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Napisano: 27 Jan 2018 23:59
x9 ::ima li negde da se procita sta na to vele ruski piloti kakva su im iskustva?
  
  
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Dopuna: 28 Jan 2018 0:08
Citat:Flight evaluation of the F-18 deck fighter (IP Volk, AV Krugov, AY Garnaev, VI Akhrameev).
There are practically no comments on the characteristics of stability and controllability at angles of attack up to 30 degrees. According to test pilot A. Krutov, roll control in this range of attack angles is even too effective, much more than pitch control and, in principle, for a more comfortable piloting could be even slightly reduced.
The aircraft control system is well developed. The aircraft is controlled throughout the entire range of attack angles and speeds without rebalancing and nonlinearities. There is no rebalancing when passing through the transonic Mach number range, even if it is performed with overload. There is no rebalancing during the release and harvesting of mechanization. Laws of management are "licked" to perfection. Undoubtedly, when creating and finishing the aircraft control system was given great attention. When finalizing the control laws, there was undoubtedly a colossal volume of semi-detailed simulation on the pilot stands with the participation of the flight crew.
The characteristics of loading and costs of the RUS are much more optimal than on the domestic MiG-29 and Su-27. On our aircraft, the characteristics of the payload are in poor conformity with the stability and handling characteristics that the glider and control system provide.
As a result, with a vigorous long maneuvering, the pilot can get tired. On the F-18 plane, in this sense, there are no problems.
There are practically no restrictions on the angle of attack on the F-18. In practice, the only requirement for flying at angles of attack more than 30 degrees is the prohibition of sharp large deviations of the RUS by roll, which can lead to entry into the spinning modes. If the angle of attack is more than 30 degrees do not allow sharp deviations of the ENG on the roll, the aircraft does not enter the corkscrew.
When the angle of attack reaches 30-32 degrees, an audible alarm sounds. The dynamics of the aircraft at angles of attack more than 30 degrees is much better than that of domestic fighters Su-27 and MiG-29. In contrast to our aircraft spontaneous fluctuations in the roll ("Wing Rock") are almost absent. Spontaneous movement along the yaw ("nose slice"), in the case of em occurrence, is much less pronounced than on the MiG-29 and Su-27. From the point of view of aerodynamics, this can be explained by the more symmetric structure of the vortex-vortex flow, which takes place in these modes neither by the F-18 plane. which is ensured by a significant continuation of the influx of wings to the nose of the fuselage. It is pertinent to note that the experiments on SLM DM912 with nasal crests, conducted by the LII them. M.M. Gromov and ANPK them. A.I. Mikoyan, together with OLI HAY in 1987-1988, showed that the installation of aerodynamic ridges in the forward part of the fuselage allowed sveem and practically "to zero" spontaneous fluctuations in the roll and greatly reduced the tendency to spontaneous movement of the yaw of the MiG-29 aircraft in the range of angles of attack from 30 to 38 degrees. What we saw in the dynamics of the aircraft F-18. But these works were closed in 1990. It remains only to regret: - "There is no prophet in his own country" ...
At angles of attack more than 30 degrees on an F-18 aircraft for roll control, a differential deflection of the socks is used, which significantly improves the lateral controllability in these modes.
It should also be noted that the creators of the F-18 aircraft abandoned
the normalization of the angular velocity of the roll wx along the angles of attack, which, for example, was demanded by the Customer in the person of the Air Force AIKI (Akhtubinsk) when developing the MiG-29. The Americans did not follow the way of meeting this demand. They limited the maximum angular velocity of heel at angles of attack more than 30 degrees, as its development can lead to these regimes at the entrance to the regimes of a flat spin. To ensure steady rotation of the aircraft relative to the velocity vector at large angles of attack, the yaw moment acquires a greater role compared to the moment of the roll. In this regard, an experienced pilot for more
vigorous rotation of the aircraft along the bank relative to the velocity vector (wx)
rejects the rudder ("give foot"). If the pilot is not experienced and tries to increase the speed of rotation not by deviating the pedal, but by more vigorous deviation of the ENG by roll, he simply does not get the desired rotation speed on the one hand, but on the other hand it will be reliably guaranteed from falling into the corkscrew modes.
In general, the aircraft F-18 behaves much better at greater angles of attack than our MiG-29 and Su-27.
In the behavior of the aircraft F-18 on the runways, there are no special features.
Concerning the evaluation of electronic display systems on displays, opinions on the F-18 aircraft were divided. The extreme opinion on the one hand (test pilot A. Krugov) is that the indication on the F-18 is not better, not worse than on domestic aircraft, and it is not even very good that the pilot's attention is overloaded. The location of duplicating devices is inconvenient.
Another, opposite assessment (Test Pilot A. Garnaev) indicates the complete absence of any problems in the adaptation of the pilot to the electronic display system of the F-18 aircraft. A. Garnaev in his first flight never looked at the electro-mechanical devices. The digital information on the flight parameters was quite sufficient and readable, despite the fact that a number of parameters can be represented by a single digit (without trends and scales).
In one of the flights, the pilots A. Krugov and A. Garnaev intercepted each other in a close air battle, and also carried out a pole-train. These exercises did not cause them any difficulties or difficulties.
There are comments on the ergonomics of the cabin. According to the pilots, it is not sufficiently developed. There are some inconveniences in working with the car's fittings.
According to maneuverability, the F-18 aircraft is inferior to our Su-27 and MiG-29 aircraft of the same generation.
The F-18 is very comfortable for the pilot in piloting, but has a low thrust-to-weight ratio.
Our airplanes, having better characteristics, are inferior in flight quality, which indicates the lack of development of the ideological concepts inherent in them when creating.
All flying on F-18 planes agreed that the suspension system used on the "Martin-Baker" catapult seat, mounted on the plane F-18, extremely inconvenient. On the one hand it is long to wear, even if it is pre-fitted. This circumstance is delaying the preparation of a military pilot to take off for alarm. Our suspension systems (for example, the Su-17) are much more convenient in this regard. On the other hand, the entire NAZ is in the suspension system, significantly heavier it.
An interesting estimate is the landing on an F-18 plane, performed on a ship.
Sunset with -use of a lighting system of landing does not cause complications. According to the estimates of our pilots who landed on the block, the American lighting system of landing used in the Naval Air Combat Testing Center is better than the one that is currently installed on the TAKR Admiral Kuznetsov, but inferior to the experienced domestic models.
Citat:2.3. Flight rating of the F-18 deck fighter (RP Taskaev).
1. Cab and equipment.
The entrance to the cockpit by stepladder (belonging to the s-ta) is convenient. Individual tethering system is made especially for the ship's version (additional rescue equipment, floats are placed on it). Fixing the pilot in the chair is an occupation that takes more time than in the MiG-29 cockpit. It is necessary to connect 4 foot, 2 belt and 2 shoulder locks.
Being in the armchair in a fully drawn and fixed state after a while brings discomfort - the shoulder locks begin to be felt. The instructor said that they fly in the unfixed state even when landing on the deck, relying on everything to automatically fix the belts to
nx (inertial type).
The reach of the controls is provided in a tightened position.
On the right arm of the seat is the fuse bailout. Possible as a joint or separate bailouts. The oxygen system is switched on by one toggle switch, and provides 100% oxygen supply.
The mask is more convenient than KM-35; The hose is shorter and lighter, there are fewer connectors, but an unpleasant sensation due to the rubber adjacent to the face, as well as a microphone touching the lips. But perhaps this is due to the need for an individual fit. Fixing the mask in the ZS is the same. The ZS is slightly lighter than the ZSH-7, but does not leave a sense of unreliability due to the filter cut down by the "lamb" and the inability to fly above 10,000 meters in a depressurized cockpit.
Overview of the cabins of the rear and front is excellent. In order to turn around and better to inspect the rear hemisphere there is a handle, for which you can hold hands in flight
The air-conditioning system operates satisfactorily in flight. On the ground, it was not possible to assess, since in both flights before the preliminary start they were being ruddered with an open lantern, and they also taxied themselves. The lantern closes just as it does on the Cy-7, and is locked and locked when moving forward.
The second cabin lacks many controls, in my opinion, necessary for a combat training aircraft. It is impossible to control the mechanization of the wing and the airplane chassis, emergency engine control, fire extinguishing system, nasal wheel turning mechanism, engine stop, etc. In order to conduct intrapersonal radio communication, the mode "intercom-hot MIC: hot microphone" is used, the STC is constantly on, which is inconvenient, since all the ahs, the sighs of both pilots are tapped.
Management of navigation, a complex of weapons is possible both from the first and from the second cabin. There are no remotes and a "lens" system.
2. Running and testing systems.
The launch is carried out from the APU; sufficiently automated. Running APU and engines from one toggle switch; During start-up, it is held by a solenoid, at the end of the cycle it returns to neutral itself.
For the indication of revolutions, an electro-mechanical counter is used.
Indicator Тн - is not present.
The necessary information about the systems is shown on the display.
Notification about the need to look at the display - as well as we have - a blinking light bulb.
The test of systems is made on the parking brake; release of the bar refueling, hook, brake flaps, flaps.
Further - hands up - the technician on this gesture is going to inspect the plane. Looked - drop your hands, take everything you do not need. Very logical.
Flaps-control: "Automatic - 0.5 - 1.0"
On takeoff - 0.5. In flight - "Automatic". On the landing - 1.0. In calls with touch -0.5.
The chassis is a crane, not designed "for a fool" (without stoppers). Display "Release chassis" - in the handle of the crane. A very reasonable decision - you will not make a mistake, you will not mistake it, it attracts attention very much, it works by "hook" and height.
Trimmer - on takeoff 12 degrees (on the display)
- with take-off from the catapult 17 degrees.
After take-off use of trim tabs is almost unnecessary in all flight modes.
MRK - does not work until the button on the control column is pressed. Then-small angles and large-by clicking and holding this button.
Turning on afterburner - no latches. The fire is smooth.
3. Taxiing
On taxiing to maintain speed, the speed is slightly above the low gas. The taxi is convenient. Foot brakes are designed in such a way that accidentally sitting with braked wheels - it must be able to With pedals depressed at the first 15-20 degrees, braking is not felt, then - gradually increases. Efficiency is good. Due to the small stroke of the pedals, differential braking does not cause any difficulties.
4. Takeoff
There are no difficulties in normal take-off. Overclocking is slightly weaker than on the MiG-29M. Lifting of the nose wheel is smooth, controlled. There are practically no rebalances on take-off, even when cleaning the chassis, flaps.
Separation - with a full refueling of approximately 10,000 pounds and takeoff at full afterburner occurs at an instrument speed of about 150 mph.
Recruitment and cruising flight - on the angle of attack (a-5 degrees).
Constantly use automatics to facilitate the flight - stabilization of height, automatic traction.
The fuel consumption could not be accurately estimated, but in the mode of "flight to the zone - piloting-return", from the expense on the MiG-29 is not much different. In the air is 1.5 times longer due to a larger fuel reserve (also 1.5 times). We commensurate with 915.
The overclocking characteristics are weaker than the MiG-29, there are no restrictions on M, that is, it is impossible to achieve.
The plane bribes the "licked" CDS. For the age of the F-18 (since 1976
year) is very cool. Controllability to £ VX ~ up to 120-150 deg / sec to Vnp
approximately 250 miles per hour, then decreases smoothly. From the angles of attack 30-35 ° are noticeably small, but less noticeable than at 915 wings from the wing to the wing ("Wing Rock"). '
At an angle of attack of approximately 35 degrees, a warning beep sounds. There is no active system for limiting the angle of attack.
It was braked to a = 43 °, Vnp ~ 90 knots. At H ~ 3500 m - at the maximum with parachuting (slightly).
The maximum overload is ~ 8.0. You can achieve at V ~ 400 knots with a full take of the control knob. In this position, it is inconvenient to fly along the bank (their own legs interfere).
The loss of altitude per revolution from a height of H ^ 300 m is about 1000 m at
the angle of attack is a ~ 30 ° and the operating mode of the engines is at maximum and afterburner.
The acceleration of the engines is subjectively slightly worse than that of the MiG-29.
On the figure, the control of turns is unaccustomed and worse than in the direction of the arrow.
The indication on the ILS and the displays is worked out and cleaned thoroughly.
Pilot on this display is not difficult, but in the clouds still need a solid habit. At the first moment of motion along the roll, there is a "failure" of perception - where?
The instructor, by the way, explained that they do not usually perform aerobatics in the clouds.
Very great benefit brings the velocity vector. Especially when boarding a ship. Very helps index \ / back. Digital indicators V. H, ny. (XM MK is easy to read, there are no indications of slip in flight: very few opportunities are allocated to the pilot's feet (probably due to the weakness of the keels).
Flight deviates only by ± 5 °.
The range of the centering change in flight is very wide (up to 12%). Everything is treated by the CDS.
The combat modes of radar and mapping are similar to 915.
Complex and display management is realized with the help of joysticks on the ORE and RUS. and also with the help of a button frame of indicators.
Since the motor part of the dashboard is its left side, the work of a group of duplicating instruments was not well appreciated. It is clear only that the reserve horizon has a very strong error in the case of vigorous piloting and is intended for horizontal flight, return to the aerodrome.
5. Take off from the catapult.
The bulk of emotions - from the catapult start. Conventional overload They are approximately equal to 4.5 Started at a fair wind of up to 18 knots and with a fuel balance of about 3500-4000 pounds. Achieved by nx 5.5-5.6.
During the start, the main task was to understand: took off or not? When to take up management9 Take-off was carried out at the maximum.
With this acceleration, there should be a fixation of the OREs in the given position.
Very clear visual interaction with the ground crew through gestures.
6. Landing in the lighting system.
Due to the velocity vector, the Vset index is much easier to enter than at the base in the Crimea, in Saki. The control lights are visible from about 1.5-2 km, the base lights are from 900-1200 m. The "viewing angle" of the control lights is 1.5-2 times wider than ours.
On the glide path, flaps of 0.5 at Vist "140-145 knots
Flaps 1.0 for Vist ~ 132-135 knots.
The length of the horizon line on the HUD is an additional control of the released chassis. The length of the line is short when the chassis is retracted.
When landing, the aircraft is stable, there is no desire to separate (as on F-16 and 915).
With the nose wheel raised, it is difficult to fight the side wind, it is necessary to lower the nose wheel immediately after landing to maintain the direction with the help of the MRK.
CONCLUSIONS:
What characteristics would you like to adopt:
1. SDU-excellent operation of the lateral channel at angles of attack to very large; Absence of a limiter on the angle of attack (active); Impossibility of exceeding n;
Absence of imbalances in pitch when releasing / cleaning chassis, flaps, slats; A small load of the control knob; Neutrality for speed: No need to work trimmer;
Small casting on and with large culverts (multiple barrels).
2 Automatic traction.
3. Iron things - built-in stepladder; crane chassis with indication in the handle;
Lantern, overview from the cockpit.
If the pedal brakes are only on F-18.
4. Indication:
Scheduled navigation - scaling Aerobatic navigation - velocity vector;
- V is given;
- roll indication.
Control of the power plant and aircraft systems from the Display.
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