KKM57PA: Can you offer the document for such claim, thanks.
A hint google and Eurofighter unsichtbar.;)
KKM57Pramjet does not automatically give more range. ur confusing Export range of IRBIS to what is available to Ruaf that will be totally different performance level. There is very little possibility that Metero will be integrated by its time of 2015 Judging by slow and costly development of EU projects.
And u have to take all this 185km range of EF with grain of salt. I would have no doubt that even MIG-35 radar will beat EF radar in IAF competition. Trials are less than a year away. There is no maybe in Su-35. there is fundamental changed happened for Ruaf procurement. they have clearly accelerated Su-35 tests. So by next year everything with weopons will be done.
A ramjet need no oxidator therefor can it carry more fuel and more fuel caused more range with the same wheight. :rolleyes:
Your super duper exesive prospekt range is against a coparativ non maneuvering target.
But this 185km is the detecting range and not tracking range!:rolleyes:
I would have no doubt that the Captor-E Radar will beat the MiG-35 low tech Radar in IAF competition. :rolleyes:
KKM57Phttp://www.ainonline.com/news/single-news-page/article/mdbas-meteor-on-target-for-2013-entry/
Meteor
MDBA’s Meteor on target for 2013 entry
By David Donald
July 14, 2008
Defense
Intended to arm the ‘Euro-canards’ (Gripen, Rafale and Typhoon) and possibly integrate into the RAF’s JSFs, the MBDA Meteor ramjet-powered missile is taking giant strides towards service entry. Recent successful guided firings have paved the way for trials of production-representative missiles, keeping the program on track for an in-service date of 2013.
A multi-national consortium is developing the Meteor to satisfy the future beyond-visual-range air defense needs of France, Germany, Italy, Spain, Sweden and the UK. It is managed by an international joint project office located at the UK MoD’s Abbeywood facility. MBDA serves as the prime contractor, leading a host of suppliers from the six partner nations.
Able to reach out well beyond 100 kilometers, the Meteor employs inertial midcourse guidance with two-way datalink and active radar terminal guidance. An integrated solid-propellant motor initially boosts it off the rail before the switch to variable-flow ducted rocket ramjet power. Bayern Chemie, a subsidiary of MBDA Deutschland/LFK, makes the propulsion sub-system.
A sustainer motor provides the Meteor with exceptional kinematic performance, even at the outer reaches of its range envelope. In turn, this allows it to maneuver hard at long range in a regime where other missiles have little remaining energy for turning. Meteor’s no-escape zone is consequently much larger. For long-range engagements the Meteor would fly a lofted profile with the sustainer throttled back for maximum range and end-game energy. For shorter engagements the missile would fly at full power in a direct dash for the target.
Meteor was first taken aloft on September 9, 2005, by a Rafale M at Istres. From December 11 that year an environmental data gathering missile was tested during carrier operations from Charles de Gaulle, and two days later avionics missile captive-carry tests began on a Gripen to test the integration with the aircraft’s systems. The same week a Typhoon flew with two ground handling and training missiles.
Guided firings
Following successful tests with the missile vehicle and SDG carriage, MBDA readied to enter the guided firing (development) phase, in which complete missiles are tested in a series of trials with increasing complexity. A JAS 39D Gripen undertook the first GF(D) launch at Vidsel on March 6.
Flying at Mach 0.9 and 18,000 ft, the Gripen fired the Meteor at an MQM-107B Streaker target. The missile successfully acquired the target, and during the fly-out demonstrated the successful datalink communication between missile and launch aircraft. The Streaker was programmed to execute an evasive maneuver as the missile approached, yet the Meteor passed within 3 meters of it, well within lethal range. Once past the target the Meteor tested a high sideslip/high angle-of-attack maneuver, beyond the required envelope boundaries. It remained under full control throughout.
Another GF(D) launch was subsequently undertaken at Vidsel, but for the next phase of guided firings the test campaign is moving to the Hebrides range, the launch Gripen operating from Benbecula airfield. Although large, the Vidsel range is not big enough for full-range instrumented tests. Saab is currently under contract to perform Meteor tests until 2010, although a Tornado F.Mk 3 is also to be used in support.
Forthcoming tests will target Mirach 100/5 sub-scale drones, and will explore high-altitude, high-speed intercepts, as well as snap-up and snap-down scenarios. With the design of the weapon essentially fixed, they will focus on qualifying the proposed production build-standard. Changes are expected to be restricted to software and to address industrialization issues. Tests are scheduled to conclude in 2011.
KKM57PI highly doubt EF has 0.1sqm RCS and It wont be getting Meteor untill 2015.
Meteor is 100Km to 150km class weopon. Nothing on scale of 400KM that Su-35 is getting. It can guild 4 semi-active missile at ranges greater than 300KM. 400KM IRBIS is for Export Su-35. Su-27SM2 is more likely to be in 500 to 600KM class lock on range. Just like difference betwee Su-27SM & SK.
It will even able to shoot hypersonic missiles just like MIG-31BM so incoming AAM will be shoot down. It is radar power that will make lock on almost anyting flying in air possible no matter what , RCS, height and speed. Radar raw power is the key. Su-35 has standard wingtip ECM system. It is much larger aircraft so large amount of electronics can be fitted inside it. It has 3D TVC and very extensive used of titaniums as compared to aluminium/composites. so supermanevorability at any height and speed is possible without breaking airframe It has higher top speed, fuel so it can engage and disengage from battlle field at will. EF is not in that league and it was duly mentioned by Test pilot of Sukhoi that only MIG-31/F-22 can be compared to Su-35. F-18E is close competitor but not equal. the rest does not matter.
For guiding a missile first must you detect your target.
Tracking and detecting ist a different thing.
And again, when your tracking range is 600km than can a RWR detect you in 1200km and more.
When a AIM-120D has a range of 180km than has the Meteor a greater cruising range with it ramjet.:rolleyes:
The famous last words of a General: The have not the range! Plop
The detecting distance is much lower as your tracking distance!
When your Su-35 is in maybe service than is Meteor avaible.:rolleyes:
In fact the DLR claimed the Typhoon ist not stealht but invisible in the front quarter for RADAR in A2A!:diablo:
KKM57PNo i havent misuderstood. MIG-31BM/Su-35 have longer range radar will see EF before EF can see it.
When your IBRIS-E can detect a target with a RCS of 3m^2 in 400km distance than can a RWR detect a IBRIS-E minimal in 800km and more.;) This is simple math!:rolleyes: Your Su-35 ist with a working IBRIS-E a loud screaming target, bring me down, bring me down.:diablo:
With a RCS in A2A of 0.1m^2 for the EF is your SU-35 long before in the non escape zone for an AIM-120C or a Meteor converted your Su-35 to a meteor.:D
KKM57PAnd what kind of modern RWR system now has formally declared that it can handle LPI radars?? Although it is said that the DASS of Eurofighter detected the Raptor radar’s lock-on during the test in USA. This UK’s story is not formally confirmed and even being denied by USAF…….
I suggest maybe this.
http://www.google.de/search?q=LPI+detection
You forget that your LPI energy is on the target is always higher as your received Radar signal. Your signal energy degrade with square of the distance. Your signal level is on the target 4 times higher as what you can detect with 100% backscatter (what never occurs).
I would not rely on that you can LPI not detect.;)
One option is a Monobit Cyclic Cross-Correlation Detector.
KKM57PMax takeoff weight for the typhoon is approx 52k lb/s from many sources it seems thats the average figure, thus giving a TWR of 0.807 fully loaded.
Clean, but with full fuel; Empty it is quoted many places at 21k lb, with full fuel load of approx 8800 lb (again it seems it is the general figure given) giving a TWR of 1.409—1.41.
TWR clean empty is 1.65! Not really usefull
Nominal A2A is 1.18.
Maximal weight 0.89.
KKM57PWhen talking about the influence of a canard on lift and thus turn rates, don’t forget the long-coupled vs short-coupled issue. Can’t help it, but sometimes I think the EF2k canard-wing complex has some severe proplems with drag and unfavourable combination of vortices.
On the F-35 vs Su-35 thing: As long as the F-35 can play out its electronic advantage, it will be ok. As soon as it goes WVR, it’s in deep trouble. More so the A and B than the C with its larger wing.
A shorter lever arm caused a greater canard surface and this generate more drag and have a greater RCS. Or you use more the flaperons and this induced more drag and nullified the canard uplift in the pressure point. Not the best solution, when you will land on a carrier. But the Rafale need a faster traveling carrier as her ancestor.;)
The long-coupled canard is ambitious in the FBW code, but when you have solve this than have you more advantages.
Lower MAC, lower supersonic drag, bleed lesser energy in turn as short-coupled canards. Smaller canard surface, not so high trimmdrag etc.
The MBB Jäger 90 first was a short coupled canard and then switch MBB to a long coupeld canard without benefits after a long examination?!
Or why can the Eurofighter supercruise since the DAs?
KKM57PWhat are your saying? Is the flanker a disaster from an RCS viewpoint?
Yes, the flanker is a RCS nightmare!
To solve this need you need a huge amount of RAM and that need high-maintenance.
KKM57PWhat mean Bill Sweetman about the straight inlets of the Su-35.
The main source of the Su-35’s head-on RCS is the inlets. The straight duct provides direct visibility for the entire face of the engine compressor. While this may be good aerodynamics, Bill Sweetman noted that “the inlet might have been designed to advertise the fighter’s presence at the greatest possible range.”;)
And this gigantic 90° tailplane and big is not always better.:diablo:
KKM57PEcho’s idea of the best fighter must be the AWACs. Big engines for big power to big radar. What better fighter could there be? 😀
A F/A380 is far better.:D
KKM57PSo?
Doesn’t make YOUR case on engine cooling. 🙂
blah-blah
Where are your evidence?
Where are your inflationary cooling channels illustration?:rolleyes:
KKM57PSource Eurojet
EUROJET Turbo GmhH is the company created to develop the EJ200, and it is actually a partnership between 4 major european companies. Rolls Royce represents the United Kingdom, DaimlerChrysler MTU of Germany, FiatAvio of Italy, and ITP of Spain. MTU is involved in the development of the low and high pressure compressors, and electronic engine controls, as well as some work on the high pressure turbine. MTU will also be responsible for some of the engine assembly and engine testing. Avio will develop the low pressure turbine, accessory gearbox, and the afterburner, while Rolls Royce and ITP will develop the combustor, jet nozzle, and turbines.
The Eurojet EJ200 features many state of the art design elements, including integrated blade/disk construction, (blisks) wide chord fan airfoils without a need for inlet guide vanes, single crystal turbine blades, an airspray fuel delivery system, and an advanced FADEC system for engine control and onboard diagnostic systems. The engine is classified as a low bypass ratio augmented turbofan engine, because its low pressure compressor feeds some of the airflow to a bypass duct, and the augmentation refers to its afterburning capability. A low bypass engine such as this is very well suited to a modern fighter; it is a perfect compromise between a turbofan engine, which provides high engine efficiency, low heat signature, and great engine response and low speed performance, and a turbojet, which provides low engine profile and compact size, and great high speed peformance and efficiency.
The engine is fed by a variable geometry inlet duct on the Eurofighter, making it difficult for enemy radar to home in on its spinning fan blades, while tailoring the airflow for varying inlet conditions. The air is drawn into the compressor inlet, which features no inlet guide vanes. The three stage wide chord low pressure compressor is classified as a fan, because apart from feeding the high pressure compressor in the engine core, it also feeds the bypass duct, which bypasses air around the engine core, surrounding it in a cooling blanket, which allows for higher combustion temperatures and turbine inlet temperatures. The engine features a bypass ratio of .4:1. The high pressure compressor has five axial stages and brings the pressure ratio to a staggering 26:1. Compressor discharge air is fed to an annular through-flow burner which utilizes air spray injectors to distribute fuel into the burner. Discharge air is injected into the fuel vaporizing nozzles which aids in the atomization of the fuel, allowing for more complete fuel distribution and more complete combustion, which of course leads to better fuel efficiency. Maximum turbine inlet temperature is a metal-melting 2,700 degrees fahrenheit, so the high pressure turbine nozzle and the turbine stages must be air cooled with bleed air, and they must be single crystal formed of exotic metal alloy compositions, with a ceramic thermal barrier coating to further protect the blades from meldown. The high turbine inlet temperature leads to tremendous efficiency and specific power. There are only two turbine stages on this engine. A single stage axial high pressure turbine drives the high pressure compressor and the accessory gearbox, and the single stage axial low pressure compressor drives the fan. After the gas has been expanded through the turbines, the remaining gas energy is available to provide thrust. The hot gas is expelled into the afterburner or augmeter, which is a tapered jet pipe with a fuel manifold and combustor integrated. It is here that the hot combustion gas is mixed with the cool air from the bypass duct. The availability of uncombined oxygen from the bypass duct makes the afterburner even more effective than in a pure turbojet. When the pilot moves the power lever into the afterburning region, fuel is distributed to the afterburner fuel manifold, and the afterburner igniter is triggered, providing a marked increase in thrust along with fuel consumption. The pilot can vary the amount of afterburner by modulating the power lever within the afterburning range. The end of the jet pipe forms a throat which accelerates the gas flow before it enters the variable geometry divergent jet nozzle. The convergent/divergent nozzle system effectively accelerates the gas flow to supersonic speed, and then allows it to expand smoothly with the outside airflow for maximum efficiency and thrust. The variable geometry nozzle varies nozzle area to optimize gas flow for a given engine regime. At low power, the nozzle is wide open, to minimize residual thrust and improve low speed engine response. As power increases, the nozzle area closes down to accelerate the gases at a higher velocity. When the afterburner is in use, the nozzle once again opens to accomodate the greater mass flow out of the tailpipe. The accessories are driven off the high pressure shaft. Accesories include oil pressure and scavenge pumps, high and low pressure fuel pumps, a DC generator, a hydraulic pump, an air turbine starter, and spare drives. Engine control is by an advanced FADEC system, which provides precise power control, ultra rapid response, and diagnostic services.
KKM57PWrong the hot blades are internally aircooled and not with the fan bypass airstream.:D
The outside of the EJ is just in the same way aircooled like the M-88.:diablo:
Dream again.
Your M-88-2 have the lower bypass ratio of 0.3:1 vs 0.4:1 –>M-88 lower mass flow for cooling air.
Hoter caused more IR emission and not lower:rolleyes:
Your ejector nozzle is not with TVC compatble, ejector and TVC works against and you are unable to maintain higher deflection angles.:diablo:
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