LoL why did they name it V-J day? Do they know what vj means in English?

They? V-J day was coined by Western Allies to denote victory in the Pacific, similar to how V-E day denotes victory in Europe. As far as I know the Chinese call it by an entirely different name, similar to Russia calls WW2 the “Great Patriotic War”. Not to mention that the letter V does not exist in Chinese romanisation. Try to engage a few brain cells before posting crap like this?

so how many years aerodynamic development left based on this display. as you seem to predict every plane aerodynamics even if the manuals can be fake or for export.

:rolleyes:

Yeah, let’s ignore manuals with data drawn from flight testing.

Wasn’t a thread like this made a while ago? Anyways, F-23A any day. YF-23 comes close. T-50 and F-22 look pretty good, but boring and rather conventional.

What’s the point of posting a chart with such crap information? Subsonic range is 3,500 km, current engine is the 117, NOT 117S, the izd.129 is the low-pressure compressor of the izd.30, not the engine itself, the IRST is the 101KS-V (don’t know if it has OLS-50 designation). That’s just off the top of my head.

[ATTACH=CONFIG]239558[/ATTACH]

Whatever about the article the pic is sexy…:D

Edit…ehh I meant the camo scheme on the aircraft not the rather under dressed fella from 300.:o

I just have to comment on how hilarious this picture is. 😀

I’d still be cautious about assuming a fuel load for the KPP values. Interestingly the F-22’s supercruise speed seemed to decrease slightly as time went on. Back in 2005, based on the Aerofax F-22 book by Jay Miller and AFM publication by Mark Ayton listed it as Mach 1.82. In 2008, a disclosure by Lockheed Martin in a AW&ST article listed supercruise as Mach 1.78 and acceleration number of 50.95 seconds (which I’m almost certain is for the acceleration KPP), and the 2010 SAR lists supercruise as Mach 1.76 and acceleration as 52.4 seconds. I think this is because of structural retrofits to the F-22 (which are still ongoing) have slightly increased aircraft weight. They may also be factoring in engine performance as the engine becomes older. More recently in 2012 the F-22 program manager Jeff Babione stated that the supercruise was about Mach 1.8. In any case, it seems like the F-22’s supercruise of around Mach 1.8 is pretty established.

I’m pretty interested in seeing what the T-50 with izd.30 engines can do. Regardless of speed, it should have better endurance than the F-22 thanks to higher fuel load.

Although the thrust of the F119 is officially quoted as `in the 155kN class’, information obtained by IDR suggests that the actual thrust may be more than 170kN with full augmenter, implying an intermediate (non- augmented) rating of 113kN. This is compatible with statements that at supersonic speed, on dry thrust, the F119 generates twice as much power as the F100-PW-200.

https://www.scribd.com/doc/272973575/The-Progress-of-the-F-22-Fighter-Program

That info is from 1997 and seems to be outdated. Better info comes from Aronstein and Hirschberg book Advanced Tactical Fighter to F-22. I’ll post some select excerpts.

The concept development investigation effort focused specially on an air superiority fighter with supersonic cruise and maneuver capability, with reduced observables, and greatly improved reliability, maintainability, and supportability relative to existing fighters. This allowed JAFE propulsion contractors to concentrate on engines in the 30,000 lb thrust class with technologies that would provide a supercruise capability…

So the original requirement was for a 30,000 lbf thrust class engine. The ATF’s increasing weight drove up the thrust requirement to meet the performance requirements.

As a result, the airframes required more thrust to meet performance requirements than was originally planned. Maximum thrust required in afterburner was increased by nearly 20% to the 35,000 lb thrust class; thrust level without augmentor was about 23,500 lb.

Pertaining to the F119 specifically, the designed change to meet the thrust increase is to have a bigger fan, which increased bypass ratio from 0.25 to 0.30. Also, the thrust increase by the new fan exceeded the required thrust increase by 20%. A larger fan was also the approach taken by GE for the YF120. As an interesting side note, the YF119s on the YF-22 and YF-23 did not have the larger fan, so its performance was lowered compared to the YF120, which did have the larger fan.

The full-up refanned XF119 engine (FX601-04) was tested at West Palm Beach during the final months before the proposal was submitted. The thrust increase provided by the new fan exceeded the required increase by 20%.

So let’s assume that the required increase from the original was 16.67%, going from 30,000 lb to 35,000 lb. Exceeding the thrust increase by 20% would coincidentally give a 20% thrust increase from the original thrust requirement, which would give a thrust of about 36,000 lb. Here’s some more performance details.

It [F119] demonstrated performance margins with the larger fan (current estimate vs. specification): 10% thrust (unaugmented), 140 lb weight, 2% fuel consumption, and 20-35% stall margin.

So based on this I would say the thrust of the F119 would be something like 25,850 lb dry and 36,000 lb in afterburner. Keep in mind this is likely static sea level thrust.

Andraxx@
Ofcourse it can..
It can also just as easy go right up to Mach 1.83 without any use of AB!

And it can do 28 deg of sustained AoA!

Why? cause internet says so..

Supercruise of about Mach 1.8 is stated by Jay Miller’s Aerofax F-22 book, AFM issues (not sure which one), as well as F-22 Program Manager Jeff Babione, so I would not dismiss that number.