Alguien ha odio decir algo o el PAK es el único proyecto ruso de 5ta generación?
El Su-57 PAK-FA - Caza Ruso de 5º Generación
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zodiac_187
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Bogdan-The-Kozak escribió:El S-37 fué un laboratorio volante, nada más.
No resistira una vida operativa con esas alas.
el su-37 berkut caza supersonico muy veloz y de los más maniobrables jamás creado es el prototipo de avion experimental ( actualmente )
y es la plataforma base de experimentación para el desarrollo del PAK FA
pero que tanbiem ha aplicado sus tegnologias al su-35BM
no resistira una vida operativa con esas alas ? pues ya viene resistiendo desde el 97
y tiene un serie de caracteristicas favorables con respecto a su maniobrabilidad
Angulo elevado de ataque
Mayor capacidad en una pelea aérea
Superioridad en combates cercanos "Dogfight"
Un mayor rango de ataque en velocidad subsónica
Una mayor resistencia al efecto stall (paradas) y característica anti-giros
Mayor estabilidad en ángulos de ataque pronunciados
Una pista de despegue menor
Mayor velocidad de elevación
Mayor capacidad de altitud y velocidad
Aterrizajes más cortos
(8) ...Cuando me buskes ahi estare ,seras mi luna y en cada una de mi noche por ti yo cantare, yo quiero llegar mas alla , ver el sol , tu cuerpo es un poema de sensualidad (8)- armonia de amor -gondwana
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Mobius 1
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Orel . escribió:Alguien ha odio decir algo o el PAK es el único proyecto ruso de 5ta generación?
No. Están pensando también en un caza más ligero también de quinta, y en un bombardero de quinta.
Aquí un link sobre el PAK DA http://www.lenta.ru/news/2007/12/12/strategic/
Solo que está en ruso, usen el traductor de google.
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Mobius 1
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Información del MiG-AT:
MiG-AT
In Russia, demand for replacement of a trainer airplane became more acute owing to the breakup of the Warsaw Pact and the Council for Mutual Economic Assistance. As the L-29 and L-39 airplanes and their spare parts were manufactured mainly in Czechoslovakia, they soon became difficult to obtain for the Russia's Air Force.
The MiG-AT trainer has a wing span of 10.16 meters, and its maximum take-off weight is 8,150 kg. The aircraft's range is up to 3,000 km., and the maneuvering air speed is 850 km/h. In addition to the primary trainer version, the MiG-AT family is designed for potential evolution into a combat trainer, a light single-seat tactical fighter, a naval combat trainer and a combat air patrol aircraft.
The developers of the MiG-AT airplane sought to fundamentally reduce the cost and time of training pilots, substantially improve flight safety and make airplane operation simple and easy. The MiG-AT can be used both for the first flight of a pilot cadet and the final training stages. When the aerodynamic configuration was considered by the experimental design bureau, an unswept wing version was chosen for its considerable advantages in total weight, effectiveness and flight safety. The MiG-AT design uses the classic configuration with a low unswept wing having a substantial dog tooth extension. The wing is provided with drooping ailerons and multiposition flaps and slats ensuring high lift qualities. An ordinary kinematics main landing gear retracts into a well provided in the wing.
The MiG-AT advanced trainer has been under development by MiG Corp. since the early 1990s. This aircraft is designed to provide basic, general and advanced levels of pilot training, allowing in-service flight crews to maintain their skills while also giving hands-on experience for day and night combat operations and in all-weather conditions.
The MiG-AT is being developed and manufactured in the framework of an international project that also involves French engine manufacturer Snecma, as well as France’s Thales Avionics. Creating a truly international industry team with world-class partner companies increases the advanced trainer's prospects for export sales. Also involved in the MiG-AT program are leading Russian aviation companies and research centers, including GosNIIAS (responsible for integration of the avionics and development of software), the TsAGI Central Aerohydrodynamics Institute, (aerodynamic configuration development), MNPK Avionika (flight control system), Zvezda (K-93 ejection seat), and the Gromov Flight Test Institute (flight tests).
The MiG-AT trainer incorporates a number of new features. In particular, it marks the first time a Russian aircraft is equipped with a domestically built digital fly-by-wire flight control system. Until now, all Russian fly-by-wire flight control systems have used analog computers, significantly limiting their capacity and performance. The application of a digital fly-by-wire flight control system on the MiG-AT provides a very advanced platform for a weapons system of this category. The MiG-AT's flight control system was developed by Moscow-based MNPK Avionika, and is one of the core elements of the new generation trainer aircraft's development effort. The flight control system is reprogrammable and can recreate handling qualities of a variety of aircraft types -- from highly agile fighters to heavy transports. As a result, a single aircraft can be efficiently used for different categories of pilots, reducing training costs for both military and civil services. Another feature of the MiG-AT's flight control system is its flight envelope protection, which prevents the trainer from entering potentially dangerous maneuvers -- thus increasing safety for new or inexperienced pilots.
The MiG-AT is the first aircraft equipped with the unique lightweight Zvezda K-93 ejection seat - an upgraded version of the internationally-known K-36 series of ejections seats. The K-93 seat is qualified for zero-zero and inverted flight ejections -- with the inverted ejection capability effective from heights above 50 meters. Zvezda developed a minimal deployment time sequence for the seat, which includes ejection through the canopy.
A pair of modular LARZAC 04R20 turbofans power the MiG-AT. The engines deliver a thrust of 1,430 daN, and have been designed and manufactured by France’s Snecma. MiG-AT customers have the option of selecting either the TopFlight avionics system from France's Thales Avionics or Russian-build equipment for use on the trainer. The aircraft's cockpit ergonomics meet the standards of next-generation fighter aircraft. Display systems in the cockpit use full color LCD (liquid crystal display) instruments. Flight controls were designed with the HOTAS concept (hands on throttle and stick) operating concept, ensuring increased capability and less workload for the pilot.
In early 2002 the Russian air force gave the Yak-130 the victory in the competition to equipment military aviation with new airplanes that can play the role of training and light combat aircraft. Its competitor, the MiG-AT, although it also would be supported by the air force, now can count on only foreign orders.
Since December 2002 Air Force has been successfully testing certification tests of this trainer aircraft together with MiG Russian Aircraft Corporation on approved program. By October 2003 this program entered into final stage,” – said Commander-in-chief of Russian Air Force. According to his words now “is tested aerodynamics, stability, flight control system, flight-technical and take off/landing characteristics of the trainer aircraft.” Also is executed general program of testing on-board equipment for both Russian and export version of aircraft, said V.Mikhailov. “Already now we can say that after certification tests MiG-AT will be evaluated as trainer aircraft for Russian Air Force training schools,” – said he.
By late 2003 neither the Russian nor the French militaries had the intention to buy the MiG-AT instructional airplane. So, the sample may safely go to the aviation museum where one of the MiG-29 shipborne planes is already exhibited.
Fuente:http://www.globalsecurity.org/military/world/russia/mig-at.htm
MiG-AT
In Russia, demand for replacement of a trainer airplane became more acute owing to the breakup of the Warsaw Pact and the Council for Mutual Economic Assistance. As the L-29 and L-39 airplanes and their spare parts were manufactured mainly in Czechoslovakia, they soon became difficult to obtain for the Russia's Air Force.
The MiG-AT trainer has a wing span of 10.16 meters, and its maximum take-off weight is 8,150 kg. The aircraft's range is up to 3,000 km., and the maneuvering air speed is 850 km/h. In addition to the primary trainer version, the MiG-AT family is designed for potential evolution into a combat trainer, a light single-seat tactical fighter, a naval combat trainer and a combat air patrol aircraft.
The developers of the MiG-AT airplane sought to fundamentally reduce the cost and time of training pilots, substantially improve flight safety and make airplane operation simple and easy. The MiG-AT can be used both for the first flight of a pilot cadet and the final training stages. When the aerodynamic configuration was considered by the experimental design bureau, an unswept wing version was chosen for its considerable advantages in total weight, effectiveness and flight safety. The MiG-AT design uses the classic configuration with a low unswept wing having a substantial dog tooth extension. The wing is provided with drooping ailerons and multiposition flaps and slats ensuring high lift qualities. An ordinary kinematics main landing gear retracts into a well provided in the wing.
The MiG-AT advanced trainer has been under development by MiG Corp. since the early 1990s. This aircraft is designed to provide basic, general and advanced levels of pilot training, allowing in-service flight crews to maintain their skills while also giving hands-on experience for day and night combat operations and in all-weather conditions.
The MiG-AT is being developed and manufactured in the framework of an international project that also involves French engine manufacturer Snecma, as well as France’s Thales Avionics. Creating a truly international industry team with world-class partner companies increases the advanced trainer's prospects for export sales. Also involved in the MiG-AT program are leading Russian aviation companies and research centers, including GosNIIAS (responsible for integration of the avionics and development of software), the TsAGI Central Aerohydrodynamics Institute, (aerodynamic configuration development), MNPK Avionika (flight control system), Zvezda (K-93 ejection seat), and the Gromov Flight Test Institute (flight tests).
The MiG-AT trainer incorporates a number of new features. In particular, it marks the first time a Russian aircraft is equipped with a domestically built digital fly-by-wire flight control system. Until now, all Russian fly-by-wire flight control systems have used analog computers, significantly limiting their capacity and performance. The application of a digital fly-by-wire flight control system on the MiG-AT provides a very advanced platform for a weapons system of this category. The MiG-AT's flight control system was developed by Moscow-based MNPK Avionika, and is one of the core elements of the new generation trainer aircraft's development effort. The flight control system is reprogrammable and can recreate handling qualities of a variety of aircraft types -- from highly agile fighters to heavy transports. As a result, a single aircraft can be efficiently used for different categories of pilots, reducing training costs for both military and civil services. Another feature of the MiG-AT's flight control system is its flight envelope protection, which prevents the trainer from entering potentially dangerous maneuvers -- thus increasing safety for new or inexperienced pilots.
The MiG-AT is the first aircraft equipped with the unique lightweight Zvezda K-93 ejection seat - an upgraded version of the internationally-known K-36 series of ejections seats. The K-93 seat is qualified for zero-zero and inverted flight ejections -- with the inverted ejection capability effective from heights above 50 meters. Zvezda developed a minimal deployment time sequence for the seat, which includes ejection through the canopy.
A pair of modular LARZAC 04R20 turbofans power the MiG-AT. The engines deliver a thrust of 1,430 daN, and have been designed and manufactured by France’s Snecma. MiG-AT customers have the option of selecting either the TopFlight avionics system from France's Thales Avionics or Russian-build equipment for use on the trainer. The aircraft's cockpit ergonomics meet the standards of next-generation fighter aircraft. Display systems in the cockpit use full color LCD (liquid crystal display) instruments. Flight controls were designed with the HOTAS concept (hands on throttle and stick) operating concept, ensuring increased capability and less workload for the pilot.
In early 2002 the Russian air force gave the Yak-130 the victory in the competition to equipment military aviation with new airplanes that can play the role of training and light combat aircraft. Its competitor, the MiG-AT, although it also would be supported by the air force, now can count on only foreign orders.
Since December 2002 Air Force has been successfully testing certification tests of this trainer aircraft together with MiG Russian Aircraft Corporation on approved program. By October 2003 this program entered into final stage,” – said Commander-in-chief of Russian Air Force. According to his words now “is tested aerodynamics, stability, flight control system, flight-technical and take off/landing characteristics of the trainer aircraft.” Also is executed general program of testing on-board equipment for both Russian and export version of aircraft, said V.Mikhailov. “Already now we can say that after certification tests MiG-AT will be evaluated as trainer aircraft for Russian Air Force training schools,” – said he.
By late 2003 neither the Russian nor the French militaries had the intention to buy the MiG-AT instructional airplane. So, the sample may safely go to the aviation museum where one of the MiG-29 shipborne planes is already exhibited.
Fuente:http://www.globalsecurity.org/military/world/russia/mig-at.htm
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karolo
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He visto en VST algunas fotos interesantes del Pak-FA
Yo creía que la imagen interna de la cabina de los cazas de última generación era alto secreto. Se ve que estaba muy confundido.
También dicen que ya se está ofreciendo el gorrión a un precio de 75M USD.
Me pregunto cuanto tiempo tardaremos en verlo en Libia y Argelia que están en un plan de comprar de comprar todo lo comprable y un poco mas.
El enlace
http://www.maclittle.es/2010/03/17/pak-fa-cockpit/
Yo creía que la imagen interna de la cabina de los cazas de última generación era alto secreto. Se ve que estaba muy confundido.
También dicen que ya se está ofreciendo el gorrión a un precio de 75M USD.
Me pregunto cuanto tiempo tardaremos en verlo en Libia y Argelia que están en un plan de comprar de comprar todo lo comprable y un poco mas.
El enlace
http://www.maclittle.es/2010/03/17/pak-fa-cockpit/
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Orel .
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Bueno, esas fotos de cabina son en prototipos/simuladores y siendo tan "temprano" puede acabar cambiando (de hecho seria lo normal). Lo interesante mas que las pantallitas es que tal andara de fusion de sensores y si el interfaz sera VTAS (HOTAS avanzado con DVI). Y eso no lo sabemos.
Sobre el precio (que fuentes no oficiales afirman que podria ser inferior a 100 millones de dolares unidad, como citas) decir que es inusualmente optimista. ¿Un caza furtivo y ademas tecnologia pionera alli, de ese tamaño y bimotor por esa precio?
De todos modos, ya seria raro que fuera el primer caza que no sufre sobrecoste.
Un saludo
Sobre el precio (que fuentes no oficiales afirman que podria ser inferior a 100 millones de dolares unidad, como citas) decir que es inusualmente optimista. ¿Un caza furtivo y ademas tecnologia pionera alli, de ese tamaño y bimotor por esa precio?
De todos modos, ya seria raro que fuera el primer caza que no sufre sobrecoste.
Un saludo
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ASCUA
- General de División
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Orel . escribió:Sobre el precio (que fuentes no oficiales afirman que podria ser inferior a 100 millones de dolares unidad, como citas) decir que es inusualmente optimista. ¿Un caza furtivo y ademas tecnologia pionera alli, de ese tamaño y bimotor por esa precio?
Bueno, es que decir se dice que un Flanker pata negra anda por la mitad, mas o menos...
De momento y por lo que parece, el raptor duerme tranquilo que su cetro no peligra.
En todo caso, aunque estuviera cercano a los 100 millones de €, Houston tenemos un problema.
Y no por Rusia o India. En cuatro días el bicho aterrizará en Argelia, como dice karolo...
A España, servir hasta morir.
FUERZA Y HONOR \\"Soy una hoja al viento, mirad como vuelo\"\
FUERZA Y HONOR \\"Soy una hoja al viento, mirad como vuelo\"\
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jashugun
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Orel .
- Teniente Coronel
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Eso de que las cabinas sean secretas...existian simuladores para pc con las cabinas del F-22 y el EFA mucho antes de que estuvieran en servicio,la del F-35 se sabe como es, aunque no hay simulador ya que el género está prácticamente muerto.
Bueno, fiarse de los simuladores cuando se trata de aviones aún ni siquiera en servicio es una mala idea. Aviones con bastantes años de servicio vale, pero tan recientes... así se ven luego los errores que se ven... cosas que no están donde deberían, presentaciones en pantalla inventadas...
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karolo
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Estoy flipado con el despiece y el análisis que le han hecho al pakfa comparándolo con el raptor. Cuanto lamento lo poco que entiendo porque me doy cuenta de las muchas implicaciones que tiene lo que ahí se cuenta pero bueno, el que no sabe no sabe.
Solo me queda que los que si saben opinen sobre este soberbio artículo así que les tiro un guante a ver si pican.
http://www.maclittle.es/2010/03/21/despiezando-el-t-50/
Solo me queda que los que si saben opinen sobre este soberbio artículo así que les tiro un guante a ver si pican.
http://www.maclittle.es/2010/03/21/despiezando-el-t-50/
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