Fórum Defesa Brasil

born escreveu:Mas a definição norte-americana para o supercruiser é uma e a européia é outra, né?

Se me lembro bem a definição norte-americana de supercruiser são voos acima de mach 1,5, que só o F-22 faz. O Typhoon não chega a mach 1,5 sem pós-combustor, acho.

Tó certo, ou falei muita besteira?

El poderío de los Eurofighter
19:02


Veinticinco aviones de combate Eurofighter de España, Alemania, Italia y Reino Unido han volado hoy por primera vez juntos en un ejercicio de defensa de espacios aéreos, que ha constituido una demostración del poderío aéreo europeo. EFE La Base Aérea de Morón (Sevilla) y los cielos de Albacete se han convertido en el escenario de las maniobras denominadas "Typhoon Meet", en las que se han realizado simulacros de combates aéreos con la participación de unas cincuenta aeronaves de todo tipo y unos 1.500 militares.

El protagonista del ejercicio multinacional ha sido el Eurofighter o también denominado EF-2000 "Typhoon" (C-16), el avión de combate europeo en cuyo diseño y construcción participan España, Francia, Alemania y Reino Unido.

Estas maniobras han surgido a iniciativa del Ejército del Aire, con el objetivo de mejorar la interoperabilidad de las unidades que disponen de este tipo de avión.

El jefe del Ala 11 y de la Base, coronel León Antonio Machés, ha destacado en rueda de prensa que la llegada de los primeros Eurofighter a Morón en mayo de 2004 fue "un hito importante" y ha agregado que actualmente España cuenta con 18, de los que 14 están en la base sevillana.

Tras señalar que en 2010 España tendrá 87 unidades, Machés ha adelantado que a lo largo de este año espera recibir otros seis aparatos.

Asimismo ha subrayado la importante labor de vigilancia y control del espacio aéreo español que desarrollan estos aviones, "listos para despegar en 15 minutos" para actuar ante cualquier incidente en materia de seguridad.

Actualmente en fase de producción, el Eurofighter es un avión de superioridad aérea con capacidad de ataque a superficie.

Respecto al simulacro de hoy, en algo más de una hora y tras despegar de Morón, los aviones de combate realizaron sobre los cielos de Albacete operaciones aéreas en un ambiente realista y complejo.

Simularon una situación de guerra aérea en la que 26 aeronaves intentaban atacar una población que defendía un grupo de ocho Eurofighter.

Como anécdota, al finalizar el ejercicio y cuando uno de los aviones tomaba tierra, sonaron las alarmas en la base de Morón.

Salieron a pista los efectivos de bomberos para escoltar al aparato que había provocado la alerta, pero se comprobó que tan solo tuvo algún problema con el tren de aterrizaje.

En total, han participado los catorce EF-2000 del Ejército del Aire español, del Ala 11 de Morón, cuatro de la Aeronautica Italiana, tres de la Luftwaffe alemana y cuatro de la Royal Air Force.

También volaron otros aviones españoles, entre ellos diez F-18, cuatro F-1 y un CN-235, así como cuatro cazas F-16 de la Fuerza Aérea Portuguesa y cuatro aviones Harrier de la Armada española.

El pasado 18 de septiembre España recibió el decimonoveno Eurofighter, un biplaza ST008-, con lo que se culminaba la primera etapa de entrega de 19 aparatos, que se completará con otros 33 aviones en la segunda fase.

En total el contrato marco prevé para España la entrega de un total de 87 aviones, dividida en tres fases o Tranchas.

El programa Eurofighter se ha convertido en uno de los principales motores del sector aeroespacial en España y ha generado 22.000 puestos de trabajo.

El coste del programa Eurofighter es de 10.795,4 millones de euros, de los que 1.598,7 millones corresponden a la fase de Definición y Desarrollo, y los restantes 9.196,7 millones, a la producción.

Servirán para sustituir de forma gradual a los actuales Mirage y F-18 y son capaces de en un minuto y 40 segundos subir casi en vertical hasta 40.000 metros de altura

Wolfgang escreveu:O 2º Phoon da direita para esquerda parece ter pintado uma bandeira brasileira nele... Quem dera...

nestor escreveu:Foto de Old en FD



Mas informacion y fotos en

http://www.eurofighter.com/news/20080313eng.asp

Saludos

crubens escreveu:

nestor escreveu:Foto de Old en FD



Mas informacion y fotos en

http://www.eurofighter.com/news/20080313eng.asp

Saludos

Esse é o meu lindinho !!!

Alitson escreveu:

crubens escreveu:
Esse é o meu lindinho !!!

Estou cego ou o Tiffe alemão está com os canards dobrados???

Eurojet EJ200: More performance, lower costs

By Patrick Hoeveler

How does one made a successful product even better? This is a question that the Eurojet consortium of Avio, ITP, MTU Aero Engines and Rolls-Royce is currently discussing with the Eurofighter customers for the third tranche of the EJ200 engine. According to the original plans, this is supposed to comprise 500 units. Matt Price, technical director of Eurojet, expects the first deliveries to take place in 2012. “At the moment we are discussing what the next version of the EJ200 might look like. The customers' attention is focused more on reducing the life cycle costs. We want to make the engine as efficient as possible.”



Photo: Eurojet


A combination of improved aerodynamics and new materials should reduce fuel consumption and lower maintenance costs. But it would also be possible to increase the thrust, if the customers wanted. “An initial increase of 10 to 15 percent was already considered in the design of the present version of the EJ200. But at the moment none of the nations is running its engines at the maximum possible thrust level. Instead, they are operating them for the maximum (thrust rated) service life through rating by the turbine inlet temperature.” It would also be possible to operate the engines at the maximum thrust level throughout the entire engine life. On new engines this would result in higher thrust but it would also lead to greater wear and tear and at the same time the thrust level would steadily decline up to a certain point.

The engineers have also examined what measures would be needed to achieve a 30 percent increase in thrust. This would entail further modifications without throwing the basic engine architecture into question. “To reduce the development risk, we would therefore aim for evolutionary steps rather than any revolutionary stages,” Price confirms. At the same time the effect on integration into the Eurofighter must be kept as minimal as possible. Thus, for example, if the fan needs to be enlarged, then it must only be by a relatively small amount. But whether a 30 percent more powerful EJ200 would be feasible by 2012 depends first and foremost on what the customers want. According to Price, “That would entail a more extensive development programme.”

The subject of thrust vector control is not off the table as well. “That is an interesting technology on which we have made a lot of progress over the last 18 months. We are now looking at a less complex and hence lighter system which has virtually no impact on the airframe but still has great potential for cost savings and performance improvements.”

Such a nozzle could be used even before Tranche 3, as a prototype. “The aim is to come up with a solution which allows aircraft already built to be upgraded relatively easily. A lot of technical modifications which we have already proposed for Tranche 3 as a way of reducing fuel consumption also support the development of a thrust vector system. At the moment the discussion is centred around the extent to which the advantages of an upgrade in Tranche 3 would impact the life cycle costs. The customers have indicated that they are interested, but thrust vector control is not currently part of the Tranche 3 discussions.”

ITP had tested a nozzle with three-dimensional deflection back in July 1998. MTU had modified the control system accordingly. The system underwent extensive testing on the test rig in Ajalvir near Madrid and on the high altitude test facility in Stuttgart, in the course of which it achieved a maximum vector angle of 23.5 degrees and a slew rate of 110 degrees per second. As well as improving agility, the nozzle could also be used to trim the aircraft and in this way reduce the need to use drag-inducing control surfaces.

Production of the EJ200 is currently in full swing. Delivery of the 500th Eurofighter engine is scheduled for the third quarter of this year. Then from next year there will be the 144 engines plus spares to be built by Rolls-Royce for the 72 Eurofighters ordered by Saudi Arabia. The order value is around €1.2 billion. MTU's share comes to €310 million. No modifications are necessary for the engines to be deployed in desert regions. “During the EJ200 test programme we conducted extensive trials involving exposure to sand. Moreover, the feedback we get from core nations operating the engine under comparable conditions on international operations is good.”

By the end of 2006 the four final assembly plants of the partners had produced a total 363 units for Tranche 1. Of the 519 units ordered for Tranche 2, about 65 have already been produced. The main difference between the two versions lies in the Digital Engine Control and Monitoring Unit (DECMU), which combines the control and monitoring systems, which previously were separate, into a single device.

The early EJ200s not only had a Digital Engine Control Unit (DECU) but also an Engine Monitoring Unit (EMU) to monitor the two propulsion units, which was accommodated in the airframe. “The introduction of this modification was very simple as far as integration into the aircraft was concerned, as the DECMU has the same dimensions as the DECU, while also taking over the monitoring function. This cuts out three kilograms of weight and frees up a volume of five litres equivalent for each engine, resulting in significant cost savings.”

An EJ200 from the second production batch can be installed into a Tranche 1 Eurofighter without any problems. “The system is so intelligent that it recognises the independent monitoring equipment in the airframe and performs the appropriate connections so that it works in a manner consistent with the Tranche 1 functionality.”

To date the EJ200 fleet has completed about 70,000 engine flying hours. In this area the British have a slight edge over the other partner nations. The first aircraft have passed the 600 hour mark. “Reliability is proving as good as predicted. So far there haven't been any serious problems in field operation.” Nor do the pilots have any cause to complain, according to the technical director. “They love the aircraft and the engine. On the basis of their experience of previous aircraft types, they now have more thrust than ever before.” Even with some external stores loaded, the Eurofighter can fly supersonic without afterburner (supercruise).

New export customers could also be persuaded of the advantages. “We are always on the lookout for new opportunities,” says Matt Price. “Thus, the Eurofighter Typhoon has a good chance in India.” In combination with a possible order, it would also be feasible to employ the EJ200 on the LCA Tejas combat aircraft developed by India. This option is already under discussion with the Indian government's Aeronautical Development Agency (ADA). Unmanned combat air vehicles (UCAVs) could also lead to new applications. “As a mature and efficient engine, the EJ200 would be an ideal candidate for UCAVs, assuming that the technology and system expectations for these concepts prove implementable in the future.”

From FLUG REVUE 4/2008

born escreveu:O preço do Typhoon (ainda não encontrei um apelido) não é um problema para um país que considera seriamente o Rafale (a Beyoncé dos caças). São irmãos gêmeos separados após o parto.

Sabe aquela foto que parece uma bandeira brasileira, talvez não só pareça, minhas fontes dizem uma coisa que prefiro não revelar. Logo vocês saberão

Immortal Horgh escreveu: Irmãos gêmeos? Nossa, mas então a mãe deles é desnaturada mesmo, porque deu mais vitaminas ao Typhoon, tanto que o Rafale está com problemas de visão

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