Justification of options for application of aviation means of impact from unmanned aerostatic systems

Abstract

Two options for the use of aerial bombs from unmanned aerostat systems to increase the area of ​​use of aerial means of destruction are substantiated. Aerodynamic and flight technical characteristics of corrected air bombs are determined on the basis of the well-known semi-empirical method, implemented in the modular software complex "Integration 2.2". The limit capabilities of the flight range of glider-corrected air bombs in subsonic and supersonic flight modes are determined. It is shown that at altitudes higher than 12 km, the practical implementation of subsonic gliding of corrected aviation bombs, in which the maximum aerodynamic range is significantly greater than that of supersonic gliding, is complicated by exceeding the maximum permissible coefficient of aerodynamic lift. It is shown that the use of a rocket accelerator at high altitudes for supersonic glide speeds of corrected air bombs allows to reduce their flight time and expand the areas of their use, especially when using an additional direct-flow jet engine.

For the I variant of the use of air bombs, it was determined that when diving from a height of 30 km, the impact of the maximum speed achieved by an anti-aircraft missile with a wing of χ = 8 ° is Vmax = 458 m/s (M = 1.55) at an altitude of 14.5 km. For GBU with χ = 45 ° Vmax = 463 m/s (M = 1.57) at an altitude of 14.4 km. Due to the lower speed and the higher value of the derivative coefficient of the lifting force along the angle of attack, the GBU in the configuration with χ = 8 ° enters the horizontal flight mode earlier (Н = 9.59 km) than the GBU with χ = 45 ° (Н = 8 .01 km). This has the consequence that the ultimate range of flight of a GBU with χ = 8 ° is 39% greater than the range of flight of a GBU with a wing having χ = 45 °. The determined flight range under the accepted assumptions is 146 and 89 km, respectively. From the analysis of the factors affecting the flight range of the SCAB, it is advisable to consider means of increasing the aerodynamic resistance in certain areas of the dive for a faster exit into horizontal flight, which will allow to further increase the gliding range.

For the II application option, it was established that the implementation of subsonic gliding at altitudes of more than 12 km in the considered configurations is difficult. At the same time, the possibility of supersonic flight of the SCAB at altitudes of more than 22 km and numbers M ≈ 3 is shown, provided that a direct-flow engine is used. If the flight modes of the GBU and the engine are coordinated, it is possible to achieve a longer range of use of the GBU. High supersonic flight speeds ensure the effectiveness of an air strike.