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.

Comments

[Victor_B]

As the general director of the corporation Ilya Tarasenko stated, a new automated intelligent protection system against extreme overloads is already being implemented on modern MiG aircraft.

I wonder what the trick is?

[bessmertniy]

Probably, this system should save pilots and planes from uncontrolled entry into paradise. Presumably, they did a good job on her and she will pay off.

[seregatara1969]

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.

[Shurik70]

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.

[Minipig79]

I always thought that the suit squeezes the body, such as squeezing blood into the head. Are you experiencing arteries in your neck?

[Shurik70]

On the very first models - only the throat was pinched.
Now, except for the throat, either the whole body is pinched, or only the bases of the limbs. Both methods have their advantages. But the throat is the key, the rest is auxiliary, only helping the "collar"

[NN52]

Shurik70
Let me ask ... Have you ever seen a Soviet (Russian) PPC live, or at least in the picture?

[Shurik70]

Only read in the memories of pilots

[NN52]

I see .... Then do not mislead members of the forum about the "squeezing the throat" of the PPK. There is the lower part of the body (belly, 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.

[Bshkaus]

Only read in the memories of pilots

And they completely confused everything ... During the Second World War, Pokryshkin also used a primitive "suit", or rather an army belt, tightening his waist as much as possible.

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 exactly!
Inside the neck ring of the helmet there is a rubber flap, "for sealing the helmet along the neck", and a cape hanging on the shoulders.
I think Shurik70 meant exactly that, I even "recalled" all my "disadvantages" under his reviews. we are not talking about "stupidity" but about a "mistake", although pinching the neck is an overkill that does not stand up to criticism))))
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 "chapo" with GSH-6шnew acquaintance "Unfortunately, my generation does not even know him anymore))) he was twirling in his hands, he was familiar with the construction, but in practice I have not tried it, so it's time for you to write your memoirs on this topic in a good sense of the word;)

[Lozovik]

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.

[NN52]

Lozovik
It was about "pinching" the neck, about which the forum member spoke. 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.

[Yok Migarek]

In VKK there is an anti-loading device. But not 3-chamber. Presses only on the abs (stomach).

[Lozovik]

I cannot be mistaken in such matters, there are three cameras: two foot, one abdominal.

[Fantazer911]

It seems only lower limbs and partially upper, I could be wrong

[Errr]

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 ...
And why do they remember "Vika" with an unkind word at every opportunity?

[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.

[faridg7]

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.

[Grigory_45]

Quote: faridg7

In my opinion, the article is about load control, which is critical for the car, not for the pilot.

modern fighters hold a greater overload than the human body. It will "smear on the cockpit" ahead of the pilot, than something will fall off the plane. Although, the plane is the plane of strife - some types of machines (we will not specify the brands and countries) are surrendered first - incorrigibly leads the geometry of the airframe, the sheathing is corrugated ...

As for the MiG-31, then the big overload is not its element. He is an interceptor, not a fighter.

[faridg7]

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

[Lozovik]

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" air defense classification, a long-range fighter.

[NIKN]

Quote: Ros 56

It seems to me the matter is in adjusting the control knob of your parameter for each pilot.

It depends on how the control works. For everyone, it is not a very good idea to "chip" the plane, and the pilot may, depending on the state of overload, not be able to withstand the same (today he feels perfect and +8 is great, but tomorrow he did not sleep well and starts swimming at +6). I think (well, or fantasize) that somehow the state of the pilot is monitored, perhaps also by the pupils or something else, 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 ...

[SovAr238A]

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.

[Grigory_45]

Quote: Victor_B

I wonder what the trick is?

apparently in the fact that the system monitors the state of the pilot, and as soon as it approaches a critical one, it artificially limits the permissible overload, acting on the aerodynamic surfaces and the engine (now they are controlled exclusively by electronics and servos). - i.e. artificially "dulls" the plane. How good it is - time will tell. The fact that the system is disconnectable suggests that the creators themselves are not very confident in it (by the way, the automatic ejection system on the Yak-38 was non-disconnectable)

[miha77]

well done! as I understand it, 1-2 g is beyond normal overload?

[dauria]

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 "unnecessarily strict".

[Vladimir16]

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?
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.

[dauria]

What does the strength of the aircraft and its wing have to do with it?

I guess it's my own fault - I forget that the audience is colorful. Restrictions are imposed not by the pilot's capabilities (on the Su-26, an overload of 14 in general, destroying 23), but by the glider. And not because it will fall apart in the air, but because it cannot perform a maneuver of a given radius at a given speed - the wing will "stop working." And it will fall apart later.

[Eug]

I am plagued by vague doubts .. I have come across studies of the possibilities of direct control of the lateral and lifting forces. It was concluded that the main limitation on lateral overload accompanying lateral force control is the body's capabilities ... The limits of the mechanical strength of the airframe and the capabilities of aircraft systems were very far away. Perhaps something has changed since then ...

[Ros 56]

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.

[Yok Migarek]

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.

[Ros 56]

And if this one "Same" turns out to be fatal, as sometimes the last glass, then kirdyk?

[Yok Migarek]

When the maximum operating overload is exceeded, the aircraft does not collapse immediately. As a rule, there is one and a half stock. After an overshoot flight, the aircraft is adjusted (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, on descending maneuvers, the pilot suddenly realized that there was not enough height for withdrawal, and pulled with all his might. The wing was corrugated, the plane bent ..., after the flight it was written off. But life is more valuable! My instructor taught: "They will make a piece of iron more, but such a cool guy like you will be more."
PS and there were a lot of accidents on Sukhikh, when the EDSU did not give the opportunity to "take the handle" a little more than it should be. Remember Averyanov's accident on the first Su-30.

[gridasov]

Fighting overloads in such forms as in airplanes is equivalent to releasing a ballerina in an octagon and making them fight.

[tomket]

And what about serial production is heard?

[Ka-52]

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.

[Rusticolus]

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]

By removing the pilot, you can protect yourself from overload by 100%. The article is "an elder in the garden, and an uncle in Kiev."

[knn54]

It is a pity that it is technically impossible to bail forward.

[K-36]

H. knn54, but can not explain in more detail what you call "bail forward"?

[faridg7]

Quote: K-36

but can you explain in more detail what you call "forward ejection"?

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.

[K-36]

H. faridg7... I apologize, of course, but my question is about "bail forward"You didn't make it clear in your comment. Instead, we got into some kind of "sphero-vacuum" theorizing about the horizontal arrangement of the pilot in the cockpit . 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".

[NN52]

"Horizon" in the cockpit, this is for the astronauts))

[K-36]

Dmyrios (NN52) and how do you like a certain post Shurik70??? "about" throat suffocation "!!!
To me, personally, he made the day! Thank him so much, so not everyone can cheer up
Sincerely.

[faridg7]

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.

[K-36]

Uv. Farid Gabidullovich. 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 a question: why do you stubbornly defend your dogma, which is broken by practice" at times ".
For example, for you, we made a car with a telescopic steering wheel (of course, with all the switches for turn lamps and wiper blades). We extend this bar to a distance convenient for "lying down" control. Now we take and recline your driver's seat in a recumbent position (ie, with a headrest in the back seat. Then we fasten you to the seat with a seat belt. Move away ... And how far will you go? !?
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

[faridg7]

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 example, look at how the pilot "sits" in F16 (maybe that's why they often eject 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.

[Pathos]

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 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.

[Jack O'Neill]

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

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 "ultimate overload".
Even from the article nothing is clear, except that the MiH shoved an analogue of JHMCS.

[Grigory_45]

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

the speech about the fact that "the newest unparalleled system" is connected with the aircraft's EDSU, and when approaching critical piloting modes, it does not allow the pilot to "swing" - it artificially dulls aerodynamic surfaces and motors, preventing the aircraft from getting out of the established flight restrictions , 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 ..

[Jack O'Neill]

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

the speech about the fact that "the newest unparalleled system" is connected with the aircraft's EDSU, and when approaching critical piloting modes, it does not allow the pilot to "swing" - it artificially dulls aerodynamic surfaces and motors, preventing the aircraft from getting out of the established flight restrictions , 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 disabling of such protection that all sorts of "Cobras" do.

[Lozovik]

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

the speech about the fact that "the newest unparalleled system" is connected with the aircraft's EDSU, and when approaching critical piloting modes, it does not allow the pilot to "swing" - it artificially dulls aerodynamic surfaces and motors, preventing the aircraft from getting out of the established flight restrictions , by angle of attack, by speed, etc.).

This is something new

[voyaka uh]

Why didn’t she exist before?
On the F-16 for 40 years, such a system.
Back in the 80s, Israeli veteran pilots swore: the comp-viper did not allow "to hack a sharp turn, in full, as before, on Kfir-Mirazh."

[dauria]

comp-viper does not allow to "hack to death a steep turn

Warrior, this time plus you - absolutely to the point and absolutely on the topic.

[iouris]

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!

[Lozovik]

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]

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]

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]

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 RSS, since it was on old aircraft where there were no amplifiers, let alone an EDSU. That is, when entering critical modes, the RUS becomes stiff, and in order to go beyond the critical one, it is already not enough to "accidentally" stir the RUS, but you need to make a certain effort.
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.

[Lozovik]

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]

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 ...

[iouris]

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 do not have "brains". Calculators implement control algorithms.

[lvov_aleksey]

not bad, if we apply for a patent, our secret means even cooler !!!