100 | ISSN 2542-0542 Journal of “Almaz – Antey” Air and Space Defence Corporation | No. 1, 2018 © ZhelonkinМ. V., 2018 manoeuvre. Keywords: We selectedoneofthestandardmanoeuvresanddemonstratedefficiency ofusing it. The paperpresentsinvestigationresultsconcerningemployingsupermanoeuvrabilitymodesindogfight. of usingsupermanoeuvrabilitymodes engaging indogfightorder toestimatethepossibility Semiempirical simulationofcontemporaryfighter planes UDC 629.735.33.015.075 noeuvrability mode is carried out at high angles high at out carried is mode noeuvrability superma - a in flight Since plane. horizontal the in manoeuvres or manoeuvres ascending to gard re- with [2], manoeuvres attitude making when height) (energy energy mechanical specific of a nose dive mode, it allows to reduce consumption in performed is manoeuvre this As manoeuvres. defence anti-aircraft and evasive missile making or attack fighter enemy an evading for formed per manoeuvre defensive a as used is noeuvre ma- S Split Aspeed. flight the maintaining) (or accelerating and descending while roll 180° a making by flight of direction the change quickly paid to a manoeuvre employed by pilots been to has attention particular target, evading an with combat air-to-air close during [1] analysis performance manoeuvre combat the on Based Description ofSplitSmanoeuvre trained in order to use all the aircraft capabilities. properly be to need personnel flight why is That beyond while maintaining balanced control. permanoeuvrability mode, i.e. at angles of attack and 5th generation fighters are able to fly in a su- 4++ Modern group. aircraft an of part as or solo acting various when conditions operational and in weather dogfighting during aircraft enemy destroy to performance best the achieve to order personnel in operating weapons in flight of training the is targets air enemy gaging en- for preparation of tasks main the of one and dogfighting for used mostly is aviation Fighter Introduction features, supermanoeuvrability, , semi-empirical simulation, tactical employment, Split S -

| Mathematics executing a Split S is limited to 9 km. An increase rability characteristics, the maximum altitude for maintain satisfactory values of aircraft manoeuv­ to order In g-load. available the in decrease a to titude loss when executing a Split S decreases due g-value increasesproportionally. available the increased, is speed the while cause be- speed entry the on depend not will S Split a executing when loss altitude minimum the idle, at running engines aircraft with and km/h 900 flights athigheranglesofattack(over30°). enables which mode, supermanoeuvrability the of potential full use to allows This attack. of gle a maximum admissible g-load in terms of the an- S is achieved when the pilot makes a manoeuvre at The minimum altitude loss when executing a Split S. Split a executing when loss attitude the upon craft engineoperationmode. air and g-load current the on as well as altitude, and speed entry the on depends which noeuvre, ma- the during loss altitude minimum is oeuvre man­ S Split a making for conditions tolerable flight pathwhenmakingthemanoeuvre. Fig. manoeuvre. S Split a selected have we modes, supermanoeuvrability such adecreasetosomeextent. compensate will manoeuvre S Split a therefore height, energy in decrease a to and aircraft the of deceleration intense to lead which attack, of At a higher flight altitude, the minimum al- to up of speeds at S Split a making When effect decisive a has g-load current The defines that parameter important most The efficiencyof the evaluate to order in Thus, 1 shows the aircraft the shows 1 Zhelonkin M.V. -

mum flight altitude flight mum manoeuvre entry speed limit speed entry manoeuvre introduced for maximum speed speed maximum for introduced to make a safe manoeuvre, limitations have been reaches the transonic region; that is why, in order aircraft the until path manoeuvre the of segment sive increase in the flight speed in the descending lead to a spike in the altitude loss due to an exces- may km/h 900 over speed entry indicated the of position, pull up the control stick for inverted the in aircraft the maintaining without for forward stick roll should the push pilot the axis, longitudinal the around roll 180° a make To altitude. and speed, rating, Split S, the pilot selects the predetermined power the in entry Before follows. as executed is mode A Split S manoeuvre in the supermanoeuvrability Split Smanoeuvre technique execution. manoeuvre of phases the all at controllability sufficient has aircraft the where region the of ry | ISSN2542-0542Journalof“Almaz– Antey” Air andSpaceDefenceCorporation|No.1,2018 H min Fig. 1. AircraftflightpathwhenexecutingSplitSmanoeuvre (Fig. V 2). The minimum The 2). min 2.3 , and s, 2...3 = t V is the bounda- the is max t = 2...3 s in andmini-

the control stick forward and decrease the angle the decrease and forward stick control the push should pilot the 35°), > (α attack of angles et lgt pe of speed flight ment manoeuvre path is reached (see Fig. 1). At instru- speed value in a lower descending segment of the lected angle of attack (g-load) until the maximum se- the maintain should pilot the Further, at- tack). of (angle g-load desired the reach to order km Fig. 2. Area ofSplitSmanoeuvre execution in supermanoeuvrabilitymode V пр = 400 mh t high at km/h

km/h 101 | Mathematics | 102 | ISSN 2542-0542 Journal of “Almaz – Antey” Air and Space Defence Corporation | No. 1, 2018 get aircraft and the attacking aircraft were located tar the simulation, of beginning the display). At on its target (in the area of a collimation head-up (see Fig. path flight its along manoeuvre S Split the cuted 200...1000 m; at- being tacked (target aircraft)did. aircraft the but 5], [4, mode rability aircraft had no option to enter the supermanoeuv­ simulation system dogfight (DFSS) [3], a when the using attacking episode dogfight a simulated Takingwe limitations, specified the account into simulation system Semi-realistic simulationusingadogfight in shown values Fig. 3. the exceed not current shall the g-load manoeuvre, S Split the executing while path flight selected the follow aircraft the mechanical energy specific required to continue dogfighting. To of make amount minimum the region. speed operational the save to allows This within fly to allowing values to down attack of • • • • • • Simulation conditions: During experiment, the target aircraft exe- aircraft target the experiment, During –H=2km; lateral offset of attacking aircraft: flight altitude:2000...9000m; descending target: 0...200m ascending target: 0...200m; initial flightspeed:500...900km/h; aircrafts: both between distance initial Fig. 3. Selectedg-loadwhenexecuting 1) while the attacking aircraft was to lock Split Smanoeuvre: –H=5km; –H=9km ±

300 m. km/h -

| Mathematics set, descending and ascending of the attacking the of ascending and descending set, simu­ semi-realistic effectively.During used be can rows the area where a defensive Split S manoeuvre between both aircrafts (from 1000 to 200 m) nar distance the in decrease a that conclude may we able attitude(Fig. 6). aircraft evaded the attack and took a more favour target the where 5) 4, (Figs. areas the determine to managed we S), (Split manoeuvres with fight flight speeds. each other, flying at different initial altitudes and at a certain distance (within a certain range) from Fig. 5. AreaofeffectiveSplitSmanoeuvreexecution Fig. 4. Area ofeffectiveSplitSmanoeuvreexecution km in supermanoeuvrabilitymodewiththedistance in supermanoeuvrabilitymodewiththedistance lation we estimated the effect of lateral off - lateral of effect the estimated we lation km Analysing the resulted areas (see Figs. 4, 5), dog- of simulation semi-realistic on Based of 1000mbetweenbothaircrafts of 500mbetweenbothaircrafts km/h km/h

- -

air-to-air fightduetosupermanoeuvrability. attack and take a more favourable attitude in close enemy evade can attacked being aircraft where rability modes. We have determined speed regions manoeuvre can be enhanced in the supermanoeuv­ S Split defensive a of efficiency the how shows study This modes). (supermanoeuvrability 90° = = α to up of stall beyond attack of angles at flight controlled a enable which aircraft, thrust vectored Now, the Russian Air Force are starting to operate Conclusion impact ontheresultofdogfight. considerable no had m 200 to up (descending) ascending and m 300 to up offset lateral the that out found We also target. its to relative aircraft Science researchinterests:flightdynamics,guidancesystems. tion, “Strela”Branch,Moscow Aviation Institute (NationalResearchUniversity). Zhelonkin Mikhail Vladimirovich – Assistant Professor, Department of Aeromechanics, Aircraft Guidance and Naviga- | ISSN2542-0542Journalof“Almaz– Antey” Air andSpaceDefenceCorporation|No.1,2018 m Fig. 6. Aircraftflightpathsduring close air-to-air combat

m

Bibliography 2018. Iss.17.P. 29–38.(Russian) micheskoy oborony [Aerospace Defense Herald]. TsAGI flight simulator // Vestnik vosdushno-kos using modes supermaneuverability of Research Zhelonkin 3. S. 59–66.(Russian) 1–2. No. TVF.1994, // ataki ugly zakriticheskie samoleta pri dinamicheskom vykhode na bol’shiye 2. S. 3.(Russian) “Akademicheskiye Zhukovskiye chteniya”. 2016. Vserossiyskoy nauchno-prakticheskoy konferentsii III materialam po statey nauchnykh Sbornik // boyu vozdushnom blizhnem v manevrennosti Zhelonkin 1. Submitted on29.03.2018 aerodinamike. 2015.S.117–118 (Russian) po konferentsiya nauchno-prakticheskaya XXVI // informatsionno-intellektual’noy podderzhki letchika menta na pilotazhnom stende dlya ortabotki variantov 5. N. E.Zhukovsky(TsAGI). 2016.S.36.(Russian) after named Institute Aerohydrodynamic Central nauchno-tekhnicheskoy konferentsii po aerodinamike. XXVII Materialy // boyu vozdushnom v nosti tsy ratsional’nogo ispol’zovaniya sverkhmanevren Metodika opredeleniya na pilotazhnom stende grani 4. Zhelonkin Zhelnin Arapov Arapov Arapov M. V., V. I., G. E., G. E., . Ustoychivost’, upravlyaemost’Ustoychivost’, Yu. N. G. E., . Metodika provedeniya eksperi- provedeniya Metodika . M. V Zhelonkin Tkachenko Zhelnin Zhelnin Dubov V. N., Yu. B., M. V., V. N., O. I. Rezhimy sverkh ­ Zhelonkin Tkachenko Zhelonkin Zhelnin V. N., M. V. V. I., O. I. - - ­

103 | Mathematics | 104 | ISSN 2542-0542 Journal of “Almaz – Antey” Air and Space Defence Corporation | No. 1, 2018 Область научных динамика полета, системыуправления. интересов: исследовательский (национальный институт авиационный университет)». образовательного «Московский бюджетного образования государственного высшего Федерального учреждения «Стрела» филиала аппаратов» летательных Желонкин Михаил Владимирович – старший преподаватель кафедры «Аэромеханика, управление и навигация применение, маневр«переворот». Ключевые слова: воздушном бою.Выбранодин его эффективность изтиповыхманевровипоказана применения. ре Представлены использования режимов сверхманевренности современных для оценкивозможности истребителей Полунатурное моделирование ближнего воздушного боя сверхманевренно зультаты исследований по использованию режимов сверхманевренности в ближнем в сверхманевренности режимов использованиюзультаты по исследований сть, ближний воздушный бой, полунатурное моделирование, боевое | Mathematics