Hmmm,
I await your reply to this idiot.
simdude97;1351936]shall we?
LET’S.
Eurocanards in general.
WRONG: Fundamental aerodynamic differences, NO generalities here.
No blended plane form.
WRONG:
No lerx.
WRONG: and it’s Leading Edge Extention, DUDE.:D
No oversize tail surfaces aft of the engines,
NO need for additional YAW stability when canards root vortexes does the job at up to 100* AoA.
These vortexes energises the airflow around the SINGLE fin without the structural problems known to affect EVERY single US double-fin design since F-18, INCLUDING F-35, solution being simpler and lighter at once.
no stealth.
WRONG:
Kind of like a F-106 with canards.
If you meant DELTA wings YES; so does F-22 with virtualy similar leading edge sweep and of course the delta VORTEX LIFT going with it..
Oh yeah, canards and quadraplex FBW, the B-70 had movable canards placed well forward in 1964.
WRONG: B-70 was a STABLE aircraft with canard acting mainly as lifting surfaces such as the Grifon in 1954.
The Agile Eagle had quadraplex digital fly by wire and canards in 1988.
WOW!!!
maiden flight of the Milan took place at Melun-Villaroche on May 29, 1970 with Guy Mitaux-Maurouard in the pilot seat.
Wer’e SO impressed…
The first digital fbw system was flown by a NASA F-8 Crusader and a Sukhoi T-4 around 1972/3.
The Mirage III fighter had electrically linked flight control on the yaw axis with mechanical back-up. The same system without back-up, controlled the two inboard elevators as well. This was a single channel system on an aerodynamically stable platform.
The Balzac created a unique situation in which the aircraft was aerodynamically unstable when transitioning from vertical to horizontal flight. During this phase, the orientation of the tail pipes was controlled by a three-channel fly-by-wire system.
Stable aircraft with electrically linked flight controls and mechanical back-up on the pitch and yaw axes. Introduced a duplet channel to the electrical linkages with an automatic testing of safeties.
First aerodynamically unstable fighter jet with full fly-by-wire. Quadruplex system with four analog computers, full authority on three axes (pitch, roll and yaw) and no mechanical back-up. Back-up was performed by a single channel fly-by-wire system.
Falcon 20 serial number 1 was transformed into a flying test bed in order to perform tests related to establishing the rules and regulations of the airworthiness of future jets. The full fly-by-wire system allowed in-flight simulation of handling characteristics of different types of aircraft (i.e., four-engine jet, short-haul transportation aircraft, etc.).
Dassault’s fly-by-wire configuration advances yet another step with the introduction of three digital computers with one analog computer as back-up. Also an aerodynamically unstable aircraft with no mechanical back-ups.
http://www.dassaultfalcon.com/whatsnew/falconer_article.jsp?DOCNUM=31233&IDOCNUM=31229
There is nothing new here. Canards are a poor substitute for LERX and a four tail configuration when it comes to maneuverability and stealth.
CANARDs are a LOT more than LEX.
I await your reply to this idiot.
Here is your reply DUDE…
Now pick up your pieces and copy and go flush please.
And all these sources contradict to my statement in which way?
Ho please, spare US your usual knot-spinning “I didn’t say this”.
Reach for your painkillers.:D
Boeing Plans Sixth Generation Fighter With Block 3 Super Hornet
Jan 30, 2008
David A. Fulghum/Aerospace Daily & Defense ReportBoeing is touting an even newer version of its F/A-18E/F Super Hornet that, paired with an advanced sixth-generation fighter in the works at the company, would give customers what Boeing deems a better package of capabilities than Lockheed Martin’s combination of the F-22 Raptor and F-35 Joint Strike Fighter.
The idea is that customers could buy 4.5 generation Super Hornets (perhaps 4.75 generation with the planned extra forward stealth and extra range of Block 3 aircraft) and then switch to a new, sixth generation faster than if they bought the fifth generation Joint Strike Fighter. To be available circa 2024, the sixth generation aircraft would feature a combat radius of more than 1,000 miles and stealth against a much wider spectrum of radars.
“The [Navy] C-version of the F-35 doesn’t buy you a lot that the Super Hornet doesn’t provide,” says Bob Gower, Boeing’s vice president for F/A-18 and EA-18G programs. “Our strategy is to create a compelling reason for the services to go to the next [sixth] generation platform. How do you bridge F/A-18E/F to get us there? We want to convince customers to stay with [Super Hornet] a few years longer — by adding advanced capabilities and lowering price — so that they can get to the sixth generation faster. If you go to JSF first, it’s going to be a long time.”
Another part of Boeing’s argument is that the “Navy is comfortable with the Super Hornet against the highest [enemy] threat through 2024, with the [improved] capabilities we have in the flight plan,” Gower says. “The ability to counter the threat gets you to about the point that [Boeing’s] sixth generation is available.”
It’s part of Boeing’s counterattack on Lockheed Martin’s claim that the decreasing price of the F-22, which is now at $140 million each, will make it so attractive that Australia may reconsider its buy — already being paid for — of 24 two-seat F/A-18F Super Hornets. Until Australia’s recent change in government, a number of U.S. officials said the government was considering a second lot of 24 Super Hornets and a six-plane squadron of EA-18G Growlers.
Boeing makes the argument that a sliding in-service date for the JSF is worrying both the Australians and the U.S. military.
“The U.S. Air Force and Navy are now talking a lot more about where they need to go with sixth generation to get beyond JSF,” Gower says. “It could be unmanned, but I think you will see a combination of missions — some manned, some unmanned.”
For Boeing, the real discriminators are going to be extended range (1,000-1,500 miles), a small radar signature against low-frequency radars, expanded awareness through connections with the network, and the ability to carry a number of bombs internally.
http://www.aviationweek.com/aw/generic/story_channel.jsp?channel=defense&id=news/6THG013008.xml&headline=Boeing%20Plans%20Sixth%20Generation%20Fighter%20With%20Block%203%20Super%20Hornet
Not really, that’s just the roadmap plan, much like the Rafale F3+. Boeing speaks about an even more advanced blk III variant though not much details has been released. There were talks about improved LO treatments and stronger engines.
When was the last time you read anythnig on the subject of aircrafts?
DATE:18/07/08
SOURCE:Flight International
FARNBOROUGH 2008: Superbug makes giant stridesThe Boeing F/A-18 Super Hornet on display here has become a familiar sight at the world’s air shows, invariably flying impressive displays. And the aircraft – known affectionately by its crews as the ‘Superbug’ – has been amassing an enviable reputation in service with the US fleet.
The Block II version of the aircraft incorporates improved displays, a decoupled aft cockpit and new computers, and enhanced network centric capabilities thanks to the integration of Link 16 MIDS, as well as an ATFLIR targeting pod, the joint helmet-mounted cueing system and the game changing AN/APG-79 AESA radar.
It is also much cheaper to produce, with a new forward fuselage that has 40% fewer parts, 51% fewer fasteners and which takes 31% less time to build.
APG-79 was incorporated in new build aircraft coming off the production line in 2005, but service introduction of the Block II F/A-18E/F with AESA has been delayed. The first squadron equipped with Block II aircraft achieved ‘safe for flight’ status in October 2006.
The Block II aircraft was originally expected to undertake a cruise with VFA-213 in 2007, but this was cancelled shortly after the original operational evaluation judged that it represented a “quantum leap” in air-to-air capability but at the same time reported that it was “not effective and not suitable for combat operations.”
Apart from VFA-213 (Black Lions), the Block II Super Hornet is now in service with VFA-106 (the West Coast Super Hornet training squadron) and VFA-22 (the Fighting Redcocks) received Lot 29 FA-18F Super Hornets equipped with the APG-79 in April 2007. VFA-211 and VFA-137 achieved Safe to Fly certification last week.
http://www.flightglobal.com/articles/2008/07/18/225813/farnborough-2008-superbug-makes-giant-strides.html
DATE:13/03/07
SOURCE:Flight International
Ultra Hornet
By Graham Warwick
Boeing and the US Navy are poised to expand and exploit the F/A-18E/F Super Hornet’s capability for precision engagement and battle management now the upgraded platform is matched to the latest avionics
http://www.flightglobal.com/articles/2007/03/13/212600/ultra-hornet.html
22.2 tons Buddy-Buddy refueling configuration.
Off the “ramp”, vertical acceleration (pitch-up) is 30*/sec while the kinetic energy absorbed during a trap is <> 90 tons in 10 ms.
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