Ritchie, who recently signed on to the Javelin team as a consultant and spokesman. He said he thinks the company's on the right track; and he looked right at home, standing next to the little 'Tiger Shark.'

Customer deliveries are anticipated after certification in 2005. The Javelin should go .92 Mach, top 51,000 feet, travel 1440 statute miles (with reserves), and look like nothing this side of NATO.

We'll keep you updated on this increasingly-interesting story. Get your $1.88 million (estimated) ready.

FMI: www.avtechgroup.com