Hàng không 100 năm một cái nhìn (phần 2)

Triển Lãm Raptor tiếp theo :

Tiếp theo ...

Triển Lãm F/A-22 Raptor :

Tôi xin giới thiệu lại chiếc UFO của Nga. Đây cũng là một thành tịu của hàng không Nga, nói đúng hơn là củ Liên xô, sau khi ĐẾ CHẾ bị tan rã thì mọi việc đều bị ngừng trệ . Cái quan trọng của chiếc UFO này là sơ đồ khí động học bay không cần cánh ( một sơ đồ không truyền thống). Patent của Russian UFO này đã được đâng ký tại Mỹ. Toàn bộ lực nâng đựợc dàn đều lớp vỏ, tăng diện tích nâng lên nhiều lần so với cánh chiếc máy bay thường có kích thước tương đương. Hiện nay có nguồn tin là Mỹ và TQ đang quan tâm đến dự án này. Nga thì không có tiền dể tiếp tục thí nghiêm và hoàn thiện. Nó có thể đậu trên mặt nước di chuyển trên mặt nước và trên cạn bằng đệm không khí, bay theo chế độ eknoplant (400 km/h) và như máy bay bình thưòng (700-800 km/k), mang được tải trông lớn đi xa. EKIP không cần đường băng dài bằng bê tông như các loại máy bay khác, chỉ cần 600 m đường băng đất là đủ. Ekip có thể được trang bị động cơ chạy bằng nhiên liệu khí đốt mà không phải thay đổi hình dạng do Ekip có thể tích lớn, điều mà các máy bay khác không có được => giảm giá thành vận chuyển xuông snhiều lần. Trong tương lại khi năng lượng dầu mỏ bị đắt đỏ hoặc cạn kiện thì EKIP có thể phát huy khả năng này.
Tôi không có thời gian nhiều để dịch cụ thể, đành phải post những gì thu thập được bằng tiếng Nga và tiếng Anh, mong các bác thông cảm.


Được steppy sửa chữa / chuyển vào 04:18 ngày 17/07/2005

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United States Patent. Patent Number: 5,417,391 METHOD FOR CONTROL OF THE BOUNDARY LAYER ON THE AERODYNAMIC SURFACE OF AN AIRCRAFT, AND THE AIRCRAFT PROVIDED WITH THE BOUNDARY LAYER CONTROL SYSTEM
Assignee: Nauchno- proizvodstvennoe predpriyatie "Triuimf" , Mytischi, Russian Federation
ABSTRACT
A method and apparatus for boundary layer control by sucking air off the vortex chambers established in the trailing-edge portion of an aircraft aerodynamic surface. The rate of air bleed is controlled first by increasing it until the boundary layer is attached to the air-streamed surface, then by decreasing the rate of air bleed until the pressure in the trailing-edge aircraft portion starts decreasing. The aircraft equipped with the boundary layer control system, including a number of vortex chambers accommodating streamlined bodies and communicating, through a common passage and a receiver, with a low-pressure source.
BRIEF DESCRIPTION OF THE DRAWINGS
In what follows the present invention will now be illustrated by a detailed description of a specific exemplary embodiment thereof with reference to the accompanying drawings, wherein:
FIG. 1 is a longitudinal sectional view of an aircraft in the form of a thick aerodynamic airfoil provided with a boundary control device having four vortex chambers situated on the airfoil trailing-edge surface;

PIG. 2 is a sectional view of a vortex chamber with an ejecting duct, showing a velocity profile in the well area applied in several airflow sections;

FIG. 3 is a sectional view of a vortex chamber first along the airflow, of a receiver, and of a part of the gas-dynamic passage communicating the vortex chamber with the low-pressure source;

PIG. 4 illustrates pressure distribution over the surface of a thick aerodynamic airfoil in case of a separated flow over said airfoil (shown with a dotted line) and a nonseparated flow over said airfoil (shown with a solid line).

BEST METHOD OF CARRYING OUT THE INVENTION
The device for boundary layer control consists of a number of vortex chambers 1 arranged in tandem in the aircraft rear. The interior spaces of the chambers accommodate streamlined bodies 2 which establish an annular duct 3 with the chamber walls. The chambers communicate with a low-pressure source 4, while each of the chambers is provided with an ejector appearing as a duct 5 communicating the chamber interior with the flow-through portion of a gas-dynamic passage common to all the ducts and communicating to the low-pressure source 4. A first vortex chamber 6 may be isolated from said common passage (as shown in FIGS. 1 2 and 3), while the last chamber, which is devoid of an ejector and its suction duct, is in fact the initial portion of the gas-dynamic passage which is in effect a passage 7 and a receiver 8. The passage 7 merges with the receiver 8 through a diffuser 9. The interior of the receiver 8 communicates with the low-pressure area in the streaming-over airflow through slots 10 provided with controlled butterfly dampers 11. Controlled butterfly dampers 12, 13, 14 are provided in the gas-dynamic passage 7 and in the ejector ducts, respectively. An aircraft turbojet engine 15 with an ejector 16 may be used as a low-pressure source. The first vortex chamber 6 as along the airflow, when devoid of ejection air bleed, communicates with the receiver 8 through a duct 17.
The operating principle of the device for boundary layer control, according to the invention, is as follows.
Once the engine 15 has been started a low pressure is applied from the ejector 16 to the receiver 8, the diffuser 9, and the passage 7. The pressure level in the passage 7 increases towards the trailing-edge vortex chambers following approximately the same law as governs the pressure rise in the external airflow towards the trailing-edge aerodynamic surface.
The diffuser 9 communicating the passage 7 with the receiver 8 reduces the velocity of the air being sucked off and increases the pressure in the receiver 8, thereby improving the operating con***ions of the ejector 16 at the inlet of the turbojet engine diffuser, thus decreasing the loss of the engine due to a reduced level of its throttling.
On putting the source of air bleed in a low pressure level extends to the interior spaces of the vortex chambers, whereby air flows over from the wall boundary area to the source of air bleed.
The gas velocity in the boundary layer increases with an increase level of air bleeding from the interior spaces of the vortex chambers. As soon as the level of air bleeding reaches a certain value the boundary layer gets attached to the aircraft surface and a pressure with a positive gradient along the airfoil trailing edge is realized on that surface. The boundary layer attachment to the aircraft surface can be judged by the pressure measured in the airfoil trailing edge. An invariable pressure value on the airfoil surface when the air bleeding rate is increased is indicative of a non-separated airflow over said surface and of the onset of bound vortices in the vortex chambers. Checking for reliable boundary layer attachment to the aircraft surface against the value of the pressure on the airfoil trailing-edge surface is not, however, a single method. Used as such a control parameter may be the aircraft flying speed, inasmuch as boundary layer separation under steady flight con***ions leads inescapably to reduction of the aircraft flying speed due to an increased aerodynamic drag.
Once the airflow has been attached the air bleeding rate is reduced, with the result that the air bleed intensity through the intake opening of the vortex chamber is reduced. Inasmuch as the bleed-lip leading edge A of the intake opening features a lower pressure than that on the trailing edge thereof, so as soon as the intensity of the air bleeding drops down to a certain level, air admission to the vortex chamber from the bleed-lip leading edge A ceases completely but continues from the trailing edge B. Further reduction of the air bleed level leads to intensification of the air circulatory flow in the vortex chamber (that is, of the bound vortex), said flow being maintained by virtue of a pressure differential between the leading and trailing bleed-lip edges of the chamber intake opening. In this case the front portion of the chamber intake opening (along the edge A) functions as an air blow-in duct, while the rear portion of the intake opening (along the edge B) functions as an air suction-off duct.
Then the air suction-off level is reduced to minimum air bleed rate values at which nonseparated airflow over the airfoil still takes place. Once the airflow has started separating the pressure level at the airfoil trailing-edge points (or the flying speed of the aircraft) starts dropping.
In order to reduce power consumption for the air bleed source an air ejecting suction from the vortex chambers is established. To this end, a common airflow is formed in the airfoil trailing edge by virtue of a positive pressure gradient realized on the airfoil surface when streamed without airflow separation, said common airflow being directed from the trailing edge cell to the first one. The pressure gradient adds to the airflow velocity, and the pressure at the outlet of the vortex chamber drops in a direction from the airfoil trailing edge. As a result, a pressure differential is built up at-the inlet and outlet of the vortex chamber, required for gas ejection from the interior thereof.
Control of the process stated hereinbefore is effected with the air of the butterfly dampers 12,13, and 14 and the ejectors 6.
With the aircraft taking off the butterfly dampers are opened completely so that air is vigorously sucked off (as shown with the dotted lines in FIG. 2) through the air bleed-lip edges A and B of the vortex chambers. In this case the amount of air sucked off in the boundary layer control system is too large and fails to provide an optimum operating mode of the system. The actual operating mode differs most widely from the optimum one at low flying speeds of the aircraft. However, such a mode facilitates stable airflow attachment to the airfoil trailing-edge surface at large magnitudes of the angle of attack, gusts, lateral wind blows, and other perturbing factors. As the aircraft gains speed the difference between the actual mode of operation of the boundary layer control system from an optimum one gets narrower, whereas the angle of attach and other perturbing factors decrease, too.
The operating mode of the boundary layer control system gets optimized in a cruise mode of the aircraft. To this end, a search is carried out for an optimum position of the dampers 13 under the con***ions of a maximum pressure on the airfoil trailing-edge surface or a maximum aircraft speed, the power rating of the engines remaining invariable and the other aircraft controls being in a fixed position. The fact that the prerequisite of a maximum aircraft flying speed is selected as a prescribed function makes it possible to take account of the influence of the air bleed level from the vortex chambers on pressure distribution over the aircraft aerodynamic surface, that is, to allow for the influence of the air bleed on the amount of the profile and induced drag. Furthermore, account is taken of the influence produced by the air bleed on the value of the friction force in the area of situation of the vortex cells and on the amount of thrust lost by the engines.
With the dampers 13 assuming an optimum position, stable bound vortices are established in the vortex chambers (indicated with the solid lines in FIG. 2), said vortices rotating under the action of a pressure differential effective in the external airflow attached to the 15 airfoil surface. Inasmuch as the level of air bleed is in direct dependence on the position assumed by the damper 13, an optimum position of the latter corresponds to a minimized total drag, that is, to the flight con***ions at the maximum aerodynamic fineness ratio.
At the final stage of aircraft landing the aerodynamic drag is to be increased, which can be performed by partial airflow separation in the airfoil trailing-edge surface. To this aim, the level of air suction is decreased by closing the dampers 14 or the damper 12 in the passage 7. Opening of the slots 10 is also conducive to formation of a local flow separation on the airfoil trailing-edge surface.
In case of emergency shut-down of some of the aicraft engines, the running engines should ensure a required degree of rarefaction in the receiver. For this purpose the position of the dampers 13 in the gas passages of the running engines is to be changed, whereas the dampers 13 in the gas passages of the shut-down engines are to be closed.
In case of emergency shut-down of all the aircraft engines, all the dampers 13 should be closed and the dampers 11 should be opened. Under such con***ions the vertex chambers continue operating under the éẹtion of a pressure differential between the area of maximum rarefaction on the aircraft fuselage and the pressure near the airfoil trailing edge. It is by virtue of said pressure differential that air flows along the diffuser duct 9 and thus air continues to be sucked off from the vortex calls with the aid of the matching ejector 5.
To provide normal operation of the turbojet engine 15 under starting con***ions, use is made of the controlled dampers 11 situated in the slots 10 of the receiver 8. With the dampers 11 open rarefaction at the inlet of 50 turbojet engine diffuser is reduced, thus preventing possible surge of the power plant compressor. Under nominal operating con***ions of the boundary layer control system the controlled dampers 11 enable part of the sucked-off air to be bled from the receiver 8 through the slots 10 to the low-pressure area in the external airflow, thus cutting down power consumption for air suction.

Cám ơn Bác Steppy tài liệu Điã Bay của Bác thật hay đấy .
Quay lại đề tài về phong trào F-22 trên room ta . Đây em có thêm bài phân tích về cái gọi là Maneuverability của F/A 22 Raptor :
?oThe preferred solution is first look, first shot, first kill,? said Jeff Harris, Lockheed Martin lead engineer for flight control law decision and analysis, ?obut from a flying-quality perspective, we design the F/A-22 to be a lethal fighter even close-in and give pilots maximum maneuverability.?
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?oIt?Ts the ability for a pilot to point the nose wherever he wants in a much larger envelope, all the way to zero air speed,? Mr. Harris said. ?oThrust vectoring harnesses the power from the rear of the jet by using the thrust vectoring nozzles (on the engines) and opens the envelope where other fighters would stall.?
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?oThe large control surfaces and the thrust vectoring capability of the aircraft give us maneuverability and control in areas where other aircraft don?Tt dare go,? Mr. Luedke said. ?oIt?Ts kind of like comparing the capabilities of a Formula 1 race car with those of a VW van while driving on a road race course.?
http://www.aetc.randolph.af.mil/pa/aetcns/Aug2002/02-242.htm
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"The F/A-22 is also the most maneuverable fighter flying today. This is of particular importance when encountering newer Russian made aircraft which boast a highly impressive maneuver capability".
http://hatch.senate.gov/index.cfm?FuseAction=PressReleases.View&PressRelease_id=1057
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Phi công lái thử nói gì về F-22 :
"The F-15 and the F-22 are about the same size, but the F-22 has half again as many control surfaces to maneuver the airplane. The F-15 has ailerons. The F-16 has flaperons. The F-22 has both ailerons and flaperons. The F-22 also has vectored thrust and huge stabilators and leading edge flaps that work differentially. And it has rudders that are more powerful than we thought they would be. In other words, the F-22 has a lot of powerful control surfaces. I think we can expect some outstanding agility from an airplane of this size.
I can take my left hand off throttle and the jet will stay in the right place. I''''m not the only one who has noticed this. Flying chase, I see other pilots with their left arm up on the canopy rail because they don''''t have to mess with the power setting. I can trim the airplane almost to the point that I can take my right hand off the stick. I haven''''t pursued hands-off refueling further. The refueling boomers get a little nervous when they see both of the pilot''''s arms up on the canopy rail. I did some tracking tasks recently and the F-22 had excellent performance".
http://www.f22fighter.com/interview000.htm
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Increased maneuverability- The F-22 has been extensively designed, tested, and refined aerodynamically during the Demonstration/Validation (DEM/VAL) process and coupled with high-maneuver capability. The sophisticated F-22 aerodesign and high thrust-to-weight provides the capability to outmaneuver all current and projected threat aircraft.
http://home.iae.nl/users/wbergmns/info/f22.htm
http://www.warfare.ru/?catid=279&linkid=2024
Được VietKedoclap sửa chữa / chuyển vào 12:37 ngày 17/07/2005

Tiếp theo Trào lưu F/A 22 Raptor :
Renae Merle: Well, I don''t think there is an aviation expert out there who doesn''t agree that the Raptor is the most advanced fighter out there. I haven''t heard anyone suggest that the foreign fighters you mentioned are comparable.
http://www.washingtonpost.com/wp-dyn/articles/A37922-2005Apr8.html
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Cái này phân tích rất kỹ , Đề nghị nên đọc qua .
http://www.ausairpower.net/air-superiority-2.html
"This is indeed why the F-22 Raptor is a revolutionary rather than evolutionary fighter. Certainly its basic high manoeuvrability aerodynamic design is evolutionary, its supercruise is also arguably evolutionary, but its use of stealth is clearly revolutionary. The combination of superior energy manoeuvrability, supersonic cruise and stealth is an unbeatable combination. Stealth denies the opponent awareness of the F-22, while the aircraft''s superlative thrust-to-weight ratio and high speed allow it position itself and close for a kill before its victim can react "