fourth gen fighter

Fourth Gen Fighter - The fourth generation fighter is a class of jet fighters in service from around 1980 to the present, and represents the design ideas of the 1970s. Fourth generation designs are heavily influenced by lessons learned from previous fighter jets. Third-generation fighters were often primarily designed as interceptors, and were built around fast, air-to-air missiles. Despite exceptional speed in a straight line, many third-generation fighters were severely lacking in maneuverability, as the doctrine was that traditional dogfighting was impossible at high speed. In practice, the air-to-air missiles of the time, although responsible for most air-to-air victories, were relatively unreliable, and combat quickly became subversive and close-quarters. This leaves third-generation fighters vulnerable and underarmed, and increases the need for mobility for fourth-generation fighters. Meanwhile, the increase in the cost of military aircraft in general and the success of aircraft such as the F-4 Phantom II paralleled the advancement of the so-called fourth generation of multi-role combat aircraft.

During this period, maneuverability was reduced to static stability, made possible by the introduction of flight control, which was made possible by advances in -digital computers and system integration techniques. The replacement of analog avionics necessary for FBW operations has been a fundamental requirement since analog computer systems began to be replaced by digital flight control systems in the latter half of the eighties.

Fourth Gen Fighter

In the year The rapid development of microcomputers in the 1980s and 1990s enabled rapid improvements in avionics during the lifetime of these fighters, including system upgrades such as active electronic scanning array (AESA), digital avionics buses, and infrared search and track.

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These improved fighters and new designs of the 1990s reflected these new capabilities with impressive results, known as the 4.5 generation. This is intended to reflect the evolution of the fourth-generation fighter class to include integrated avionics suites, advanced weaponry efforts to respond to (mostly) conventionally designed aircraft but not readily available, and missile and radar technology. See stealth technology).

There are design features of the static aircraft and include hiding the turbine blades and sometimes using radar-detectable materials, but not the special low-observability configurations of the latest aircraft such as the Lockheed, so-called fifth-generation fighters or aircraft. Martin F-22 Raptor.

The United States describes the 4.5-generation fighter jets as fourth-generation fighter jets with AESA radar, high-capacity data links, improved avionics and "advanced weapons capability and reasonable predictability."

Chgdu J-10C, Mikoyan MiG-35, Eurofighter Typhoon, Dassault Rafale, The Saab JAS 39 Grip, Boeing F/A-18E/F Super Hornet, Lockheed Martin F-16E/F/V Block 70 /72, McDonnell Douglas F -15E/EX Strike Eagle/Eagle II, HAL Tejas MK1A,

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While the main third-generation jet fighters (eg F-4 and MiG-23) were designed as interceptors and focused only on maneuverability as a secondary factor, interception was relegated to secondary status in the fourth generation, with a new focus on close dog combat and maneuverability. While the trade-offs involved in combat aircraft design are shifting back to the Visual Range (BVR) game, in the modern battlefield the environmental management of multiple data streams and low-observability, possibly costly, maneuverability in close combat provide a way to maintain thrust vectoring, especially at low speeds.

In the fourth generation, the key developments that contribute to improved maneuverability are high engine thrust, a powerful control surface and relaxed static stability (RSS), the latter of which is enabled by computer-controlled stability enhancement. "Flight by Wire". Air combat maneuvers involve a lot of power management to maintain speed and altitude in rapidly changing flight conditions.

Early fourth-generation fighters such as the F-15 Eagle and F-14 Tomcat retained electromechanical flight hydraulics. One of the innovations on the fourth generation fighter jets was the FBW, which introduced the Generation 4.5 ASA radar.

The General Dynamics YF-16, which eventually evolved into the F-16 Fighting Falcon, was the first aircraft intentionally designed to be slightly unstable in the air. A mechanism called RSS is included to further improve the aircraft's performance. Most aircraft are designed with positive static stability, which allows an aircraft to return to its original attitude after a disturbance. However, the positive static stability, the tdcy that remains in the attitude, resists the pilot's efforts to maneuver. An aircraft with negative static stability, however, will easily become out of level and out of control in the absence of control input. An unstable plane can therefore move more. Such 4th generation aircraft will require a computerized FBW flight control system (FLCS) to maintain the required flight path.

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Some early variants, such as the F-15SA Strike Eagle for Saudi Arabia, include late-stage upgrades to FBW.

Thrust vectoring was first introduced in the Hawker Sidley Harrier for vertical take-off and landing, and pilots soon developed the technique of "viffing", or walking forward in flight, to improve maneuverability. The first fixed-wing type to demonstrate improved maneuverability in this way was the Sukhoi Su-27, the first aircraft to officially demonstrate pitch maneuvering. Combined with a thrust-to-weight ratio above unity, this allowed it to maintain near-zero airspeed at high angles of attack without stalling, performing novel aerobatics such as Pugachev's Cobra. The three-dimensional TVC nozzles of the Sukhoi Su-30MKI are mounted 32° outward to the longitudinal engine axis (i.e. in the horizontal plane) and can be deflected ± 15° in the vertical plane. This results in a corkscrew effect that further increases the turning ability of the aircraft.

The MiG-35 with RD-33OVT engines with vectored nozzles enables it to be the first twin-engine aircraft with bi-directional vectored nozzles (ie, 3D TVC). Other thruster aircraft, such as the F-22, have unidirectional nozzles.

The technology is installed on the Sukhoi Su-47 Berkut and later derivatives. The United States tested the technology for the F-16 and F-15, but did not introduce it until the fifth generation.

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Maintaining supersonic speed outside of the afterburner saves significant amounts of fuel, greatly increasing range and endurance, but available engine power is limited and drag increases dramatically in the transonic region, so drag-creating devices such as external diffusers and their attachment points must be . To be low, it is preferable to use internal storage.

The Eurofighter Typhoon can go up to Mach 1.2 without any afterburners, with a maximum speed of Mach 1.5 without refueling.

EF T1 DA (Developmt Aircraft Trainer Version) demonstrated supercruise (1.21 m) during Singapore evaluation with 2 SRAAM, 4 MRAAM and drop tank (plus 1 metric ton flight test equipment, also 700 kg weight for trainer version).

Avionics can often change as new technologies become available; They will be upgraded many times during the life of the aircraft. For example, the F-15C Eagle, first built in 1978, received upgrades in 2007 such as a helmet-mounted AESA radar and assembly signals, and is scheduled to receive the 2040C upgrade to remain in service until the 2040s.

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The main tool for all modern fighters is radar. The United States first equipped F-15Cs with the AN/APG-63(V)2 AESA radar;

It has no moving parts and can plan a very tight beam and scan quickly. Later, it was introduced with the F/A-18E/F Super Hornet and the Block 60 (export) F-16 and would be used on future US fighters. In February 2012, France introduced its first Indigas AESA radar, the Thales-developed RBE2-AESA.

For use on the Rafale. The RBE2-AESA can also be fitted to the Mirage 2000. The European GTDAR consortium is developing the AESA Euroradar CAPTOR radar for future use on typhoons. For the next-generation F-22 and F-35, the United States will use a lower interception capability. This spreads the power of the radar pulse over multiple frequencies so as not to confuse all aircraft-carrying radar warning receivers.

In response to the growing American emphasis on radar-evading stealth designs, Russia turned to alternative sources, with an emphasis on IRST sources, first introduced on American F-101 Voodoo and F-102 Delta Dagger fighters in the 1960s, for detection. and tracking. Airborne targets. These measure IR radiation from targets. As a passive ssor, it has a limited range, and does not contain any information about the position and orientation of the targets - these must be taken from the captured images. To compensate for this, IRST systems can incorporate a laser range finder to provide complete fire control solutions for artillery fire or missile launchers. Using this technique, German MiG-29s using helmet-mounted IRST systems were able to achieve missile lock-on better than USAF F-16s in wargame exercises. IRST springs are now standard on Russian aircraft. With the exception of the F-14D (officially retired as of September 2006), no 4th generation Western fighter carries integrated IRST sources for air-to-air detection, although the same FLIR is often used to locate targets on the ground.

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A computer feature of significant tactical importance is the data link. All modern European and American aircraft can share targeting information with allied fighters and AWACS aircraft (see JTIDS). The Russian MiG-31 interceptor also has some data link.

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