Suhoj Su-35 "poslednji Flanker"

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Zanimljiv tekst
Су-35 и Су-27 получат дистанционное управление
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Citat:


Nego da se pozabavimo evo ovim detaljima oko radnih rezima motora ,to bi moglo biti zanimljivo ,ovo `Osobij` i `bojevoj` rezim .

Sta kaze poznati ruski sajt

Citat:Важным отличием Су-35 от предшествовавших ему самолетов семейства Су-27 является применение в его силовой установке новых двигателей с повышенной тягой. Они разработаны на НПО "Сатурн" и известны под названием АЛ-41Ф1С "Изделие 117С".

В конструктивном плане эти двигатели являются глубоким развитием серийного АЛ-31Ф с использованием технологий пятого поколения. На них применяется новый вентилятор увеличенного на 3% диаметра (932 мм против 905 мм), новые турбины высокого и низкого давления, новая цифровая система управления. На двигателе предусматривается использование сопла с управляемым вектором тяги (как на АЛ-31ФП). В результате проведенной модернизации тяга двигателя на особом режиме повышена на 16% - до 14 500 кгс, на максимальном бесфорсажном режиме она достигает 8800 кгс. По сравнению с нынешним АЛ-31Ф существенно - в 2-2,7 раза - возрастут ресурсные показатели: межремонтный ресурс увеличится с 500 до 1000 ч (ресурс до первого капитального ремонта - 1500 ч), а назначенный - с 1500 до 4000 ч.

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Aha ,dakle na rezimu `Osobij` je maks potisak motora onih 14500kgs ( na Punom forsazu ) ,na `bojevom rezimu ` je onda sigurno jos veca vrednost kako na Maksimalu tako i na PF.


Evo nam odgovor sa MAKS- 2013




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• 1Ovo se svidja korisniku: ray ban11
  
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Ovo prvo je statički potisak. Vidi se da je izmeren na nivou mora i pri M=0.

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^

Da, na `probnom stolu` a vidimo od ranije recimo sa teme o 29ci da te vrednosti znaju biti dosta vece posebno u fazi penjanja na visini 1000m ( pocetna brzina penjanja ) .

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Dvoprotočni motori imaju veće vrednosti potiska na manjim visinama. Sa visinom padaju, jer u hladnoj struji vazduha ne može da se postigne stepen sabijanja kao u vrućoj što je izraženije na većoj visini.

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Zanimljiva tema avioni vs helikopteri, na temu da li su helikopteri bas toliko ranjivi i kako mogu biti zajebani uz pravilan trening i upotrebu a zasto su neki prolazili lose. Citiram deo, ostatak na linku.

Citat:Helicopter Vulnerability

Concerns over helicopter vulnerability to fighter attack are nothing new. As early as 1944 the Luftwaffe, as early adopters of helicopter technology, expressed concern committing helicopters into a potential hostile fighter environment. A trial was commissioned which pitched a Me109 and FW190 against a Flettner 282 Kolibri (“Hummingbird”). Both fighters were equipped with gun cameras and told to spend 20 minutes trying to shoot down the helicopter. To the astonishment of many, not a single hit was recorded by either fighter. The fighter pilots encountered extreme difficulty in detecting a well-camouflaged slow-moving helicopter operating at low level. With no radar to guide them, the fleeting “spots” could not be turned into attacks due to the speed differential and the manoeuvrability of the helicopter. Thus from the very dawn of helicopter operations, fly low and use good camouflage and terrain seems a pretty good defence against fixed wing aircraft. It still works too; I’ve flown several hundred “engagements” against non-radar equipped jets (such as Hawks/Alfa Jets/Jaguars/Harriers) and in a large percentage of those engagements, even having told the jet where we were, I’ve had to vector the jet into the merge to get the training benefit – he/she simply couldn’t visually acquire us[1].

More recently, the emergence of the Mi-24 Hind in the mid 1970s drove the US Air Force to commission an investigation into the potential threat it could pose to fixed wing aircraft in the Central Front area of Europe. The evaluation was started in 1978 and titled “Joint Countering Attack Helicopter” (J-CATCH). The first phase looked at data gathering and simulation, then led to three flight phases. Phase one looked at Helicopter vs Helicopter (HvH) and Phase Two examined Helicopter Vs Fighter (HvF). To replicate the capabilities of the Hind, the USAF turned to the CH-3E “Jolly Green Giants” of the 20th Special Operations Squadron (the “Green Hornets”). The crews were given access to the latest classified information on the Hind’s capabilities and TTPs (Tactics, Techniques and Procedures) and practiced flying the “Jolly” as a Hind before commencing Phase 2. Additionally, the “Mini-TAT” sighting/gun camera system from a Canadian UH-1 was installed to offer a reasonable facsimile of a turreted gun facility and to provide post flight analysis in the form of “gun tape”[2]. The spirit of the USAF Aggressor squadrons was adopted; the aircraft were repainted, red scarfs were created out of cleaning rags and the crews started painting their helmets to help “get inside the mind” of their Soviet equivalents. The HvH phase pitched US Army AH-1s against the CH-3Es; for Phase 2 the USAF employed a variety of frontline types including the venerable F4 Phantom as well as the more modern A7 and A10 and including the then brand new F15A Eagle. Two weeks of simulated combat sorties ensued. After the first week, the “kill ratio” was in favour of the helicopters. The Jet crews immediately complained that the helicopter crews were not “calling their shots” (eg transmitting “Guns”) when engaging and didn’t realise they were being shot at until the post mission debrief. Therefore, for week 2 the helicopter crews transmitted when they fired – the kill ratio went up further. By the end of the trial the kill ratio was 5:1 in favour of the helicopters. Of the jet aircraft, the only one to achieve parity was the A10.

True Life

The results were somewhat shocking; even the premier new fighter, the F15, had proved vulnerable to helicopters inside guns range. The big tactical “take away” for the Fast Jet community was that shooting down helicopters was not a “white scarf”[3] mission but rather a Beyond Visual Range (BVR) one. Phase 4 of the trial had looked at the “BVR to merge” effectiveness of the two radar equipped jets; the F15 ratio was a more encouraging 2.9:1 using AIM-7 Sparrow at range, though the F4 was still on the wrong end of a 0.7:1 result. The primary conclusions from J-CATCH were that firstly, if possible, Fast Jets should stay well away from helicopters in the low level environment and that, secondly, if tasked to prosecute rotary wing targets they should do so from long range with a radar guided missile. This still presented problems for 1970s radars due to the amount of “clutter” at low level and for the early versions of the Sparrow due to chronic unreliability.

How then, given that historical trials suggest that helicopters are such difficult targets, have recent conflicts suggested to reinforce the stereotype of helicopter vulnerability? In my opinion it comes down to a number of reasons.


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Novosibirsk,Tolmacevo...danas...Novi

Su-35S Bort50,51,52,53
Citat:Новая четверка Су-35С отправилась к месту службы аэ.Бесовец. Промежуточная посадка в Новосибирске

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^

Citat:Комсомольский-на-Амуре авиационный завод им. Ю.А. Гагарина передал ВВС России очередную партию многофункциональных истребителей Су-35С. Самолёты имеют бортовые номера 50, 51, 52, 53 «красный». Это первые самолёты, изготовленные в рамках 2-го контракта, предусматривающего поставку ВВС России 48 истребителей Су-35С, реализация первого контракта была завершена в феврале этого года.

Citat:По некоторым неофициальным данным,в самое ближайшее время,в Бесовец прибудет первая в этом году партия Су-35С.Всего в этом году в Бесовец должны будут прибыть 10 эти машин.


Jos slika na sajtu

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^^^Nastavak novih...
Citat:фото новеньких 35-х для Бесовца от Олега Белова.



Citat:159. Guard fighter a/regiment Besovets AB (Karelia) gets Su-35S b50, 51, 52, 53