Lockheed Martin TR-X

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Zamena za U-2, samo sto ce iskoristiti dosta postojecih delova sa U-2 i RQ-4B. Odnos bukvalno je u pitanju kanibalizacija U-2 , RQ-4B i koriscenje maksimuma postojecih delova za pravljenje novog TR-X.
Koristice jedan motor, sadasnji GE F118 sa U-2, raspon krila 39.9 metara kao kod RQ-4 da bi koristio iste hangare i infrastrukturu, plafon leta 70 000 stopa. Ostaje u vazduhu 24 sata, sa dolivanjem goriva 40 sati.

Planiraju 30 komada samo odluka o ovome nece biti pre 2020-24. Vazduhoplovstvo hoce zamenu za U-2, odnosno vec su hteli da ga posalju u penziju ali im nisu dali dok ne nadju zamenu.

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Northrop testira Global Hawk sa senzorima sa U-2.

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Nece biti opcionalno sa pilotom, samo bespilotni

Citat:As it stands today, when Clarence “Kelly” Johnson’s famed U-2 is retired to the boneyard or converted into the proposed unmanned TR-X surveillance aircraft after 2019, the only cockpit from which US military aviators will view the world from 70,000ft will be from inside a converted shipping container on the ground. That’s because Lockheed Martin’s Skunk Works design team has scrubbed its “optionally piloted” plans for TR-X, since its high-altitude mission is “ideally suited” for unmanned aircraft.

There is nothing comfortable, or even logical, about donning a pressurised spacesuit to fly at freezing and inhospitable heights in a single-engined spyplane, at a time when a UAV can transmit back the same images and signals. But there is something glamorous – almost romantic – about high-altitude flight that will be lost when the U-2, which first flew in 1955, is replaced.

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Lockheed’s TR-X Reconnaissance Aircraft Will Have Stealthy Shape, Skin

Citat:The high-flying tactical reconnaissance UAS will eventually incorporate a stealthy outer mold line and a radar-absorbing skin, allowing it to penetrate deep into enemy territory, according to Scott Winstead, Lockheed’s U-2 business development manager.

Citat:Initially, the TR-X will meet the Air Force’s immediate ISR need by carrying the U-2’s existing, unstealthy nose, which houses either the synthetic aperture radar or the powerful SYERS-2 electro-optical/infrared (EO/IR) camera, depending on the mission, on a low-observable structure. While the initial TR-X design will have a straight wing, which is not characteristic of a stealth aircraft, it will be complemented by low-observable shaping, Winstead says.

“This is what TR-X can offer-—a low-signature structure that can fly with the cutting-edge, state-of-the-art sensors of today’s platforms,” he says.

TR-X essentially takes the advantages of the high-flying U-2 and the long-endurance Global Hawk and merges them into one. Since the new aircraft will be unmanned, it will also have greater range than the U-2. It will be able to fly at least 24 hr.—longer with one aerial refueling—compared to the Global Hawk’s 28-30-hr. endurance. Using the U-2’s powerful General Electric F118 engine, TR-X will fly at 70,000 ft.—more than 10,000 ft. higher than Global Hawk’s advertised service ceiling—and maintain a 5,000-lb. payload capacity.

The Air Force’s current budget plan calls for retiring the U-2 in 2019 and replacing the spy plane with a Global Hawk upgraded with some of the U-2’s powerful sensors. But the initial TR-X is a more cost-effective solution to the service’s short-term ISR needs, Winstead says. Lockheed projects that an initial design fleet of 30 TR-Xs would cost $3.8 billion and could be ready to go in seven years, he says, in contrast to the $3.5 billion the Air Force is planning to spend to turn the Global Hawk into “an 80% U-2 solution.”

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