Moderadores: Lepanto, poliorcetes, Edu, Orel
Alguien sabe de los 3 tipos de Radares AESA E-Scan, con cuál tenemos intención de quedarnos o integrarlo?
estuvo a punto de ponerse a desarrollar uno por su cuenta
Y en ello siguen con la 2
no tiene ningun problema en cargarse la homogeneidad del programa como pasó con el T1, y casi se cargan el cañón, Alemanía anda si IRST y casi se borra del DASH, es una casa de putas.... eso si, nosotros hacemos lo que ellos quieren. Deberiamos desarrollar al menos el software por nuestra cuenta
Deberiamos desarrollar al menos el software por nuestra cuenta
el programa está roto
Roberto Montesa escribió:estuvo a punto de ponerse a desarrollar uno por su cuenta
Y en ello siguen con la 2, no tiene ningun problema en cargarse la homogeneidad del programa como pasó con el T1, y casi se cargan el cañón, Alemanía anda si IRST y casi se borra del DASH, es una casa de putas.... eso si, nosotros hacemos lo que ellos quieren.
Deberiamos desarrollar al menos el software por nuestra cuenta, el programa está roto, y con el fin de la producción irá a peor.
sleath escribió:Alguien sabe de los 3 tipos de Radares AESA E-Scan, con cuál tenemos intención de quedarnos o integrarlo?
Pyro escribió:Ademas el EFA tiene unas capacidades de cas y coin que un 5° Gen no tiene
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Following the liberation by the Syrian Democratic Forces of the last territory held by Daesh in Syria, Royal Air Force aircraft have continued to fly daily armed reconnaissance missions ready to support both the SDF and the Iraqi security forces to frustrate any attempts by the terrorists to re-establish a presence in either country.
On Wednesday 27 March, two Typhoon FGR4s flying from RAF Akrotiri, and supported by a Voyager air refuelling tanker as normal, were tasked to assist the Iraqis, who had identified a set of caves used by Daesh in very hilly terrain some thirteen miles east of Bayji. The Typhoons were able to strike the two cave entrances with a Paveway IV apiece.
In similar fashion, coalition intelligence efforts pinpointed a dispersed Daesh network of caves and tunnels in the hills some forty miles east-north-east of Tikrit, and two Typhoons were assigned to attack the six entrances on Wednesday 24 April. Paveway IV guided bombs were once again successfully employed by our aircraft in carrying out this mission.
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El EFA y el F-35 para consciencia situacional es mas o menos igual, los dos tienen mids, y capacidad de sensores por igual, pero el efa puede llevar 11 puntos de carga de armamento y el F-35 no, puede llevar 18 brimstone, y solo gasta 6 puntos y todavia tiene los 4 puntos para amraam/meteor en fuselaje el ventral y los dos exteriores (7), tiene una capacidad de carga de armamento muy bruta, contra 6 puertos externos del de los cuales solo 4 serian capaces de llevar brimstone porque las bodegas no pueden llevar este tipo de armamento., y son 4 puntos de un armamentochampi escribió:sleath escribió:Alguien sabe de los 3 tipos de Radares AESA E-Scan, con cuál tenemos intención de quedarnos o integrarlo?
Además de lo dicho por Orel, ese mismo artículo ya se comentó en la página 616, por si a alguien le apetece echarle un vistazo.Pyro escribió:Ademas el EFA tiene unas capacidades de cas y coin que un 5° Gen no tiene
Comparándolo con el F-35, niguno de los dos es un avión diseñado para ello, aunque la conciencia situacional siempre va a ayudar más a un piloto de F-35 que a uno de un Eurofighter. La autonomía y los sensores son otros aspectos en los que un Lightning II está por delante en esta misión. Además, aerodinámicamente el diseño del EFA está optimizado para grandes alturas y velocidades, parámetros muy distintos a los que se requieren para realizar esta misión. Otra cosa es que se haya adaptado con sus más y sus menos, y que hoy, después de 25 años de su primer vuelo, haga esta misión con bastante decencia.
Como prueba un botón. Operaciones de los británicos en Oriente Medio, finales del mes de marzo (lo que falta está en la página 628): https://www.gov.uk/government/news/upda ... inst-daesh...
Following the liberation by the Syrian Democratic Forces of the last territory held by Daesh in Syria, Royal Air Force aircraft have continued to fly daily armed reconnaissance missions ready to support both the SDF and the Iraqi security forces to frustrate any attempts by the terrorists to re-establish a presence in either country.
On Wednesday 27 March, two Typhoon FGR4s flying from RAF Akrotiri, and supported by a Voyager air refuelling tanker as normal, were tasked to assist the Iraqis, who had identified a set of caves used by Daesh in very hilly terrain some thirteen miles east of Bayji. The Typhoons were able to strike the two cave entrances with a Paveway IV apiece.
In similar fashion, coalition intelligence efforts pinpointed a dispersed Daesh network of caves and tunnels in the hills some forty miles east-north-east of Tikrit, and two Typhoons were assigned to attack the six entrances on Wednesday 24 April. Paveway IV guided bombs were once again successfully employed by our aircraft in carrying out this mission.
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Italia despliega cuatro Eurofighters en Rumanía para asistir en las labores de policía aérea: https://ac.nato.int/archive/2019/italia ... er-romania
Por cierto, desde AUVSI, Eurofighter con una curiosa compañía: https://twitter.com/TheWoracle/status/1 ... 5621007367
Pyro escribió:El EFA y el F-35 para consciencia situacional es mas o menos igual, los dos tienen mids, y capacidad de sensores por igual, pero el efa puede llevar 11 puntos de carga de armamento y el F-35 no, puede llevar 18 brimstone, y solo gasta 6 puntos y todavia tiene los 4 puntos para amraam/meteor en fuselaje el ventral y los dos exteriores (7), tiene una capacidad de carga de armamento muy bruta, contra 6 puertos externos del de los cuales solo 4 serian capaces de llevar brimstone porque las bodegas no pueden llevar este tipo de armamento., y son 4 puntos de un armamento
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Lieutenant Colonel David “Chip” Berke | USMC (ret.)
The first non-test pilot to fly the F-35, Berke commanded Marine Fighter Attack Training Squadron 502 at Marine Corps Air Station Beaufort, South Carolina. He is the only Marine ever to have qualified to fly the F-22 Raptor and served as the F-22 division commander at the Air Force’s 422nd Test and Evaluation Squadron.
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In situational awareness, the F-35 is superior to all platforms, including the Raptor. I’d never been in an airplane that so effectively and seamlessly integrates information to tell me what’s going on around me—and not just from the radio frequency spectrum, but laser, infrared, electro-optical. That’s usually the first thing people notice when they get in the airplane. They know so much more than they ever knew before.
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Un Cad o un coin implica cercanía, la.mitad de las cosas que ponen son publicidad, ningún piloto va a decir en prensa "vaya puta mierda de avión", saben que es curro, y el F22 no se vende, y lo unico que se vende es el F35, y es así, nunca escucharas a un militar de un país hablar mal de la industria de su país, porque saben que el desarrollo de su tecnologia depende de las ventas.champi escribió:Pyro escribió:El EFA y el F-35 para consciencia situacional es mas o menos igual, los dos tienen mids, y capacidad de sensores por igual, pero el efa puede llevar 11 puntos de carga de armamento y el F-35 no, puede llevar 18 brimstone, y solo gasta 6 puntos y todavia tiene los 4 puntos para amraam/meteor en fuselaje el ventral y los dos exteriores (7), tiene una capacidad de carga de armamento muy bruta, contra 6 puertos externos del de los cuales solo 4 serian capaces de llevar brimstone porque las bodegas no pueden llevar este tipo de armamento., y son 4 puntos de un armamento
En cuanto a la consciencia situacional, lo que dicen los pilotos que se montan en el F-35 es otra cosa, vengan de donde vengan. Este artículo ya se puso en el foro, pero voy a rescatar los comentarios de un piloto cualificado de F-22: https://www.airspacemag.com/military-av ... 180971734/...
Lieutenant Colonel David “Chip” Berke | USMC (ret.)
The first non-test pilot to fly the F-35, Berke commanded Marine Fighter Attack Training Squadron 502 at Marine Corps Air Station Beaufort, South Carolina. He is the only Marine ever to have qualified to fly the F-22 Raptor and served as the F-22 division commander at the Air Force’s 422nd Test and Evaluation Squadron.
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In situational awareness, the F-35 is superior to all platforms, including the Raptor. I’d never been in an airplane that so effectively and seamlessly integrates information to tell me what’s going on around me—and not just from the radio frequency spectrum, but laser, infrared, electro-optical. That’s usually the first thing people notice when they get in the airplane. They know so much more than they ever knew before.
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Respecto a los sensores, no son de la misma categoría, y el cambio más obvio es el AESA. Pero es que también está el DAS (AN/AAQ-37), el sistema de guerra electrónica integrado con el radar (AN/ASQ-239) y también su enlace de datos (MADL), superior al MIDS. Otra cosa que no se suele comentar es el poder computacional, muy superior en el F-35, lo que le da más capacidad para manejar todos los datos que es capaz de generar.
Respecto a los puntos de carga, lo de los 18 Brimstone es solo conceptual y un sin sentido en una operación real. Incluso el C-130 con el Harvest Hawk con toda su persistencia raramente llegaban a disparar sus 4 Hellfire. Esta munición es muy cara, y para hacer CAS se prefiere normalmente la GBU-12. Fíjate que los británicos, en sus configuraciones actuales sobre Oriente Medio solo llevan dos: https://twitter.com/JustinReuterRAF/sta ... 3984578560
Muy parecida era la configuraciónd de los Tornados en esta misión, donde incluso muchas veces salían también con un único Brimstone: https://twitter.com/rafakrotiri/status/ ... 4449806336
Otra más: https://twitter.com/RAFMUSEUM/status/10 ... 3956163584
Pero es que además, aún en el caso hipotético de que se diese la necesidad de llevar esa configuración de máximos Brimstone (sigo sin ver la misión), el EFA va a necesitar sus depósitos subalares (con ellos consigue unos 80' de autonomía), por lo que la capacidad de portar estas municiones se iguala.
Repito, para mí, ninguno de los dos se diseñó para CAS, pero en esta misión el F-35 me parece una plataforma muy superior.
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5.3.2 Cockpit windscreen frame
Four windscreen frames had recently been found with corrosion damage around the transparency attachment holes. The corrosion appeared to be surface corrosion possibly initiated by crevice or galvanic action between the steel bushing and the aluminium alloy of the windscreen frame. The concern was that the damage was difficult to detect with the windscreen in-situ and work was in progress to determine the significance and threat to SI that this damage poses.
5.3.3 Nose Landing Gear (NLG)
Corrosion had been found on numerous nose landing gear legs where the surface protection was being damaged by careless attachment of the aircraft tow bar. An awareness campaign has been run to inform the aircraft technicians and ground handlers of the airworthiness risk and cost that this damage causes. The material from which the leg is manufactured is ultra high tensile strength steel (spec 300M), which is susceptible to stress corrosion cracking. The situation was being managed by the application of RTI/TYPH/0390 [81], that was a modification to the tow bar through the application of hyrodrean5 paint to the tow bar head. The paint is designed to absorb and lessen the impact of the head striking the NLG during fitting and removal, thus reducing damage to the
leg surface finish.
5.3.4 Brake unit oxidation
Corrosion damage to the carbon brake units was discussed and at the time of the meeting the brake unit OEM was carrying out an engineering investigation into possible causes. The prime concern was to identify the cause of the degradation which was suspected to be have been produced by runway de-icing fluid contaminating the brake packs. The ingress of the fluid changes the heat dissipation performance of the brakes through loss of mass of the brake pack material and an excellent Paper on this issue was provided for information. The Paper entitled, “The Impact of Airport Pavement De-icing Products on Aircraft and Airfield Infrastructure” [82], contains detailed analysis of the effects of modern de-icing fluids on both aircraft and aircraft components. The Paper also addresses the impact on airfield infrastructure along with environmental considerations. The second concern was the potential for the brake wear indicators to give false, low-wear indication due to the damage described above causing the brake pack to erode unevenly.
5.3.5 Environmental Control System (ECS)
Corrosion had been found on unions in the ECS water injection pipelines and RTI/Typh/00189 had been issued to gather information from an inspection programme that sampled six aircraft. Of the six sampled, five were found to have corrosion damage to the pipes and the ECS ducting was also found to have pitting corrosion damage.
5.3.6 Electrical Equipment
Significant concerns had been raised due to corrosion and moisture ingress into electrical wiring and equipment in the nose landing gear bay caused by spray from the nose wheel being thrown up into the bay and settling on wiring looms. The moisture was then permeating the cable looms and equipment causing various electrical problems and corrosion. One aircraft was reported to have suffered an electrical fire caused through wet-arc tracking in the nose landing gear bay area. An RTI (RTI/TYPH/0314) had been issued to address the problem. Moisture ingress had also been reported in “dry bays” behind the nose landing gear bay that housed electrical/avionic equipment. The equipment fitted in these bays does not have the same environmental protection as equipment fitted in the more exposed areas. There was concern that this moisture laden environment had the potential to cause not only corrosion but electrical faults in these items of equipment.
5.3.7 Armament Role Equipment
There had been a significant corrosion issue with armament role equipment, including the electrical connectors, the cause of which was being addressed in two separate investigations by the PT. Although the DO had proposed that the corrosion was caused during periods of storage in wooden crates, corrosion had since been found on equipment that was not normally stored in this type of container. A second possibility was that poor cleaning of the launcher equipment following missile firings could leave a highly corrosive residue on the launcher & surrounding surfaces. (As also recorded by the Apache PT, Section 6.7) It was also suggested that the plastic storage containers purchased to replace the wooden containers might be creating a corrosive environment from the vapour being released from the plastic material. 1710 NAS MIG are currently undertaking a study to confirm how this problem might be correctly identified and remedied.
5.3.8 Aircraft Washing
The aircraft wash pan at RAF Coningsby had been out of commission for over a month at the time of the meeting (October 2012) due to water supply and drainage issues. Although this had caused a knock on effect to aircraft cleaning and husbandry it was later confirmed that the situation had been resolved.
5.3.9 Hotspots List
A hotspots inspection list was being developed and contained the following information.
· Under wing fuel drains and jacking points
· Delamination to fin tip area
· Gun bay door leading edge
· Panel edge tape condition
· Nose cone lower hinge
· Erosion to slat leading edges
· Wing Apex Aerial Panels
· DASS pod tips
The purpose of the hotspots list was to focus the attention of maintainers on issues that were currently causing increased maintenance costs in rectification, excessive spares consumption and loss of aircraft availability,
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