TomcatViPDusting off the Forum archives: LGB – Falkland’s – Ascsension
I’ve read the story also. I wonder if there was not a second type involved for the lasing or a ground deployed SAS team. Can’t remember. Thanks for the pictures!
TomcatViPIt [..] is the first civil helicopter to be fitted with fly-by-wire flight controls.
Not something to miss 😉
Also:
ability to perform a wide variety of missions under challenging weather conditions
(raw power and a direct legacy of the “Y’ed” drive system and rotor)
Garmin G5000H [and] Best-in-class payload, cabin, cargo volumes, and passenger comfort
Bell-Textron (la petite Bell qui monte) shows once more that in the aeronautical industry, you don’t have to be massively market dominant to be at the forefront of market innovation.
TomcatViPThis thread should be closed. And not for Fake!!!
TomcatViPEven if I think you guys are right, the announced delay could be also motivated by export potential. Announcing delays in the next generation bird simply increase the attractiveness of the ones still in production. So perhaps more Su35 for someone.
It could also be related to import restrictions and a switch in Politic forcing the Russian Industry to produce locally an increased number of components.
TomcatViPYes the early part of my post is somewhat conflicting with the latter citations. I could have formulated it better but you are right, even if he speak about the Bison (which have the “jumping” nose leg), on the CF5A and F5E, the nose wheel has two lengths positions with a pneumatic extension (33cm).
As stated, the extension is used in function of the loadout and Takeoff conditions (runway available length, temperature et…). In the video, the supposed low TO weight for the demonstration flight could have offset the extra drag of the increased incidence.
In the case of the Russian tests, the lowered position favored a high rolling speed (incidence is neutral or slightly negative in that mode). This will increase the sensitivity of the runway surface with nos wheel interactions (aggravated by the low diameter/high pressure tire).
By the way, I need to read that book!
TomcatViPThe point is about waging a war against information: turn the web, a readily accessible and popular medium, into a medium with a doubtful credibility.
have a good read: The Agency (source: the New York Times)
and thank you for your patient and detailed reply.
TomcatViPFact have shown that this kind of re-sales are not really beneficiary for the state finances. It involves many intermediary to get access to a closed market or be granted the right to do that from the manufacturer. A more logical approach will be to adjust the geometry of their fleet in order to plan for a better long term management.
Regarding the Greek aircraft industry, I don’t think that being only made of a network of subcontractor is detrimental. On the contrary. When inflation runs high and state currency drops, this led to an increase of the apparent competitiveness of high labor contracting.
There is no secret in writing this, that, this has been at the very-base of the Eu eco politics during the last 20 years; that it has to be on a positive notes (Spain/Portugal/Poland/Slovakia/Baltic states…), or on the negative or even catastrophic (Ex Yougo or Ukraine).
Being forced outside the Euro zone does not means that the Greek Industry can’t play the same game by itself. Today, the industry face an increase lack of attractiveness of the Gigantic Industrial labor magnet of the last 30 years that has been China. Don’t take me wrong, I am not theorizing here a dramatic switch in the Industrial balance b/w OEM and subcontractors (especially one driven by politics or fueled by an anti-Chinese racism). I am simply framing the fact that the present objectives of the Chinese politics will see its market attractiveness eroded, pellets by pellets, the time this policy is pursued.
Some country in Eu have safe guarded at high price their heavy industry*. Some outside Eu are aggressively seeking parts of the
market traditionally attracted by China.
There is there a synergy to be created, locally and on a strategic level. Greece have all it needs: geography, trained workers (that can be boosted by the contraction of the armed forces), students with now shorter termed expectations, a wasted private sector and a strategic position among NATO to boost any goodwill (Erdogan’s very special policy acting as a catalyst). By playing with its official currency while phasing out complaisantly and very gradually the Euro (the tourism industry can help), there is perhaps an escape road that won’t hurt their citizen (reducing the attractiveness of migration) and boost their industrial sector.
But obviously, time is the real sensitive variable**.
*add the non-Euro/Intra-Euro financial sector that could seek to balance their investments on a more traditional economy growth, away from the intricate influences at stakes in the EuroZone affecting a long term planing strategy.
**and not the lack of loans in Euro
TomcatViPSintra has the cristal ball.
Now tell us, should we dump our Euro for the Drachma?
TomcatViPDo you have proof that the article is fake?
If not wouldnt it be better to wait a bit?
It’s childish. All given “details” are complete non-sense even for any aero aficionados that had spent some time informing him/herself on the subject.
In order of remembrance and without being exhaustive:
– The “pumpkin helmet”: nobody that has ever seated in the jet could have said that – see the pic above
– The described yaw capability at high AoA that are in fact a truly spectacular feature on the F35 (most high alpha 4th gen jets have restricted ctrl in yaw at high alpha and even null past a certain value. This also restricts their roll rate due to yaw coupling, especially those with horizontal canards forplanes (Sorry , but geometry can’t lie)
And last but not least,
– Our LowHow got red hot excited in no time, what makes a good indicator of the Perfidy level for me, speaking about the F35.
TomcatViPU.S. intelligence agencies believe there is a strong possibility the Assad regime will use chemical weapons on a large scale as part of a last-ditch effort to protect key Syrian government strongholds if Islamist fighters and other rebels try to overrun them, U.S. officials said.
Source:
The Wall Street Journal
TomcatViPWell, you know, if the Americans were massively Orthodox and it was also a tradition to christen new airframe with holy water, some would claim that it is an illustration of hidden cooling problem. 😀
TomcatViPThat would be cool. I have always seen it as an elegant design.
TomcatViPI sincerely doubt that that the F7PG will have a better sustained turn rate that the F5 .The double delta layout is great to add slow speed cap for a delta but a poor choice for the alpha job. It is not an hazard if Dassault and Eurofighter have removed this feature to their design. Drag increase is substantial. F15 used fro example a slightly ticker profile (with carefully tuned aero) and compensate with fuselage lift. A solution retained by most of the latter generations.
Also, F5E have auto slat and flaps. Your own citation:
The F-5 also has semiautomatic or fully automatic, depending on vintage, leading and trailing edge maneuvering flaps
Drag is what will make the difference in a turn. That was on what Northrop baited with the F5 design, with success. This is exactly what is illustrated by citation introduced by Lukos.
But obviously, climb rate and maximum speed didn’t make the Tiger an interceptor. Something his designers never claimed.
But with a 720°/sec rollrate (T38), the F5 is something that an F7PG will have a hard time to cope with. As the Russian test pilot puts it, it and run and BVR will be the only safe options.
TomcatViPIn my opinion, given the reference he made to the Bison, he his referring to the “jumping nosewheel” concept where the leg is extended once a certain level of speed is reached to liftoff the plane using the extra lift provided by the wing incidences without having to cope with the extra drag of a nose-up attitude during initial acceleration (thing at the 50’s naval fighter).
[ATTACH=CONFIG]238739[/ATTACH]
Illustration on the F5 series:
The [Canadian] CF-5A introduced several refinements that resulted from USAF experience in Vietnam. The lengthy takeoff distances required at high weights were reduced by 25 percent by introducing a two-position extendable nose wheel leg, which increased the angle of attack during initial rollout by three degrees.
[…]
The nose wheel extension increased length by 33cm (13″). This gave the 3.1 to 3.4 degree AOA increase
[…]
The aircraft was to be powered by J85 engines built by Orenda. The Orenda J85s were of greater thrust than their US-built counterparts. The Canadian-built Orenda J85-CAN-15 engines were rated at 4300 lb.s.t. with after burning, as compared to only 4080 lb.s.t. for the J85-GE-13s which powered most F-5As and Bs.
[…]
The aircraft has a relatively short wheel-base with a nosewheel situated a long way from the nose of the aircraft – this too would contribute to nose-down pitching on take-off run if the thrustline was higher than CoG [when loaded with A2G ordinance].
[…]
The US also incorporated this nose wheel change in to later F-5 models. If you read “F-5 Tigers Over Vietnam” by Anthony J. Tambini he describes the use of this nose wheel extension on the F-5E models that were delivered to Vietnam.
For the conflict, I was thinking at this:
The Ethiopian F-5 fighters saw combat action against Somali forces during the Ogaden War (1977–1978). The main Somali fighter aircraft was the MiG-21MF delivered in the 1970s, supported by Mikoyan-Gurevich MiG-17s delivered in the 1960s by the Soviet Union. Ethiopian F-5E aircraft were used to gain air superiority because they could use the AIM-9B air-to-air missile, while the F-5As were kept for air interdiction and air strike. During this period Ethiopian F-5Es went on training against Ethiopian F-5As and F-86 Sabres (simulating Somali MiG-21s and MiG-17s).[72]
On 17 July 1977, two F-5s flown by Israeli pilots were on combat air patrol near Harer, when four Somali MiG-21MFs were detected nearby. In the engagement, two MiG-21s were shot down while the other two had a midair collision while avoiding an AIM-9B missile. The better-trained F-5 pilots swiftly gained air superiority over the Somali Air Force, shooting down a number of aircraft, while other Somali aircraft were lost to air defense and to incidents. However at least three F-5s were shot down by air defense forces during attacks against supply bases in western Somalia.[72]
have a look at t=3.0 min:
TomcatViP
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