MiG has developed a new overload protection system for combat aircraft


The latest intelligent critical overload protection system for highly maneuverable combat aircraft was developed by Russian specialists. A patent has already been obtained for the system, the press service of the MiG Russian Aircraft Corporation (part of the United Aircraft Corporation) said.


As explained in the press service of the corporation, the new system was developed by MiG specialists. In combination with the helmet-mounted display and target designation system, the new system allows the pilot not to be distracted by the dashboard to monitor piloting modes during air combat.

It is also possible to exceed the critical overload in the 1-2G range due to the application of additional force to the aircraft control stick, as well as temporary or complete shutdown of this system

- said the press service.

According to the CEO of the corporation, Ilya Tarasenko, a new automated intelligent system of protection against extreme overloads is already being implemented on modern MiG aircraft. In particular, the system is installed on MiG-35 and MiG-29M / M2 fighters.

Improving the efficiency, convenience and safety of operation - priority objectives in the development and integration of new technologies in our aviation complexes

- said Ilya Tarasenko, Director General of MiG Corporation.
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  1. Victor_B 4 March 2020 11: 58 New
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    According to the CEO of the corporation, Ilya Tarasenko, a new automated intelligent system of protection against extreme overloads is already being implemented on modern MiG aircraft.
    I wonder what the trick is?
    1. bessmertniy 4 March 2020 12: 15 New
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      Probably, this system should save pilots and planes from uncontrolled entry into paradise. what Presumably, they did a good job on her and she will pay off.
      1. seregatara1969 4 March 2020 12: 21 New
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        We do not know and do not see engineers working with these machines. But they are apparently not bad engineers if the planes are good.
        1. Shurik70 4 March 2020 12: 46 New
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          The main problem with overloads is the flow of blood from the brain, which leads to loss of consciousness.
          The anti-overload suit fights this most primitive way - it squeezes the throat, preventing the outflow of blood from the head. It is clear that you will not live long with a pinched throat, but it is quite possible to withstand a few seconds.
          All upgrades of anti-overload suits consist in the method and management of such pinching.
          1. Minipig79 4 March 2020 13: 00 New
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            I always thought that the suit squeezes the body, such as squeezing blood into the head. Are you experiencing arteries in your neck?
            1. Shurik70 4 March 2020 13: 04 New
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              On the very first models - only the throat was pinched.
              Now, except for the throat, either the whole body is pinched, or just the base of the limbs. Both methods have their advantages. But the throat is the key, the rest is auxiliary, only helping the “collar”
              1. NN52 4 March 2020 13: 15 New
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                Shurik70
                Let me ask ... Have you ever seen a Soviet (Russian) PPC live, or at least in the picture?
                1. Shurik70 4 March 2020 14: 23 New
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                  Only read in the memories of pilots
                  1. NN52 4 March 2020 14: 55 New
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                    It is clear .... Then do not mislead the members of the forum about the "pinch of the throat" PPK. There is the lower body (stomach, legs).
                    And by chance you do not confuse PPK with a suit VKK-6 and GSh-6? Here there is a rubber valve on the neck, but it does not pinch anything))) But the purpose of the VKK is completely different.
                    1. Bshkaus 4 March 2020 20: 26 New
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                      Only read in the memories of pilots

                      And they got it all wrong ... Even Pokryshkin during the Second World War used a primitive “suit”, or rather an army belt, dragging his waist to the utmost.
                      fights this in the most primitive way - squeezes the throat

                      But the most primitive way is to create static tension with your legs and abdominal press, if you give 240-260kg in total with both feet on the pedals, your tolerance will already increase by 1-1,5 units.
                      And by chance you do not confuse PPK with a suit VKK-6 and GSh-6?

                      Here it is to point!
                      Inside the neck ring of the helmet there is a rubber valve, "to seal the helmet on the neck", well, and a drape hanging on the shoulders.
                      I think Shurik70 meant exactly this, I even “recalled” all of my “cons” under his reviews because this is not about "stupidity" but about "mistake", although pinching the neck is a bust that does not hold water))))
                      Shurik70 messed up by mixing flies with cutlets. After all, the VKK (high-altitude-compensating suit) can be used as a PPC (anti-overload suit), but the PPC cannot be used as a VKK.
                      Shurik70 is right in some ways, but indirectly, because during overload breathing occurs under excessive pressure, which also improves overload tolerance, in KM the excess goes under the mask, and in the main exhaust valve into the entire under-the-hood space to the sealing valve, which is good news. It seems to me that Shurik70 listened to the memories of someone very experienced, if they took this into account, or was it not about overloads, but about protection against hypoxia at altitude?
                      I have only a "cap" with GS-6шnew acquaintance "Unfortunately, my generation does not even know him anymore))) I turned it in my hands, I am familiar with the design, but I have not tried it in practice, so in a good sense of the word, it's time to write memoirs on this subject;)
                    2. Lozovik 4 March 2020 22: 03 New
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                      Quote: NN52
                      And by chance you do not confuse PPK with a suit VKK-6 and GSh-6? Here there is a rubber valve on the neck, but it does not pinch anything))) But the purpose of the VKK is completely different.

                      Really? In VKK-6M, in addition to the tension, there is a three-chamber anti-overload device.
                      1. NN52 5 March 2020 09: 49 New
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                        Lozovik
                        It was about "pinching" the neck, which the forum member spoke about. I pointed out the inconsistency with this statement, and about the rubber valve on the VKK.
                        The fact that there is a PPU in the VKK, I know .. But I don’t remember that someone would use the VKK only as a PPK (it’s not very comme il faut, even if you don’t wear a rubber ring and GSH, but wear only TSH 7.) VKK is very strong in movement (it fits very tightly, and even wears special silk underwear).
                        Two times they were on duty at the link in the VKK and with the secondary school 7, and that’s all. And in the full set of VKK and GSh, they flew to overflights (after replacing the engines), but this was not often.
                      2. Yok Migarek 5 March 2020 11: 34 New
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                        In VKK there is an anti-loading device. But not 3-chamber. Presses only on the abs (stomach).
                      3. Lozovik 5 March 2020 21: 08 New
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                        I cannot be mistaken in such matters, there are three cameras: two foot, one abdominal.
          2. Fantazer911 4 March 2020 20: 08 New
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            It seems only lower limbs and partially upper, I could be wrong hi
        2. Errr 4 March 2020 15: 22 New
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          Quote: Shurik70
          The anti-overload suit fights this most primitive way - it squeezes the throat, preventing the outflow of blood from the head
          And now read on Wikipedia:
          Anti-overload suit (PPC) - a type of flight equipment designed to increase the body's resistance to the effects of overloads; represents clothes of the type of overalls, the design of which provides for the possibility creating external pressure to counter the displacement of blood into the vessels of the lower extremities and abdomen.
          Now, all together we will feel the level of stupidity ... laughing
          And for what only at every opportunity do they remember “Vika” with an unkind word? smile
  2. Ros 56 4 March 2020 14: 10 New
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    It seems to me the matter is in adjusting the control knob of your parameter for each pilot. One holds +8 for a short time, and the other floats at +7, or rather you can push the handle at least 360 all the way around in a circle, but you can’t go beyond your individual capabilities. Then there is no need to look at the accelerometer. Or maybe I'm wrong.
    1. faridg7 4 March 2020 14: 44 New
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      Quote: Ros 56
      It seems to me the matter is in adjusting the control knob of your parameter for each pilot. One holds +8 for a short time, and the other floats at +7, or rather you can push the handle at least 360 all the way around in a circle, but you can’t go beyond your individual capabilities. Then there is no need to look at the accelerometer. Or maybe I'm wrong.

      In my opinion, the article is about load control, which is critical for the car, not for the pilot.
      I once asked my elder why you and your comrades were spinning in a centrifuge, but didn’t send the rest of the graduates who went to the regiment with you to the centrifuge? The answer was that the rest fly on airplanes that fall apart if they create half of the overload that the medical board gave us. In this case, it was about the MiG 31.
      1. Grigory_45 4 March 2020 18: 22 New
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        Quote: faridg7
        In my opinion, the article is about load control, which is critical for the car, not for the pilot.

        modern fighters hold more overload than the human body. Forward, the pilot will "smash the cockpit" than something will fall off the plane. Although, the plane is different for the plane - some types of cars (we will not specify the brands and countries) are the first to be delivered - the glider geometry is irreparably, there is corrugation lining ...

        As for the MiG-31, then the big overload is not its element. He is an interceptor, not a fighter.
        1. faridg7 4 March 2020 19: 12 New
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          Quote: Gregory_45
          As for the MiG-31, then the big overload is not its element. He is an interceptor, not a fighter.

          Well, is this not a reason to create a system that will limit the overload for the glider, and the restriction on the pilot will not be superfluous either. Another question is how to draw a line between portable overloads and critical ones, if one and the same person can only groan from an overload of 6 units on one day and swim from 4 on another day. Is it not too difficult to register each pilot in the control unit? If you limit the fact of the occurrence of any symptoms, then it may already be limited to be late. A difficult and interesting question, very interesting
        2. Lozovik 4 March 2020 21: 58 New
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          Quote: Gregory_45
          As for the MiG-31, then the big overload is not its element. He is an interceptor, not a fighter.

          According to the "old" airborne classification long-range fighter.
    2. NIKN 4 March 2020 16: 42 New
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      Quote: Ros 56
      It seems to me the matter is in adjusting the control knob of your parameter for each pilot.

      Watching how the control is arranged. For everyone, "chip" the plane is somehow not a very good idea, and the pilot may not be able to withstand the same depending on the state of overload (today he feels perfect and +8 with a bang, but tomorrow he didn’t get enough sleep and starts to swim at +6). I think (well, or fantasize) that somehow the pilot’s condition is monitored, perhaps also by the pupils or even like, and restrictions on the efforts on the handle are introduced, but if it is necessary for a short time, then
      the possibility of exceeding the critical overload in the 1-2G range due to the application of additional force to the aircraft control stick

      such as overpowering the autopilot ...
      I don’t know if it’s convenient, but in my opinion such a system will not be superfluous, and even not every day the aerobatics are at the limit ...
    3. SovAr238A 4 March 2020 21: 36 New
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      Quote: Ros 56
      It seems to me the matter is in adjusting the control knob of your parameter for each pilot. One holds +8 for a short time, and the other floats at +7, or rather you can push the handle at least 360 all the way around in a circle, but you can’t go beyond your individual capabilities. Then there is no need to look at the accelerometer. Or maybe I'm wrong.


      You are completely right.
      Each is individual.
      And remember about the individual Elbit helmets, what about the F-35?

      So - it is in the helmet that the BIOS settings for the aircraft are written, as it were.

      It doesn’t matter which plane you land on, but by connecting your individual and only your own personal helmet, all airplane settings are tailored to you.
      No more personality on each side.
      And do not fit in with each side.
      I connected my helmet - and ... everything is as you used to.
  3. Grigory_45 4 March 2020 18: 18 New
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    Quote: Victor_B
    I wonder what the trick is?

    apparently, the system monitors the state of the pilot, and as soon as it approaches the critical state, artificially limits the permissible overload by acting on the aerodynamic surfaces and the engine (now they are controlled exclusively by electronics and servos). - i.e. artificially "blunts" the plane. How good is time will tell. The fact that the system is disconnected indicates that the creators themselves are not very sure of it (by the way, the automatic ejection system on the Yak-38 was not disconnected)
  • miha77 4 March 2020 11: 59 New
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    well done! as I understand it, 1-2 g is beyond normal overload?
    1. dauria 4 March 2020 12: 40 New
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      I understand that 1-2 g is beyond normal overload?


      Strength is not in business, do not flatter yourself. Even if the wing is made absolutely strong, it cannot be squeezed out of more lifting force than it can give (namely, it is needed during maneuvers, and many times exceeds the weight of the aircraft). There will be access to critical angles with all the consequences - deterioration of stability, controllability, and finally - disruption, autorotation and corkscrew. At any speed (and not just at low speed, as many mistakenly believe).
      We just decided to give the pilot this opportunity to use this part of the flight modes. Well, or another version - before this, the restrictions were simply "too strict."
      1. Vladimir16 4 March 2020 12: 54 New
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        Quote: dauria
        Strength is not in business, do not flatter yourself.

        What does the strength of the aircraft and its wing have to do with it? request
        It's about the pilot.
        It is also possible to exceed critical overload in the range of 1-2G ...

        This is not about the plane, it is about the life of the pilot.
        1. dauria 4 March 2020 13: 16 New
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          What does the strength of the aircraft and its wing have to do with it?


          I guess it's my fault - I forget that the audience is motley. The restrictions are imposed not on the capabilities of the pilot (on the Su-26, overload is generally 14, destroying 23), but a glider. And not because it will fall apart in the air, but because it will not be able to perform at a given speed a maneuver of a given radius - the wing "will stop working." And then he will fall apart.
          1. Eug
            Eug 4 March 2020 13: 35 New
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            I am tormented by vague doubts .. I have had to deal with studies of the possibilities of direct control of lateral and lift forces. It was concluded that the main limitation on lateral overload associated with the control of lateral force is the body's capabilities ... The limits of mechanical strength of the airframe and the capabilities of aircraft systems were very far away. Perhaps something has changed since then ...
          2. Ros 56 4 March 2020 14: 14 New
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            So, for this, restrictions on overloads are introduced when there is an excess of speed, and if there is a shortage, the plane will simply fall on the wing and in a tailspin.
      2. Yok Migarek 4 March 2020 16: 16 New
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        You are not quite right. You can dump the plane at low speeds. At high - it’s almost impossible, it will fall apart earlier (it will reach extreme overloads), or the pilot will disconnect. Here, to control this, a system is created. It will monitor all modes: at low speeds it will not allow to exceed critical angles of attack, at high speeds it will not allow to break the plane. And only in urgent cases (for example, there is not enough height to withdraw from the downward maneuver) will it be possible to exceed the overload by 1-2 units.
    2. Ros 56 4 March 2020 17: 30 New
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      And if this unit "Zhe" will be fatal, as sometimes the last glass, then kirdyk? request recourse
      1. Yok Migarek 5 March 2020 11: 43 New
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        If the maximum operational overload is exceeded, the aircraft does not immediately collapse. As a rule, there is one and a half stock. After a flight with "excess" on the plane, an adjustment is carried out (its geometry is checked). If normal, the aircraft is allowed to operate. Otherwise, a decision is made to repair or write off.
        Many lives were saved when, in descending maneuvers, the pilot suddenly realized that there was not enough altitude for withdrawal, and he pulled with all his might. The wing went corrugated, the plane bent ..., was decommissioned after the flight. But life is more valuable! My instructor taught: "They will make a piece of iron again, but such a cool guy like you will be more."
        PS and there were a lot of accidents on Sukhoi, when the EMF did not give the opportunity to "take the pen" a little more than expected. Remember the accident Averyanov on the first Su-30.
  • gridasov 4 March 2020 12: 03 New
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    Fighting overloads in such forms as in airplanes is equivalent to releasing a ballerina in an octagon and making them fight.
  • tomket 4 March 2020 12: 31 New
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    And what about serial production is heard?
  • Ka-52 4 March 2020 12: 35 New
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    I think these are additional modes in the EDSU, in which the settings for transmitting signals from the sensors for monitoring the position of the RUS are prescribed. The higher the overload, the conditionally shorter the helm travel necessary for the same deflection of the control planes.
    1. Rusticolus 4 March 2020 18: 18 New
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      Not conditionally shorter, but rather conditionally shorter. That is, the control accuracy increases, and the deviation range decreases.
      In general, it seems to me that the EMF is not linear, depending on the speed. If we add here also non-linearity from overload, then the whole system will become rather poorly predictable without sufficient plaque in all modes. If everything is clear with speed, the faster the worse the reaction, because there is nothing to pull the RUS sharply. That overload happens for everyone. Sometimes you need to sharply shift, and you have a log.
  • atos_kin 4 March 2020 12: 37 New
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    By removing the pilot, you can protect yourself from overload by 100%. laughing The article is "in the elderberry garden, and the uncle in Kiev."
  • knn54 4 March 2020 12: 41 New
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    It is a pity that it is technically impossible to bail forward.
    1. K-36 4 March 2020 13: 58 New
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      H. knn54, but you can’t explain in more detail what you call "bail forward"?"
      1. faridg7 4 March 2020 14: 57 New
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        Quote: K-36
        but can you explain in more detail what you call "bailout forward"?

        I think the man touched on the topic of the location of the pilot in the cockpit. In fact, a person in the direction from the chest to the back can tolerate larger loads than in the direction from the head to the legs. So if you place the pilot in the cockpit lying almost along the longitudinal axis of the aircraft, then he will be able to tolerate much greater overloads, compared with the sitting position in the seat. But this position makes safe bailout virtually impossible.
        1. K-36 4 March 2020 16: 15 New
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          H. faridg7. Sorry, of course, but my question is about "bail forward"You didn’t make it clear in your comment. request Instead, they got into some kind of "sphere-vacuum" theorizing about the horizontal position of the pilot in the cockpit yes . Immediately a bunch of related questions on this arrangement:
          1. The entire dashboard with screens, buttons and toggle switches where to place, so that the pilot saw her ?! In front of face? So then, as it were, a transparent flashlight is no longer needed ?!
          2. How to move the pedals if the pilot does not see them ?!
          3 About the bailout in this position, I will say nothing modestly.
          Involuntarily, excuse me, the question for you begs: Why, in fact, this your post?
          To be honest, it's hard for me to understand ..
          To you personally, I have no complaints. But with your post I have a frank "misunderstanding."
          hi
          1. NN52 4 March 2020 16: 26 New
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            "Horizon" in the cockpit, this is for the astronauts))
            1. K-36 4 March 2020 16: 34 New
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              Dmyrios (NN52) and how do you like a certain post Shurik70??? "about" strangulation of the throat "!!!
              To me, personally, he made the day! Thank him so much, so not everyone can cheer up good
              Sincerely. hi
          2. faridg7 4 March 2020 16: 38 New
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            Quote: K-36
            Where should I have the entire dashboard with screens, buttons and toggle switches so that the pilot can see it ?! In front of face? So then, as it were, a transparent flashlight is no longer needed ?!

            I think the cockpit could remain in the face, and a transparent flashlight is needed, in addition to the flashlight you can display the necessary information
            Quote: K-36
            How to move the pedals if the pilot does not see them ?!

            Do you carefully look at your legs in the car when you move the pedals with them? And archaism is already pedaling in the cockpit. For a long time, the pilot can work not with the helm but with the joystick, and even put the joystick, which will control the direction by turning the joystick left and right ...
            Quote: K-36
            About the bailout in this position, I will say nothing modestly.

            So I’m talking about the same thing, from such a position, bailout can be relatively safely organized only forward, because you just have to throw the floor of the plane up, but here you can’t shoot forward with your feet, and there are a lot of factors against it.
            1. K-36 4 March 2020 17: 18 New
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              SW Farid Gabidullovich. So you write: " Do you carefully look at your legs in the car when you move the pedals with them? And archaism is already pedaling in the cockpit. For a long time, the pilot can work not with the helm but with the joystick, and even put the joystick, which will control the direction by turning the joystick left and right ... "Just the question: why do you persistently defend your dogma, which practice breaks down" at once ".
              Here for you, let's say, they made a car with a telescopic steering wheel (naturally with all the switches for the turn lamps and wiper blades). We extend this bar to a distance convenient for controlling “lying down.” Now we take and recline your driver's seat in the supine position (ie, headrest in the back seat. Then we fasten you to the seat with a safety belt. We move ... And will you go far? !?
              1. Not seeing the road in front of you, as well as any marking lines of the roadway;
              2. Without seeing the dashboard with indicators of speed, fuel remaining, generator operability;
              3. Can you timely and correctly press one of the required pedals a) gas, b) clutch, c) brakes if necessary, without seeing any of them ??
              I would like to wish you good luck yes
              hi
              1. faridg7 4 March 2020 17: 39 New
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                You inattentively read the texts. Was written
                Quote: faridg7
                lying almost along the longitudinal axis of the aircraft,

                Word almost may mean some deviation from the horizon
                For an example, look how the pilot "sits" in F16 (maybe that's why they often catapult unsuccessfully?)
                But this is a little funny to me
                Quote: K-36
                Can you timely and correctly press one of the required pedals a) gas, b) clutch, c) brakes if necessary, without seeing any of them ??

                I’ve been driving for more than 30 years, but the last time I looked at the pedals before clicking on them, when Pyotr Vasilyevich explained and showed them to me in the training GAZ 51, and when I tried to look at them on the go, I got a heavy slap on my thigh. I have no habit of looking at pedals in a car.
              2. Pathos 4 March 2020 21: 33 New
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                Regards, Everyone has their own driving style. How must flyers have their own style of piloting. In formula 1, for some reason, it’s not drivers but pilots, although this is also strange for me and they have overloads of up to 6 g and they ride in cradles almost lying down. For example, I have a driving style as in the formula of the chair as far back as possible the back of the chair as far back as the telescopic steering wheel as far as possible and I see visibility along the edge of the steering wheel and hood ie almost lying down, at least no matter how you lift up a chair that you don’t see in front of the bumper, if there is a chuyka in size, then it is, and if not, alas, this is a gasket between the steering wheel and the seat. I will say plus such driving on a distant back is not worth the stake after 300 km. many friends have adopted this style, but they don’t complain, but if each person is used to riding on a stool, there’s nothing you can do to him so conveniently.
                on the 2nd point we were taught in a driving school by an instructor with a closed tidy, you need to feel the car while driving, you will look at the pedals and you’ll crash the tidy laughing and it’s good if you kill no one
                on the 3rd point, practice does not come over the years, but with kilometers on the fly with a raid. and with your eyes closed you can.
                and regarding the rescue of the pilots, the dry pilot had an idea to bail out the pilot along with the cockpit, but how to implement this with professors there are too many factors, both positive and negative. hi
  • Jack O'Neill 4 March 2020 12: 47 New
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    As explained in the press service of the corporation, the new system was developed by MiG specialists. In combination with the helmet-mounted display and target designation system, the new system allows the pilot not to be distracted by the dashboard to monitor piloting modes during air combat.

    JHMCS, it's high time.

    It is also possible to exceed the critical overload in the 1-2G range due to the application of additional force to the aircraft control stick, as well as temporary or complete shutdown of this system

    request

    In general, overload is primarily a problem for the pilot, not the plane. The glider of a modern fighter can withstand 9G for a long time, while a person can not boast of such.
    Yes, and 1-2G, not that much overload, and even more so, "maximum overload".
    Even from the article nothing is clear, except that the MiH shoved an analogue of JHMCS.
    1. Grigory_45 4 March 2020 18: 43 New
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      Quote: Jack O'Neill
      MiG shoved an analogue of JHMCS.

      as I understand it, JHMCS is a helmet-mounted information output system. On MiGs there is a helmet-mounted target designation system, if it is modified to display other data (those that go to the ILS), then this does not in any way affect overloads.

      Quote: Jack O'Neill
      Even from the article nothing is clear

      we are talking about the fact that the "newest system having no analogues" is connected with the EMF of the aircraft, and when approaching the critical flight modes, it does not allow the pilot to "swing" - artificially blunts the aerodynamic surfaces and motors, preventing the aircraft from crawling beyond the established flight restrictions (for overload , by angle of attack, by speed, etc.).

      If sclerosis does not change, similar systems have already been installed on foreign and domestic combat aircraft. What is there about the Migovtsy patented - only they and the patent office know ..
      1. Jack O'Neill 4 March 2020 19: 10 New
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        as I understand it, JHMCS is a helmet-mounted information output system. On MiGs there is a helmet-mounted target designation system, if it is modified to display other data (those that go to the ILS), then this does not in any way affect overloads.

        Helmet target designation before that was working with the P-73. And now the conclusion of the information is done.
        With JHMCS as well, information output and target designation for AIM-9X

        we are talking about the fact that the "newest system having no analogues" is connected with the EMF of the aircraft, and when approaching the critical flight modes, it does not allow the pilot to "swing" - artificially blunts the aerodynamic surfaces and motors, preventing the aircraft from crawling beyond the established flight restrictions (for overload , by angle of attack, by speed, etc.).

        So it was in the MiG-29 originally, as in the Su-27.

        If sclerosis does not change, similar systems have already been installed on foreign and domestic combat aircraft. What is there about the Migovtsy patented - only they and the patent office know ..

        Right! It is with the shutdown of such protection that all sorts of "Cobras" are doing.
      2. Lozovik 4 March 2020 21: 55 New
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        Quote: Gregory_45
        On MiGs there is a helmet-mounted target designation system, if it is modified to display other data (those that go to the ILS) - this does not in any way affect overloads.

        In NVU, only an aiming and signal mark is projected on the reflector in front of the right eye. The system presented in the article is completely new.



        Quote: Gregory_45
        we are talking about the fact that the "newest system having no analogues" is connected with the EMF of the aircraft, and when approaching the critical flight modes, it does not allow the pilot to "swing" - artificially blunts the aerodynamic surfaces and motors, preventing the aircraft from crawling beyond the established flight restrictions (for overload , by angle of attack, by speed, etc.).

        This is something newlol
  • voyaka uh 4 March 2020 12: 56 New
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    Why didn’t she exist before? belay
    On the F-16 for 40 years, such a system.
    Israeli veteran pilots were cursing back in the 80s: the viper-computer doesn’t allow you to “cut a steep turn in full, as before, on Kfira-Mirages”.
    1. dauria 4 March 2020 13: 43 New
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      comp-viper doesn’t cut a steep turn


      Warrior, this time plus you - absolutely to the point and absolutely on the topic.
    2. iouris 4 March 2020 14: 59 New
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      An active system for limiting the angle of attack was installed on the MiG-23M. After entering the army, the MiG-29 went even further: they issued a directive of the Air Force Commander-in-Chief, which directly prohibited pilots from exceeding an angle of attack of 12 degrees. Here is a system, so a system!
      1. Lozovik 4 March 2020 21: 35 New
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        Quote: iouris
        After entering the army, the MiG-29 went even further: they issued a directive of the Air Force Commander-in-Chief, which directly prohibited pilots from exceeding an angle of attack of 12 degrees. Here is a system, so a system!

        Over 12 ° it is easy to fall out even when approaching. It was forbidden to exceed 20 ° if memory serves. Moreover, in the RLE, the limitation is 24 ° (for controllability).
  • Avior 4 March 2020 14: 10 New
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    how can one write, what cannot be understood, what exactly is it about?
    from other articles on this subject, it can be understood that the aircraft will now monitor overload itself, avoiding excess, and the pilot will not need to be distracted by this during the flight
    Russian engineers received a patent for a new intelligent critical load protection system for highly maneuverable combat aircraft, the press service of the MiG Russian Aircraft Corporation (part of the United Aircraft Corporation) said.

    As explained in the press service, when conducting a highly maneuverable air battle, the pilot must constantly monitor the piloting modes by indicators on the dashboard. Overloads can reach 9G. The new intelligent system, combined with the helmet-mounted MiG display and target designation system, will allow the pilot not to be distracted by the dashboard and focus on tasks.
  • iouris 4 March 2020 14: 27 New
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    If this is instead of combat control systems for combat operations of aviation, antennas with headlamps and guided long-range missiles, then it will not help much.
  • Rusticolus 4 March 2020 18: 26 New
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    As far as I understand from the article, in addition to an additional indication of flight modes in the helmet-mounted target designation system, feedback is also added to the RUS, as it was on old airplanes where there were no amplifiers, especially EMDS. That is, when the RUS enters critical modes, it becomes stiff, and in order to go beyond critical, it is already not enough to “randomly” move the RUS, but a certain effort must already be made.
    For me, the system is so useful, an additional tactile connection appears. Now, only the Russians would not start breaking. And then everything happens. Sometimes on adrenaline you can pull so that the crowbar will bend.
    1. Lozovik 4 March 2020 21: 45 New
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      Quote: Rusticolus
      and as far as I understand from the article, in addition to additional indication of flight modes in the helmet-mounted target designation system, feedback is also added to the RUS, as it was on old airplanes where there were no amplifiers, especially EMDS.

      On airplanes with an indirect mechanical or remote control system, the aerodynamic forces on the steering surfaces are simulated by loading mechanisms. The efforts on the control handle increase with increasing instrument speed and (or) decreasing height. Gear ratios from the handle to the stabilizer also increase. Near hazardous conditions, a system of restrictive signals pushes the handle away from itself, to dive.
  • SovAr238A 4 March 2020 21: 30 New
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    Have you really made an electronic control system that finally includes control of altitude and horizontal flight in the absence of pilot control?
    less than 20 years ...

    For EMDS with overload protection over 9G during maneuvers was already originally written in the brains of the system ...
    1. iouris 4 March 2020 23: 11 New
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      The tasks indicated by you are solved by other airborne systems that are part of the flight complex of the aircraft.
      Electro-remote control system (EDSU, Fly-by-Wire) is an aircraft control system that provides control signals from the controls in the cockpit (for example, from the airplane control stick, rudder pedals) to the actuators of aerodynamic surfaces (rudders and take-off landing wing mechanization) in the form of electrical signals.
      EDSU refers to the aircraft control system. Onboard systems have no brains. Computers implement control algorithms.
  • lvov_aleksey 5 March 2020 00: 56 New
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    not bad, if we apply for a patent, our secret means even cooler !!!