PRick escreveu:Mais dados interessantes sobre o Super Lento. Comparação com os F-18C, que estão valendo até hoje, por sinal, com a piora da aerodinâmica, é bem possível que esses dados ainda estejam piores. A fonte e o Congresso dos EUA.
fonte: http://www.gao.gov/cgi-bin/getrpt?NSIAD-96-98.At sea level, the F/A-18C’s sustained turn rate is 19.2 degrees per second,
while the F/A-18E’s sustained rate is 18 degrees per second. The
instantaneous bleed rate of the F/A-18C is 54 knots per second, whereas
the F/A-18E will lose 65 knots per second in a turn.
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At 15,000 feet, the F/A-18C’s sustained turn rate is 12.3 degrees per second,
while the F/A-18E’s sustained rate is 11.6 degrees per second. The
instantaneous bleed rate of the F/A-18C is 62 knots per second, whereas
the F/A-18E will lose 76 knots per second in a turn.
Aircraft acceleration affects an aircraft’s combat performance in a number
of ways, ranging from how quickly the aircraft can reach its area of
operation to its ability to close the gap in air-to-air engagements or to
evade air-to-ground missiles. Navy data shows the following:
•
At 5,000 feet at maximum thrust, the F/A-18C accelerates from 0.8 Mach to
1.08 Mach
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in 21 seconds, whereas the F/A-18E will take 52.8 seconds.
•
At 20,000 feet at maximum thrust, the F/A-18C accelerates from 0.8 Mach
to 1.2 Mach in 34.6 seconds, whereas the F/A-18E takes 50.3 seconds.
•
At 35,000 feet at maximum thrust, the F/A-18C accelerates from 0.8 Mach
to 1.2 Mach in 55.80 seconds, whereas the F/A-18E takes 64.85 seconds.
The F/A-18C accelerates from 0.8 Mach to 1.6 Mach in 2 minutes
12 seconds, whereas the F/A-18E takes 3 minutes and 4 seconds.
Para comparar,
- o Rafale tem turn rate sustentado de 26 g/s ao nível do mar.
[]´s
E a taxa de giro instantânea?
Como o Rafale acelera entre MAch 0,8 e 1,2?
[]sThe F/A-18E/F Super Hornet: A Test Pilot Dispels The Myths
By CDR Rob Niewoehner
http://www.fas.org/man/dod-101/sys/ac/d ... Hornet.htm
CDR Robert Niewoehner, USN, Ph.D., served as the Navy’s lead test pilot on the Super Hornet program from prior to first flight until July of this year. During that time he flew 296 E/F missions and more than 450 flight hours. His principal responsibilities were high- and low-speed envelope expansion, including flutter and spin/departure testing. He is currently assigned to the U.S. Naval Academy as part of the first cadre of Permanent Military Professors.
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Myth #2 – "Bigger means faster."
Fact – "Bigger means more ordnance, flying farther, staying airborne longer." The F/A-18E/F moldline changes that provide for improved range, payload, and carrier suitability also, however, contribute to a steeper drag rise at transonic speeds, resulting in slightly slower level accelerations to supersonic speeds. A clean (no external stores) Lot XIX C/D will nose out a clean E/F in a drag race from 0.85 to 1.2 at 35,000 ft. But F/A-18E/F subsonic performance in both MIL and MAX power is significantly superior to that of a C/D, and manifests itself in shorter takeoff distances, better climb rates, and faster accelerations. In unloaded, tactically representative accelerations, the two aircraft are indistinguishable. "Apples-to-apples" comparison of the two aircraft must be done cautiously, however. One must remember that the E/F moves the C/D’s ever-present external wing tank fuel into the fuselage and wings. Deploying with a single centerline tank (its projected typical carrier configuration), the E/F’s acceleration performance will be a substantial improvement over a cruise-configured (two fuel tanks on wing stations) C/D everywhere in the flight envelope.
Myth #3 – "Then, bigger means less maneuverable."
Fact – "In the subsonic regime, the E/F performs as good as or better than a C/D in almost every respect." The challenge posed to the contractor was not to compromise the Hornet’s superb capabilities as a dogfighter. "As good as, or better than..." was the standard to meet. The result is that the turning performance charts overlay one another. At high angles of attack, the E/F’s agility truly shines, with superior roll performance and much more carefree handling.
The heritage Hornet was already the stand-out, high angle-of-attack (alpha) machine in the U.S. inventory. The E/F is "hands-down" superior in that environment. As of the end of July, the test program had completed the high-alpha and spin programs on the E-models for all symmetric loads, and on the F-model for fighter and centerline loadings. Lateral asymmetries and F-model stores testing are in progress.
There will be no angle-of-attack restrictions for the symmetrically loaded E or F models. Spin characteristics are benign, with a simplified recovery compared with that of the C/D, and no sustained falling-leaf departure exists in any stores loading tested.
My last flight in the E/F was in aircraft E4, loaded with three 480-gallon tanks and 4 Mk 83 bombs, and with the center of gravity ballasted to the aft limit of 31.8 percent. In that configuration, the airplane maneuvered without restriction from -30 to +50 degrees AOA, performed zero airspeed tailslides and spins to 120 degrees per second of yaw rate, and unsuccessfully attempted to generate a stable falling-leaf departure. We’ve engineered out all the known departure modes for rolls up to 360 degrees.
The air combat maneuvering (ACM) flights have revealed that the airplane may still be maneuvered at speeds as low as 80 KCAS. This airplane will be quite comfortable in any type of a "phone booth" close-in dogfight.
Agility, however, should really be considered in terms of the lethality of the complete weapons system. While thrust vectoring is maturing at a pace that might have allowed incorporation into the E/F, the weight and complexity penalties were prohibitive. Instead, adding the Helmet-Mounted Cueing System (HMCS) and a highly maneuverable off-boresight missile (AIM-9X) generates E/F total-system lethality that exceeds that available from a much more agile airplane with current missiles. HMCS and AIM-9X will enter the Fleet in 2001 and 2002, respectively
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