I really should change my personal text
- Mar 23, 2019
- Reaction score
https://findpatent.ru/patent/250/2502643.htmlTo anyone who is still listening is the point peagsus trying to make that all “stealth” planes are supposedly more easily tracked than everyone who isn’t wearing a Su-57 t-shirt thinks they are (which appears misguided at best), or is it still all specifically tied up with -anti-DSI-obsession (which makes it concerning from mental well-being perspective, at best)?
The shape of the airframe reduces the number of directions that radar signals are reflected in with the angles of sweep of the wings and the tail plane's leading and trailing edges, the edges of the air intakes and hatch covers being reduced and deflected from the aircraft's axis. Viewing the aircraft from the flank, the fuselage sides, lateral edges of the air intakes and vertical empennage are all deflected at the same angle.
Some openings and slots on the airframe's surface - such as the boundary-layer bleeds on the sides of the air intakes and the openings on the upper fuselage immediately aft of the cockpit - are covered with a thick grid, featuring a mesh of less than one quarter of the wavelength of a search radar, which reduces the reflections from these uneven surfaces. Gaps between the airframe elements are filled with conducting sealants, while the glazing of the cockpit canopy is metallised.
The technical result, which is aimed invention is to provide a prob is gnosti change the angle of the solution steps of one of the arrow-shaped wedges of inhibition and minimum of the cross-section area of the inlet (throat) without education in its channel undesirable longitudinal cracks and stuttering mobile elements. Such regulation would, in turn, to ensure the stable operation of the engine on all flight modes of the aircraft up to Mach number M=3.0 recoveries total pressure at the engine inlet at a level not lower than the standard for adjustable flat intakes and total heterogeneity of the stream below the maximum permitted value ("Aerodynamics, stability and control of a supersonic aircraft", Ed. by Gsena. - M.: Nauka. Fizmatlit, 1998). Thus due to the parallelogram shape of the entrance of the air intake on the front view and make all edges sweep reduced radar visibility of the object on which it is installed. The greatest effect of reducing the radar signature will be achieved when the edge of the inlet parallel to any members of the object (front or rear edges of the wing, empennage, and others).
© RussianPatents.com - patent search, 2012-2019
The diverterless supersonic inlet (DSI) of the Lockheed Martin joint strike fighter (JSF), which operates mostly at transonic speeds, has been designed taking whatever is mentioned above into enough account. Fundamental researches on this inlet configuration have been continued since the mid-1990s.
The inlet cowl lips are so designed as to allow most of boundary layer flow to spill out of the aft notch. The DSI structure complexity has been greatly reduced by the removal of moving parts, a boundary layer diverter and a bleed or bypass system thus decreasing the aircraft’s empty weight, production cost, and requirements of maintenance-supporting equipment[1-2].
the effects of the free stream Mach number on the mass flow coefficient and total pressure recovery when D = 0º and E = 0º. As the free stream Mach number increases, the mass flow coefficient decreases, and, after reaching the minimum at Mach number 1.000, it increases. Fig.7 also shows that the total pressure rises and remains constant when the free stream Mach number is up from 0.600 to 1.000, and, afterwards, drops sharply while the free stream Mach number approaches the supersonic.
4 Conclusions A wind-tunnel test of a ventral diverterless high offset S-shaped inlet has been carried out to investigate the aerodynamic characteristics at transonic speeds. Some conclusions can be drawn as follows: (1) There is a large region of low total pressure at the lower part of the inlet exit caused by the counter-rotating vortices formed at the second turn of the S-shaped duct. (2) The performances of the inlet reach almost the highest at Mach number 1.000. This renders the propulsion system able to work with high efficiency in terms of aerodynamics. (3) As the mass flow coefficient increases, the total pressure recovery decreases; the distortion increases at Ma0 = 0.850, but fluctuates at Ma0 = 1.000 and 1.534. (4) The total pressure recovery increases slowly first, and then remains unchanged as the Mach number rises from 0.600 to 1.000. (5) The performances of the inlet are generally insensitive to angles of attack from –4º to 9.4º and yaw angles from 0º to 8º at Mach number 0.850, and angles of attack from –2º to 6º and yaw angles from 0º to 5º at Mach number 1.534.
A Ventral Diverterless High Offset S-shaped Inlet at Transonic Speeds Xie Wenzhong*, Guo Rongwei College of Energy and Power Engineering, Nanjing University of Aeronautics and Astronautics, Nanjing 210016, China Received 13 September 2007; accepted 18 December 2007