Airframe Structural Design
On the aerodynamic characteristics, T-50 SU -27 have inherited the big lifting body design ideas, moving the leading edge strake implies T-50 and F-22, like the flight from the third-generation aerodynamic design ideas developed to the use of the first vortex four generations of active control of vortex, this is a design of a huge ideological leap. As can be seen from the figure, T-50 wing area, wing loading low. The large inlet, all-moving vertical tail, thrust vector should be the ability of its high angle of attack of great help. If the flight control system with a better and more powerful engine, and its agility than the F-35, Typhoon jets is still possible, but the engine, taking into account factors, its mobility from the F-22, there should be a period of distance. This was from the patent information, the accelerometer which I have a rough idea what it does appears to take into account more conditions and I was surprised to see by design the rest of the system could slip the plane at a downward vertical speed of 10,000 feet per minute equates to about 113.6 miles per hour.
Therefore, it is deemed highly preferable that the automatic descent function be automatically deployable by a cabin pressurization sensor 105 . In either case, the rapid descent function of the autopilot system is programmed to reduce engine power settings via an engine control servo 116 to a minimum and simultaneously reduce the angle of attack and put the aircraft in its maximum slip configuration, thereby placing the aircraft in a steep, but safe, dive. The autopilot 101 asserts control over the aircraft via an elevator servo 110 , an aileron servo 111 , a rudder servo 112 , a flap servo 113 , and a speed brake servo 114 if existent. Maximum airspeed may also be reduced by extending the landing gear. Landing gear extension is accomplished via the landing gear servo 115 . The servos may be actuated by differential pressure, hydraulic pressure, or electrical power. As the aircraft approaches a lower altitude capable of sustaining full human consciousness, the autopilot system increases the angle of attack and eliminates the slip, causing the aircraft to fly level at the lower altitude until the pilot retakes control of the aircraft. Airspeed during the dive is monitored with an airspeed indicator 103 so that the aircraft does not exceed its structural design limits. In calm air, the maximum stated safe speed is V NE . In turbulent air, the maximum safe speed must be reduced somewhat to compensate for the increased structural loads on the airframe. As a practical matter, the V NE value is a conservative figure. The breakup speed is probably more than double the V NE figure. Using the inputs that it receives from the airspeed indicator 103 , the altimeter 104 , and the accelerometer 106 , the autopilot 101 can maintain the downward vertical speed at the highest possible value consistent with the known structural load limits of the aircraft. The idea is to maximize downward vertical speed without exceeding a safe airspeed. A downward vertical speed of 10,000 feet per minute equates to about 113.6 miles per hour. In a normal flight configuration, such a vertical speed would be possible only if the aircraft were dangerously exceeding its V NE . By increasing the drag with a slip configuration and extended flaps and landing gear, extremely rapid descents are possible. The maximum speed during the dive may be set by inputs from a turbulence detector over a fixed period (e.g., five minutes) prior to the autopilot beginning the rapid descent function. An instrument such an accelerometer (i.e., a g meter) 106 may be used as the turbulence detector.
