战隼pk支点（The Falcon PK fulcrum）

战隼pk支点（The Falcon PK fulcrum） 战隼pk支点(The Falcon PK fulcrum) Wang Ye Yin Zude As representatives of the third generation light fighter, F - 16 and MiG - 29 have been equipped with air forces in many countries. So who is the real "lightweight champion"? There are a lot of fans once took some flight data to compare, and then judge the close combat capability of the aircraft, such as the rate of climb, circling radius, wing loading, thrust weight ratio etc.. But measuring the mobility of modern fighters is much better than the simple basic flight data. In this paper, the author makes a simple analysis for readers reference. Energy climb rate The so-called energy climb rate refers to the aircraft was flying speed multiplied by the engine residual thrust - difference engine thrust and resistance of aircraft available, and then divided by the weight of the aircraft (also called unit gravity residual power), is an important indicator of the fighter maneuverability. In F 16 and a 29 MIG climb rate between both sides of energy, because the relevant data from the media in different countries provide different from different countries and different purposes -- of course most of the country is "every puff" public information, more or less have some water. Early on the conservative side, the relative authority of the flight data released by the "Jane's Defence Weekly" both early models: at sea level, the early F 16A type in the machine under the condition of no external semi oil reached 326 M / sec, C later because the task requires increased weight gain, the maximum rate of climb the reduced to 305 meters / seconds. The early MIG 29 also took off without semi oil, its maximum climb rate was 320 m / sec, and the late improvement model was also due to the need to enhance the weight gain. So the energy rate of climb, two matched, not on. But in the author's point of view: the two key elements of the energy level of the rate of climb, one is increase the thrust to weight ratio, another is to reduce the aircraft's flying resistance. The former is to improve engine thrust and reduce the weight of the aircraft itself; the latter is mainly rely on the optimization of aircraft aerodynamic layout, the use of advanced materials and structure to achieve (actually the ratio of flying resistance and aircraft weight). In contrast to F 16 and 29 aircraft in a MIG / reference "Jane's Defence Weekly", the flight data released two early models, F.16 maximum thrust weight ratio close to 1.1, and a 29 MIG 1.06. On both sides of the flat resistance, because there is no public data, we can not contrast. However, from both sides of the aerodynamic shape, structure and layout of the plane front projection area, F.16 may be smaller, because the F 16 uses a single vertical tail, a tail less than the MIG.29, in addition to wing F.16 thickness is relatively thin, the structure weight and volume size is much smaller and lighter. So on zero lift resistance, F 16 should also take the advantage. It's easy to say that F 16 should have a slight advantage over the energy climb rate, according to the formula above. Circling ability The hovering ability is another important index of the fighter's conventional maneuver performance, and the circling ability of the modern fighter mainly includes two aspects: the stable circling performance and the instantaneous circling performance. In stable hover, depends on its ability of planes available lift, wing loading, engine thrust and plane resistance, and of course the plane balancing ability, and the instantaneous hover ability is different, it is only related with the available maximum lift coefficient and wing loading (of course also by plane structure and personnel physiological limit) that has nothing to do with the energy rate of climb. Therefore, the former belongs to the energy maneuver range, and the latter belongs to the angle maneuver range. There are many parameters related to the hovering performance of aircraft, including hover radius, angular velocity and overload. On the wing load, calculated according to the public data, F 16 empty wing loading about 237 kg / m2. The payload of 3000 kg payload (2000 kg of oil and 1000 kg of other loads) is about 340 kg / m2. While a 29 empty MIG wing loading is about 300 kg / m2, 3000 kg of effective navigation (2000 kg of oil and other load of 1000 kg) wing loading is about 374 kg / m2. It can be seen that the F 16 wing load is smaller and beneficial to the circling performance. Jtt, GB in the plane of the thrust weight ratio, for the sake of fairness, we have them set in the 3000 kg effective navigation (2000 kg of oil and other load of 1000 kg). At F 16 and a thrust weight ratio is 1.23, 29 MIG 1.17, 16 F a slight advantage. Although the ability to lift and trim available aircraft you can make nothing of it, but I think, because F 16 and 29 MIG, with similar aspect ratio and sweep, only a 29 MIG wing shape is relatively thick, low lift to drag ratio should be larger, should have better performance in low speed. In the flight resistance, because F 16 single wing fin, thin, high speed flight aerodynamic resistance to be small, but when the speed is low relative to the wing induced drag type thick MIG -29 should be large, so the low speed hovering performance relative to a MIG 29 to badly. It is said that the minimum spiral radius of F 16 at a low speed is more than 310 meters, while the minimum minimum radius of the MIG 29 is only 252 meters at low altitude and low speed. But in the subsonic / transonic phase (M0.6-1.2) with high airspeed, the opposite is true. Because of the twin vertical tail layout of a MIG 29 pneumatic resistance, wing loading, the structural strength of body material on the limit, in subsonic phase overloading is not greater than 7g, otherwise there will be danger of aircraft flutter. At this speed, it is a common speed zone for all kinds of fierce combat maneuvers. Therefore, the performance of the coil decreases significantly. While the F 16 aerodynamic resistance, wing loading, respect is relatively high, and the fuselage structure of anti overload, even in subsonic and transonic phase can be reached 9g, therefore in the high-speed stage F 16 should be able to pull out the smaller circle radius and higher hovering overload. F-16A is reported to have a hover radius of only 650 meters at a speed of M0.7. The minimum hovering radius of MIG 29 at this airspeed is more than 870 meters. Therefore, F / 16 should have the advantage of better circling performance in subsonic / transonic section. In addition, circling angular velocity, according to public information, a F type 16A maximum instantaneous early circling angular velocity can reach 28 degrees per second, then improved the model because the task requires the enhancement of weight gain, resulting in increased wing loading caused circling angular velocity decreased, but the instantaneous angular speed is up to 25. / sec. In the early stage of MIG.29, the maximum instantaneous angular speed can reach 28 degrees per second at a low airspeed. In stable hover performance, F 1 6A stable hover performance is best in the middle of the modern three generation machine, maximum stability can reach 2L degrees per second, and MIG 29 is only 18 degrees / sec. Agility Next, let's talk about the agility of aircraft. What's called agility is the ability of the aircraft to change from one maneuver to another. That is, the aircraft responds quickly and responds quickly and quickly. There are many criteria to judge the agility of aircraft, including rolling agility, torsional agility, axial agility, etc.. (see link) Because F 16 using the single vertical aerodynamic configuration, and the coincidence of axis engine and plane, the plane layout of compact structure, the quality is relatively concentrated, small inertia rotating plane layout design plus a single vertical tail, aerodynamic damping is small, the rudder deflection moment, should have more excellent roll agility of. This point is that people who have seen the F-16 flight video should marvel at their amazing roll ability. It is reported that the maximum initial roll angle at low altitude F - 16 is 340 degrees per second, close to a week. The engine of this kind of space like the MIG.29 using twin vertical tail structure layout, wide body aircraft, large inertia, coupled with the layout of the twin vertical aerodynamic damping force is larger, roll the same resulting in rudder distance, plane roll angular velocity and angular acceleration relative to the narrow fuselage the layout of the small, Aircraft roll agility is poor. According to the Russian data reported for 250 degrees / sec, but the author through a large number of video observation judgment, this is also in the continuous multi cycle rolling conditions of the data, the initial roll speed is far from reaching these. In addition, it is said that MIG 29 has a strict limit to the angle of attack in the roll process, and should not exceed 26 degrees, otherwise the aileron will fail or even react. However, F 16 can accomplish roll maneuver perfectly even when the angle of attack is 30 degrees. So, on roll agility, MIG 29 is much less than F - 16. In addition, the digital fuel automatic control system (FADEC), which is adopted by the F100 series of F 16 engines, can react to the pilot commands faster than the conventional engine fuel control devices. Compared with the traditional pneumatic engine fuel control device, the use of FADEC technology, the throttle thrust from the minimum to the maximum state of time than in the past reduced by 2 seconds. This greatly improves the responsiveness of the engine, coupled with F 16 a small resistance, light weight, of course, the axial agility is also higher. Miguel. RD.33 29 series engine equipped with traditional pneumatic control system for engine fuel, so the engine response is relatively slow, coupled with greater resistance, aircraft weight, agility of the axial acceleration is less. In the aspect of pitch agility, according to the public information, the pitch angle speed of MIG 29 is 30 degree / sec, F 16 is 31.5 degree / sec, and the difference between the two is not big. (note) the agility of the pitch within the controllable angle of attack does not include the uncontrollable maneuver of high angle of attack as the cobra maneuver. ) In addition to the conventional agile performance (mostly in the flight envelope in the middle), fans are most interested in is probably a MIG 29 with certain maneuvers, post stall maneuvers can make ordinary F-16 cannot make. However, in addition to production of F 16 does not have the post stall maneuver ability, a 16 F many experiments improved (F 16, F / CCT - 16 / XL, F-16 / MATV) can make the post stall maneuver "Cobra" maneuver is more be struck dumb. However, the author believes that in close combat, "Cobra maneuver" and other fancy action is just to attract the eye of the people, good-looking but not practical, its tactical significance is far from the Russian media claimed that big. In addition, the maneuverability of aircraft is also an important reference factor. The so-called controllability is that the fighter flying quality is good, all kinds of switches are easy to operate, the rod is gentle, the driver burden is small, flying without worries. Only in this way can we provide favorable support for close combat. In the cockpit layout and all kinds of instruments and switch settings and the operation of the driver, F-16 is a comfortable 29 MIG is much more convenient, more ergonomic, so the driver can quickly and conveniently and fast air movement. In addition, an open cockpit vision is also directly related to the target orientation perception of the pilot. Because F 16 uses a unique frameless bubble panoramic cockpit, it has obvious advantages over the MIG 29 in the cockpit view. Overall, the F-16 is better than the MIG -29 in energy climb rate and agility