Moderadores: Lepanto, poliorcetes, Edu, Orel
La única manera de identificar es o bien con el IFF, para lo que se necesita colaboración por parte del blanco, o en determinadas condiciones y por parte de determinados equipos usando los NCTR, non cooperative target recognition.
Orel escribió:A ver si alguien me ayuda: para mí, "lower yield" es "menor rendimiento", pero no menor peso ni menor tamaño. ¿Se refiere a con menor cantidad de explosivo? Y sin embargo que penetre más... suponiendo que mantenemos tamaños y pesos igual, ¿cómo podría ser? ¿Cambiándole la aerodinámica? ¿La espoleta? ¿El diámetro (ah, no, que aquí cambiamos el tamaño)...?
Total: 13.371 millones de euros.
Antes de hacer la cuenta de la vieja y decir que cada avion sale a 150 millones, ahí va incluido absolutamente todo..... costo total del programa de principio a fin.
Teniendo ademas en cuenta que el 35% de ese dinero es recogido por el Estado via impuestos, es decir, que no lo paga, el costo total es de 8691 millones.
El F-2 puede ser facilmente el cazabombardero actualmente en servicio, con la peor relación calidad/precio del mercado. Ciertamente se encuentra muy por debajo de las exigentes demandas de la Jasdf en la materia, y todo parecido con el F-16 "es producto de su imaginación", como diría el famoso mentalista Anthony Blake. La realidad, la que ellos mismos exponen con muchos menos complejos que los europeos a la hora de hablar de su defensa, es que se encuentran ralentizando su producción a la espera de la elección de su sustituto, que ocupará entonces la cadena de producción. Hay que tener en cuenta que el F-2 debería haber sustituído a los F-4, pero claro, no hay color por mucho que aprieten los ojos.
Varios japoneses han realizado vuelos en el Tifón, y todos bajan con esa sonrisa boba que a uno se le queda justo antes de echar el cigarrito. Que lo toman en serio parece evidente cuando a finales del año pasado, insistieron durante la última visita realizada por tierras niponas, que se realizasen dos vuelos de apoyo táctico marítimo con el F-2, con el objetivo de comprobar sus necesidades de primera mano. Que como sustituto del F-2 y el F-4 les vale el Tifón, lo dicen ellos. Que como sustituto del F-15 solo les vale el F-22, también lo dicen ellos. Que como EADS no se ponga las pilas, Boeing le levanta la camisa con el F-35, lo digo yo y las circunstancias. Crisis mediante, claro.
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Por parte española se ha constituido el Consorcio Español CEDIEF, AIE que agrupa las empresas españolas participantes en el programa.
Hay otras 14 (15) empresas españolas, a parte de EADS-CASA e ITP con participación importante en el programa: ENOSA, CESA, TECNOBIT, PAGE IBERICA, DRAEGER HISPANIA, INTA, FIBERTECNIC, EMPRESA NAC. SANTA BARBARA, GAMESA, CONSUR, BERU MICROELECTRí“NICA, J.V.C. ESPAí‘A, SAINSEL y MICROTECNICA (Nota: inexplicablemente les falta INDRA, que englobó a INISEL y CESELSA).
Otras 288 empresas nacionales o internacionales actúan como subcontratistas de las 16 anteriores.
http://www.mde.es/Galerias/politica/arm ... IGHTER.pdf
PIRATE es capaz de realizar un seguimiento automático de más de 500 blancos simultáneamente y de detectar aviones a distancias superiores a 74Km.
By Craig Hoyle
The Eurofighter consortium has made its first move leading to the production of 124 Tranche 3B aircraft for Germany, Italy, Spain and the UK, and been the subject of early interest from the Serbian defence ministry.
An initial proposal for the planned final batch of the combat aircraft was submitted to the NATO Eurofighter and Tornado Management Agency last month, says export future business manager Rob Wells. This will negotiate with the industrial consortium on behalf of the partner nations over the next year or so, with a contract signature needed by late 2011.
This will ensure that the Eurofighter partner companies do not encounter a production gap after completing the programme's last Tranche 3A examples around mid-2016, Wells says
Representing the remaining aircraft contained within a four-nation umbrella contract for 620 Eurofighters, the Tranche 3B examples are likely to be in a similar configuration to the 124 Tranche 3A aircraft ordered late last year. The UK has funded a change proposal to have its examples built with provisions for an active electronically scanned array radar, Wells confirms.
Meanwhile, Serbian officials are at the show looking at possible candidates for a domestic fighter requirement likely to total around 20 aircraft. Eurofighter responded to a request for information from Belgrade in April, and a delegation visited the company here on Tuesday.
A potentially dangerous scenario was resolved quickly thanks to the effective collaboration between the Italian and Swiss Air Forces who have developed common procedures and task management for such occasions.
The two Italian fighters took off from Grosseto air base in central Italy and intercepted the aircraft as it reached the border of the two nations. They were able to verify its identify in full coordination with the air defence system of Switzerland and escorted the aircraft safely across the border when it came under the control of the Swiss F/A-18's. Following the interception, the two Typhoons landed at one of the Swiss Air Force's main bases Payerne.
The exercise was part of a bilateral agreement recently signed between the two counties which aims to strengthen their partnership in air defence and air policing and demonstrates clearly the flexibility and interoperability of the Typhoon able to work effectively alongside all air forces, including non-NATO countries.
The technical process was carried out by a joint team from the Luftwaffe and EADS staff marking the first time such a process has been undertaken in public. Major Sebastian Taubert from the German Luftwaffe was on hand to talk us through the process and explained how it need take only four skilled people to carry out the switch and can be done under operational conditions in less than 45 minutes. (Their best time to date is 36 minutes). Today was a basic demonstration which saw the engine raised into the engine bay and was completed in only six minutes, but to have the aircraft fully in-service, the task is significantly bigger and requires a total system connection which demands the additional time.
By Mike Jerram
BERLIN — A deal that could be worth up to 1 billion Swiss francs (nearly US$1 billion) was signed here June 9 between EADS Defence and Security and RUAG in the latest move to help Eurofighter win the Swiss fighter competition.
If fulfilled, the deal will count for nearly half the $2.2 billion in offsets Switzerland requires in its 100% industrial offset policy. Each of the three competing fighter teams has promised to exceed that number by a significant amount.
The deal will let Switzerland participate in the Eurofighter program, including development, maintenance, repair, overhaul and production. This will not be limited to just the Swiss aircraft, should they buy them.
It will also bring more Airbus manufacturing work to RUAG, maintenance, repair and overhaul for the A400M, and could involve participation in future UAV programs, including Barracuda.
RUAG also will share in EADS' technologies such as carbon composites, and could participate in other activities such as border security systems.
Eurofighter, offering the Typhoon, Dassault, with the Rafale, and Saab, pitching the Gripen NG, have spent the past two years scouring Switzerland for business opportunities that make long-term economic sense.
The Swiss methodology for calculating the total value of the offset work is complex, but the three competing teams have all put forward proposals that claim to offer investments in Swiss industry of between 6 billion to 8 billion Swiss francs ($5.2 billion to $6.9 billion).
Eurofighter propone una T.3B conservadora
If you cannot have the F-22, you need something of similar air-to-air capability to support your attack aircraft at the same time [se refiere al EFA].
Survivability can be achieved by means other than stealthiness. A single platform designed only for strike missions [se refiere al F-35] is unlikely to satisfy all combat air power requirements.
Survivability can be achieved by means other than Low Observability.
For example thanks to layered information systems; mission definable preferences; automation of routine tasks; threat prioritisation; sensor fusion and inherent safety, you are able to avoid compromising the performance and flight characteristics of the aircraft and create a weapon system that does not suffer from the same inflexibility issues that the F-35 JSF appears to have.
Japan, India, South Korea, Malaysia and the Gulf - Eurofighter Typhoon is really looking to the Orient for its next home market.
In addition, the environment and location of both South Korea and Japan have created a demanding requirement for a twin-engined aircraft to complete long range missions over water.
In Japan, there is speculation that another contender could be added to the list: the F-35 Joint Strike Fighter. But if this is the case, the requirement would not be for a fighter aircraft but for a ground attack jet.
because it [F-35] was designed from conception as a ground support aircraft, it will never reach the level of fighter capabilities that many of its competitors have already reached.
Eurofighter is able to offer to all the countries potentially interested in the aircraft an industrial participation deal that could range from the integration of local systems and equipment to establishing a local final assembly, the management of logistical support and maintenance and access to significant ‘know how' with no “black box”restrictions for specific technologies - an issue common with American made projets (léase F-35).
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If only by calculating the activities related to the logistical support; the update and upgrades for at least 25 years, the returns in terms of taxation and indirect activities will be around 100% of the acquisition cost.
The Typhoon pilot's survival equipment is almost completely different to that worn by other RAF fast jet crews (nota: no sólo pilotos de otros cazas ingleses, es que el traje del Typhoon es único y más moderno que cualquiera existente para cualquier otro caza del mundo exceptuando el del Raptor, que está al mismo nivel.)
While their boots, gloves and helmets are the same, that's where he similarities end. Even the flying suit worn by the aircrew are different, with far less zips and encumbrances than the regular RAF version, this being due to the amount of assistance against g (the forces of gravity) given by the rest of the flying kit.
Normal g protection comes from a g-suit worn over the legs and this is the first major difference as the Typhoon g-suit covers the entire leg with no cut out areas whatsoever.
That's not all, as optional g-socks are also available, and it's becoming clear why there are so few zips on the suits - with so many areas of the suit inflating when the aircraft pulls g they would dig painfully in to the wearer's skin.
The jacket, or life preserver, also works to help against the g forces by inflating, and this leaves the Typhoon pilot with just three areas that are not protected in this way - head, arms and the groin area. The final new piece of equipment is the immersion suit - much lighter and cooler than the ones we saw at RAF Valley - although it is still quite a job for the Typhoon pilot to fully prepare him or herself for action.
The EJ200s can power the Eurofighter to published figures of Mach 2 plus at altitude, Mach 1.2 at sea level and the jet can supercruise at Mach 1.1 i.e. without using reheat.
Also of note in newer production block aircraft is an advanced MAWS (Missile Approach Warning System)
"...the three full colour MHDD (Multi-function Head Down Displays).... "We teach a certain way of using the screens but the information they display is interchangeable and on the front of the throttle we have a button which operates a mouse cursor just like that on any home PC or laptop. This can be freely scrolled between all three screens to make selections as required."
All available formats can be shown on any of the three MHDDs, with detailed information selected through the multi-function soft-keys arranged around each MHDD, by X/Y cursor control, or by DVI.
http://www.eurofighter.com/capabilities ... splay.html
Thrust growth capability has been designed into the EJ200 and Thrust Vectoring Technology can be incorporated into the EJ200 engine as a result of a highly successful technology demonstrator programme started in 1995 by the Spanish aero engine company ITP - Industria de Turbo Propulsores, and followed by the Spanish and German Governments, MTU being responsible for the design of the TVN control system.
Extensive studies have already been conducted in the past to understand the benefits of a Thrust Vectoring Nozzle (TVN) integrated into a modern fighter aircraft. Full 3D thrust vectoring demonstration and generic flight control system integration concepts have already been successfully completed.
In 1995 a “Technology Demonstration Phase”was launched. This phase included the design, build and test of a prototype Thrust Vectoring Nozzle. The first run took place in July 1998 at the ITP test bed facility in Madrid and was followed by additional running hours at the ATF (Altitude Test Facility) in Stuttgart. More than 80 running hours were achieved of which 15 hours were in afterburner operation. Thrust vectoring in all directions (360º) and at various dry and reheat settings was successfully demonstrated, whereas up to 20kN lateral forces were generated. The endurance of the design was proven conducting more than 6,700 vectoring cycles at constant throat area and more than 600 throttle cycles with a sustained vector.
The great technological innovation of this design lies in its use of one single hydraulic actuation system to control both the convergnt section (throat area) and the divergent section (vectoring and exit area). This has a strong impact on weight, cost and even global engine performance. The actuation system for the TVN, designed by Avio, provides the 3D-deflection capability to the nozzle and allows a safe operational mode and together with the Digital Engine Control and Monitoring Unit (DECMU) the integration with the aircraft Flight Control System (FCS). Pitch and Yaw deflection and independent nozzle throat/exit adjustment is provided by controlling each actuator independently, whilst the safe operational mode is guaranteed by the builtin design - balanced beam nozzle (designed by ITP), actuation system (by Avio) and the control system (by MTU). The nozzle centres and closes itself automatically in case of a failure of the hydraulic system.
Considerable effort was conducted in a joint TVN study between EUROJET and Eurofighter partner companies to define a light TVN system, which minimises the impact on the existing engine and aircraft configuration to define a retrofit solution. As a consequence of this, no structural changes, either on the A/C or the engine, are required to fit a TVN on the EJ200 and the impact on the overall aircraft centre of gravity is minimised. The required hardware changes are limited to the nozzle itself, the nozzle actuation system and the engine control software. The Tranche 2 hardware standard of the DECMU already includes provisions to implement TVN software and to fulfil interface requirements. During the comprehensive studies conducted in the past by this joint EUROJET and EADS/Alenia team, not only the technical feasibility, but also the benefits of this technology for the overall weapon system were defined in detail:
- Mayor empuje y menor consumo: allows optimising the internal nozzle flow efficiency by independently adjusting the nozzle throat and nozzle exit area to the optimum position. This leads to either higher thrust at maximum ratings (+2% at take-off and +7% at supercruise) and to reduced fuel burn and lower engine spools speeds at part power settings....Total fuel saving on a typical mission is predicted to be approx. 3%..
- Seguridad en vuelo, especialmente actuando como control a bajas velocidades: Thrust vectoring is able to provide control power due to the very powerful exhaust of the engines even in the low speed regime.
- Flexibilidad de misión: Reduce la longitud de despegue en un 20% o, manteniendo una fija, permite incrementar la carga de pago. En régimen supersónico incrementa la eficiencia del vuelo. Mejora el vuelo en condiciones de carga asimétrica.
- Por supuesto, incrementa la maniobilidad (AoA).
- En caso de navalización, permiten reducir la velocidad de aproximación reduciendo el choque contra la pista.
Realisation of this technology into future aircraft can be achieved through a “stepped approach”flight demonstration programme; this means that only one propulsion system of the twin engine Typhoon will be equipped with a TVN system in a 1st step. The TVN engine can be tested with low risk and most of the engine and aircraft models can be validated. In a 2nd step the test aircraft will be equipped with 2 TVN engines fully integrated into aircraft systems demonstrating the full capability of this technology.
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