AIRCRAFT Meof-25n yt SI LUp| FLIGHT AND COMBAT EMPLOYMENT TRAINING MANUAL pacesThe book contains 4+ numbered pages end 4 insets: Inset 1, between pages 2 and 35 Inset 2, between pages 36 and 37; Inset 3, between pages 36 and 37; Inset 4, between pages 320 and 321. IMPORTANT, Check insets for availability.INTRODUCTION The present Manual is intended for the flying personnel of the aviation units equipped with the Mul’~25]i aircraft. The main purpose of the Manual is to aid the flying person- nel in mastering the Muf-251 aircraft. The present Manual covers recommendations for the command personnel on organization and realization of the training proce- dure, accomplishment of separate flight elements. The book deals with the methods and techniques used for training. The Menual sets forth the major problems involved in training the flying personnel in piloting the Mul'-25]I aircraft, navigation under various flight conditions with complex employment of the airborne and ground navigation aids, as well as combat employment under adverse conditions when a potential enemy uses various means of radioelectronic suppression. The Manual consists of two parts: Part One ~- flying technique and air navigation; Part Two -~ combat employment. The First Part contains a separate chapter presenting basic aerodynamic characteristics of the M«I-25II aircraft which will enable the flying personnel to use within the full scope the com- bat capabilities of the interceptor in the course of practical flying. ‘The Second Part outlines peculiarities of the intercept flight at various altitudes and airspeeds when performing forward~ cone and pursuit attacks, as well as possibilities of destruction of air enemy under the conditions of radicelectronic suppression. The suggested flying personnel training procedure may very to some extent and will depend on definite conditions. Therefore, the commanders of the units who organize and conduct flight training should bear in mind that only creative approach to training, discovering new ways, methods and procedures can provide high quality of flight training and flight safety. In all cases, basic attention should be given to training a pilot as a fighter. 3 ACHAPTER | AIRCRAFT AERODYNAMICS AERODYNAMIC CHARACTERISTICS LC. CHARACTERISTICS 1. AIRCRAF? AERODYNAMIC CONFIGURATION Aerodynamic configuration of aircraft implies rational selec~ tion of configuration and geometrical dimensions of the wing, tail unit ana fuselage, as well as their mutual arrangement to obtain the required flight performance and to provide flight safety in all operational flight conditions. Selection of the ap- characteristics adequate for subsonic, transonic and supersonic airspeeds due to contradictory properties of subsonic and super- sonic aerodynamics, of special aerodynamic configuration. The aerodynamic configuration of the Mul-251 aircraft is selected with the view of meeting the requirements of supersonic aerodynamics to the maximum. The aircraft is a monoplane with an all-metal fuselage, moderate sweep wing, low-set movable stebilizer, vertical tail of twin-finned layout and side air intakes,me fuselage of the MuP-25!l aircraft is a monocoque manufac- tured without fuselage-break joints by welding. The nose fuselage of a round cross-section up to the air intakes has a cone angle of 29° and is skewed through 2°17? rela~ tive to the fuselage datum to improve the pilot’s vision. Arranged in the nose section of the fuselage is the radio equip- ment. The fuselage nose section located within the ares of the air- craft radar antenna is made of a radio transparent material. To provide an access to the units of the aircraft rader, the fuse- lage nose section is shifted together with the metal section of the cone. The rest part of the fuselage has @ cross-section close to a rectengular shape. Arranged in the middle fuselage section are the integral tanks manufactured from stainless high-tensile steel. the fuselage tail section accommodates two turbojet engines ‘p155-300 supplied with air through lateral two-dimensional air intakes. Tnetalled at the bottom of the fuselage tail section are two ventral fins. Installed on the left ventral fin is a rod for auto- matic deployment of the drag chute. the drag chute is accommodat- ed in the container arranged in the hump fairing of the fuselage tail section. No improve the maneuvering characteristics of the aircraft and to ensure energetic braking, the upper and lower surfaces of the fuselage tail section mount two air brakes, 2.3 m@ in total area. The maximum angles of deflection of the lower and upper air brakes anount to 45° and 43°30’, respectively- At Mach-numbers equal to or less than 1-5, only the upper air brake is extended. Both air brakes are extended at Mach-num- pers exceeding 1.5. The extension of the air prakes is automa~ tically interlocked with the aid of = specisl Mach-number relay- The wing of the aircraft is a swept wing of a tapered shape in plan view. The wing sweepback amounts to 42°30' with reference to its leading edge and 9°30' with reference to its trailing edge- te wing aspect ratio amounts to 3.20. ‘The use of the moderate sweepback wing with relatively great aspect ratio (as compared with other series aircraft of this country) ensures high lift coefficient in the teke-off/landing conditions. Besides, this type of the wing provides for improving its net volume for arranging the wing tanks.High aerodynamic efficiency of the aircraft at supersonic airspeeds is ensured by a thin symmetrical profile with a sharp jeading edge installed in the wing root section. Relative thick- Ress of the profile amounts to 3.7% MAC. To avoid early stalls at high angles of attack and subsonic airspeeds, the wing tips are constructed of high-lift cambered profiles with a relative thickness amounting to 4.7% MAC. The relatively thin wing of moderate Sweepback makes it Possible to obtain good aerodynamic and maneuvering characteris- tics of the aircraft within a wide Tange of airspeeds and altitu- des of flight. subsonic airspeeds, the upper surface of the wing carries two Stall fences having a relative height of 4% MAC. To ensure adequate lateral dynamic stability, use is made of a wing with a dihedral angle of -5°, The lower surface of the wing carries the pylons for attach- nent of missiles P-40, optimum one. The wing tips are provided with booms carrying anti-flutter weights. of deflection of 25° at take-off and landing. Installed in the wing tips are the ailerons with a maximum angle of deflection of which does not require auxiliary fillets end fairings, entails minimum losses of aerodynamic efficiency of the aircraft. The horizontal tail of the aircraft is a controlled or dif- ferentially controlled horizontal stabilizer with a sweep angle of the leading edge amounting to 50°22'. the differentially control- led stabilizer is designed to control the aircraft in pitch and ‘The deflection angles of the stabilizer leading edges measur- ed normally to the axis of rotation are: +12° upvards and ~33° downwards.2 the stabilizer consists of two halves- Bach half rests by two bearings on a boom arranged in the tail section of the air craft fuselage. the stabilizer axis of rotation has @ weep angle of 45° and passes through a point corresponding to 40% MAC, while on the aircraft provided with differentially controlled modified stabi- lizer it passes through a point which corresponds to 33% MAC. Displacement of the stabilizer hinge line forward made it possible to decrease an aerodynamic hinge moment of the stabilizer. The stabilizer shape (in a plen view) is manufactured with a slight cut of the trailing edge. It is done to increase effi- ciency of anti-flutter weights and critical flutter speed. The angle between the stabilizer tip chord and the aircraft plane of symmetry is equal to 38°. Mo exclude the effect produced by the 695 flow of the engines on the stabilizer hinge moments, its trailing edge in the root section is cut at an angle of 15° to the aircraft axis of symmetry. For better longitudinal control and stability characteris- tics, the horizontal tail is brought peyond the zone of the mexi- mum flow braking behind the wing and positioned 14% MAC below the wing. It leads to a certain increase of the longitudinal control efficiency within the whole range of Mach-numbers, as well as to a material beckward displacement of the aircraft gross serodyne- mic centre at high angles of attack end subsonic airspeeds. the vertical teil is swept-back type. Tt consists of two fins cambered out at an angle of e° to the plane of symmetry. Such an arrangement prevents the rudder of the fin from the supersonic stall effect of the other fin, improves the tail fuselage lines, and decreases drag coefficient. Besides, the verticel tail is made so as to exclude shading of the fins by the fuselage and to provide required efficiency of the stabilizer, which may be screened PY the fin under certain conditions. The vertical teil leading edge sweepback amounts to 54°. Each fin is attached to the fuselage in four points. The two-fimned layout of the vertical tail provides perfect directional stability of the aircraft et high Mach-numbers with a certain excessive efficiency of the directional control at subsonic airspeeds. Zo increase critical flutter speed at minimum weight, the shape of the fins (in plen) has a deviation from a tapered one. 8 SSeS ee aaa asaltnnnamounts to 28°30 | To decrease drag coefficient, the fin is made of a set of modified profiles with e sharp leading edge. The relative thick- amounts to 3.55 m@, The rudders of the riveted structure are attached to the fins in three Points. The rudder maximum angle of deflection The air intakes of the aircraft are lateral, two-dimensional, —e_air intakes with a sharp leading edge and variable geometry. The air intake The lower shutter of the air intake has three Positions: one take-off and two flight Positions. To decrease the losses of the total pressure during take-off up to the moment the landing gear is retracted,the shutter is set to the lower Position (20°), eea a TT After the landing gear is retracted, the shutter is automatically shifted to the second (intermediate) position and deflected up- wards through 7°, while at Mach-mumbera of M = 2-5 20-05 1% is get to the upper position (2°). Each air intake is provided with the system of the automatic and manual control of the ramPr 2. AERODYNAMIC CHARACTERISTICS OF ATRCRAFT the aircraft flight performance is determined mainly bY & arag (reouired thrust) and available thrust value of the power plant. Re. @ thrust. The required thrust for a sustained level flight ‘counterbalances the drag. Numerically it is equal to it? Preq 7 2 prag force Q is determined from the following formula: @ = O-7Ppelt SOx where: 0-7P pant - is the rem Ss = is the wing areas ec, ~ ie a dimensionless drag coefficient depending gn the aircraft geometry, Mach-number of flight and lift coefficient. coefficient 0, is equal to the sum of non-induced and induc- ed drage. Components C, 9 ®D4 Cx ina SY of different physical nature. Coefficient Cy is 2 Gras Coefficient at zero lift. It takes into account the profile dreg of friction and pressure. Coefficient Cy ind is the induced drag coefficient which accounts of an increment of the drag due to the lift. Hence, drag is divided into two components? induced and non-induced, ieee Q = % * Pinar Hagnitudes % and %nq are determined trom the following formulas: a 0-?Ppenlt S%x 08 2 Qing 7 O7Prant 80x ina® Non-induced drag. It depends on coefficient C, 9 and ral Coefficient C, o practically depends on the Mach~number only (Fig. 1). At Mach-number being Jess than critical value 10(1 < 0.85), coefficient Cy g Femains constant, and for the MaP-25Il aircraft it is equal to 0.0258, So ACe ait broke 004 t "0 | 203 weer oad 5 one, Pir ges pies ciate aan | 202 ] SS arm a pot XY os 0 6 20 25 M FIG. 1. NON-INDUCTIVE DRAG COEFFICIENT CxO VERSUS MACH NUMBER (aircraft corries no missiles end pylons) Due to the shock waves originated at the Mach-numbers higher than 0.85, coefficient C, 9 sharply increases. At the Mach-nun- ber of M = 1.15 coefficient C, 9 Teaches its maximum value of 0.041. When the Mach-number continues increasing, the shock waves Thus, until the shock stall appears, the non~induced drag increases proportionally to square of the Mach=number. The shock stall results in an intensive increase of Q- At supersonic air Speeds the rate of Qo decreases due to the decrease of coeffi-~ cient C_ 9. ds the flight altitude increases, the non-induced drag diminishes proportionally to the atmospheric pressure. induced drag. The induced drag depends on the ram and coef- ficient C, iyq which is determined from the following formula: ©. 2 x ing * AGS.the formula proves that C, nq depends om coefficient & and square of lift coefficient. Coefficient A, in its tury is a func- tion of Mach-number. In addition, at subsonic airspeed it depends on the wing aspect ratio and construction of the wing leading edge. On the Mal’-251 aircraft at subsonic flow-past coefficient A remains constant and anounts to 0.175, while at supersonic flow- past it increases approximately proportionally to the Mach-number. ve reaches its maximum value of 0.56 st the Mech-number of M = 2.8. ‘The induced drag in the level flight may be determined from the following formula: ag Qing. W/E * O.7P_ es rem The formula proves that the induced drag in a level flight with coefficient A being constant, decreases in inverse Propor= tion to the squere of the Mach-number. At supersonic flow-past, jrespective of an increase of inductance index Ay value Qing continues diminishing, but slightly, since the increase of the Mach-number produces greater effect than, the imerease of coef- ficient A. As geload increases the induced drag increases proportional- ly to the square of g-load? 2. Qina * Gna.i/t Py” As the flight altitude increases, the induced drags all other things being equal, will also increase in inverse proportion to the atmospheric pressure. Thus, the flight altitude and Mach-number produce ap oppo- site effect upon the non~induced and induced drags. At low air speeds and high altitudes the induced drag prevails within the total balance of drags, while the non~induced drag is @ prevail ing one at high airspeeds and low altitudes. ‘A poundary at which Q, = Qing is the most advantageous Mach-nunber. In this case, the total drag, and hence, the required thrust are minimum. Relation between the dreg and the flight speed et A given altitude plotted on the diagram is called as @ re qu irved- thrust curve. Pige 2 presents the required-thrust curves of the MuP-25Il aircraft. The figure illustrates that the 12 SESE EEE Eee EEE EEE see EEE EEE CEES E EE eEEE EERE EEEE EEQ, tf ——— — s 20 a sy = LY 5 6 0 5 7 as S 20 25M FIG. 2, REQUIRED-THRUST CURVES @ for the MaP-25ii aircrart will correspond to indicated airspeeds of 500 ~ 550 km/h. ‘est Dench engine thrust since the engines mounted on the aircrartPuy = (2Pen ~ OF) GO - DByne) 2 - Paoz)s noz where? Pop 7 thrust of one engines OP ~ additional thrust losses due to an inlet pulse of incoming air} - air intake internal thrust losses; Pint = nozzle thrust losses. SPhoz {he thrust losses depend on the power setting of the engines, as well as on flight altitude and airspeed. The total sum of the losses may amount to 500 - 1000 kef. The available thrust curves for two engines with the losses taken into account are presented in Fig. 3+ FIG. 3. AVAILABLE THRUST CURVES Poy ‘At the estimated power settings of the engines within the operational range of airspeeds the thrust increases together with ‘an increase of the Mach-number and decreases 98 the flight alti- tude increases. Te decrease of the ambient air temperature with reference to the standard one by 1% entails the decrease of the thrust by 2% approximately. “4 SSeS Saas enAt altitudes less than 6000 m and high indicated airspeeds the engine thrust at augmented power settings is limited by the capacity of the afterburner fuel pumps. This phenomena is deter- mined by a typical sharp bend plotted on the available thrust curves. At M= 1.5 the "2ND REHEAT" (II GOPCAR) power setting is selected. This process is accompanied by a thrust drop followed by its more intensive rise. 3. PIRST AND SECOND FLIGHT REGIMES For a sustained flight it is necessary to observe the equa- lity of forces acting on the aircraft: P=Q+6G sing,, where: P - is the engine thrust; @ - is the aircraft drag; @ sin @ ~ is the component of the aircraft weight (with sign "+" at climb and with sien at descent). Ina sustained level flight this equation is as follows: PeQ : The balance of forces may be steady or unsteady; depending on it there are the first and second flight regimes. At a certain altitude, with the throttle control lever fixed, the equation of the available thrust and drag takes place at two points which correspond to two values of the flight speed. When throttling the engines, there comes a point where the equation of the available thrust and drag is at one point cor- responding to an airspeed located on the boundary between the first and second flight regimes. Depending on a position of the throttle lever the regimes of the susteined level flight are determined by the points of intersection of the required thrust curve with the respective curve of the available thrust. For example, when the throttle lever is set to a position corresponding to 90%, the sustained Tevel flight of the Mal-25ll aircraft carrying four missiles is possible at two indicated airspeeds: VY. = 740 km/n ana Vg = 325 km/h (points 1 and 2 in Fig. 4), if the pilot maintains an indicated airspeed of 740 km/h at 2 constant altitude, a positive thrust excess appears in case the indicated airspeed inadvertently decreases. This positive thrustexcess restores the initiel flight speed. It proves thet the flight is accomplished at the first regime. Pay, O tf ovr F1G. 4, CURVES OF REQUIRED AND AVAILABLE THRUSTS OF AIRCRAFT ‘CARRYING FOUR MISSILES AT NON-REHEAT POWER SETTING ( H=-5000 m) Point 2 on the graph corresponds to the second regime, since the thrust excess, which entails further increase of the airspeed, arises as an airspeed exceeds 325 kn/h, To maintain the initial flight speed, it is necessary to decrease the engine thrust first and then increase it, i.e. double displacements of the throttle lever will be required. Point 3, at which the available thrust curve corresponding to 80% touches the required thrust curve, is a boundary of the first and second regimes. The indicated airspeed at this point is equal to 500 km/h (boundary airspeed V,)- mus, at an altitude of 5000 m and at indicated airspeeds exceeding 500 km/h the flight will be performed at the first regime, whereas at indicated airspeeds of less than 500 km/h it will be accomplished at the second regime. the optimum airspeed, which amounts to 500 - 550 km/h for the MuP-2511 aircraft, may be considered with an adequate accuracy as a boundary dividing the first and second flight regimes. Tous, for the MuT-25I| aircraft the maneuvering speed at subsonic airspeeds is within the second flight regime. 16a The first and second flight regimes are typical not only for subsonic but also for supersonic airspeeds. Pay, @, Hf oe 4% wy ws 12 5 Q a Sle 10 70, i 8 7 i I 6 | ! I - T 7 ! 2 — b 41 4&6 18 20 22 2 28 OM FIG. 5. CURVES OF REQUIRED AND AVAILABLE THRUSTS OF AIRCRAFT CARRYING FOUR MISSILES AT REHEAT POWER SETTING (H-18,000 m) following peculiarities: (a) the flight is accomplished at high angles of attack, i.e. the less flight speed and the higher altitude, the greater angle of attack; 177 (b) variation of the airspeed at the sustained level flight generates a need for a continuous manipulation of the throttle Jevers and the aircraft control stick to maintain the preset flight regimes (e) decrease of the airspeed during level flight results in a rapid increase of drag and further progressing drop of the alti- tude; (a) stability and controllebility characteristics of the aircraft somewhat deteriorate. The supersonic second regime characteristics possess the game peculiarities but they correspond to small angles of attack and high airspeeds, that is why they are not dangerous. In flight practice the second regimes moy develop in the following cases? = pullup of the aircraft when taking off; — an attempt to climb at a low speed or at an exessively great climb angle} ~ a failure of one engine with the landing gear and flaps extended; = pulling up the aircraft after passing the inner homing radio station; _ near non-reheat ceiling when performing maximum range or maximum endurance flight. Wnen it is necessary to perform the flight at the second regime, more attentively check the airspeed and select it in due time by displacing the throttle levers. It is important not to allow an airspeed less than the maneuvering one (especially when performing steady turns), since in case of considerable loss of ‘the airspeed its further recovery may become impossible due to absence of the thrust excess. In this case, to increase the air- speed it is required to bring the aircraft to the descent atti- tude which is somewhat dangerous at low altitudes. 4, RANGE OF FLIGHT ALTITUDES AND AIRSFEEDS the neximum ond minimum airspeeds of = sustained level flight at a preset position of the throttle lever and at various alti- tudes may be judged by referring to the graph of the required and available thrust curves (Fig. 6). A sustained flight at a given altitude will be possible if the required thrust is less or equal to the available thrust. 18 Seen ee aaaThe greatest airspeed at which these thrusts are equal is called asthe maximum aj Tspeed of the sustained level flight. Each maxinum airspeed corresponds to its power set- ting. As an altitude rises,the maximum airspeed increases and may exceed the maximum permissible speed. An airspeed interval at which the sustained level flight is possible is assumed as the level flight air s peed range. Pay, G, tf [ 4 10 6 ra 7 a ; a 4 2 Ynox {|__| 200 300 400500600100 B00 Vins, koh FIG. 6. CURVES OF REQUIRED AND AVAILABLE THRUSTS OF AIRCRAFT CARRYING FOUR MIS- SILES (non-reheat power setting, ng - 80%, H = 0) For the M«I-25Il sircraft the level flight airspeed range is limited by the maneuvering indicated airspeed, selected from the the maximum permissible speed. Fig. ?. presents the altitude and airspeed range of the Mar-25Ml aireraft carrying four missiles at various power settings of the engines, The maximum permissible indicated flight speeds are limited with reference to the aircraft strength, as well as by a probab- ility of flutter; for the aircraft not equipped with the stabiliz~ er differential control system they are as follows: 1000 km/n at altitudes of up to 5000 m and 1100 km/n at altitudes over 5000 m. 19ted with the stabilizer differential For the aircraft fit! tudes of control system the maximum permissible airspeed at alti up to 17,000 m is equal to 1200 km/h. 20 RS, Aud SAz e 2 AW H, km M = 2.83 15 Fo ns FULL R. 10 400 hy ; 7] a ‘J —— For aircraft provided with stabilizer differential control M = 0.95 po 5 20 25 M FIG. 7, ALTITUDE AND AIRSPEED RANGES OF AIRCRAFT CARRYING FOUR MISSILES ximum Mach-number of the aircraft with and without the s limited with respect to For the The ma: stabilizer differential control system i thermal strength of the engines and it smounts to 2.83. the flight endurance at Mach-numbers exceeding same reason, M = 2.65 it amounts to 5 min). 2.4 equals 15 min (at Mach-numbers The flight time at Mach-mumbers of N= 2.4 and less is not limited. The maneuvering indicated airspeed of flight, with the per- ried, is equal to 400 km/h at missible variants of missiles cai altitudes up to 16,500 m and 600 km/h at altitudes over 16,500 m. The service ceiling of the aircraft carrying four missiles under standard atmospheric conditions is 20,500 m. In this cases the aircraft mass at the service ceiling equals 25,800 kg and the remaining fuel amounts to 3300 kg. The average time of gaining an alti 2.35 in standard atmosphere conditions, tude of 20,000 m at MN with the engines 20 eerunning at FULL REHEAT (NOMHuit gOPCAK), from the moment the take- off run is started is equal to 9.7 min for the aircraft carrying four missiles. 5. TAKE-OFF AND LANDING CHARACTERISTICS OF AIRCRAFT Mar-25 ‘The take-off and landing characteristics are determined by the aerodynamic characteristics of the aircraft, its thrust-to- weight ratio, condition of the runway, as well as wind direc- tion and velocity. ‘The thrust-to-weight ratio, in turn, depends on an aircraft mass, engine power settings, temperature and pressure of ambient air. Take-off characteristics. The basic take-off characteristics are? the aircraft unstick speed and take-off run, Te unstick speea is a speed at which the sum of the lift force and vertical component of thrust counteracts the aircraft weight. Hence, the aircraft unstick speed depends on a take-off mass, angle of attack and engine available thrust during take-off. Under standard atmosphere conditions unstick speed V4.4 of the MuP-251 aircraft is determined from the follor where: Giict is the aircraft weight at unstick moment Ginst = 26)5 is the engine available thrust; av Pen.set is the engine setting angle which is equal to 4°; cy unst is the aircraft lift coefficient with the ground effect taken into account (it is a function of the unstick angle and the flap deflection angle); 8 is the airgraft wing area which amounts to 61.73 me. The unstick speed of the MuP-25i1 aircraft carrying no mis- siles on a concrete runway is equal to 350 - 360 km/h and 360 - 370 km/n with four missiles suspended. After unsticking the aircraft is stable, the effectiveness of the control surfaces is sdequate. The take-off with four mis- siles carried has no peculiarities, 21me take-off run isa distance passed by the | aircraft up to the moment of unsticking. It depends on an average acceleration during take-off run~ ning and on the unstick speed: 2 Vunst Low = . run “ 23ayv.ace For the Mul’-25Ti aircraft the aversge acceleration during taking-off running is determined from the following formula: Senace * Fee Paw ~ Besar ~ 9:290 8 (Cy mun” 2 - f¢¢Cy yun) Vunst J? where: Gay dis the average weight during take-off running G85 g is the free-fall accelerations ° is the air density; for is the friction coefficient during take-off running; Cy yun’ are the coefficients of drag and 1ift of the oF pun eiveraft during teke-off running. The take-off run of the aircraft carrying no missiles from the concrete runway is 1100 m, while with four missiles suspended it is increased by 150 m. Ertect of various factors on take-off cherscteristics. Proceeding from the above formules it is evident thet the take-off characteristics are affected by* - aircraft mass; - angle of attack; ~ power settings of the engines} ~ temperature and pressure of ambient airs - wind direction and velocity’ = condition and gradient of the runway. Increase in the take-off mass entails decrease in the aver- age take-off acceleration, increase in the unstick speed and teke-off run. The average take-off acceleration decreases due to a drop of the thrust-to-weight ratio of the aircraft and increase of the friction forces. With the engine average thrust being constent, an increase of the aircraft mass by 1% results in an increase of the take-off run by 2%, on the average. 22 aAn increase of the angle of attack during take-off involves a rise of the lift force coefficient, and hence, a decrease of the unstick speed and take-off run. A delay in lifting the nose wheel and in creating the optimun take-off angle results in the aircraft unstick at a greater speed and increase of the take-off run. 4 decrease of the angle of attack by 1% increases the take- off run by 8 to 9%. That is the cause of the take-off distance spread when taking off on one and the same aircraft under the same conditions. Comparatively small inaccuracies in maintaining the take-off angle lead to a change of the take-off run by 100 m and more, The engine power setting exerts an effect on the unstick Speed and average acceleration. As the thrust during take-off increases the unstick speed decreases due to an increase of the vertical component of the thrust force. But the effect produced by the vertical component of thrust on the unstick speed within the limits of the teke-off angles can be disregarded. The engine Power setting produces the main effect on variation of the aver- 26 acceleration. As the thrust increases the average accelera- tion increases, too. Due to this, the take-off run decreases. The take-off of the Mal-25I aircraft is accomplished at the FULL REHEAT power setting, and at the maximum power setting in case of 50% fuelling. The temperature and pressure of the outside air effect on its density on which the engine thrust, coefficients of the air- craft drag and lift and hence the unstick speed and take-off run depend. As the temperature rises the air density decreases and the vastick speed increases. Simultaneously, the engine thrust and Sverege acceleration decrease. It entails an increase in the take-off distance. In this case, variation of the engine thrust Produces greater effect on the teke-off distance than on the un- stick speed. 4m increase of the atmospheric pressure leads to a rise of air density, decrease of the unstick speed, increase of the engine thrust and average acceleration. As a result, the take-off run decreases. An increase of the outside air temperature by 15° or de~ crease of the pressure by 30 mm Hg results in an increase of the unstick speed by 2.5%. A decrease of the atmospheric pressure by30 mm Hg or increase of the outside air temperature by 10°C from the standard values increases the take-off run py 10%. The wind changes the take-off run. Irrespective of the wind velocity and direction,the unstick is performed at a definite airspeed. But the aircraft speed relative to the ground at the moment of the unstick at headwind is less, while et tail wind it is greater. Therefore, the take-off run and time are less at headwind and are greater at tail wind then in still air. Depending on the wind direction the unstick ground speed will change by value +U or its component directed slong the run~ wey centre line. Sign "plus" is teken at tail wind, and sign "minus" at headwind. Generally, for calculating the teke-off time and run it is necessary to take into account wind velocity or its component directed along the runway centre line. ‘The formula for calculating the take-off run will be as fol- lows: 2 Wunst + © L. +p aa av.ace The time of take-off run at a wind can be determined from the formula? v, + unst = trun * U av.ace Cross wind blowing at @ speed of up to 10 m/s at an angle of 90° to the runway centre line practically does not affect the take-off. Accomplishment of the take-off at a cross wind of more than 10 u/s in speed has some peculiarities. It is dictated by the following reasons. Cross wind initiates the cross-wind force which is counter- acted by friction forces of the wheels during take-off (Fig. 8)- the MaP-25ii aircraft has a well-developed vertical tail unit; therefore, the cross-wind force is applied behind the main wheels. It tries to drift the aircraft downwind and to turn it upwind, especially during the second half of the take-off run with the nose wheel lifted. The pilot should counteract the mo-~ ment created by the cross-wind force by applying the brakes and deflecting the rudders, i.e. he should try to keep the aircraft from turning upwind. The rudder margin of the MaP-25li aircraft is enough for maintaining the direction at a cross wind component of up to 15 m/s. 24 aSince the cross-wind force is applied above the longitudi- nal axis, it tends to roll the aircraft. In this case, one landing gear leg is unloaded, while the other is loaded. Friction forces of the wheels acting along the direction of flight will change in magni- tude and create a moment turn- ing the aircraft nose downwind. ‘Thus, this moment will try to weaken the moment of the cross- wind force. Depending on the nose wheel lifting rate and crea- tion of the take-off angle at a cross wind of more than 10 m/s, the magnitude of the above moments may considerably change. 7 When the angle of attack increases rapidly, the moment created by the friction forces of the main wheels rapidly de- creases, and the aircraft experiences a turning moment. Besides, if the pilot fails to have a chance to deflect the ailerons when unsticking from the ground, the sircraft will experience » rolling moment. Hl | | I I Crosswind y contre line. Runway FIG. 8. ADDITIONAL FORCES AFFECTING AIRCRAFT DURING TAKEOFF AT CROSS- WIND Hence, when taking off with the cross-wind, the pilot should create the take-off angle at somewhat slow rate. In this case, the unstick speed and take-off running time slightly increase. Slightly increased time of take-off running is required for the pilot not only for creating the take-off angle of attack at a slow rate but also for trimming the aircraft with the aid of the ailerons and rudders. Thus, a safe unstick of the aircraft from the runway and further climb are provided.Condition of the runway directly exerts an effect on the friction coefficient during take-off. For the dry runway with concrete pavement the friction coefficient for calculations is equal to 0.03. An increase of the friction coefficient leads to a decrease of acceleration during take-off, increase of take-off time and run when taking off and vice versa. When taking off from the runway, having inclination angle 6, an additional force, i.e. the longitudinal component of weight (it amounts to G sin @), will act along the aircraft longitudinal axis. Due to this force the positive or negative acceleration (depending on an angle of inclination of the runway) is added to the horizontal take-off acceleration. Hence, when the take-off is performed downhill, the take-off run and time decrease, while when it is accomplished uphill, they increase. It is necessary to notice that the role of the runway inclination increases as the aircraft mass rises. Usually, the angles of inclination of the runway are rather small (1 to 1.5°); their effect on the teke-off run can be dis~ regarded since it is insignificant. Landing characteristics. The major landing characteristics of the aircraft are the lending speed and landing roll. Te landing speed of the Mal-25Il aircraft (in km/h) is determined from the formula: | and Viena = Me jand Ty tena © where:G) ng is the landing weight of the aircraft; is the lift coefficient of the aircraft with the ground effect at the touchdown moment taken into account; it is a function of the landing angle and flap deflection angle. Cy ana At a normal landing profile the landing speed of the Mal-25I1 aircraft (carrying no missiles) at a remaining fuel of 3000 kgf and less amounts to 280 - 300 km/h. The Landing roll _ is one of the important characteristics affecting the selection of the optimum dimensions of the runway for the given type of the aircraft. It is determin- ed from the following formula: 2 v L. land ' roll ~ 23ay.roll 26The average deceleration rate during landing roll is deter- mined as follows: 7 ai 1 Jav.roi 738 ETT? fer av. roll where: g is a free-fall acceleration; Kuean run «18 the average efficiency at landing roll; flop is the rolling friction coefficient (for a dry concrete runway, it is equal to 0.03 with- out applying the brekes and 0.28 with applying the brakes). The landing roll for the Muf-25li aircraft in the standard atmosphere conditions with the remaining fuel of 3000 kgf (with no missiles carried) with the employment of a cross-shaped para- chute and application of the wheel brakes amounts to 800 m. The landing roll with the use of a round parachute equals 900 m. In still air when no breke parachute is used it is equal to 1550 m. Effect of various factors on landing characteristics. The above formulas prove that the following factors exert an effect on the landing speed and roll: - aircraft mass; = outside air temperature and pressure} - wind velocity; - lending angles - degree of employment of the deceleration means. The effect produced by the aircraft mass on the landing speed may be followed by the change of a specific load on the wing which varies from 390 kgf/m® (at a landing mass of 24,000 kg) up to 470 kgf/m* (at an aircraft limit landing mass of 29,000 kg). At such a change of the specific load on the wing the landing speed of the aircraft will increase from 290 to 320 km/h. Thus, as the aircraft mass increases, the landing speed increases and, hence, the landing roll distance increases, too. Approximately we may assume that a change of the landing weight by one per cent involves a change of the landing roll also by one per cent. The air density and, hence, the landing speed will depend on the air temperature and pressure. The landing speed and roll vary inversely with the air den- sity, i.e. inversely as the pressure and directly as the tempera- ture.An increase of the outside air temperature by 15°C or de- crease of the atmospheric pressure by 30 mm Hg from the standard values will lead to the increase of the landing speed by 2.5% and the landing roll by 5%. The effect produced by wind on the landing speed end run is the same as on the unstick speed and take-off run. When calculating the landing roll, the landing speed should be considered with wind taken into account: 2 7 _ Siena +) ‘roll ~ 55 > javeland vere: Jaean lena $* the sretess deceleration rate during Lenaivgi sign "minus" is taken at the headwind. The deceleration rate during the landing roll depends on the lateral component of wind. The average deceleration rate decreases by 30 to 35% at a wind lateral component of 10 m/s with the brake parachute used automatically. This decrease takes place due to the fact that it is impossible to use the brakes fully when maintaining the direction during landing roll. As a result of this the length of the braking portion of the landing roll increases and, hence, the total length of the landing roll increases. The wind lateral component which amounts to 10 - 15 m/s increases the landing roll by 10 to 15%. The aircraft angle of attack at the end of holding-off directly affects the landing speed and landing roll. A low land- ing speed corresponds to a high landing angle of attack and vice versa. After touchdown the angle of attack should ensure the maxi- mum total drag. The greater angle of attack during the landing roll, the greater drag, but the lesser pressure on the runway and frictional drag of the wheels. When landing is performed into a wind or on a slippery run- way, it is recommended to effect the landing roll with the nose wheel kept lifted as longer as possible. In case of the down- wind landing and if effective braking is possible, it is neces- sary to lower the nose wheel earlier and start energetic braking. The normal lending angle of the Mul’-25Ii aircraft amounts to 10 - 11°, The aircraft may touch the runway by the ventral fins at a landing ergle of 11.5 to 16.5° depending on a compression degree of the shock-absorbers. Therefore, it is not permissible to _ create anexcessive landing angle, especially during a heavy landing. 28The use of the braking means produces decisive effect upon the landing roll distance. fo shorten the landing roll the MuP-25Il aircraft employs the brake parachutes and brake system of all the wheels. At high landing speeds the drag chutes offer great effect; they decrease the landing roll by 40 to 50%. The speed of the wheel braking start of the aircraft is limi- ted by 235 km/h. Therefore, on the first portion of the landing roll braking is effected due to the drag and deployment of the brake parachutes, while on the second portion, due to effective use of the brakes. A delay in applying the brakes in speed by 15 km/h (braking is started at a speed of 220 km/h) will increase the landing roll by 100 m. AIRCRAFT MANEUVERING CHARACTERISTICS Depending on stability and controllability, as well as available normal g-loads permitted by the strength conditions, the Muf-25ii aircraft is a semi-aerobatic one. The maneuverability is an ability of the aircraft to change its attitude in space by varying the airspeed in magnitude and direction during a definite time. Finally, the characteristics of various maneuvers depend on what accelerations may be imparted to the aircraft in flight. Apart from the force of gravity which msy either assist or hinder maneuvering, the accelerations are created by the same external forces as the g-loads. Therefore the gencralized indices of the aircraft maneuverability are the maximum possible (available) g-loads. 1. AVAILABLE G-LOADS The magnitudes of the available g-loads and the range of operational airspeeds determine the possibility of performing the assigned maneuvers (aerobatics), as well as indices of these maneuvers (duration, radii, angular velocities, etc.). Vertical grload n, is created by the lift. If when flying at a given altitude and at a preset airspeed one uses the aircraft capabilities in creating the lift, a g-load is achieved which is called an available g-load:Y, 2 0.7€, 5, ay av Lap, where: Yi is the available lift force; G is the aircraft weight; Cy gy is the lift available coefficient; s is the wing area; P is the pressure at the given altitude. From the formula it is obvious that the available g-load should increase as the Mach-number increases. But it does not occur within the transonic speed region due to an abrupt drop of lift coefficient (Pig. 9). Therefore, the available g-load de- creases even though the Mach-number rises at these airspeeds (Pig. 10). At great Mach-numbers C, ,,, practically remains constant and the available g-load increases as the Mach-number rises, but it is limited by the maximum deflection angle of the stabilizer. As the altitude increases the available g-load decreases. It is proportional to air pressure et a preset Mach-number and with the weight being unchanged: Py avi _ Pi Ry av.2 Pa Proceeding from this relation, one can determine the avail- able g-load for any flight altitude knowing its initial magnitude. In all cases the g-load should not exceed the maximum g-load permitted by strength. Fig. 11 illustrates the maximum permissible g-loads of the MuP-25ii aircraft depending on a remaining fuel. When maneuvering at a vertical g-load exceeding 1G, the Mwr'-25Ii aircraft is stable in g-load until achieving the critical angle of attack. Pronounced buffeting precedes attaining the critical angles of attack. When approaching the critical angles of attack, the yellow pilot lomp on the Hli-155 g-load indicator lights up and the LIMIT MANEUVER (MAHEBP NPELENGHMM) voice infor- mation is transmitted. Longitudinal g-load n, ,, is obtained when the total avail- able thrust is used in flight. For the level flight (ay = 1) it is determined from the following formula: _ Pay 8 _ op Nav" Oe? 30i Stall boundary 125 5 100}— + Stabilizer maximum deflection boundories “a H > 15 km 054) Seth, —]\_ Vortex sheet i A boundowy Stoll-worning buffeting NS, \ boundory Xl: a WY ONS XY 2 Q ar a cc 20 25 M FIG, 9, MAXIMUM LIFT COEFFICIENT C, mo, VERSUS MACH NUMBER (aircraft carries four missiles) T oper “y/ hh le hk & % ¥ o 0 2 WM FIG. 10. AVAILABLE G-LOADS OF AIRCRAFT ny VERSUS MACH NUMBER AND ALTITUDE OF FLIGHT (G= 30 +f)where: P,, is the available thrust; Q is the required thrust; OP is the thrust excess; G is the aircraft weight (mg). The longitudinal g-load value depends on the flight mass, airspeed and altitude. Besides, the available longitudinal G-load is affected by the vertical g-load. The greater the verti- cal g-load (angle of attack), the greater drag and, hence, the lesser the available longitudinal g-load. "y ' 4 | |e 5 { ; —- | 2 + | 1 | 1 Tt 1.5) | 3 o 2. 4 i 8 0 BG At 1 1 ny =A.5 (at M< TS) | 4 2 Ge) = B56 FIG. 11. MAXIMUM AND MINIMUM PERMISSIBLE G-LOADS ny | ~ maximum permissible g-load during combat flights at all altitudes and during training flights at H>7000m experienced by aircraft without differential control of stabilizer, as well os by aircroft with differential cantrol of stabilizer ond reinforced wing in any flights at all altitudes; 2 - meximum permissible g-lood experienced by aircraft without differentia! contro! of stabilizer during training flights at H<7000 m,as well as by aircraft with differential control of stabilizer and non-reinforced wing when performing any flights at all altitudes; 3— minimum permissible g-load experienced by aircraft at M>1.5; 4 ~ maximum permissible nego tive g-load experienced by aircraft flying ot Mc. 5 With the aircraft mass being constant, the longitudinal g-load varies in compliance with the same law as the thrust excess (Figs 12 and 13). As the flight altitude increases, a decrease of the excessive thrust and longitudinal g-load within the subsonic speed region takes place, while the positive thrust excesses and positive longitudinal g-loads are originated within the supersonic region. 32 rrr4. a2 10 6 M FIG. 12, LONGITUDINAL G-LOAD n, DURING AC- CELERATION AT FULL REHEAT POWER SETTING (aircraft carries four missiles, G = 34 tf) my Qi a Tivinteke shell | change-over He 18.5 kin G25 1 a ot = 99% | "engine o 20 25 M FIG. 13. LONGITUDINAL G-LOADS nN ACCELE- RATION AT FULL REHEAT POWER SETTING (oircraft corries four missiles, ng,, = 100%) 33,At a Mach-number of M = 1.5 a jump of the longitudinal | S-load occurs due to the selection of the 2ND RENEAT (II GOPCAX) Power setting. The jump of the longitudinal g-load at M = 2.5 is explained by switching over the air-intake lips from position IT to position III. It entails abrupt increase of the engine thrust losses caused by a drag rise in the air-intake duct and, hence, a decrease of the longitudinal g-loads. Spread of the longitudinal g-load at H = 18,000 m is explain- ed by instability of the engine operation. ‘The longitudinal g-load is mainly affected by the tempera~ ture of the ambient air. If it is higher than the standard one, the available thrust at this altitude decreases and, hence, the longitudinal g-load drops. It leads to deterioration of the ac= celeration characteristics of the aircraft and its rate of climb. 2. MANEUVERABILITY OF AIRCRAFT IN HORIZONTAL PLANE Maneuverability of an aircraft in the horizontal plane is evaluated by referring to the characteristics of the 360-deg co- ordinated turn, acceleration and deceleration. A_360-dep turn is a curvilinear flight of the aircraft in the horizontal plane with a turn through 360°. if in the course of a 360-deg turn the bank angle and flight- path trajectory do not change, this benked turn is referred as a 360-deg steady banked turn. If it is perform ed without slipping, it is called as a 360-deg coordinat- eda turn. The forces acting upon the aircraft during the 360-deg coordinated turn are shown in Fig. 14. The 360-deg banked turn is the basis of the curvilinear maneuvers in the horizontal plane. The 360-deg steady banked turn is characterized by the fol- lowing relations: 1. P-Q-= 0 or ny = 0 (condition of the speed constancy); 2. YcosY -G =0 or ny cos Y = 1 (condition of the altitu- de constancy); 3. Y siny = const (condition of the 360-deg banked turn constancy). When performing the 360-deg banked turn the condition of the altitude constancy proves that ny = x Thus, a g-load during the 360-deg coordinated turn depends on a bank angle. Quantitatively this relation is presented in Table 1. 34FIG. 14. FORCES DURING 360° COORDINATED TURN Table 1 Relation between Bank Angle on 360-deg Banked Turn and G-Load Bank y° G—load ay Table 1 illustrates that the normal g-load required for the 360-deg banked turn first increases slowly (as the bank angle increases), and then it rises rapidly. As the bank angle ep~ proaches 90°, the g-load tends to infinity. But accomplishment of the 360-deg coordinated turn with an infinitely great g-load is impossible since an infinitely great thrust is required end due to the g-load limitations. Therefore, the MuP-25N aircraft is able to perform 360-deg steady banked turns at bank angles of up to 70° at non-reheat and reheat power settings of the engines. When on a 360-deg banked turn, as the bank increases, pull the aircraft control stick backward to increase the attack angle so that the g-load corresponds to the bank. Simultaneously with the increase of the attack angle it is necessary to increase engine thrust so as to preserve constancy of speed. In the course of a 360-deg steady banked turn the outer half-wing moves at a greater wing tip speed than the inner one, and the centre of pressure is displaced from the plane of sym metry towards the outer side, thereby producing an additional 35,rolling moment. Therefore, the pilot should maintain the bank angle and manipulate the controls in a co-ordinated manner so as to avoid slipping. The greater the bank angle, the more exactly it should be kept since at great bank angles even its minor increase requires great rise of the vertical g-load. For example, increase of bank during a 360-deg banked turn from 70 to 75° requires increase of the g-load nearly by unity. If the pilot does not increase the g-load in compliance with the bank, the lift vertical component appears to be less than the aircraft weight, and the flight path starts deviating down- wards. When the vertical g-load is increased up to the required magnitude, the drag may overcome the thrust force and the 360-deg, banked turn will be accomplished with deceleration. Hence, exact bank holding is most important when performing a 360-deg banked turn. If the relation between the bank and g-load is other than that specified in Table 1, the 360-deg banked turn path will go. upwards (at an excessive g-load) or downwards (at an excessive bank). Thrust limited 360-deg banked turns. Specific parameters of a 360-deg banked turn correspond to each magnitude of the avail- able thrust at this or that altitude and airspeed of flight. Increase of the bank angle (normal g-load) at a 360-deg co- ordinated turn should be accompanied by a growth of the aircraft lift which results in increase of drag. Increment in drag should be counteracted by increasing the thrust. When the bank is being increased, the maximum available thrust of the engines will correspond to its certain magnitude. Hence, the capabilities of the aircraft engines are the major limiting factor during performance of a thrust limited 360-deg banked turn. Each airspeed and altitude value will be associated with definite bank angle and normal g-load values, which are also called thrust limited values. If the pilot in performing a 360-deg banked turn pulls a G-load (banks the aircraft) in excess of the thrust limited value, the aircraft will lose speed even at full engine thrust. There- fore, the thrust limited g-load (bank) is the limit G-load (bank) involved in a continuous turn at the assigned airspeed. The greater the available thrust, the greater will be the limit values of the bank angle and normal g-load. 36INSET 2 8/1016116-P80 Table 2 Characteristics of Thrust Limited 360-deg Banked Turns of Aircraft MaT-2511 Carrying No Missiles with Engines Running ! at MAXIMUM Power Setting Note. In Tables 2 through 5 sign "+" means that the performance of the thrust limited 360-deg banked turn is impossible due to the thrust lack developed by the engines, while sign "X" designates that the accomplishment of the thrust limited 360-deg banked turn is impossible due to exceeding ‘the maximum permissible g-load (,0p max’*Table 3 Characteristics of Thrust Limited 360-deg Banked Turns of Aircraft MaP-25ll Carrying No Missiles with Engines Running at FULL REHEAT Power Setting i,m 950 1000 1050 1100 SPEER IEE 8500 2.25 | 63.5 | 2.40 | 65.5] 2.55 | 67.0 |2.70 | 68.6 6500 2.40 | 65.5} 2.55 | 67.0| 2.70 | 68.5 |2.85 | 69.5 11000 4500 2.55 | 67.0 | 2.70 | 68.5] 2.85 | 69.5 | 3.00 | 70.5 2500 2.95 | 68.5 | 2.90| 70.0] 3.00 | 70.5 ]3.15 | 71.5 6500 1 1.95 | 59.5 } 2.15 | 62.5] 2.30 | 64.0 |2.45 | 66.0 15000 4500 1 2.10 | 61.5 | 2.30 | 64.0] 2.45 | 66.0 |2.60 | 67.5 2500 L 2.25 | 63.5 | 2.50 | 66.5| 2.65 ] 68.0 |2.80 | 69.0 6500 1.10} 24.5| 1.25] 37.0] 1.35] 42.0 |1.50 | 48.0 | 1.60 | 51.5 |1.55 | 50.0] 1.25 | 37.0 | + + 18000 4500 1.20] 33.5] 1.35] 42.0] 1.50] 48.0 ]1.60 | 51.5 | 1.70 | 54.0 1.65] 53.0] 1.35 | 42.0 | + + 2500 1.30| 40.0] 1.45] 46.5] 1.65] 53.0 |1-75 | 55.0 | 1-85 | 57-0 ]1.75 | 55.0] 1.45 | 46.5 | + + 6500 + + | 1.10] 24.5] 1.10] 24.5] + + + + + + + + + + 20000 4500 1.10] 24.5] 1.20] 33.5] 1.20] 33.5 ]1.05 | 17.0 }| + + + + + + + + 2500 1.20] 33.5] 1.30] 40.0] 1.30] 40.0 ]1.15 | 29-5 + Ht + + + + + +INSET 3 8/016166—P80 Table 4 Characteristics of Thrust Limited 360-deg Banked Turns of Aircraft Mul’-250 Carrying Four Missiles with Engines Running at MAXIMUM Power Setting 500 2000 5000 11500 8500 5500 2500 11500 8500 5500 2500 11500 8500 5500 2500 11500 8500 5500 2500 62.5 65.0 68.0 57-0 61.0 63.5 66.5 37.0 42.0 48.0 54.0 17.0 29.5 40.0 46.5 2.20 2.40) 2.65) 2.95) 2.05 2.25 2.50 2.80 1.55) 1.70 1.90 2.15 1.05 1.15 1.30] 1.45 29.5 40.0 46.5 68.5 70.5 58.5 61.0 64.0 67.0 eet teat 2.20 2.40 2.70 1.40 1655 1.75 2.00 eee +e ee 60.0 63.0 65.5 68.5 44S 50.0 55.0 60.0 tae teatTable Characteristics of Thrust Limited 360-deg Banked Turns of Aircraft MaP-25Il Carrying Four Missiles with Engines Running at FULL REHEAT Power Setting y, n/n Tas? o o o o o rls a 11500 | 2.45 | 66.0 x {x |x x]x [x }x]x ix |x |x x x x x x x x 8500 | 2.70 | 68.5 x |x |x x |x [x |x fx ixix fx x x x x x x x 500 | 5500 | 3.00 | 70.5 x |x |x x {x ]x]xf]xixix |x x x x x Pa x x 2500 {3.40 | 73.0 x [x |x x {x |x fx [xix ixfx x x x x x x x 11500 | 2.30 | 64.0 x |x |x x |x |x fx |x ix]ix fx x x x x x x x 8500 | 2.50 | 66.5 x [x |x x {x |x [x]x [x ]x fx x x x x x x x 2000 | 5500 | 2.80 | 69.0 xX |x x x |x x x |x xX |x |x x x x x x x x 2500 | 3.10] 71.0 X}x/x x {x [x [x [x [xix fx x x x x x x x 11500 | 2.10} 61.5 3+00/70.5]3+20} 72.0) X | X | X | X |2.65]68.012.55 | 67.0 | 2.50 | 66.5 | 2.45] 66.0] 2.40 | 66. 5000 | 8500 -| 2.30] 64.0 3+30/72.513-60] 74.0] X | X | X | X |2.90/70.0]2.80 | 69.0 | 2.75 | 68.5 | 2.70] 68.5| 2.65 | 68.0 5500 | 2.55] 67.0 3.65/74.0 X ]X [xX | x | x [3.25)72.0]3.10 | 71.0 | 3.05 | 70.5 | 3.00] 70.5| 2.95 | 70.0 2500 | 2.85 | 69.5 xX |x |x HX} xX | |X | x [5.65)74.0]3.45 | 73.0 | 3.40 | 73.0 | 3.35] 72.5] 3.30 | 72.5 11500 1.65] 53.0 8500 | 1.85] 57.0 2-35)65-0]1.85 | 5720/1. 80/ 56.0] 1.90] 58.5 ]1.95159.512.00 | 60.0 2.05 | 61.0 | 2.10] 61.5] 2.15 | 62.5 2.60]67.5]2.05 | 61.0}2.00} 60.0} 2.05] 61.0 ]2.15]62.5]2.20 63.0 | 2.25 | 63.5 | 2.30] 64.0] 2.35 | 65.0 8000 | 5500 | 2.00] 60.0 2.85/69.5]2425 | 65.5] 2.20|63.0] 2.30) 64.0|2.55/65.012.40 | 65.5 | 2.50 | 66.5 | 2.55] 67.0 | 2.60 | 67.5 2500 | 2.25| 63.5 3. 20/72.0}2.55 | 67.0]2.50] 66.5] 2.55] 67.0 |2.65]68.0]2.70 | 68.5 | 2.80 | 69.0 | 2.85] 69.5| 2.90 | 70.0 a500 | + | + 1-45) 46.5]1.50 | 48.0/1.60]51.5] 1.70] 54.0]1.85]57.0/1.95 | 59.5 } 2.10 | 61.5 | 2.15| 62.5] 2.20 | 63.0 6500 | + | + 1.55]50.0]1.60 | 51.5/1.70]54.0] 1.80} 56.0]1.95/59.512.10 | 61.5 | 2.20 | 63.0 | 2.25] 63.5 | 2.30 | 64.0 22000) us00 | + + [2-90 | 58.5 | 1.60]51.5)1.55] 50.0/1.65]53.0/1.70 | 54.0]1.80]56.0]1.90] 58.5|3.10/61.512.25 | 63.5 | 2.35 | 65.0 | 2.40| 65.5] 2.45 | 66.0 2500 | + | + [205 | 61.0 | 1.75/55.0]1.70}54.0]1.80156.0]1.85 | 57-0/2.00/60.0] 2.10] 61.5 ]2.30]64.0]2.45 | 66.0 | 2.60 | 67.5 | 2.65| 68.0 | 2.70 | 68.5 6500 | + | 4 +P e fe Pe pe [a [+ [+ 2.15] 29.5]2.30]40.0]2.50] 48.0/1.65]53.0]1.80 | 56.0 | 2.00 | 60.0 | 2.25 | 62.5] 2.15 | 62.5 15000] 4500 | + + +] + + [+ pr f+ f+ f+ [2-25] 37.0]2.40]44.5/2.60) 52.5 11.75]55.0]1.95 | 59.5 | 2.15 | 62.5 | 2.35 | 65.0 | 2.35 | 65.0 2500 J + | + +] e f+ ft Pt [+ f+ [+ ]2.35] 42.0]2.55]50.011.75]55.0l1.90]58.5 42.10 | 61.5 | 2.35 | 65.0 | 2.50 | 66.5] 2.50 | 66.5 6500 | + | 4 afe + [+ [+ | + [a J+ |2.05} 17.0]2.15]29.5]1.30]40.0]1.40/44.5]1.55 | 50.0 }2.55 | 50.0 J1.40| a5] + + 1sooo] 4500 | + | + tyr fe fe fe fe [+ | + [2.20] 24.5)2.25)37.0]1.40] 44,5 11.55]50.0l1.65 | 53.0 |1.65 | 53.0 |1.50] 48.0] + + 2500 | + + +P fe fe fe fe fe [+ [2.20 | 33.5]2.35]42.0]2.50)48.0]1.65153.0|1.80 | 56.0 }1.80 ] 56.0 J1-60] 51-5] + + e500 | 4 | 4 ep r fae te fs fs fe fs Ja | + |nvosfazolaaofaasfroslizof + [4 | + + fe ta fe + 20000] 4500 + + + + + + + + + + + + [1-15)29.5)1.20) 33.5]1.15]29.5] + + + + + + + + 2500 | + | + + f+ fa fw fe f+ f+ | [2.10] 24.5/2.25]37.0]2.30]40.of1.a5laz.0f + | a f+ | + + fede +The use of the augmented power settings of the engines makes it possible to considerably increase the available engine thrust, thereby to obtain the greater limited g-loads. Thrust limited 360-deg turns at augmented power setting can be executed at a smaller radius and within a shorter time than at the MAXIMUM (MAKCMMAI) power setting. 7 Presented in Tables 2 through 5 are the thrust limited bank angles and respective normal g-loads of the MuI-25It aircraft carrying four missiles or carrying no missiles, at various fuel re- mainders, altitudes and indicated airspeeds, in standard atmpsphere conditions, with the engine running at the MAXIMUM and FULL REHEAT power settings. It is seen from the above tables that during engine operation at the MAXIMUM power setting within the entire range of altitudes and airspeeds of the MwI'-25Il aircraft carrying four missiles (or carrying no missiles) with any fuel remainder the thrust limited normal g-load in a 360-deg turn will not exceed the maximun operational g-load. At FULL REHEAT power setting, with the air- craft proceeding at low and medium altitudes, the thrust limited normal g-load, depending on the fuel remainder, will reach the maximum operational value at indicated airspeeds of 600 to 650 im/h, but at high altitudes and in stratosphere the thrust limited normal g-load does not exceed the maximum operational g-load. Thus, the MxI-25!1 aircraft permits performing the thrust limited 360-deg banked turns at the MAXIMUM power setting within the entire range of altitudes and airspeeds and at the PULL REHEAT power setting at high altitudes and in the stratosphere, irrespective of the fuel remainder. The range of execution of thrust limited 360-deg banked turns at low and medium altitudes, with the engines running at FULL REHEAT power setting, is narrowed due to the aircraft g-load limitations. ‘The radius of a 360-deg banked turn (in m) is determined from the following formula: v2 ~ /deturn ‘py.turn * “g¢ tey— al Y€.tuen *p.turn ~ eyne-2 It is evident that the radius of a 360-deg banked turn is directly proportional to the square of the speed and inversely proportional to the tengent of the bank angle (magnitude Vng - 1). 37 BEE HEE Eee eee Sree eeEeSbEeSt 4The higher speed on a 360-deg banked turn, the greater will be the radius and vice versa. At a constant airspeed the greater g-load is associated with the smaller radius of a 360-deg turn. The time required for accomplishing a 360-deg banked turn is determined as a relation between the flightpath length and speed of flight? ony, an ve v u ‘beturn _ be turn, - 0.64 Jbaturn 2 ye *p.turn ~ We tun & Vy. tum by ey ou SBeturn , *y.turn = % Ye2-2 It is more convenient to use the first formula when the bank angle is known, and the second formula when the g-load is known. The Mul-25Ii aircraft is a high-altitude high-speed inter- ceptor with a small maximum permissible operational g-load. There- fore, the turns and 360-deg banked turns at high indicated air- speeds are characterized by considerable time and radius required for their accomplishment. or Acceleration of the aircraft occurs under the action of positive thrust excess. The greater the thrust at a constant weight the faster will be acceleration. Intensity of acceleration is characterized by the rate of longitudinal acceleration: Siong = & Pet - my, If acceleration takes place in the inclined plane, its intensity is affected by acceleration produced by the weight longitudinal component (positive acceleration in descent and negative one in climb): Then the total acceleration is as follows: drong 7 Sy $e sine - 5 (a, + sin 0), where: g is the free fall acceleration; @ is the flightpath angle of inclination. The time of acceleration and the distance covered are deter- mined by the following formulas: + wend Netart, sly ¢ acc 5 mean “acc” mean long 38