J-20... The New Generation Fighter III

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plawolf

Lieutenant General
Does anyone know how to slow those gifs down a bit? It would be interesting to observe how the control surfaces operate to create the various maneuvers displayed, but it's not very easy when the frames are moving so fast.

I am also not 100% on the canards angling down when the J20 pitches up. In that picture paintgun posted, the leading edge flaps are also pitch down, indicating that the J20 is indeed diving.

I do not know much about aerodynamics, so I could be talking completely nonsense here, and if so, please correct me, but from my limited understanding, the only reason I can see for the canards to be angling in the opposite direction as the plane is pitching (so this could be the plane pitching up, or banking) is if it was an artificial limited written into the FBW software to stop the plane from pitching too hard and diverting from controlled flight and/or pulling too many Gs as to incapacitate/kill the pilot.

We have all heard how planes have different instantaneous and sustained turn rates, it could be that when we see the J20 banking with the canards angled in the opposite direction as that the plane is turning, that is just the plane's FBW keeping it limited to the safe maximum sustained turn rate. Whereas if the canards were moving in the save direction as the angle of banking, we would be in the instantaneous part of the flight envelope.

Also bare in mind that we are still very early days in the flight test programme, so only a fraction of the plane's flight envelope has been explored so far, thus, this opposite positioning could just be an example of the deliberate limiting of the turn rate at present, which will be relaxed as they get more test data, so in the final production version, all the control surfaces may well be all moving in the same direction when the plane pitches to produce a far better turn rate.
 

latenlazy

Brigadier
Does anyone know how to slow those gifs down a bit? It would be interesting to observe how the control surfaces operate to create the various maneuvers displayed, but it's not very easy when the frames are moving so fast.

I am also not 100% on the canards angling down when the J20 pitches up. In that picture paintgun posted, the leading edge flaps are also pitch down, indicating that the J20 is indeed diving.

I do not know much about aerodynamics, so I could be talking completely nonsense here, and if so, please correct me, but from my limited understanding, the only reason I can see for the canards to be angling in the opposite direction as the plane is pitching (so this could be the plane pitching up, or banking) is if it was an artificial limited written into the FBW software to stop the plane from pitching too hard and diverting from controlled flight and/or pulling too many Gs as to incapacitate/kill the pilot.

We have all heard how planes have different instantaneous and sustained turn rates, it could be that when we see the J20 banking with the canards angled in the opposite direction as that the plane is turning, that is just the plane's FBW keeping it limited to the safe maximum sustained turn rate. Whereas if the canards were moving in the save direction as the angle of banking, we would be in the instantaneous part of the flight envelope.

Also bare in mind that we are still very early days in the flight test programme, so only a fraction of the plane's flight envelope has been explored so far, thus, this opposite positioning could just be an example of the deliberate limiting of the turn rate at present, which will be relaxed as they get more test data, so in the final production version, all the control surfaces may well be all moving in the same direction when the plane pitches to produce a far better turn rate.
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You can use this to split the gif into its separate images.
 

Scratch

Captain
I'm probably more guessing than knowing here. But assuming the J-20 is aerodynamicly unstable in pitch for better maneuverability, every increase in AoA actually inherently increases pitch up rate. So after the initial, short "canards up" movement to attain the increased AoA for turning, the canards would have to be "tilted down / negative" to counteract aerodynamic instability and keep AoA at the desired value.
I must say I have never really paid attention to that on other canard aircraft, or the stabilators at conventional tail aircraft that are unstable.

Leading edge flaps, or slats, being "down" has nothing to do with the flight path or pitch movement of the aircraft, though. They are just devices to increase lift on a wing. If the aircraft is flying slow, or turning tight, these devices deploy - autonomously on modern aircraft - to increase available lift in that situiation.
 

Air Force Brat

Brigadier
Super Moderator
Wow paintgun, is that one of yours, its amazing what the right paint will do for any type of transportation, but especially aircraft. We had an older Cessna Skyhawk that was geting a little nasty, paint chips on leading edges etc etc, and a guy who had one similar painted it all Red. What a fright, and I love red on cars. I'd say she would look good allover white, with stripes. Maybe you could work on that!
 

Air Force Brat

Brigadier
Super Moderator
:confused:This is a fantastic question guys that someone who is aerodynamicaly savvy should tackle, Scratch you might see if Jeff could jump in as he is a "real engineer". Scratch this is why I was wondering out loud about the planform of the sino jet as the Mig 1.42/1.44 are so configured, but the Russians seem to have abandoned this approach and gone with the F22sky? Any way the all flying stabilator on a conventional main wing forward package is actually quite straightforward, throw a canard on the front and I get a "little confused". They haven't changed the laws of aerodynamics, but they have learned to "cheate a little bit" in a good way.
 

Air Force Brat

Brigadier
Super Moderator
Guys, I'm almost certain I've seen some wind tunnel action, with smoke on you tube? If you find something, I'd love to see it if the Mods don't object?
 

Quickie

Colonel
I'm probably more guessing than knowing here. But assuming the J-20 is aerodynamicly unstable in pitch for better maneuverability, every increase in AoA actually inherently increases pitch up rate. So after the initial, short "canards up" movement to attain the increased AoA for turning, the canards would have to be "tilted down / negative" to counteract aerodynamic instability and keep AoA at the desired value.
I must say I have never really paid attention to that on other canard aircraft, or the stabilators at conventional tail aircraft that are unstable.

Leading edge flaps, or slats, being "down" has nothing to do with the flight path or pitch movement of the aircraft, though. They are just devices to increase lift on a wing. If the aircraft is flying slow, or turning tight, these devices deploy - autonomously on modern aircraft - to increase available lift in that situiation.


In the videos that we've seen, the J-20's canards always pitches up during landing and taking off. My opinion is that during higher speed maneuvers at some positive AOA, the canards also function as a airflow control surface just like those of the Su-33 canards - the canards may not be pitching down but at about zero AOA. The pitch up force from the canard is unnecessary because the forces acting on the aircraft is already in equilibrium at the part of the flight envelope, unlike those during landing or taking off.
 
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paintgun

Senior Member
i think that last picture is a photoshop of a previous picture, you will notice the absence of pitot tube and the sensor dots all over the wings

and in the unphotoshopped picture the J-20 is on a climb, at least from the picture's angle

another reason why it is not a dive, there are visible vortices, as i understand a dive will probably not produce vortices, at least not at that part of the airplane

the dihedral canard on the J-20 is a long arm moment control just like a horizontal stabilizer, and i think induce little effects or wash on the wings, hence the LERX for the wings, and two separate vortices system produced by the LERX for the wings, and the forebody for the canard area

the canard angles positive on take offs and landings, to pitch nose and provide pitch up movement, it's looks angled 'down' or rather actually is neutral in the climb, if it angles up, the aircraft will continue to pitch up into higher AoA

i'm no engineer, so anyone with sound background or understanding on aerodynamics will certainly be welcome to comment
 

plawolf

Lieutenant General
A dive and vortexes all over the place. Sometimes a picture does speak a thousand words.

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@ Scratch

I haven't got time to check now, and may not do for a while, but I am fairly sure that leading edge flaps/slats on fighters greatly aid in agility, and are very different beasts to the lift generating ones found on airliners, which actually extend out to increase wing area and are locked off after deployment instead of being all moving like on fighters.

Does leading edge flaps/slats generate extra lift on a fighter? I have absolutely no idea, but if they do, it would be a very secondary benefit.
 

Equation

Lieutenant General
For any aerodynamic questions, ask our two members Engineer and Mig-29 about it. They're very good and know their stuff quite well.
 
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