Sukhoi Su-57 / T-50 / PAK FA - flight testing and development Part II [2012-current]

Flateric - but with widely separated 2D-movement, angled nozzles one can get 3D forces, correct?
 
Widely separated angled 2D nozzles can generate a yaw input that non-angled 2D nozzles can't. However, such yaw component would also be coupled to either roll force or pitch force. You can't get yaw without also get one or both of the others. Aerodynamic control surfaces must be deflected in order to counteract pitch or roll forces that is not desired for the present maneuver.

So I'd say it is a hack that doesn't substitute for true 3D thrust vectoring.

Question:

If they can arrange for the entire 2D thrust vectoring nozzle to rotate on a circular bearing about the long axis of the engine, then that would be true 3D thrust vectoring. Have the Russians tried this? It seems to me the technology required to rotate a 2D TV nozzle would be much the same as the technology required to manufacture the nozzle on the Yak-141.
 
I doubt rotation would be as fast. The FCS would have to have a separate mode for all possible nozzle positions (in order to couple with aerodynamic controls)?? :eek:

...or is it just me.
 
The FCS isn't "separate" from the TV. The TV itself would be part of the FCS. It's control laws should gurantee the optimum input of the control inputs based on the maneuvering required and the part of the flight envelope it is in. That would include the Levcons, the TV, Ailerons/flaperons, L.E. flaps, verticals tails and horizontal tails.

I'm wondering if one of the purposes of their TV design is to allow control of the aircraft without using the aerodynamic surfaces, to maximize stealth when maneuvering into position. Not hard maneuvering, but just flight course changes, since you get the combination of pitch, roll, and yaw with differential deflection. Sort of how a B-2 uses differential thrust to control yaw in "stealth" mode, only a more 3D version of that.
 
PMI ( ex-FGFA) model from Aero India, courtesy Shiv Aroor @Livefist:
 

Attachments

  • IMG-20130205-01195.jpg-704778.jpg
    IMG-20130205-01195.jpg-704778.jpg
    116.2 KB · Views: 625
  • IMG-20130205-01198.jpg-713126.jpg
    IMG-20130205-01198.jpg-713126.jpg
    109.7 KB · Views: 603
  • IMG-20130205-01201.jpg-725498.jpg
    IMG-20130205-01201.jpg-725498.jpg
    85.1 KB · Views: 582
flateric said:
T-50 is aerodinamically and structurally more advanced, maneuverable (and risky) design than F-22 using 15+ year gap in aerodynamic development. Just LO variable inlets, LEVCONs and "3D" TVC to mention.
Click to expand...

I don't think 3D TVC in and of itself means more maneuverability, although the wide spacing of the engines on the T-50 will allow it to take advantage of 3D TVC. Also, doesn't the F-22 have some kind of leading edge device as well? I sometimes see lift vortex vapor being generated in front of the wings.
 
If you didn't notice, 3D was marked with " "
You can call it 2.5D TVC if you want.
Of course, Raptor has wing leading edge flaps. But it has not LEVCONs.
 
I just wonder if there is any particular reason to cut off the bar with photographers name and id of the picture?
 
Wil, spotters who post at RussianPlanes, have a sport interest, too, as number of page hits counts among community.
You making this contest less 'fair play' while reposting them here in fulll size.
I'm not talking of removing (c) tab at the moment.
 
what is the hemispherical dorsal dome protruding from behind the canopy? Is it the tracking aperture bulb for some kind of up and rear viewing electrooptical sensor?


what is the purpose of the big apparent openings on the canopy frame behind the back of the canopy transparency?
 
Ball (sometimes dubbed R2-D2) is a part of UOMZ 101KS EODASki (101KS-O) and according to some not only tracks targets/dangers but also serve as radiating DIRCM turret.
Vents behind the cockpit glass are for air conditioning system.
 
flateric said:
If you didn't notice, 3D was marked with " "
You can call it 2.5D TVC if you want.
Of course, Raptor has wing leading edge flaps. But it has not LEVCONs.
Click to expand...

Canting the 2D nozzles in that way would appear to be of significant benefit during high alpha velocity vector rolls (when the small, all moving verticals would begin to loose effectiveness).
Roll right requires right roll, nose right yaw (otherwise you're Just changing alpha into sideslip) and pitch down to counter inertial coupling. Deflecting the left nozzle down would give moments in those directions.
Yaw and pitch authority can often be the limiting factors on high alpha roll rate.
I expect the levecons are useful in controlling the forebody vortex at high alpha. Almost looks like it's all been thought through!

Interesting that the company that was one of the first to put a HMS and HOBS missile on an operational aircraft are still very interested in high alpha agility.
 
http://www.ainonline.com/aviation-news/ain-defense-perspective/2013-03-01/russia-india-describe-next-gen-fighter-plans
 
...from FliegerRevue...
 

Attachments

  • IMG.gif
    IMG.gif
    1.4 MB · Views: 901
As interesting as they are those drawings always crack me up. It's not as though the manufacturer sends a copy of the engineering blueprints to the publisher.
 
sferrin said:
As interesting as they are those drawings always crack me up. It's not as though the manufacturer sends a copy of the engineering blueprints to the publisher.
Click to expand...


In fact, some are extremely accurate. Some of the artists have been able to wander around the production line viewing the assembly of the planes and have been supplied with relevant technical drawings. In other cases, the drawings were necessarily speculative (e.g. Soviet aircraft during the Cold War).
 
http://www.findpatent.ru/patent/227/2271964.html

The invention relates to aircraft equipment. The device consists of two sections in the form of a skeleton with a grid, steered in the air intake ducts. In the extended position is a gap between the sections, and the projection on the plane perpendicular to the air intake ducts, there is overlap the edges of the front section. The first one is connected to the second section of the kinematic coupling, transmission shaft rotation, the first section of which is fixed and which is connected to a power drive shafts, which established the second section. Each section consists of at least two parts and has at least one fold axis about which part of the section can be folded. At the installation sites covering the air intake shaft has a panel. Said invention is to increase the reliability of the protective device and improving maintainability. Description: 6 f-ly, 4 ill. The invention relates to aircraft equipment, in particular for structures air intakes (LA) equipped with protection device power plant against foreign objects.
The need to install a safety device called the possibility of contact with air path powerplant foreign objects from the airfield pavement or small birds on takeoff, landing and taxiing of aircraft. Getting used to eliminate various designs with grids.
Grid of the type described in U.S. Patent number number 2931460, 3871844, 4833879 permanently fixed in the inlet power plant. Such designs are the main modes of flight delayed submission to engines required air flow.
Known construction of protective devices intakes of power plants, in which the grid attached to several segments of the circle (see U.S. patent number 2,695,074 number, 2623610, 2618358, 2704136, 2747685, 2709499, 2704136, 2835342, 2812036). Segments like petals and released or moved between the retracted position actuators. In the extended position the segments fit together and block the flow of air in the retracted position adjacent to the skin channel inlet. Because the design of these contain a large number of segments, the following problems occur:
- During installation, adjustment of the segments as in the issued and in the retracted position,
- For each segment to be transferred from the control of the actuator, thus increasing the number of parts, complicated construction, reduced reliability and increased weight.
Closest to the proposed solution is a retractable safety device for gas turbine engine air intake as described in U.S. patent number 2,944,631. It can be used as a circular air intake and other forms, such as elliptical or rectangular. Protective device consists of two sections, each of which is set to rotate relative to an axis across the channel inlet, so that in the extended position sections cover the entire channel, the front edge of the sections are closed to each other, the other edge of the sections merge with the walls of the channel inlet. Sections have a framework that supports a grid designed to trap dirt and foreign objects. In the retracted position, the sections are located outside the Flow-through, allowing air to pass freely in the power plant, so the shape of the sections corresponds to the shape of the channel walls intake so that they form parts of the channel wall.
Axis on which sections are set, can be parallel or even match. In a preferred (according to the authors of U.S. Patent number 2,944,631) variant section mounted on a common axis, located in the center of the channel across it, and the front edge of the sections meet in a plane containing said axis. In this section are connected kinematically by rocker mechanism and turn actuator (hydraulic cylinder) attached to the edge of one of the sections.
The design of such a safety device has the following drawbacks:
- Difficult adjustment for the front edges of the closure of sections in the extended position and vpisyvaemosti them to bypass channel in the retracted position (no exact closing the front edges of the sections in this design may dirt into the engine, in the absence of the channel vpisyvaemosti may stall with protruding edges) ,
- For closing the front edges must be strictly symmetrical surface of the channel walls in the area of ​​protective device, ie cylindrical, conical, elliptical or rectangular,
- The axis of rotation of the sections must lie in the same plane (in particular, be parallel or match)
- Installation of both sections on a common axis of rotation complicates the construction site rotation sections
- The design does not allow to be removed for repair only one section without disturbing the installation of another,
- With a long, tapering to an input channel is difficult to remove a section through the inlet channel (need to remove the engine to dismantle sections of the channel),
- Rocker mechanism to synchronize the rotation of sections has great friction and rods connected to the frame sections that are experiencing from this additional burden.
The present invention is to increase the reliability of the protective device and improving maintainability of protective devices, in particular the elimination of problems associated with the need for closing the front edges of the sections and their removal from the channel.
The problem is solved by using a safety device air intakes containing two sections, each of which is a frame with a fixed grid and it is set in the channel inlet to rotate so that the extended position sections cover the air intake section of the channel, and in the retracted position, the image fragments of the channel wall inlet, characterized in, that the said sections are set so that in the extended position is a gap between the sections and thus projected on a plane perpendicular to the channel inlet in a protective device, there is overlap the edges of the front section.
Mentioned the possibility of turning the mentioned sections performed due to the fact that they were installed, each on its axis of rotation, and the mentioned gap and overlap formed by the selection of the relative position of these axes.
Mentioned the possibility of turning the mentioned sections is realized due to the fact that the first of these sections is controlled actuator and is connected to the second section of the kinematic coupling, the use of simultaneous move partitions from the retracted position to the down position and back.
Said control actuator first section is implemented so that the first section is mounted on shafts that rotate about the axis of rotation of the section, and that is connected to an actuator.
The second section is mounted on shafts that rotate about the axis of rotation of this section, referred to as the kinematic linkage is designed so that it transmits the rotation shaft, which is fixed on the first section, the shafts on which are mounted the second section.
Each section consists of at least two parts and has at least one folding axis about which parts of each section can be folded.
At the installation sites mentioned trees lining the channel inlet has panel Retractable when turning sections mentioned in the down position.
This solution enables:
- To avoid any need for precise clamping front edges of sections, so as preventing dirt and foreign objects in the proposed closure of sections formed by the fact that the leading edge of one section is shifted relative to the front edge of the other sections to form the overlap
- Shift of the same section from the edge of the other sections in the direction along the inlet channel to simplify control sections in the extended position, as does not require a precise fit the edges,
- Because edges do not merge, attenuated form requirements of sections and form the channel inlet: they may not have symmetry, providing exact closing edges, so the channel can be asymmetrical,
- By connecting the actuator to the shaft can pass the control effort on the turn of the sections by the shortest route and avoid strain sections, which occur when the actuator is connected to the edge of the section,
- Spacing of the axes of rotation of sections protective device can accommodate between kinematic constraints and reliability synchronization turning sections
- Due to the fact that the kinematic relationship transmits motion from shaft to shaft, to avoid deformation of the second section,
- Greatly facilitate operation (taking out sections), the cover due to the fact that each of the sections mounted on a single axis of rotation, and each has an axis of folding.
1 shows an air intake duct with the guard with a section in the retracted position in perspective.
Figure 2 shows a longitudinal section of the channel with the guard with the sections in the retracted position.
Figure 3 shows the channel inlet with a safety device with the sections in the extended position in perspective.
4 shows a longitudinal section of the channel with the guard with the sections in the extended position.
Protective device inlet LA contains two sections 1 and 2, each of which represents a 7 frame mounted thereon grid 3 and channel 4 is installed inside the air intake to pivot between a retracted position and released so that the extended position of section 1 and section 2 covers Channel 4 intake (see Figure 3, 4), and in the retracted - form a wall fragments inlet channel 4 (see Figure 2).
Sections 1 and 2 are set as follows (see Figure 4), which is in the extended position is a gap between the sections of A (A is a gap that the leading edge of one section 1 does not touch the front edge of the other two sections, and vice versa) and that the projection a plane perpendicular to the channel inlet in a protective device, there is overlap the edges of the front section B (the presence of overlap means that the projections on this plane sections overlap each other near the front edges - overlap). In the case shown in the figures, Section 1 is located above two sections and floors are made so that the front edge of the bottom section 6 2 offset from the front edge of the upper section 5 1 up.
Ability to rotate the sections 1 and 2 carried out by the fact that they are set on the axes of rotation 9 and 10, respectively. Each section mounted on the axis of rotation, ie, axis 9 and 10 are not the same, and in general may be placed randomly with respect to each other (the indirect channel inlet axis 9 and 10 may be even not parallel).
A gap and overlap B sections are formed by the selection of the location of the axes 9 and 10, so that is the location together with the form of the Section provides the required values ​​and the gap 7 and overlap B. Required size of the gap and overlap are determined experimentally. 4 shows the magnitude of the gap A is the distance between the front edges of the sections in a direction along the inlet channel, but as the overlap B - length of the segment on which the projections overlap of sections 1 and 2 in the plane perpendicular to the channel inlet.
One section, for example, the first section 1, is controlled by actuator 11 and is connected to the second section 2 of the kinematic coupling 12, the use of simultaneous move partitions from the retracted position to the down position and back.
Installation of sections 1 and 2 on the axes 9 and 10 is implemented in such a way that each side of section 1 is fixed at one of two coaxial shafts 13, which is the axis of rotation of the axis of rotation 9 section 1 and section 2 of each side - one of two coaxial shafts 14, which is the axis of rotation of the axis of rotation 10 of section 2. Shafts 13 and 14 do not cover the air inlet duct 4. Management section 1 is implemented so that the actuator 11 is connected to each of the shafts 13 and can rotate them. This avoids distortions. Kinematic relationship 12 installed on both sides of sections 1 and 2, and is designed so that it transmits the rotation shaft 13 to the shafts 14.
Each section 1 and 2 consists of at least two parts and has a folding axis 15 about which parts of each section can be folded to reduce its size. Folding can be done, for example, by shompolnogo connection axis 15.
At the installation sites of shafts 13 and 14, covering the channel 4 has movable panels 16 and 17, entered in the contours of the inlet channel at the retracted position of sections 1 and 2 and Retractable when turning sections 1 and 2 in the down position.
The gaps between the edges of sections 1 and 2 and a covering Channel 4 are so small that you can not foreign objects again in the channel 4. Space 18 above the upper section 1 communicates with the space 19 with the bottom section 2 through the side channels 20 in the air intake frame for collection of foreign objects in the waste bin, 21, who is under the bottom section 2. Location Collector 21 is selected under the lower section 2 so as to have got there things were not keen on the air flow in the power plant. In a waste bin, 21 hatch 22 to retrieve debris.
Protective device inlet works as follows.
At rest before starting the engine, sections 1 and 2 safety device rotated about axes 9 and 10, respectively, due to the fact that the power drive 11 rotates the shaft 13, which is fixed at one section and kinematic relationship 12 passes this rotation shaft 14, which is fixed Section 2. Section moved to the down position.
When turning the sections 1 and 2 press on movable panels 16 and 17 casing 4 and channel them into the wall utaplivajut channel 4.
In the extended position the cutting edge 6 of the second section two removed from a gap relative to the front edge of the first five sections 1 in the longitudinal direction (along the channel 4) and up to form the overlap in the vertical direction in the plane perpendicular to the air intake ducts in a protective device as described above and shown in the drawings.
After starting the engine, and the movement of aircraft on the runway of the flow of air to the power plant, is on channel 4 through the air intake grid 3 sections 1 and 2. Foreign objects in the power plant through a gap between sections 1 and 2 prevented by overlapping 8, because overlap with a gap formed perpendicular profiled air inlet channel 4 channel that can not move objects that are moving in a stream of air and they themselves can not abruptly change its direction. In this case, the heavier the foreign object, the less they are able to depart at the direction of air flow, thus less likely that they will pass through said shaped channel.
After takeoff, the aircraft sections 1 and 2 actuator 11 are transferred to the retracted position. The movement of the drive shafts 13 11 passed, and a kinematic linkage 12 - 14 shafts. Therefore, sections 1 and 2 rotate and fit the contours of the channel 4. Movable panels 16 and 17 casing channel 4 are once again flush with the skin of channel 4, closing the front edge of the 5 and 6, sections 1 and 2 in the field installation of shafts 13 and 14.
In Transition sections 1 and 2 in the retracted position foreign objects from airfield pavement and small birds, detainees braid 3 sections 1 and 2, enter the space between 18 and 19, sections 1 and 2 and the wall of the air intake frame. Foreign objects, arrested top section, after cleaning the side channels 20 fall into the waste container 21. Items detained lower section 2, in the process of cleaning get there immediately.
Click to expand...
 
Good artist work, but w. many mistakes that could have been avoided using readily available open data and - that's not talking of weird missiles zoo.
 
Have these been posted yet? Are they even from the PAK-FA? (lifted from another forum, mods please delete if not kosher)

0b93a7d255cd1axljpeg.jpg


0b93a8d2541d52xxljpeg.jpg


0b93a9c7b242e8xxljpeg.jpg
 
2IDSGT said:
Have these been posted yet? Are they even from the PAK-FA? (lifted from another forum, mods please delete if not kosher)
Click to expand...

Quite some time ago (12+ months ago) - IIRC, they were indeed images of a PAK FA simulated cockpit, given away by it's large HUD and MFD's. The Su-35BM(aka S) shares a similar cockpit design, but utilises a different HUD.
 
sferrin said:
As interesting as they are those drawings always crack me up. It's not as though the manufacturer sends a copy of the engineering blueprints to the publisher.
Click to expand...
Don't know about this specific case but I have actually witnessed one published by Flight International in the late 80's. The guy who created it was at the manufacturer site for two weeks with access to all engineering drawings he wanted and the result was pretty decent in terms of accuracy.
 
The pictures are old, but they were uploaded recently. We might as well post the source, which is:

http://fotki.yandex.ru/users/korotchenko-rusarms/album/287888/?p=1

The pictures are from Sukhoi OKB, they have several T-50 stands there and T-50-0 is also located there.
 
photos were made during Putin's visit to Sukhoi on March 1, 2010
 
http://www.aviaport.ru/digest/2013/04/10/253004.html
One of the biggest challenges currently facing the Russian aircraft engine is a development of the second stage engine for the aircraft PAK FA (T-50). Most of the work on the creation of this engine performs Rybinsk "Saturn."

About that, at what stage is the creation of the engine, which features the new aircraft will become the "heart" told "Interfax-AVN" chief designer "Saturn" Yuri SHMOTIN.

- Yuri, tell us what should be the engine for the fifth generation fighter aircraft? What are its main features?

- The plane of the fifth generation T-50 is not just a fighter, bomber or attack aircraft. This multi-purpose aircraft. Such aircraft should be given a new "heart", which would make it highly maneuverable, fast, cost-effective and able to withstand such competitors as American F-22 and F-35.

Engine for the fifth generation fighter aircraft will be different from the previous generation increased specific thrust, lower weight, reduced specific fuel consumption and the presence of new solutions for low visibility. In this case, it should be relatively cheap to operate and maintain. "Saturn" is currently working on such an engine.

- What units and aggregates of the new engine is given special attention in the development? What is the greatest challenge for the engineers?

- In aircraft engines, everything is important. One of the most complicated engine components is a high-pressure turbine. We were asked to make a turbine operating at this level of temperature at which the metal nickel alloys just melted. This work was successful.

The heart of an aircraft engine is a high-pressure compressor. Of its level of excellence is directly dependent all basic characteristics of the engine. The amount of detail in the new high-pressure compressor, we have managed to reduce by almost half compared with the previous stage of the compressor, while providing a significant performance increase by one level. The cost of making such a compressor will not exceed the cost of making HPC engine fourth generation. This is subject to the application of new materials and technologies.

Solving these and other problems, we will get to a gas generator with a new level of performance, which will be the basis for a new family of engines. Characteristics of the gas generator units, such as the effectiveness of the ARC, increased on average by more than four percent, and on a number of modes and eight. In fact, it is a revolution in engine, because determines the possibility of the engine with a huge reserve of development for traction.

- What structural materials preferred for a new engine?

- No of new materials is impossible to provide the characteristics that we make to the new generation of CCD. The specialists of "Saturn" is a good experience and the impact of new materials developed by the All-Russian Scientific Research Institute of Aviation Materials (VIAM).

First of all, it is, of course, high-temperature nickel alloys spade. Turbine blade - it is a unique product. It is a complex spatial structure, which must operate at temperatures above 2000 K.

There are also proprietary materials "Saturn." We can offer them for a new generation engine. These materials make it possible to increase the half life of the engine at the same temperatures.

Today much is said about the use of composite materials. The new engine for the PAK FA used composites that are based not only on the polymer matrix to the cold part, and parts by the high-temperature compositions. These works "Saturn" is already long enough.

- Do not forget that all new and modern with the time expires. Is there a possibility of the engine created for modernization?

- Of course. Concurrently with the development work on the engine of the fifth generation we build backlog, which will develop the engine is not only ten, but at 30, maybe 50 years.

Today, the "Saturn" conducted extensive research on the development of fifth-generation engine with the use of a technology called "variable cycle engine." The studies, which suggest that a certain transformation engine thermodynamics through design changes can significantly improve engine performance at subsonic and supersonic flight conditions. One of these transformations can be the use of the third circuit. All this is provided.

- How will affect the installation of new engines for flight characteristics of fifth generation fighter? Feel a difference pilot peresevshy the plane with the engine of the first stage on the plane with the engine of the second stage?

- The new engine is fundamentally different from the previous product of the first stage. Of course, the pilot will immediately feel the difference in traction. The plane with the new engine will be more docile and can quickly react to the pilot. In fact, the engine of the second stage is to give the T-50 aircraft to a new life.

- Yuri, we know that the PAK FA is already being tested. What engines are equipped with the first prototypes?

Now prototype completed the first phase of the motor, which in engineering circles is known as the product 117. In essence, this is the result of a deep family AL-31, which is installed on the aircraft today the Su-27.

Certainly, it's a great engine, which is a best seller and is built on the fundamental principles and basic ideas of the design office Arkhip Cradles. But this is still the engine stage 4 + +.
Click to expand...
 
UMPO demonstrated the first examples of intermetallic blade at the exhibition of innovative projects in Moscow
"Ufa Engine Industrial Association" has demonstrated the first examples of a high-pressure compressor blades promising engine for the PAK FA to show the results of the federal program, which took place on 25-27 April in the "Forum Hall" (Moscow). All parts are made of a unique way of casting intermetallic compound (an alloy of titanium and aluminum - titanium aluminide). Its advantage is that, while maintaining the strength characteristics of the blade from titanium aluminide much lighter than similar parts made by injection molding technology previously used nickel alloys. This is the result of joint work UMPO and the National Research Technological University "Moscow Institute of Steel and Alloys" in the framework of the Federal Target Program "Research and development on priority directions of scientific-technological complex of the Russian Federation in 2007 - 2013 years."

In addition to ready-made blades, the stand of association was presented a demonstration model of the process of manufacturing a rotor blade turbine low pressure PD-14 engine, which is currently being developed at the company.

"Ufa Engine Industrial Association" - the largest manufacturer of aircraft engines in Russia. Sales revenues in 2011 amounted to 20,562 million rubles. The principal activities are the manufacture, maintenance and repair of turbine aircraft engines and gas pumping units, production and repair of units helicopters. "UMPO" is part of the "United Engine Building Corporation" - 100% specialized subsidiary of JSC "OPK" Oboronprom "for engine assets. Association is a member of the All-Russian public organization" Russian Engineering Union "of Bashkortostan regional office with which Mr. 24.01.2012 . headed by Managing Director of JSC "Ufa Engine Industrial Association" AV Artukhov.

JSC "OPK" Oboronprom "- multi-profile industrial and investment group established in 2002. Included in the GC" Russian Technologies ". Main activities: helicopter building (OJSC" Russian Helicopters "), engine building (MC" United Engine Corporation "), other assets . Revenue enterprises in 2011 exceeded 229 billion rubles.
Click to expand...
http://www.aviaport.ru/digest/2013/04/29/254263.html

this maybe? http://www.findpatent.ru/patent/239/2396366.html
 
Hello boys!!


Two size comparisons: Su-27/PAK FA and F-22/PAKFA


interesting... interesting...


(From Paralay)


Best wishes!
 

Attachments

  • 50&27.JPG
    50&27.JPG
    226.4 KB · Views: 594
  • 50&22.JPG
    50&22.JPG
    230.7 KB · Views: 633

Similar threads

Please donate to support the forum.

Back
Top Bottom