Lockheed Martin U-2 Dragon Lady

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.. i.. sta je onda , prednost U-2 iznad bilo koje letelice?
ovako patroliranje u blizini granica, moze da izvede bilo koji avion, sa mnogo vise nosivosti, mnogo vise opreme za snimanje i vece brzine , a visina leta nije prednost vise.
da se potsetimo, U-2 nije oboren u blizini granice ,tj nije oboren zato sto je onako, patrolirao sa bezbedne strane granice iznad neke prijateljske zemlje nego duboko u Rusiju ( RSFR, Sverdlovsk..)
misleci da rusi ( soveti) nemaju cime da skinu avion, kad ono tresnu ga "dvina" -motor raketni joj se pozlatio
ova mapa -plan leta , jasno govori zasto su amerikanci konstruisali U-2, i da to nije avion koji je namenjen za patroliranje "samo" uz granice, nego da "ore" nebo uzduz i popreko.
ovo je plan leta onog nesrecnog U-2 od efendija Pauelsa, 1 maja 1960 godine.

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Nema aviona koji ostaje u vazduhu pola dana, bukvalno, na preko 20 000 metara i moze da ponese svu njegovu opremu. Imas u linku dole sve konfiguracije. I lepo sam ti napisao sta ga menja u buducnosti.

Govorim ti o danasnjoj primeni. Nema potrebe za prepakivanjem poruke tako da mozes da drvis do sutra. I to radis po svim temama, uvek si mirodjija za beskrajne rasprave.

U-2 sa svojim SAR radarom ASARS-2 vidi u krugu od 100 milja, i leti uz granicu kao i bilo koji drugi avion i snima u dubinu od 100 milja i to rade odavno, i niko nece pucati na njega jer nije rat, i isto vazi i za izvidjacke avione druge strane kao onaj Tu-214 i slicni. Isto kao sto strateski bombarderi kao TU-95, TU-160 dodju pa lete uz samu granicu VAP-a i to gledamo svakih 10 dana.

Naravno da nece danas da leti preko Rusije, zamisli Leteo je kada nije jos bilo aviona sa raketama i raketne PVO koja je mogla da dohvati efikasno do te visine.

Sve konfiguracije [Link mogu videti samo ulogovani korisnici]

Citat:This U-2, once again the same aircraft as the one above, is configuration in a similar fashion as the last image with one major difference, it packs the ASARS-2 (Advanced Synthetic Aperture Radar System) in its elongated nose cone. ASARS-2 consists of a pair of advanced electronically scanned array sideways-looking radar antennas mounted on each side of the U-2s elongated nose. This system takes high-fidelity radar "imagery" of the battleground out to about 100 miles on either side of the aircraft's position. Seeing as the U-2 often operates just outside of an enemy's borders, being able to fly an orbit in either direction while collecting radar data is key.

The ASARS-2 can see through bad weather and smoke, something that optical cameras have trouble with, and it can also work in ground moving target indicator (GMTI) mode. This mode basically identifies vehicles, and even large troop formations, moving within ASAR's range of detection via recognizing the "doppler effect" created by the moving objects against static ground clutter. Such data can be quickly exploited by commanders via the setting up of ambushes or by directing air power to destroy the enemy ground formations with prejudice. In a sense, ASARS-2 offers a similar, albeit less powerful ground tracking capability as the USAF's 707 based E-8 J-STARS.

I procitati ovo, zasto i dalje ima prednost nad Global Hawk [Link mogu videti samo ulogovani korisnici]

Stvarno ne vidim sta je ovde kao toliko nerazumljivo.

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Nova knjiga (2015) o projektovanju i razvoju U-2...

http://www.nasa.gov/sites/default/files/atoms/files/unlimited-horizons.pdf

... sa Nasinog sajta http://www.aeronautics.nasa.gov/ebooks/

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U-2 leti dovoljni visoko da izbegne sve bure i atmosferske neprilike,
UAV koji je konstruisan da preuzme ulogu U-2 , RQ-4 Global Hawk i njegove unapredjene varijante, leti nesto nize, cca 18k metara.
SAR -radar nije privilegija za U-2 koja daje apsolutnu prednost, jer SAR nosi i UAV.
RQ-4 leti preko 30 sati bez sletanja, record mu je vise od 32, dok U-2 upola manje plus sa pilotom koji mora da piski, pije vodu, jede, ostane budan itd.
ona trojica dole , koji vode RQ-4 mogu i na smenama,.
prednost U-2 je i to sto ima pilota pa nepredvidjene situacije mogu da se rese, brze i efikasnije, dok UAV ili ne resi nikako, ili reakcija kasni, jer se vodi na "daljinski". UAV mora da ima link sa satelitom koji salje podatke do zemlje dok U-2 moze da obavlja zadatke nezavisno od kontrole leta, satelita, itd.
.E sada koliko su amerikanci ulagali u RQ-UAV, da bi bili pouzdani i efikasni skoro kao i U-2, ne znam, ali je cena jednog primerka preko 100miliona USD . valjda vredi za te pare.
Sa strane U-2, jes da je avion iz 1955 godine ali flota koja moze da leti potice iz 80' godina.
ojacana struktura, poboljsanja elektronika, danasnji U-2 je veci od originalnog, odrzavanje i tjuniranje aviona nisu jedni troskovi: da bi U-2 izvodio zadatke, koristi modernu tehniku koja je skupa, pa postavlja se pitanje, koliko je pametno ulagati u U-2 koji mozda ( moje licno misljenje ) treba da ide i mirovinu, ili da se te pare ulazu u poboljsanje karakteristike RQ-4 ili njegove brace RQ-170 i 180? Lokid kaze da U-2 moze jos, bar do 2050, cak su razmisljali i za U-2 bez pilota .
RQ- vec sada moze da snimi teritoriju od pola SFRJ za jedan dan, a moze da leti mnogo vise od 24 sati...

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Prvi koji dosao do 30000 sati, avion je 1967. godiste, a nije ni na pola zivota

Citat:Now we recognize another momentous occasion, the first U-2 to achieve 30,000 flight hours. Affectionately known as Sweet Pea, this U-2 began its career flying with the original Blackcats out of Taiwan.

“Sweet Pea will soon become the first U-2 to exceed 30,000 flight hours, and it is only fitting that the Blackcats have the honor of meeting this significant milestone,” said Lt. Col. Todd Larsen, Commander of the 5th Reconnaissance Squadron. “This aircraft’s story is far from over, and it is a humbling experience to play a small role in yet another feat achieved by this historic aircraft.”

Let’s put this in perspective. The lifespan of the U-2 is an astounding 75,000 flight hours, which means that this U-2 can fly for another 45,000 hours. There are only a couple of other U-2s that are close to this milestone, while the baby of the U-2 family has just over 9,000 flight hours.


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Citat:In the fall of 1967, the US Navy sent an inquiry to the Lockheed Skunk Works about the possibility of operating the then-new U-2R Dragon Lady high altitude reconnaissance aircraft from an aircraft carrier. One aircraft (carrying the civilian registration N812X) received a retractable tail hook and other minor modifications. Testing aboard the USS America (CVA-66) began in late November 1969. Lockheed test pilot Bill Park made a series of waveoffs and landings and the aircraft was even taken down to the hangar deck. Four other pilots were later qualified. The long range of the U-2R rendered carrier operations unnecessary, as there were very few spots of interest a Dragon Lady pilot couldn’t reach from a land base.

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Citat:On 14 October 1962, US Air Force Maj. Richard Heyser, flying a U-2 Dragon Lady at 60,000 feet, captured images of a Soviet truck convoy and components of Soviet SS-4 intermediate range intercontinental ballistic missile batteries at San Cristobal, near Havana. Those images convinced CIA analysts that the Soviets were placing nuclear weapons in Cuba. Maj. Rudolf Anderson, during a U-2 flight on 15 October, photographed additional missile sites at Sagua la Grande. President John F. Kennedy was briefed on the missile images the morning of 16 October, precipitating the Cuban Missile Crisis. This Dragon Lady, Air Force serial number 56-6703, was one of at least six Air Force U-2As and CIA U-2Fs used on Cuban overflights during the crisis.

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Traze od USAF-a da ne povlaci U-2

Citat:"Rather than seeking to retire the U-2, we encourage the air force to consider continuing to fly a mixed fleet of both U-2 and Global Hawk aircraft to prevent a gap in both capability and capacity," the lawmakers wrote. "While we appreciate your support for near-term capability upgrades to the U-2's radar and sensors, further investment in the aircraft is limited due to its retirement date. Deferring the retirement of the U-2 would also allow the air force time to plan for follow-on systems capable of meeting the full spectrum of high-altitude ISR requirements well into the future."

Further, the lawmakers argued that the U-2 fleet has almost 80% of its airframe life remaining, so it is viable beyond 2019. Still, they did not demonstrate that specific capability gaps would occur with U-2 retirement.

At least for now, the air force needs both aircraft, according to Lieutenant General Bob Otto, deputy chief of staff for USAF ISR.

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After 40 years of service legacy mission system for high-altitude U-2 is replaced
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