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Supermaneuverability is the ability of aircraft to maintain pilot control and perform maneuvers in situations and ways exceeding those that are possible by pure aerodynamic mechanisms. This capability was first researched in the United States, and eventually resulted in the development of the McDonnell Douglas F-15 STOL/MTD as a proof of concept aircraft, the result of research begun in 1975 at Langley Research Center, a full 8 years before the Russian Mig-29 claimed this as a new, revolutionary capability. The USAF abandoned the concept as counter-productive to BVR engagements as the Cobra maneuver leaves the aircraft in a state of near zero energy, having bled off nearly all of its speed in performing the Pugachev's Cobra maneuver without gaining any compensating altitude in the process. Excepting 1-on-1 engagements, this leaves the aircraft very vulnerable to both missile and gun attack by a wingman or other hostile, even if the initial threat overshoots the supermaneuvered aircraft. In 1983 the Russian Mikoyan MiG-29 and in 1996 the Sukhoi Su-27 were deployed with this capability, which has since become a standard in their 4th and 5th generation aircraft. There has been some speculation, but the mechanism behind the supermaneuverability of the Russian aircraft is still unknown. However, post-stall analyses are increasingly used in recent years to advance maneuverability via the use of thrust vectoring engine nozzles.〔.〕 Russian emphasis on close-range slow-speed supermaneuverability runs counter to Western Energy–maneuverability theory, which favors retaining kinetic energy to gain an increasingly better array of maneuvering options the longer an engagement endures .〔 〕 ==Aerodynamic maneuverability vs supermaneuverability== Traditional aircraft maneuvering is accomplished by altering the flow of air passing over the control surfaces of the aircraft—the ailerons, elevators, flaps, air brakes and rudder. Some of these control surfaces can be combined—such as in the "ruddervators" of a V-tail configuration—but the basic properties are unaffected. When a control surface is moved to present an angle to the oncoming airflow, it alters the airflow around the surface, changing its pressure distribution, and thus applying a pitching, rolling, or yawing moment to the aircraft. The angle of control surface deflection and resulting directional force on the aircraft are controlled both by the pilot and the aircraft's inbuilt control systems to maintain the desired attitude, such as pitch, roll and heading, and also to perform aerobatic maneuvers that rapidly change the aircraft's attitude. For traditional maneuvering control to be maintained, the aircraft must maintain sufficient forward velocity and a sufficiently low angle of attack to provide airflow over the wings (maintaining lift) and also over its control surfaces. As airflow decreases so does effectiveness of the control surfaces and thus the maneuverability. On the other hand, if the angle of attack exceeds its critical value, the airplane will stall. Pilots are trained to avoid stalls during aerobatic maneuvering and especially in combat, as a stall can permit an opponent to gain an advantageous position while the stalled aircraft's pilot attempts to recover. The speed at which an aircraft is capable of its maximum aerodynamic maneuverability is known as the corner airspeed; at any greater speed the control surfaces cannot operate at maximum effect due to either airframe stresses or induced instability from turbulent airflow over the control surface. At lower speeds the redirection of air over control surfaces, and thus the force applied to maneuver the aircraft, is reduced below the airframe's maximum capacity and thus the aircraft will not turn at its maximum rate. It is therefore desirable in aerobatic maneuvering to maintain corner velocity. In a supermaneuverable aircraft, the pilot can maintain a high degree of maneuverability below corner velocity, and at least limited altitude control without altitude loss below stall speed. Such an aircraft is capable of maneuvers that are impossible with a purely aerodynamic design. More recently, increased use of jet-powered, instrumented unmanned vehicles ("research drones") has increased the potential flyable angle of attack beyond 90 degrees and well into the post-stall safe flight domains, and has also replaced some of the traditional uses of wind tunnels.〔 抄文引用元・出典: フリー百科事典『 ウィキペディア（Wikipedia）』 ■ウィキペディアで「Supermaneuverability is the ability of aircraft to maintain pilot control and perform maneuvers in situations and ways exceeding those that are possible by pure aerodynamic mechanisms. This capability was first researched in the United States, and eventually resulted in the development of the McDonnell Douglas F-15 STOL/MTD as a proof of concept aircraft, the result of research begun in 1975 at Langley Research Center, a full 8 years before the Russian Mig-29 claimed this as a new, revolutionary capability. The USAF abandoned the concept as counter-productive to BVR engagements as the Cobra maneuver leaves the aircraft in a state of near zero energy, having bled off nearly all of its speed in performing the Pugachev's Cobra maneuver without gaining any compensating altitude in the process. Excepting 1-on-1 engagements, this leaves the aircraft very vulnerable to both missile and gun attack by a wingman or other hostile, even if the initial threat overshoots the supermaneuvered aircraft. In 1983 the Russian Mikoyan MiG-29 and in 1996 the Sukhoi Su-27 were deployed with this capability, which has since become a standard in their 4th and 5th generation aircraft. There has been some speculation, but the mechanism behind the supermaneuverability of the Russian aircraft is still unknown. However, post-stall analyses are increasingly used in recent years to advance maneuverability via the use of thrust vectoring engine nozzles.. Russian emphasis on close-range slow-speed supermaneuverability runs counter to Western Energy–maneuverability theory, which favors retaining kinetic energy to gain an increasingly better array of maneuvering options the longer an engagement endures . ==Aerodynamic maneuverability vs supermaneuverability==Traditional aircraft maneuvering is accomplished by altering the flow of air passing over the control surfaces of the aircraft—the ailerons, elevators, flaps, air brakes and rudder. Some of these control surfaces can be combined—such as in the "ruddervators" of a V-tail configuration—but the basic properties are unaffected. When a control surface is moved to present an angle to the oncoming airflow, it alters the airflow around the surface, changing its pressure distribution, and thus applying a pitching, rolling, or yawing moment to the aircraft. The angle of control surface deflection and resulting directional force on the aircraft are controlled both by the pilot and the aircraft's inbuilt control systems to maintain the desired attitude, such as pitch, roll and heading, and also to perform aerobatic maneuvers that rapidly change the aircraft's attitude. For traditional maneuvering control to be maintained, the aircraft must maintain sufficient forward velocity and a sufficiently low angle of attack to provide airflow over the wings (maintaining lift) and also over its control surfaces. As airflow decreases so does effectiveness of the control surfaces and thus the maneuverability. On the other hand, if the angle of attack exceeds its critical value, the airplane will stall. Pilots are trained to avoid stalls during aerobatic maneuvering and especially in combat, as a stall can permit an opponent to gain an advantageous position while the stalled aircraft's pilot attempts to recover.The speed at which an aircraft is capable of its maximum aerodynamic maneuverability is known as the corner airspeed; at any greater speed the control surfaces cannot operate at maximum effect due to either airframe stresses or induced instability from turbulent airflow over the control surface. At lower speeds the redirection of air over control surfaces, and thus the force applied to maneuver the aircraft, is reduced below the airframe's maximum capacity and thus the aircraft will not turn at its maximum rate. It is therefore desirable in aerobatic maneuvering to maintain corner velocity.In a supermaneuverable aircraft, the pilot can maintain a high degree of maneuverability below corner velocity, and at least limited altitude control without altitude loss below stall speed. Such an aircraft is capable of maneuvers that are impossible with a purely aerodynamic design. More recently, increased use of jet-powered, instrumented unmanned vehicles ("research drones") has increased the potential flyable angle of attack beyond 90 degrees and well into the post-stall safe flight domains, and has also replaced some of the traditional uses of wind tunnels.」の詳細全文を読む スポンサード リンク
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