Hàng không 100 năm một cái nhìn (phần 2)

Bố tôi là cựu bộ đội Việt nam rất thích đi xem triển lãm quân sự. Hồi nhỏ tôi cũng có ảnh chụp trên tháp pháo xe T-72 cải tiến,nhưng đã có mang tên lửa tự điều khiển. Chắc các bác thắc mắc tại sao người Nga cứ hay gắn khẩu 12,7 mm làm gì nhỉ. Có lẽ do thói quen hay là cho là gắn khẩu đó vào gặp may hơn..
Được BrodaRu sửa chữa / chuyển vào 11:47 ngày 24/06/2005

Muscles show up !

Dành cho Tung Của ?

Tiếp theo ...

Tiếp theo ....!

Tiếp theo ...!

tiếp theo ...

Bài dài quá nên em hơi bị làm biếng dịch . Các Bác đọc tiếng anh nhé . Cám ơn .
Lockheed Martin F-22 Raptor
Last revised January 1, 2002
Written by: Greg Goebel
The first true F-22 prototype, more imaginatively designated the ""Raptor"", was rolled out at the Lockheed Martin plant at Marietta, Georgia, on 9 April 1997. There were numerous problems with the prototype, including software problems and fuel leaks, and first flight was delayed to 7 September 1997. The second prototype first flew on 29 June 1998. By late 2001, there were eight F-22s flying.
Test pilots describe the F-22 as very pleasant, combining the agility of an F-16 with the docile handling of the F-16, and the power of the new design makes it, as one pilot put it, ""a kick-ass rocket ship"".
The F-22 is 18.9 meters (62 feet) long, with a wingspan of 13.6 meters (44.5 feet) and a height of 5.2 meters (17 feet). While the USAF is quiet about many of the Raptor''s specifications, it is estimated to have an empty weight of about 15 tonnes (16.5 tons) and a fully loaded weight of about 27 tonnes (30 tons).
The YF-22A and the F-22 are similar but have clear differences. The F-22''s ****pit has been moved forward and the air intakes moved back. The wings are clipped off and the rear control surfaces rearranged. The two vertical tailplanes are shorter, and the horizontal tailplanes are larger and reshaped. The main landing gear now retracts sideways instead of forward.
Performance estimates give the F-22 a speed of Mach 1.5 in non-afterburning supercruise mode, and a speed of Mach 2.0 or above with afterburner. Service ceiling is thought to be over 15 kilometers (50,000 feet) and the maximum range is believed to be over 3,000 kilometers (1,860 miles). Flight tests demonstrate that the F-22 combines good handling characteristics with very high maneuverability.
The F-22 includes a single M61A2 20 millimeter Gatling-type cannon, though the gun was not fitted in the YF-22 prototypes. The Raptor has three weapons bays, including a main weapons bay on the bottom of the fuselage and a small weapons bay on the side of each air intake.
The main weapons bay can accommodate six AMRAAMs, or two AMRAAMs and a pair of bombs, the bombs envisioned as being either 450 kilogram (1,000 pound) ""Joint Direct Attack Munition (JDAM)"" GPS-guided bombs or ""Wind Corrected Munitions Dispenser (WCMD)"" inertially-guided cluster bombs.
Each side weapons bay can accommodate a single AIM-9X Sidewinder missile, capable of ""off boresight"" attacks as directed by the pilot''s helmet mounted sight. The Raptor can also be fitted with a total of four underwing stores pylons for fuel or external stores, though this sacrifices the aircraft''s stealth characteristics, and is intended mainly for carriage of ferry tanks.
""Small diameter bombs (SDBs)"", previously known as ""small smart bombs"", have been under development that would allow the F-22, with its modest attack load without external stores, to take on more than two targets on a single strike sortie. In fact, some cynics have suggested that the main rationale behind development of the SDB is simply to help justify the F-22''s existence. This may be so, but a small and effective smart munition would clearly be valuable in itself, greatly extending the strike effectiveness of any attack aircraft.
The heart of the F-22''s electronics capabilities is the ""APG-77"" radar system, though it is so much more than a radar that some prefer to call it a ""multifunction RF system"" instead.
With the APG-77, the F-22 will be able to detect an enemy aircraft''s radar from distances of up to 460 kilometers (250 nautical miles). It will be able to acquire an enemy aircraft with radar at distances of up to 220 kilometers (125 nautical miles), while its ""low probability of intercept"" radar signal will be very difficult to detect and the ""stealthy"" F-22 will remain invisible to the enemy''s radar.
Once AIM-120 Extended Range Air To Air Missiles (ERAAM) are available, the F-22 will be able to destroy that enemy at a range of 185 kilometers (100 nautical miles). In many cases, the enemy will be hit without warning.
The APG-77 is built around an ""Active Electronically Scanned Array (AESA)"", which consists of an array of about 2,000 transmitters-receiver (T/R) modules that are linked together by high-speed processors. The AESA can obtain electronics intelligence; jam enemy electronic systems; provide surveillance; and perform secure voice and datalink communications, all that the same time. The AESA can simultaneously emit several tight beams to perform different functions. ""Anything that can be done with X-band RF can be done with that antenna,"" one program official commented.
Although the Air Force considered auxiliary side-mounted arrays for the APG-77, they were abandoned due to cost, and the AESA is limited to a field of view 120 degrees across in the forward direction. Other antennas provide missile and radar warning behind the aircraft.
When operating as a radar, the APG-77 transmits waveforms that change from burst to burst, and are sent at random frequencies. Such a changing signal is very difficult for an enemy to detect and analyze. If the enemy does manage to detect the signal, he or she must then try to get a radar lock on the F-22 so it can be attacked. The F-22''s stealthiness makes this tricky in the first place, but to make matters more troublesome, the AESA also analyses the enemy''s radar and sends out a jamming burst to disrupt the lock. The AESA then goes on to other tasks until the enemy radar begins its lock cycle again.
The APG-77 is not intended to give the F-22 a ""standoff jamming"" capability, such as that provided by electronic warfare aircraft like the Grumman EA-6B Prowler, blinding enemy radars over wide areas on a continuous basis. The APG-77''s mission is mainly to allow the F-22 to fight effectively while remaining difficult to detect. A standoff jamming platform, in contrast, can''t help but advertise its presence.
Between dealing with active threats, the AESA collects information on the ""electronic order of battle (EOB)"" in the operational area, locating electronic systems, classifying them, and alerting the pilot to possible threats or high-priority targets.
Other F-22 electronic and defensive subsystems include:
A radar-warning receiver.
Missile warning gear.
Active infrared defensive countermeasures.
A ring-laser gyro inertial navigation system.
GPS and other navigation system receivers.
An identification friend or foe system.
The F-22''s avionics were designed to allow a single crewman to perform missions tra***ionally reserved for two-seat aircraft. The secure datalink system is particularly important, allowing combat integration between multiple F-22s or other types of NATO fighter and attack aircraft, between F-22s and an Airborne Warning & Control System (AWACS) aircraft, or one-way data downloads from reconnaissance platforms.
Almost all electronics gear on board is integrated by two ""Common Integrated Processors (CIP)"", built by Hughes. The CIPs are breadbox-sized, and accommodate 66 plug-in modules. Both of the CIPs have 19 slots still open, and there is space in the aircraft for a third CIP, allowing still more room for future expansion.
The CIPs handle almost all the F-22''s electronics functions. The CIPs provide a degree of self-test and reconfigurability that can keep the F-22 flying even with battle damage. Each CIP operates at 10.5 billion instructions per second and has 300 megabytes of memory. The Raptor is run by 2.5 million lines of software, with about 90% of it written in the Department of Defense''s Ada language. Ada was not used for all the software because some functions required optimizations, and so waivers were granted.
The entire F-22 is thoroughly wired for self-test. Almost every subsystem can check itself for faults and report its operational status. Ground crews can monitor the health of the aircraft through a laptop computer, configured as a ""Portable Maintenance Aide (PMA)"". The PMA can list faults and perform diagnoses, as well as check the level of consumables such as fuel and oil. Overall maintenance demands for the F-22 are estimated to be half or less that for an F-15, and the Raptor''s estimated three-hour mean time between maintenance is three times that of the F-15.
The F-22 includes a fire-fighting capability, consisting of infrared and ultraviolet sensors linked to a Halon 1301 fire extinguishing system. While Halon is an ozone-attacking Freon, designers are searching for ""green"" alternatives, and the fire extinguishing system was designed to allow the storage of alternative agents with up to 2.5 times the volume of Halon.
The aircraft''s eight internal fuel tanks are normally flooded with nitrogen to reduce the danger of fire from fuel fumes. The nitrogen is derived from the atmosphere by an on-board nitrogen generation system.
The F-22 is constructed mainly from composites (24% by weight) and titanium alloys (42% by weight). Advanced composite fabrication and titanium welding techniques are used in the aircraft''s construction.
""Radar absorbent material (RAM)"" is used in critical locations to reduce the aircraft''s radar signature, and the aircraft''s contours are intended to make it less conspicuous to radar. While older stealth aircraft require substantial maintenance, careful handling, and protection from weather to keep them stealthy, the F-22 will not require extraordinary efforts to maintain its stealth characteristics.
The ****pit control layout is based on high-intensity color liquid crystal panel displays, plus a wide-angle holographic ""heads-up display (HUD)"". The ****pit features ""hands on throttle and stick (HOTAS)"" controls that allow the pilot to execute command functions without letting go of the flight controls. Although the USAF''s initial ideas for the ATF had envisioned ""direct voice input (DVI)"" controls, DVI was finally judged too risky and abandoned.
The pilot has an excellent view through the frameless canopy, which is designed to reduce radar reflections. A slightly modified version of the proven Boeing ACES II ejection seat, used on the F-15 and F-16, is used on the Raptor.
The Pratt & Whitney F119-PW-100 engine is another a very advanced piece of technology. Its ability to provide supersonic cruise without afterburner provides the F-22 with one of its most important capabilities. It has a high power-to-weight ratio (PWR), and can deliver 15,900 kilograms (35,000 pounds) afterburning thrust.
The F119 engine has a minimized parts count and has been designed for maintainability. Important components, harnesses, and plumbing were placed on the bottom of the engine to improve ground crew access, and all components can be removed or replaced with one of six standard tools. The digital engine control modules are redundant, with two controllers per engine and two computers per controller, to improve reliability.

Triển Lãm Nghệ Thuật F/A-22 Raptor :
Được VietKedoclap sửa chữa / chuyển vào 00:32 ngày 17/07/2005

Triển Lãm Raptor :