DOCSLIB.ORG

Generation of Su-27 Fighter

Total Page：16

File Type：pdf, Size：1020Kb

Download full-text PDF Read full-text

Load more

ICAS2002 CONGRESS GENERATION OF SU-27 FIGHTER. Mickhail A. Pogossyan, Mickhail P. Simonov, German I. Zagainov, Alexy Z. Tarasov Sukhoi Aircraft Design Bureau, Russia Keywords: fighter, aerodynamics, aerodynamic scheme, negative longitudinal stability, closed loop system, fly-by-wire, thrust vectoring, combat, high angle of attack, supermaneuverability. Abstract completely because of one reason: mechanical control system. The outstanding project of The history of design and development of Sukhoi superlight fighter of Swedish designers had Su-27 fighter family including more than 10 realized in "Grippen" program: modern modifications is presented. aerodynamic scheme, fly by wire control system and other achievements had placed this aircraft 1 Introduction. Prehistory. in the row of outstanding fighters of the world. Prehistory of this paper had started from the As to USA and former Soviet Union in beginning of 70th. their history of design of fighters during last 50 During some decades after Second World years, there were some outstanding War only two countries - USA and former achievements and mistakes. For example, USSR were and continue to be real competitors historical lessons have been received from in development of fighters. In Europe only aircrafts with variable sweep wing (F-111, and France had active position in development and MiG-23) and others: F-104, F-4E, F-117, and production of fighters (Mirage family). Russian T-58D2. However, at the same time However, comparison between Mirage-family two countries had some unique aircraft: F-5E, and 4th generations of US and Russian fighters: MiG-25 and others. has evident result: superiority belongs F-15, F- At the beginning of 70th on the base of 16, F-18, Su-fighters generation (from Su-27 up experience of local wars USA started to develop to Su-37) and MiG-29. the new generation of fighters and multipurpose Three decades ago Great Britain, crafts such as F-15, F-16 and F-18 with new Germany, Italy decided to joint its efforts in approaches, using in projects: development of military crafts, but with • New aerodynamic scheme, a little contradictory requirements to aircraft. As a bit resembling MiG-25, for result of their joint efforts "Tornado" had been achievement of new level of developed and produced (no comments about manoeuverability with α≥25°, this plane). CL≥1,35 (previous generation of During last years Germany, Great Britain, fighters had α<20°, CL<1.0); France, Italy, Spain elaborated "Eurofighter" • Fly-by-wire control system; with an aerodynamic scheme resembling • New generation of avionics. "Mirage" with small canard. It is typical At that time Russian Ministry of Defense representative of 4th generation of fighters with gave out the official order to design new modern airborne systems and equipment. generation of fighters with better characteristics An original way of design of fighters had in comparison with mentioned above USA been selected by Sweden many years ago. The projects, but with lag about 3-4 years. known aircraft "Viggen", canard, was very Sukhoi Aircraft Design Bureau (Su-ADB) impressive, but potential possibilities of its together with other aviation enterprises and aerodynamic scheme had not realized 165.1 M. Pogosyan, M. Simonov et al aviation research centers (Central Aero- Approximately in the middle of 70th in Su-ADB Hydrodynamic Institute TsAGI and Sibirian and Russian research centers there were Aviation Research Institute SibNIA) had carrying out wind tunnel investigations of developed new aerodynamic scheme (so called aerodynamics of fighter with thrust vectoring "integral scheme") with optimal longitudinal and impressive data were received and we relied unstability 3%...5% of mean aerodynamic chord for the achievement of CL∼2,5 with using thrust (at subsonic speeds) and fly-by-wire flight vectoring and increasing of aircraft negative control system for future heavy fighters. The stability margin. project was called T-10. But what about angles of attacks? What Su-ADB, step by step, developed the ° project and as the result of extensive work and angles of attack after 30 will be useful for closed cooperation of Sukhoi, research centers fighters, especially in closed combat? and many aviation enterprises the maiden flight of Su-27 prototype T-10-1 have been in May 2.1 Simulation of combat at high angles of 1977, Fig. 1. attack. At first stage of aircraft design: In 1980 research teams in Su-ADB and TsAGI Some problems of stability have been have started to investigate the closed combat of solved. For example, there was guarantee the two fighters; one of them had possibility to stability of "aircraft+FBW" closed loop system realize maneuvers with achievement of α~60°, under great disturbances (so called "stability in or so-called supermaneuverability. The results large") with simultaneous minimization of of simulations were very impressive [1]. These hydraulic systems power. As we know, this results were obtained before the well-known problem has led to flight accidents with YF-22 publication of Herbst [2] but the publication was and "Grippen". This problem was solved at the impossible because of secrecy reasons. design stage with less tail deflection rate in These data convinced us to continue our comparison with two mentioned planes. investigations and the second topic of our Very effective (from pilots opinion) researches was the investigation of fighter limitation of normal load factor nz and angle of aerodynamics at high angles of attack and attack α was realized for usual exploitation. development of its mathematical model. However, we did not avoid an accident with PIO because of methodological mistake during 2.2 Fighter aerodynamics at aigh angles of flight tests and crash (destruction) of craft for attack the same reason. Very soon, we understood, that our In order to realize supermaneuverability in prospects and expectations had confirmed by flight and before training of pilots, it needs to flight tests; moreover, concrete data surpass our have mathematical model of aerodynamics at expectation. Aircraft achieved angles of attacks high angles of attack and solve the problem of (in maneuver) more then 25° and CL>1,6. After stall and spin (these regimes have to be some improvements in aerodynamics of Su- excluded). During many years joint Su-ADB family fighters the lift coefficient CL~2,0 have and TsAGI team investigated the aerodynamic been achieved in stable turn. peculiarities at high angle of attack and Therefore, we received in 1977-1978 the elaborated the mathematical model of confirmation that the task of creation of fighter aerodynamics with description of some effects succeeding in maneuverability the fighter- [1][3][4]: competitor F-15 has been solved. • Nonsymmetrical flow including nonsymmetrical breakdown of 2 High maneuverability, theory and practice. vortexes at high angles of attack, and nonsymmetrical yaw and roll moments as a result; 165.2 GENERATION OF SU-27 FIGHTER • Dynamic lag, static and dynamics coating, expansion of the set of weapon, new hysteresis in lift, pitch, yaw, roll airborne avionics and FBW control system, new moment, side force at high angle of materials etc.) and to extend the sphere of attack. application (closed combat and interception On the base of systematical wind tunnel individually and in group, ground attack, investigations, flight tests in Su-ADB and Flight reconnaissance, medium range bomber, navy Research Institute (LII), the mathematical aviation with take off and landing to aircraft model was developed with using additional carrier). differential equations for parameters, which In this paper only basic modification of determine the scale of phenomena: local on Su-27 of plane will be mentioned, see Fig. 1: profile, wing, or global, including whole plane • Su-27S/SK basic single seat from nose up to tail. configuration (typical role is On the base of this investigations more interception) with neutral and small detailed studying of stall and spin, requirements negative margin of longitudinal to effectiveness of aerodynamics and thrust- stability, maximal Mach number up vectoring control, requirements to pitch control to 2.3 and airspeed up to 1350 km/h. of airplane and requirements to characteristics On this plane pilot Victor Pugachev of inlets and nozzles were fulfilled. realized maneuver "Cobra" with At that time, Su-ADB continued the flight angle of attack up to 110°; tests of first copies of Su-27 fighter and • Su-30MK – two seats multirole discovered the possibility to fulfill maneuver fighter, aerodynamicaly is identical with achievement angles of attack more then to Su-27, with new airborne 60°. avionics and wide air-to-ground Joint efforts of specialists and pilots from attack possibilities, Fig. 3; Sukhoi ADB, FBW control system deliver • Su-30MKI – two seats multirole MNPK "Avionika" and TsAGI provided the fighter with small canard and modification of control system and unstable aerodynamic configuration methodology of flight tests. Intensive training of (up to 8…12% of longitudinal pilots was carrying out using TsAGI moving- unstability is permissible), with based simulator. It has opened the "door" for in three axes thrust vectoring, Fig. 4. flight realization of maneuver, later called On this aircraft CL∼2.0 is achieved "Pugachev Cobra", Fig. 2. and angle of attack limitation is absent. 3 Sukhoi Su-27 family of fighters • Su-34/32MF – two seats middle Role of personality in history is tremendous, not range bomber with maneuverability only in politics but in technology, science and typical to fighter, with original engineering too. scheme of pilots disposition similar Pavel O. Sukhoi, the first General to one at civil crafts (side by side), Designer of Sukhoi ADB, was initiator of Su-27 with flat and sharp-pointed nose, project. After him, E.A. Ivanov made Fig. 5,6; • outstanding contribution in design of this plane Su-33K – single seat navy fighter, and its modifications. unstable aerodynamic configuration Totally, Su-ADB elaborated more than 10 with small canard, Fig.
Recommended publications
  • Air Defence in Northern Europe

    Air Defence in Northern Europe

    FINNISH DEFENCE STUDIES AIR DEFENCE IN NORTHERN EUROPE Heikki Nikunen National Defence College Helsinki 1997 Finnish Defence Studies is published under the auspices of the National Defence College, and the contributions reflect the fields of research and teaching of the College. Finnish Defence Studies will occasionally feature documentation on Finnish Security Policy. Views expressed are those of the authors and do not necessarily imply endorsement by the National Defence College. Editor: Kalevi Ruhala Editorial Assistant: Matti Hongisto Editorial Board: Chairman Prof. Pekka Sivonen, National Defence College Dr. Pauli Järvenpää, Ministry of Defence Col. Erkki Nordberg, Defence Staff Dr., Lt.Col. (ret.) Pekka Visuri, Finnish Institute of International Affairs Dr. Matti Vuorio, Scientific Committee for National Defence Published by NATIONAL DEFENCE COLLEGE P.O. Box 266 FIN - 00171 Helsinki FINLAND FINNISH DEFENCE STUDIES 10 AIR DEFENCE IN NORTHERN EUROPE Heikki Nikunen National Defence College Helsinki 1997 ISBN 951-25-0873-7 ISSN 0788-5571 © Copyright 1997: National Defence College All rights reserved Oy Edita Ab Pasilan pikapaino Helsinki 1997 INTRODUCTION The historical progress of air power has shown a continuous rising trend. Military applications emerged fairly early in the infancy of aviation, in the form of first trials to establish the superiority of the third dimension over the battlefield. Well- known examples include the balloon reconnaissance efforts made in France even before the birth of the aircraft, and it was not long before the first generation of flimsy, underpowered aircraft were being tested in a military environment. The Italians used aircraft for reconnaissance missions at Tripoli in 1910-1912, and the Americans made their first attempts at taking air power to sea as early as 1910-1911.
  • National Transportation Safety Committee Ministry of Transportation Republic of Indonesia 2012

    National Transportation Safety Committee Ministry of Transportation Republic of Indonesia 2012

    FINAL KNKT.12.05.09.04 NNAATTIIOONNAALL TTRRAANNSSPPOORRTTAATTIIOONN SSAAFFEETTYY CCOOMMMMIITTTTEEEE Aircraft Accident Investigation Report Sukhoi Civil Aircraft Company Sukhoi RRJ–95B; 97004 Mount Salak, West Java Republic of Indonesia 9 May 2012 NATIONAL TRANSPORTATION SAFETY COMMITTEE MINISTRY OF TRANSPORTATION REPUBLIC OF INDONESIA 2012 This Final report was produced by the National Transportation Safety Committee (NTSC), 3rd Floor Ministry of Transportation, Jalan Medan Merdeka Timur No. 5 Jakarta 10110, Indonesia. The report is based upon the investigation carried out by the NTSC in accordance with Annex 13 to the Convention on International Civil Aviation Organization, the Indonesian Aviation Act (UU No. 1/2009) and Government Regulation (PP No. 3/2001). Readers are advised that the NTSC investigates for the sole purpose of enhancing aviation safety. Consequently, the NTSC reports are confined to matters of safety significance and may be misleading if used for any other purpose. As the NTSC believes that safety information is of greatest value if it is passed on for the use of others, readers are encouraged to copy or reprint for further distribution, acknowledging the NTSC as the source. When the NTSC makes recommendations as a result of its investigations or research, safety is its primary consideration. However, the NTSC fully recognizes that the implementation of recommendations arising from its investigations will in some cases incur a cost to the industry. Readers should note that the information in NTSC reports and recommendations
  • Semiempirical Simulation of Contemporary Fighter Planes

    Semiempirical Simulation of Contemporary Fighter Planes

    | Mathematics | UDC 629.735.33.015.075 Zhelonkin M. V. Semiempirical simulation of contemporary fighter planes engaging in dogfight in order to estimate the possibility of using supermanoeuvrability modes The paper presents investigation results concerning employing supermanoeuvrability modes in dogfight. We selected one of the standard manoeuvres and demonstrated the efficiency of using it. Keywords: features, supermanoeuvrability, dogfight, semi-empirical simulation, tactical employment, Split S manoeuvre. Introduction of attack, which lead to intense deceleration of Fighter aviation is mostly used for dogfighting the aircraft and to a decrease in energy height, and one of the main tasks of preparation for en- therefore a Split S manoeuvre will compensate gaging enemy air targets is the training of flight such a decrease to some extent. personnel in operating fighter aircraft weapons in Thus, in order to evaluate the efficiency of order to achieve the best performance to destroy supermanoeuvrability modes, we have selected enemy aircraft during dogfighting in various a Split S manoeuvre. Fig. 1 shows the aircraft weather and operational conditions when acting flight path when making the manoeuvre. solo or as part of an aircraft group. Modern 4++ The most important parameter that defines and 5th generation fighters are able to fly in a su- tolerable conditions for making a Split S man- permanoeuvrability mode, i.e. at angles of attack oeuvre is minimum altitude loss during the ma- beyond stall while maintaining balanced control. noeuvre, which depends on the entry speed and That is why flight personnel need to be properly altitude, as well as on the current g-load and air- trained in order to use all the aircraft capabilities.
  • NASA Technical Memorandum 102629

    NASA Technical Memorandum 102629

    NASA Technical Memorandum 102629 QUALITATIVE EVALUATION OF A CONFORMAL VELOCITY VECTOR DISPLAY FOR USE AT HIGH ANGLES-OF-ATTACK IN FIGHTER AIRCRAFT DENISE R. JONES JAMES R. BURLEY II JUNE 1990 (NA_A-F_-10752_) .._tJALITATIVL i_VALLIATIjN I-!F A L.'_;_:,JPi,!,_.L V_Lr)CI'IV VLzfi[i!K ,..;[SPLAY l--,.}E US.'_- AT _IGH A_C, LzS-OF-ATTACK IN FIuHI-_H, AIRCRAFT (NASA) i1 D L;SCL Oi.r, National Aeronautics and Space Administration Langley Research Center Hampton, Virginia 23665-5225 SUMMARY A piloted simulation study has been conducted in the Langley Differential Maneuvering Simulator (DMS) to evaluate the utility of a display device designed to illustrate graphically and conformally the approximate location of a fighter aircraft's velocity vector. The display device consisted of two vertical rows of light- emitting diodes (LED's) located toward the center of the cockpit instrument panel, with one row of lights visible to the left of the control stick and the other row visible to the right of the control stick. The light strings provided a logical extension of the head-up display (HUD) velocity vector symbol at flight-path angles which exceeded the HUD field-of-view. Four test subjects flew a modified F/A-18 model with this display in an air-to-air engagement task against an equally capable opponent. Their responses to a questionnaire indicated that the conformal velocity vector information could not be used during the scenarios investigated due to the inability to visually track a target and view the lights simultaneously. INTRODUCTION During the course of fighter aircraft display format research, many pilots have expressed a desire to have the direction in which the aircraft is traveling (aircraft's velocity vector) presented in the cockpit.
  • CRS Report for Congress Received Through the CRS Web

    CRS Report for Congress Received Through the CRS Web

    Order Code RL30730 CRS Report for Congress Received through the CRS Web Russian Fighter Aircraft Industrial Base: Parallels with the United States? November 8, 2000 Christopher Bolkcom Analyst in National Defense Ellen Schwarzler Research Associate Foreign Affairs, Defense, and Trade Division Congressional Research Service The Library of Congress This CRS Report was prepared at the request of Representative James Talent. It has been released for general congressional use with his permission. Russian Fighter Aircraft Industrial Base: Parallels with the United States? Summary There are many differences between the fighter aircraft industry in the United States and in Russia. The United States has traditionally produced its weaponry within a capitalist framework which allowed free enterprise and competition between companies in private industry. The former Soviet Union’s economy, and its fighter aircraft industry was based on a Marxist, command economy, where the central government dictated the type and number of aircraft produced and allocated resources for construction. Once among the most glamorous components of the Soviet military industrial complex, the Russian military aircraft industry has been described by some analysts as being on the verge of collapse. Russia’s civilian aircraft industry has faced similar pressures, which does not bode well for the military aviation infrastructure. It may be difficult for fighter aircraft companies to find employment in Russia’s beleaguered civil aircraft sector. The Russian government has attempted to reform its fighter aircraft industrial base and make it more efficient and competitive with western industry. It has initiated several reforms aimed at reducing the stratification and compartmentalization of industrial processes, as well as improving access to financial resources.
  • Design, Analyses, and ,. Simulation Results

    Design, Analyses, and ,. Simulation Results

    NASA Technical Paper 3446 _:i,2 _ .,/, ! High-Alpha Research Vehicle (HARV) Longitudinal Controller: Design, Analyses, and ,. Simulation Results Aaron J. Ostroff Langley Research Center • Hampton, Virginia Keith D. Hoffler ViGYAN, Inc. • Hampton, Virginia Melissa S. Proffitt Lockheed Engineering & Sciences Company • Hampton, Virginia :' National Aeronautics and Space Administration Langley Research Center • Hampton, Virginia 23681-0001 • : J July 1994 /: The use of trademarks or names of manufacturers in this i! report is for accurate reporting and does not constitute an official endorsement, either expressed or implied, of such products or manufacturers by the National Aeronautics and Space Administration. Acknowledgment The authors wish to acknowledge the following individuals who made important contributions to the research described in this paper: Philip W. Brown, Michael R. Phillips, and Robert A. Rivers, all from NASA Langley Research Center, who served as test pilots and provided ratings and insightful comments for the piloted simulation tasks. Michael D. Messina, Lockheed Engineering & Sciences Company, Hampton, VA, who maintained the nonlinear batch simulation and organized test cases for transportingreal-time code. Susan W. Carzoo, Unisys Corporation, who maintained the real- time software for the piloted simulation. Dr. Barton J. Bacon, NASA Langley Research Center, who constructed and tested the real-lt algorithms used for robustness analysis. John V. Foster, NASA Langley Research Center, who performed some engineering-test
  • DCS: Su-27 Flanker Flight Manual

    DCS: Su-27 Flanker Flight Manual

    [SU-27] DCS DCS: Su-27 Flanker Eagle Dynamics i Flight Manual DCS [SU-27] DCS: Su-27 for DCS World The Su-27, NATO codename Flanker, is one of the pillars of modern-day Russian combat aviation. Built to counter the American F-15 Eagle, the Flanker is a twin-engine, supersonic, highly manoeuvrable air superiority fighter. The Flanker is equally capable of engaging targets well beyond visual range as it is in a dogfight given its amazing slow speed and high angle attack manoeuvrability. Using its radar and stealthy infrared search and track system, the Flanker can employ a wide array of radar and infrared guided missiles. The Flanker also includes a helmet-mounted sight that allows you to simply look at a target to lock it up! In addition to its powerful air-to-air capabilities, the Flanker can also be armed with bombs and unguided rockets to fulfil a secondary ground attack role. Su-27 for DCS World focuses on ease of use without complicated cockpit interaction, significantly reducing the learning curve. As such, Su-27 for DCS World features keyboard and joystick cockpit commands with a focus on the most mission critical of cockpit systems. General discussion forum: http://forums.eagle.ru ii [SU-27] DCS Table of Contents INTRODUCTION ........................................................................................................... VI SU-27 HISTORY ............................................................................................................. 2 ADVANCED FRONTLINE FIGHTER PROGRAMME .........................................................................
  • Sukhoi's Fullback

    Sukhoi's Fullback

    TECHNOLOGY EXPLAINED Sukhoi Fullback by Dr Carlo Kopp While the region has seen the deployment and from the wide fuselage tunnel. As a result of this manufacture of hundreds of Flankers since the the aircraft’s effective wing loading is much lower early 1990s, all of these have been incremen- than that of aircraft with different configurations. tal developments of the baseline Su-27S and This is reflected in superb high alpha handling and Su-27UB tandem seat airframes. sustained turn rates. The enlarged LERX/canards Since the early 1980s the Sukhoi bureau has been migrated to a range of other Flanker variants, in- developing a family of derivative airframes, which cluding the Su-35, Su-37 and production Su-30MKI. utilise side by side seating. With ongoing industry Experience from initial Su-27K flight testing and speculation about regional buys of these aircraft, trials indicated that major issues would arise with this month’s analysis will explore the features, capa- training pilots for carrier recoveries. Without the bilities and growth potential of the Fullback family large range of aircraft types, and specialised carrier of Flanker derivatives. trainers operated by the US Navy, the Soviet AV-MF needed an aircraft which was identical in handling Sukhoi Su-27KUB to the basic Su-27K but dual seated, without the for- The navalised Su-27K for Korabl’ny was devel- ward visibility impediments of the existing tandem oped for the Project 1143.5 55,000 tonne class air- configuration Su-27UB. craft carrier, of which four were to have been built. Design of the dual navalised combat trainer de- The Su-27K is the Russian equivalent to the US Navy rivative began in 1989, the aim being to produce an F-14, but also important as it was the prototype for airframe suitable for a range of other carrier based design features which migrated to a wide range of roles such as reconnaissance, aerial refuelling, mari- other Flanker variants and derivatives.
  • 22. Maneuvering at High Angle and Rate

    22. Maneuvering at High Angle and Rate

    12/3/18 Maneuvering at High Angles and Angular Rates Robert Stengel, Aircraft Flight Dynamics MAE 331, 2018 Learning Objectives • High angle of attack and angular rates • Asymmetric flight • Nonlinear aerodynamics • Inertial coupling • Spins and tumbling Flight Dynamics 681-785 Airplane Stability and Control Chapter 8 Copyright 2018 by Robert Stengel. All rights reserved. For educational use only. http://www.princeton.edu/~stengel/MAE331.html 1 http://www.princeton.edu/~stengel/FlightDynamics.html Tactical Airplane Maneuverability • Maneuverability parameters – Stability – Roll rate and acceleration – Normal load factor – Thrust/weight ratio – Pitch rate – Transient response – Control forces • Dogfights – Preferable to launch missiles at long range – Dogfight is a backup tactic – Preferable to have an unfair advantage • Air-combat sequence – Detection – Closing – Attack – Maneuvers, e.g., • Scissors • High yo-yo – Disengagement 2 1 12/3/18 Coupling of Longitudinal and Lateral-Directional Motions 3 Longitudinal Motions can Couple to Lateral-Directional Motions • Linearized equations have limited application to high-angle/high-rate maneuvers – Steady, non-zero sideslip angle (Sec. 7.1, FD) – Steady turn (Sec. 7.1, FD) – Steady roll rate " F FLon % F = $ Lon Lat−Dir ' $ FLat−Dir F ' # Lon Lat−Dir & Lon Lat−Dir FLat−Dir , FLon ≠ 0 4 2 12/3/18 Stability Boundaries Arising From Asymmetric Flight Northrop F-5E NASA CR-2788 5 Stability Boundaries with Nominal Sideslip, βo, and Roll Rate, po NASA CR-2788 6 3 12/3/18 Pitch-Yaw Coupling Due To Steady
  • 00002-X Challenges in High-Alpha Vehicle

    00002-X Challenges in High-Alpha Vehicle

    Pergan~,on Prog. Aerospace ScL Vol. 31, pp. 291-334, 1995 Copyright © 1995 Elsevier Science Ltd Printed in Great Britain. All rights reserved 0376-0421(95)00002-X 0376-0421/95 $29.00 CHALLENGES IN HIGH-ALPHA VEHICLE DYNAMICS Lars E. Ericsson Engineering Consultant, Mountain View, California, U.S.A. Abstract--The evolution of aerospace vehicles towards ever-increasing maneuverability, including flight at high angles of attack and vehicle motions of large amplitudes and high angular rates, has led to the need for prediction of veh:Lcleaerodynamics that are dominated by unsteady separated flow effects. The existing data base is reviewed lo determine to what degree the following critical issues are understood: 1. Cause and effect of asymmetric fo:~ebody flow separation with associated vortices. 2. Cause of slender wing rock. 3. Effect of vehicle motion on dynamic airfoil stall. 4. Extrapolation from subscale tests to full-scale free flight. To extend the present knowledge to include the coupling existing between novel aerodynamic controls and the vehicle dynamics is the challenge facing designers of future agile aircraft operating at high angles of attack. CONTENTS NOTATION 1. INTRODUCTION 292 2. ASYMMETI~:IC FOREBODY FLOW SEPARATION 292 2.1. Introduction 292 2.2. Yaw characteristics 294 2.2.1. Moving wall effects 295 2.2.2. Flat spin 296 2.2.3. Reversal of coning motion 300 2.3. Roll characteristics 300 2.3.1. Dynamic forebody/leading-edge vortex interaction 301 2.4. Summary 306 3. SLENDER WING ROCK 306 3.1. Introduction 306 3.2. Recent e~perimental results and discussion 307 3.3.
  • Breakthrough Orders Breathe Life Into

    Breakthrough Orders Breathe Life Into

    R16 Aviation International News • www.ainonline.com September 17-19, 2003 September 17-19, 2003 Aviation International News • www.ainonline.com R17 commonality with the other CFM56-5s cargo variants. The first extended-fuselage An-148 assembly line, AVIC I used in the rest of the A320 family. An-74TK-300, now under assembly at the Kharkov has so far com- ARJ21 KhGAAP factory in Kharkov, will enter pleted the wing box and ANTONOV duty as a freighter for a Ukrainian cargo outer panels for the first An-74TK-300–After completing a 219- hauler. Antonov still has not decided prototype. Ulan-Ude con- mission flight-test program essentially on whether it will offer a stretched version of tinues work on the second schedule, Antonov and the Kharkov State the airplane in passenger configuration. assembly line, while the Aviation Production Company (KhGAPP) The An-74TK-300 uses 14,300-pound- Antonov plant in Kiev won AP-25 certification for the An-74TK- thrust ZMKB Progress D36-4A turbofans, nears completion of the modified to fit into the program’s third fuselage, Antonov under-wing nacelles, whose intended for structural test- An-74TK-300 additional noise-reduction ing. It plans to roll out the panels render the airplane first example this Decem- ICAO Stage 4 compliant. ber and fly it in March. Under the current Show, represents China’s most comprehen- Unlike the D36s found on schedule, the next two prototypes will fol- sive effort to build an international supplier earlier An-74s, the -4A low at four-month intervals. base for an indigenous aircraft.
  • Aeronautical Engineering

    Aeronautical Engineering

    NASA SP-7037 (275) February 1992 AERONAUTICAL ENGINEERING A CONTINUING BIBLIOGRAPHY WITH INDEXES (NASA-SP-7017(27t>» AERONAUTICAL N92-28&79 ENGINFERING: A CONTINUING BIBLIOGRAPHY ** INDEX ! .PPLEMENT 275) (NASA) 112 p Uncl 00/01 0099273 STI PROGRAM SCIENTIFIC & TECHNICAL IMCORMATION NASA SP-7037 (275) February 1992 AERONAUTICAL ENGINEERING A CONTINUING BIBLIOGRAPHY WITH INDEXES National Aeronautics and Space Administration Scientific and Technical Information Program NASA Washington, DC 1992 INTRODUCTION This issue of Aeronautical Engineering—A Continuing Bibliography (NASA SP-7037) lists 379 reports, journal articles, and other documents originally announced in January 1992 in Scientific and Technical Aerospace Reports (STAR) or in International Aerospace Abstracts (IAA). Accession numbers cited in this issue are: STAR (N-10000 Series) N92-10001 - N92-11965 IAA (A-10000 Series) A92-10001 - A92-13248 The coverage includes documents on the engineering and theoretical aspects of design, con- struction, evaluation, testing, operation, and performance of aircraft (including aircraft engines) and associated components, equipment, and systems. It also includes research and develop- ment in aerodynamics, aeronautics, and ground support equipment for aeronautical vehicles. Each entry in the publication consists of a standard bibliographic citation accompanied in most cases by an abstract. The listing of the entries is arranged by the first nine STAR specific categories and the remaining STAR major categories. This arrangement offers the user the most advantageous breakdown for individual objectives. The citations include the original ac- cession numbers from the respective announcement journals. Seven indexes—subject, personal author, corporate source, foreign technology, contract number, report number, and accession number—are included. A cumulative index for 1992 will be published in early 1993.