Marseille, France, Dassault Test Flight Center.

A twin-engine fighter was quietly at one end of the runway. Compared with the aircraft on the tarmac, although it looked very similar in appearance and looked like a Big One, there was also a very obvious difference, which was that a pair of rotating canards were installed at the front end.

Although this fighter began to test flights in 1979, after talking to Mr. Kusai, Marcel's horizons broadened again and wasted time and re-designed the appearance. The key was the movable candle.

How many vortexes are caused by canards, how big the area should be, and how far the distance is to the main wing is appropriate. These need to be blown through the wind tunnel to know.

The dsi air intake proposed by His Excellency Kusai proved that it is not very suitable after passing through the blower tunnel. However, this movable candle is something that can transform the maneuverability of the fighter jet!

A very troublesome problem for aircraft with a triangular wing layout is that the take-off and running distance is too long. Phantom 3 requires a runway of more than 1,000 meters. This is also the reason why the Phantom F1 later adopted a conventional aerodynamic layout. However, this layout did not bring much benefit to Dassault, because Dassault's best is the tailless delta wing!

By adopting new technologies, high-thrust engines, fly-by-wire flight controls, relaxing and stable new measures, Phantom 4000 will make leaps and bounds changes from its predecessors.

Now the production model of Phantom 2000 has begun and is expected to be delivered to the Air Force for use next year. Dassault's main technical force is also concentrated on Phantom 4000, especially the addition of movable front canards, which has led to the need to redesign the flight control law of the telex system. Moreover, the designers' understanding of canards is not very good, so everything is being explored.

This makes the test flight more risky.

The test pilot is also Dassault's most famous Bill, who is orderly preparing for the flight in the wide bubble cockpit.

Since Phantom 2000 and Phantom 4000 are 80% versatile, the current cockpit and Phantom 2000 are basically similar. With the same layout, there is only a screen below the front and some instruments on both sides. However, because Phantom 4000 is larger in size, the radius of the nose has increased, and even the cockpit has become wider.

Marcel stood on the runway and was in a thrilling mood. This was the last project in his life. He was already gray-haired and looked forward to the successful test flight of this heavy air combat aircraft.

The canopy hood slowly closed, and Bill stretched his thumbs to the crowd far above the ground in the cockpit, and then, with the help of the vehicles on the ground, activated the two engines.

After the ignition was successful, Bill checked the instrument in front, looked at the straight runway, and said calmly: "Tower, No. 1 requests takeoff."

Marcel looked at the plane on the runway. The ground running experiment has been completed. This time, it is the real takeoff!

Reply to the tower, Bill did not turn on the afterburner, but just adjusted the accelerator to the maximum, released the brakes, and the huge Phantom 4000 began to slide on the track.

Soon, the expected takeoff speed was reached, and Bill pulled the operating lever backwards.

Suddenly, he felt a huge force coming, surging. Under the thrust of the powerful engine, under the lift generated by the huge wings, and under the prying of the small duckling in front, Phantom 4000 raised the nose keenly, and then pointed straight to the blue sky!

At this time, the distance of the sliding was only 500 meters, but this was without the overload!

Marcel looked at the eagle that was flying with expectant eyes.

The moment it flew, the little duckling played a great role. Its rotation provided the head lifting torque to the nose. The tail wing took off at the rear and pried the plane up, which required a lot of torque. This front-mounted canard layout directly lifted the plane up the head. Of course, the effects of the two are not the same.

Bill was also very satisfied with the control just now. The takeoff process was very refreshing. This was the real fighter!

Since other systems have been verified on the prototype, it is not like the first prototype taking off without putting the landing gear. Moreover, it is just around the airport and then back. After taking off, it is time to verify the maneuverability of this fighter!

Bill put away the landing gear, turned on the afterburner, and then pulled up the head.

Suddenly, the plane pointed straight into the sky and climbed quickly.

This is also a very important indicator. The climb rate is that the aircraft has a lot of energy in high altitudes, but fierce air combat will quickly consume this energy, so if you climb back to high altitude, the shorter the time, it means that the more advantages the aircraft can gain in air combat.

In this regard, the advantages of twin-engine fighters are very obvious.

When he arrived in the two thousand meters of air, Bill leveled the plane and performed several very common actions, rolling, side slipping, 8-character flight, and the Phantom 4000's telex system showed excellent agility and fast response. With the static and unstable design and front-mounted canards, compared with the Phantom 2000, this fighter is the master of the future sky!

Bill pushed the accelerator again to reduce the thrust and prepare to change it from the dive.

Suddenly, two rows of red signal lights were displayed on the dashboard in front of him.

It's the engine stop!

"Report, the engine stops." Bill shouted on the radio, and at the same time, he began to rescue the plane.

During the initial test flight, Bill had already made these maneuvering actions on the prototype, and there was no engine stop. Now, an accident suddenly occurred, and both engines were stopped at the same time!

The engine stops, which will cause the power supply to be interrupted, and the backup power supply needs to be kept and restarted. If the backup power supply is exhausted, you will be unable to make the situation happen.

Therefore, Bill began to switch the operation to the backup hydraulic mode according to the instructions in the radio, but this cannot last long, because the hydraulic mode also requires a higher hydraulic pressure. After he operates it a few times, the hydraulic pressure will decrease, and the aircraft will not respond sensitively. If it is operated again, it will be completely unable to move.

This is not as direct as the operating system using cable transmission at the beginning.

Bill switched to hydraulic mode, and suddenly, the operating lever was not as relaxed as before. He barely leveled the plane and aimed at the direction of the airport.

Next, an order came from the tower to tell him to drive in the air at the airport.

Bill calmly made the air driving move, switched several buttons, and then pressed a switch.

A huge roar came, and the engine behind started again.

I don’t know how many times this has been eliminated. As a test pilot, he will always be with the god of death.

Bill didn't feel anything just now, but now he realized that his entire back was soaked. He switched back to the telex operation mode again and began to return to the airport.

Damn engine!

The people waiting at the airport have already received news and are looking forward to it at the airport.

Finally, after seeing the plane again in sight, Marcel felt relieved.

Although accidents are likely to occur during the test flight, it is not what any engineer wants to see. Dropting the plane can delay progress at the least, and causing the entire project to die at the worst.

The plane slid back to the apron and was towed back into the hangar.

Bill got off the plane, and the engineers had begun to conduct various data tests on the plane, preparing to find out the problem.

"Bill, tell me what's going on in heaven." Marcel asked.

"It was normal at the beginning. The aircraft operated quickly. After the front movable candle was installed, the flight quality improved greatly compared to the prototype. However, our engine stopped in the air." Bill said.

"What motor movement are you doing when the engine stops?" Marcel asked.

"At that time, the dive was being carried out. An accident happened when I was about to change it. Fortunately, I was at a high level, otherwise I would have to be parachuted." Bill said.

Marcel has made a rough inference about the reason for diving, changing out, and stopping the engine. It was all caused by the 53 engine!

Although Snea has tried its best, the 53 engine developed has been completely finalized in 1976 and officially started production in 1979, this single-rotor engine still has its inherent shortcomings: it is prone to pants and shocks!

A basic principle of an aviation jet engine is that the air compressor is in front, which compresses the oncoming airflow, and connects it to the turbine blades behind the middle through a connecting rod. The airflow is compressed and enters the combustion chamber to burn, generating high-temperature and high-pressure gas, pushing the turbine blades behind, and spraying them backwards at the same time.

In order to improve efficiency, the compressor is connected in series with multiple stages. The higher the pressure, the faster the speed should be. In order to adapt to this situation, the advanced engine has two rotors inside and outside, connecting the high-pressure compressor and the low-pressure compressor to adapt to different states. This is a dual-rotor engine. In addition, the middle is equipped with a deflation valve and an inlet blade that can be adjusted, so this phenomenon can be completely avoided.

However, 53 is still a single rotor. In this way, when the intake air changes sharply, for example, when suddenly pulling up from the dive, the intake airflow seriously deviates from the design working state. When the gas flows by, severe airflow separation occurs. The strong vortex almost blocks the entire blade channel, and the airflow is interrupted and continuous, which will cause the compressor to enter a surge state.

This is like feeding a large spoonful of food to a baby. The child's mouth can't be eaten and it gets stuck. The engine surge is actually caused by the mismatch between the intake and the compressor's compression capabilities.

So, why didn't this problem happen when the test flight started?

Because at the beginning, Phantom 4000 was not so agile! The candles can be moved in front, allowing Phantom 4000 to raise its head more quickly, which made the engine unable to bear it.

At this time, the data analyzed by the engineer also came out, exactly the same as Marcel imagined!

With more agile maneuverability, the engine is not powerful!

" target="_blank">http://">
Chapter completed!