Editorial on Future Jet Technologies

2014 ◽  
Vol 31 (4) ◽  
Author(s):  
Benjamin Gal-Or
Keyword(s):  
Flight Control ◽  
Landing Gear ◽  
Engineering Practice ◽  
Mobile Telecommunication ◽  
Fighter Aircraft ◽  
Thrust Vectoring ◽  
Jet Engine ◽  
Stealth Technology ◽  
Forced Landing ◽  
Expected Benefits

AbstractThe jet engine is the prime flight controller in post-stall flight domains where conventional flight control fails, or when the engine prevents catastrophes in training, combat, loss of all airframe hydraulics (the engine retains its own hydraulics), loss of one engine, pilot errors, icing on the wings, landing gear and runway issues in takeoff and landing and in bad-whether recoveries. The scientific term for this revolutionary technology is “jet-steering”, and in engineering practice – “thrust vectoring”, or “TV”.Jet-Steering in advanced fighter aircraft designs is integrated with stealth technology. The resulting classified Thrust-Vectoring-Stealth (“TVS”) technology has generated a second jet-revolution by which all Air-&-Sea-Propulsion Science and R&D are now being reassessed.ClassifiedOne, and perhaps a key conclusion presented here, means that bothMobile telecommunication of safe links between flyers and combat drones (“UCAVs”) at increasingly deep penetrations into remote, congested areas, can gradually be purchased-developed-deployed and then operated by extant cader of tens of thousandsWe also provide 26 references [17–43] to a different, unclassified technology that enhances TV-inducedExpected benefits include anti-terror recoveries from emergencies, like forced landing on unprepared runways or highways, or recoveries from all airframe-hydraulics-outs, asymmetric ice on wings, landing gear catastrophes, and recoveries from pilot errors and bad-whether incidents [Rule 9(7)].

Expanded R&D by Jet-engine-steering Revolution

2017 ◽  
Vol 34 (4) ◽  
pp. 305-311
Author(s):  
Benjamin Gal-Or
Keyword(s):  
Flight Control ◽  
Industrial Complex ◽  
Fighter Aircraft ◽  
Jet Engine ◽  
The Us ◽  
Historical Fact ◽  
The Common ◽  
Military Revolution ◽  
Complexity Cost ◽  
Engine Components

Abstract Since 1987 [1, 2, 3, 4, 5] the global jet engine community is facing the historical fact that jet engine steering is gradually replacing canards and the common, often dangerous and obsolete, aerodynamic-only flight control – a fact that (i) has already affected the defense-industrial complex in the US, Russia, China, Japan, S-Korea and India, (ii) has integrated the traditional jet-engine components R&D with advanced aero-electro-physics, stealth technology, thrust vectoring aerodynamics and material science. Moreover, this military revolution is historically due to expand into the civil transport jets domain, [6, 7, 8, 9]. The historical aim of the JES-Revolution remains the same: Replace the common, stall-spin sensitive canards [6] and Aerodynamic-Only-Obsolete-Flight Control (“AOOF Control”). Invented about 100 years ago for propeller-driven air vehicles, it has already been partially replaced for failure to function in WVR-combat post-stall domain, and for the following reasons: In comparison with complete Tail-Less, Canard-Less, Stealth-JES (Figure 5 and References [1, 2, 3, 4, 5, 6]), the common AOOF Control increases drag, weight, fuel consumption, complexity, cost, and reduces flight safety, stealth, [Low Detectability] and provides zero post-stall, WVR air combat capability while its CANARDS KILL LD & REDUCE JES. Examples of stealth fighter aircraft that have already replaced canards and AOOF-Control where JES provides at least 64 to 0 KILL-RATIO advantage over AOOF-Controlled conventional fighter aircraft: The U.S. JES F-22 and, apparently, the Russian JES-Su-T-50 & 35S, China 2016-J-31, Indian HAL AMCA & FGFA, Japanese JES IHHI ATD-X, S-Korean JES KF-X. Cf. X-44 in Figure 5. Consequently, the jet engine is no longer defined as providing only brute force forward. Instead, it successfully competes with and wins over the wrong, dominating AOOF-Control, at least as a backup flight control whose sole factual domain is currently a well-established, primary flight controller RE any post-stall, super-agility, [2, 3, 4, 5, 6, 7, 8, 9].

scholarly journals Integrated Flight and Propulsion Operating Modes for Advanced Fighter Engines

1983 ◽  
Author(s):  
Harold Brown ◽  
William S. Fisk
Keyword(s):  
Flight Control ◽  
Exhaust System ◽  
Internal Variable ◽  
Propulsion System ◽  
Fighter Aircraft ◽  
Thrust Vectoring ◽  
Potential Control ◽  
Operating Modes ◽  
System Requirements

This paper presents the results of preliminary studies of advanced propulsion system requirements and capabilities for the next generation of fighter aircraft. It represents an examination of current and advanced concepts of internal variable engine geometry and advanced exhaust system concepts for use in expanding the role of the propulsion system in the flight process. Special engine operating modes are defined and their potential capabilities are described. In-flight thrust vectoring and reversing concepts are described and their use in providing propulsive pitch and yaw forces for flight control assist are discussed. Potential control concepts and requirements for implementing the advanced engine operating modes are also described.

Design and Analysis of a Planar 2-D Nozzle for a Small Jet-Engine

2007 ◽  
Author(s):  
Laura Moro´n ◽  
Mehdi Ghoreyshi ◽  
Afshin Banazdeh ◽  
Pericles Pilidis
Keyword(s):  
Aspect Ratio ◽  
Flow Characteristics ◽  
Performance Model ◽  
Test Case ◽  
Fighter Aircraft ◽  
Short Side ◽  
Thrust Vectoring ◽  
Jet Engine ◽  
Pressure Losses ◽  
Aspect Ratios

The thrust-vectoring in particular “Fluid” type is of increasing interest for the maneuverability and the agility of combat and fighter aircraft. This has been employed for different nozzles mainly axisymmetric and 2-dimensional. For the latter, the aspect ratio, i.e. the ratio of the long-to-short side of the nozzle has significant influence upon the exhaust and thrust-vectoring performance. The effectiveness of a high aspect-ratio nozzle in order to deflect the jet engine’s thrust has been demonstrated {Hiley, 1975} but, such large aspect ratios often causes increasing of the structure weight and internal pressure losses. Here, the design of a two-dimensional nozzle with respect to the thrust-loss factor of a small jet-engine is presented. Computational Fluid Dynamics (CFD) techniques were used in order to simulate the nozzle’s flow characteristics under various engine’s operating settings as well as different aspect-ratio designs. Computations results were obtained from the “Fluent” program. All developed models are 3-D and meshed by using “Gridgen” code. Moreover, the boundary conditions were obtained by using of the engine’s performance model developed in TURBOMATCH program. Also, the paper describes an experiment in order to predict the engine’s performance for a test case that has aspect ratio of 8.5. The CFD results were compared with experimental measurements. The results showed that nozzle with higher aspect-ratio results in larger pressure losses, while, its thrust discharge coefficient is not far from the moderate aspect-ratio nozzle.

Modeling and Analysis of a Digital Hydraulic Actuator for Flight Control Surfaces

2021 ◽  
Author(s):  
R. S. Lopes ◽  
M. P. Nostrani ◽  
L. A. Carvalho ◽  
A. Dell’Amico ◽  
P. Krus ◽  
...  
Keyword(s):  
Performance Analysis ◽  
Flight Control ◽  
Data Model ◽  
Flight Performance ◽  
Hydraulic Actuator ◽  
Hydraulic Power ◽  
Fighter Aircraft ◽  
Modeling And Analysis ◽  
Modeling Process ◽  
Control Surfaces

Abstract This paper presents the design and modeling process of a flight control actuator using digital hydraulics and a performance analysis that compares the proposed solution and the Servo Hydraulic Actuator (SHA) on a fighter aircraft model. The proposed solution is named Digital Hydraulic Actuator (DHA) and comprises the use of a multi-chamber cylinder controlled by on/off valves and different pressures sources provided by a centralized hydraulic power unit, as proposed in the Fly-by-Wire (FbW) concept. The analyses were carried out using the Aero-Data Model in a Research Environment (ADMIRE), which was developed for flight performance analysis. The actuators were modeled using the software Matlab/Simulink® and Hopsan. They were applied to control the aircraft elevons in a flight mission close to the aircraft limits, to evaluate the actuator’s behavior and energy efficiency. The results show a reduction in energy dissipation up to 22.3 times when comparing the DHA with the SHA, and despite the overshooting and oscillations presented, the aircraft flight stability was not affected.

Jet Engines – The New Masters of Advanced Flight Control

2018 ◽  
Vol 35 (2) ◽  
pp. 95-99
Author(s):  
Benjamin Gal-Or
Keyword(s):  
Flight Control ◽  
A Priori ◽  
Integrated Design ◽  
Flight Safety ◽  
United States Congress ◽  
Jet Engines ◽  
Jet Engine ◽  
The People ◽  
Air Combat ◽  
Selection Of

Abstract ANTICIPATED UNITED STATES CONGRESS ACT should lead to reversing a neglected duty to the people by supporting FAA induced bill to civilize classified military air combat technology to maximize flight safety of airliners and cargo jet transports, in addition to FAA certifying pilots to master Jet-Engine Steering (“JES”) as automatic or pilot recovery when Traditional Aerodynamic-only Flight Control (“TAFC”) fails to prevent a crash and other related damages [1, 2, 3, 4, 5, 6, 7, 8, 9, 10, 11, 12, 13, 14, 15, 16, 17, 18, 19, 20, 21, 22, 23, 24, 25, 26, 27, 28, 29, 30, 31, 32, 33, 34, 35, 36, 37, 38, 39, 40, 41, 42]. Replacement of propeller driven air vehicles with jet engines marks the first jet-engine historical revolution. Yet designers of TAFC still a priori arrest jet engines to provide only brute force forward – a practice leading to wrong freezing of wings, tails, canards, landing gear, airframe and avionics prior to selection of off-the-shelf jet engine to fit that non-integrated design. A second jet-engine revolution is currently in. It originated by failures of TAFC to function and prevent catastrophes especially in post-stall flight domains, takeoff and landing, which mark the JES-Revolution. Full scale JES implementation started in 1986 in the U.S. by YF-22 design [24, 31, 32, 33, 34]. Three years later the YF-22 prototype was selected over the YF-23 that lacked IPA-78402 JES Technologies [31] like 60+ to 1 kill-ratio advantage during WVR air combat – a revolution gradually followed by RUSSIA, CHINA, INDIA, JAPAN and South KOREA [20, 21, 28]. Civilizing JES to maximize future passengers flight safety by preventing various airlines catastrophes [8] had been successfully first flight tested by a subscale JES-Boeing-727 under U.S. FAA support [8, 25]. Pro and cons of military vs. civil JES-technologies are presented by this editorial.

STOL Fighter Technology Program

1983 ◽  
Author(s):  
David R. Selegan
Keyword(s):  
Air Force ◽  
Landing Gear ◽  
Two Dimensional ◽  
High Lift ◽  
Technology Program ◽  
Thrust Vectoring ◽  
Design Task ◽  
Advanced Technologies ◽  
Propulsion Control ◽  
Near Term

In recent years, the Air Force has provided additional funds to investigate the technologies and problems associated with providing fighters a Short Take Off and Landing (STOL) capability without seriously degrading today’s maneuver, load, and cruise performance. Within the Flight Dynamics Laboratory, this technology thrust has been planned and organized under the title of “Runway Independence.” The thrust is multi-disciplined in that the following technologies are being investigated both singularly and in integrated combinations to quantify their contribution to providing options in solving the STOL design task. These technologies are: aerodynamics, integrated controls, thrust vectoring/reversing exhaust nozzles, landing gear, and cockpit aids and controllers necessary to operate under weather and/or at night. To help focus these technology efforts and to mature existing technology, the STOL Technology Fighter program was formulated. The objective of the program is to flight validate and mature near-term advanced technologies applicable to providing a STOL capability without sacrificing today’s maneuver, cruise or dash performance. Specific technologies to be addressed in this program are: two-dimensional thrust vectoring/reversing exhaust nozzle; integrated flight/propulsion control; advanced high lift systems; rough/soft field landing gear; and cockpit aids and controllers necessary to locate and land a fighter on the usable portion of the runway at night and in weather. The program will either modify an existing fighter like the F-15, F-16 or F-18 or build a hybrid vehicle like the X-29 with these technologies integrated into the vehicle. The contract will be awarded in 1983 with first flight in late 1987. The end objective of the program is to demonstrate take offs and landings under wet runway conditions of under 1500 feet including dispersion. This paper discusses the integration of these technologies into a total flight program.

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