:expl:
:expl:
Держали за пазухой, чтобы "бросить на весы" в последний момент, огорошить заказчика и прихлопнуть конкурентов?
...чего уж тигру лишняя полосочка... (© - не помню)
А сравнительные характеристики ТТХ и стоимости APG-79 и Жук-А можно в студию ?
Насколько хуже будет Миг-35 по сравнению с F-18 снабженным сабжем ?
=LOCK UP BABY, LOCK HIM UP!=
AMD X6 1100T, 16 GB, GTX560 Ti 2GB, cтик+тяга+педали от CH,руль G25, Track IR 4,32` FullHD Sony, PS2, PS3, XBOX360,PSP
Все очень просто - кто больше бабла занесет куда надо - тот и победит
А все остальное - сказки в пользу бедных
А я теорию рисовал.
C уважением
совсем пробное изделие выходит
по эпр=3кв/м на фоне свободного детект 130 на 50. Желающие могут прикинуть дальность детекта Эпр=0,1 или 0,01.
Угол сканирования вроде всего +/-55.
Крайний раз редактировалось Vadifon; 13.02.2007 в 03:45.
Хорошо там, где я есть... и пить
А ты думал серийное? Хорошо хоть вообще работает, если так то доведут до ума. Диаметр антенны 700 мм планируется, здесь - 575.
И не стоит так кривиться, даже эта "поделка" уже обошла по характеристикам Жук-М и Жук-МФ. Вопрос тоьлко в том, работает ли оно - где-то проскакивало что испытания летные только этим летом начнутся.
Крайний раз редактировалось voice from .ua; 13.02.2007 в 05:08.
Войс, на рекламных буклетах пишут циферки с учетом доводки, т.е. не факт что они там нынче есть. А насчет "обошла" - возможно это изделие и догонит в процессе доводки Жук-М.
Настораживает то, что в процессе создания заявленные характеристики, как и тех. решения (наклон антенны), становятся только скромней. Напоминает историю четвертьвековой дальности результатом которой может стать установка Ирбиса
Крайний раз редактировалось Vadifon; 13.02.2007 в 09:52.
Хорошо там, где я есть... и пить
Двадцать пять лет назад кстати как раз наоборот было - тогда НИИП облажался. А что сейчас будет - будем посмотреть.Сообщение от Vadifon
Про "Ирбис" давненько новой информации не было, да и не в "формате" МиГ-29 он.
Жук-АЭ с индийской выставки: http://img206.imageshack.us/my.php?image=zhukaesd8.jpg
Улетная история о том, как один из индийских тележурналистов летал на МиГ-35 и Ф-16: от первого лица. О преимуществах русских самолетов и русских шлемов над американскими etc. (via BR fora)
Dear Friends ...
I thought long and hard about putting in this post ... since, in a sense, it is similar to what I have written in the past. However, I am extremely tempted to share with you my experiences at Aero India where I flew on the F-16 and the MiG 35 prototype. A week or so prior to that I had flown on the MiG 29UB trainer near Moscow. For an aviation enthusiast .. the last few weeks have been more than a dream come true.
I have posted extensively on the MiG 29UB sortie ... so this is about the F-16 and MiG 35 ride. I also believe I now have enough experiences to compare and contrast the flying characteristics of the various fighters I have flown on.
Also ... first up ... a sincere apology to all the BRfites at the stall at Yelahanka ... I was unable to meet you guys. The nature of television journalism is such that there is often no real time for genuine engagement with people who know and understand. I was simply too busy filing stories on Ratan Tata's sortie ... the IJT crash or the air displays. This is all for a larger audience and not stuff which would necessarily interest an expert audience ... like many of you over here.
I flew the same F-16 as Ratan Tata ... my pilot was Paul Randall of Lockheed Martin. I was invited by the US Ambassador to fly the jet. Prior to the sortie, the Lockheed Martin people were very specific about medical examinations. I underwent a full fledged medical at the CME at Subroto Park Delhi. What should have been a basic physical (so I thought) turned out to be an ECG, a urine test, a blood test, hearing, eyesight, reflex, ENT, BP and a basic examination of the spinal cord. The Group Captain who examined me made it clear that he intended being entirely rigorous and to `please let us do our job.' So I shut up ... and went through 4 hours of tests. The end result ... fully fit ... and certified to fly though I was told to kill 2 kgs. Later, the Lockheed Martin flight surgeon who spoke to the Group Captain was told I was a `a fine physical specimen !' I was relieved.
At Yelahanka ... Paul ... my pilot ... had been briefed on my previous flight experiences and asked me specifically what I wanted to do. I told him that I had done 6.2g in the past without much difficulty and wanted to test the 7 g threshold. I made it clear that I wanted to experience the flying aspect of the sortie ... though they made it clear that they intended to demonstrate some of the systems on board including the radar's operations.
The F-16 cockpit is narrower than the cockpit of all the other fast jets I have been on. Behind the side-stick controller is a small elbow rest and the position of the right arm is extremely comfortable ... and far more ergonomic that a conventional stick. Also, remember, the side-stick is pressure sensitive ... and doesnt move more than an inch or so in all directions. As always, I needed to know some basic operations for the flight: emergency O2 supply, intercom operations and arming the ejection seat.
I have a flight overall already and gloves which Boeing gave me when I flew the Hornet at the Farnborough airshow last year. On this occasion ... I wore a Lockheed Martin supplied kit ... with boots and G suit.
Before I could get anywhere close to the jet ... I had to practise sliding in and sliding off the oxygen mask ... Believe me, its really difficult.
After being briefed and strapped into the cockpit ... by a 70 year old man (someone who has been in the company for decades) ... we rolled to the edge of the runway ... for what would be a full burner take-off.
I immediately noticed a couple of things about the jet which I did not like. The 02 flow into my mask wasnt smooth ... and the position of the intercom ... under and ahead of the throttle ... was difficult to reach. It would be much much tougher while pulling gs.
Rear visibility on the F-16 twin ... contrary to what I though ... is mediocre ... the main hinge of the canopy folds and closes directly in front of the rear pilot.
The take-off run on full burner ... is absolutely stunning ... the acceleration is breaktaking ... far in excess of what I experienced on any of the other jets I have flown on. We went vertical, did a half loop ... straightened out and headed to an area northeast of Yelahanka.
Paul fired up the radar .. and put it into ground mapping mode ... the resolution on this Block 50 aircraft which had flown straight from the Iraq conflict ... was acceptable ... given the generation of the radar ... far inferior, though, to what I had seen on the F-18 F Super Hornet last year. There were (understandably) blindspots when we flew over a few hillocks. I was also shown the moving ground target attack mode ... where we locked on to what I was told were a few trucks ... the resolution of the radar was too poor for me to see what we had locked onto ...
The flying characteristics of the jet ... are simply amazing ... and though the MiG 29 and 35 pull the same g ... I feel the instantaneous rate of turn and the responsiveness of the controls are superior to the Russian jets. I base this on extensive personal experience ... though I will add no further to this aspect of the sortie.
Anyway, we continued turning and burning ... and Paul took me straight to 8 g ... which is bloody painful. For the first time, I felt close to blacking out ... though I recovered the second he let go of the controls. What made things worse was the position of my back/neck ... I was actually neck down when we pulled ... and in a high g maneuver ... if you dont have your head back ... you are essentially in trouble !!! Next time around ... I made sure I was in the correct position ... and we pulled clean to 8.2 g. What amazed me was Paul's ability to speak to me through the 8 g experience ... with no major change in the tone of his voice. Believe me ... pulling more than 6 g hurts like hell ... For starters, you feel the g suit is disembowelling you ... and then at about 7 your vision starts going. I went home that day with a pain in my back.
My sortie lasted about 35 minutes ... as we returned ... we tracked a few civilian jets in the area ... and interrogated them using IFF ... They pinged correctly ... so we didnt shoot them down !! ...
I noticed the ATC controller's commands were very difficult to understand ... and we were being consistently given difficult to understand instructions. In fact ... on a few occasions, Paul asked me if I could understand what the ATC said .. and I said I didn't. Paul kept asking the controller to repeat his instructions ... In fact, there was an element of uncertainty even while we were on finals.
Tough down was perfect ... though the runway at Yelahanka is an up and down hill ... My F-16 sortie had come to an end ... and with that my Falcon sortie.
Продолжение в следущем посте...
Продолжение истории (2)
MiG-35
I was not supposed to fly the MiG-35. About a week or so prior to that I had flown a sortie on the MiG 29UB trainer at the Gromov Flight Centre at Zhukovski near Moscow. On that occasion, I had asked for permission to be given a sortie on the UB since the pictures I would collect would make a huge difference to my story. Which it did.
The Russians were obviously impressed and they approached me about the possibility of a MiG sortie at Yelahanka and asked me to pen in a request. I DIDN'T do this since, frankly, I was not certain my editors would be too keen on yet another `Vishnu goes flying' story on air. Besides, I would already be flying the F-16.
Anyway, about a day or two prior to the show beginning .. MiG got in touch with me confirming the possibility of a sortie. I didn't want to look a gift-horse in the mouth ... and since Ratan Tata's sortie had generated enough attention ... I felt that it would be possible to do this story as well. Just about. As it turns out ... we aired the story on the day Tata flew the F-16. So at 8 pm, we had two back to back stories ... `Tata flies high' and `Vishnu flies high !!'
At the onset ... let me tell you ... and this is true ... that while the MiG 35 sortie was a high ... having the opportunity to sit down, eat lunch and have a couple of drinks with the great test pilot Pavel Vlasov (a Hero of the Russian Federation) ... and Mr. Byntin, the Chief Designer of the MiG 35 was wonderful. In fact ... I had had the opportunity to meet Pavel in Moscow as well, also at a lunch shortly after he flew the MiG-29KUB at its media debut (incidentally, the actual first flight of the KUB of which I have footage) took place two days prior to the media debut ... so the Russians, no fools, knew the thing flew before they brought in the international media.
Anyway ... lets fast forward to Yelahanka. My pilot would be Mikhail Belyaev who spoke reasonable English .. though with a heavy accent. We both realised the importance of keeping our conversation to a minimum ahead and during the flight so that we could get the pre-flight basics right. Later on, I would discover that Belyaev was an absolute clown ... supremely confident as a pilot with a sense of humour to match.
For starters the g suit. BRfites will be happy to know that after all these sorties ... I am confident about strapping onto a g suit all by myself !! But even before we got started with the g suit ... there was a problem ... flight overalls .. the Russian flight overalls were too small for me ( I am about 6'3) ... so ... we went to plan b ... I pulled out my own Boeing provided flight overalls ... and voila we were set to jet off. Alas, the MiG guys didn't provide me a pair of proper flight boots ... so my formal pair of black shoes remained. I am a bit of a sticker about uniforms ... and it just didn't feel right. Anyway.
As we approached the Fulcrum ... a senior Communications person at Boeing (who I have worked with extensively on my Hornet sortie last year) came up to be a touch irritated. "Vishnu, you'll fly just about anything won't you?" she asked. She had obviously noticed my Boeing flight overalls (which didn't of course say `Boeing' anywhere). I let go a sheepish grin ... she already knew the answer ... and for those of you out there who don't ... in one word, the answer is `Yes.'
We were now next to the Fulcrum ... and I was given my bone dome ... and a cloth head cover (typically Russian) just before I got into the jet. A couple of points here ...
The Russian pilots helmet is the real deal. This one was obviously compatible with the IRST system. It was considerable heavier that the American/French/British helmets I have worn in the past. It was also, much, much, much more comfortable. In the American helmets, the sun visor is attached to the outside portion of the helmet. On the Russian ones, it is located inside ... and you need to push a release on either side of your eyes with both your hands to bring it down. It fits perfectly with the oxygen mask ... and the clarity is perfect. Belyaev later told me ... "We take our helmet to American .. and tell them ... `this is helmet for fighter plane. Your helmet meant only for small scooter." I must also confess, the Russian flight gloves (black leather) are far trendier than the heat resistant and loosely fitting American flight gloves but I am being superficial.
Russian step ladders to their jets also have a small upward facing brush (just like a broom brush) attached to the lowest step. This is meant to dust off snow from ones boots prior to boarding the jet.
The MiG 35 cockpit is considerably larger than the F-16 cockpit. Getting into the rear of the F-16 is quite difficult ... and as my pilot Paul Randall had told me .. there is no graceful way of getting in. Not so in the Fulcrum, you step off the ladder to the LERX just away from the gun exhaust and step right in ... one leg at a time. Guys, I am not wasting words here ... the act of stepping in and out of a fighter, as I have come to realise ... is a major issue.
Продолжение в следующем посте
Окончание истории о полете индийского тележурналиста на МиГ-35
The first thing I noticed on sitting down ... and being strapped in ... was the quality of the cockpit. For those of you who ogle at the cockpit of the Rafalle (I actually sat in one on the Charles DeGaulle carrier) ... let me be quite clear: this cockpit is as good ... for the following reasons ...
(a) Space: Because there is no clutter in the cockpit .. there is a sense of space ... Also, the new, broader canopy on the MiG 35 gives you a roomier feel as compared to the MiG 29 UB I flew.
(b) Cockpit ergonomics and configuration: There are 3 huge MFDs in front of you and a small one that serves as the HUD repeater.
(c) There are minimal switches under the arms of the pilot ... this is an out and out HOTAS fighter.
(d) Forward vision (HUD repeater) ... and this is an important point ... if clarity and depth perception is the priority ... the HUD repeater on the MiG 35 is state of the art ... streets ahead of anything I have seen on the other fighters. (Note, however, the Sea Harrier trainer, which I flew, has perfect forward visibility and does need a repeat of what the pilot in front is seeing ... It does, however, have a repeat of the HUD symbology.) My only ... small complaint about the MiG 35 rear HUD repeater is that the screen ... mounted along the pilot's line of sight ... is slightly small but considerably larger than the weird mirror image the periscope provides in the MiG 29UB trainer.
Oh yes, prior to the flight ... Mikhael asked me what it is that I wanted to do ... I was consistent with what I had told the other pilots ... `Mikhael ... the F-16 pilot took me to 8 g. Can we do the same?' Prompt came the reply .. `No problem ... we do 8g, Cobra and tail slide. OK?' I could only mumble a muted `da' in reply.
Anyhow, engine startup was like the other jets. I had been briefed on the emergency O2 system ... and the position of the intercom switch (which was on the throttle ... like the 29UB ... just where I like it). I was also shown the position of the hot switch in case I wanted to permanently keep on the intercom ... which is irritating since you hear the other pilot breathing loudly in your ear. This is where the Mirage 2000 is streets ahead of the other jets I have flown. It has a wonderful voice activated intercom ... no buttons ... no heavy breathing sounds.
As we rolled down the taxiway ... my focus was on the MFDs in front of me ... the INS display on the extreme right, engine parameters in the centre and the artificial horizon, AOA, airspeed indicator and the g meter on the extreme Left. The multi colour MFDS are large and extremely clear. I wanted to us the metric system for my airspeed and altitude ... and this had been set for me with a button push prior to the flight.
The take off run on the MiG 35 ... feels like a 747 compared to the F-16 .. it is slower ... much more refined ... and the difference between a single engine and two engines is perceptible. Don't get me wrong ... a full burner take off on any jet is still loads of fun. Mikhael veered left at low altitude on take off and then went vertical ... did a half loop and rolled out into the direction of our heading. We had done about 4.5 g ... but I felt almost nothing. That may be because the speed of the jet was slower than the F-16 ... but also may be because I have come to anticipate when the gs kick in. Also, the oxygen flow in the MiG 35 was outstanding ... very easy to inhale ... and no pressure on the lungs.
Mikhael then went into a lengthy explanation of the INS system ... pointing out our heading ... and some of the symbology on the unit ... He then said `You pilot, Vishnu' and I took control ... did a sharp bank to the right ... which he corrected by telling me to to head in the direction of the indicator on the INS display.
We kept flying for a while ... when Mikhael let me take over the controls ... we did a few hard turns ... and rolls. He then asked me if I was interested in a Cobra. No guesses on what my answer was. Anyway, there is a button on the Master Caution panel on the front right on the pilot which says "Cobra." That button has to be pushed before the maneuver can be done since the flight control system has to be overridden. What made the Cobra maneuver all the more enjoyable was the knowledge that this was a non TVC aircraft. The Cobra maneuver itself is a lot of fun ... Mikhael goes `Cobra now' and yanks hard on the stick ... the nose pitches right back ... and then he pushes the nose hard forward ... as we get into the negative g scenario .. which makes it feel like going down a psycho roller coaster. Like in the case of the tail slide … the ground rushes at you awfully quick … but there is immense power in this jet and we soon level out.
At this stage Mikhael demonstrates to me the stability of the jet by violently moving the stick around its axis … with absolutely no impact on the forward motion of the jet. The F-18 F pilot I had flown with at Farnborough had demonstrated the same thing.
We soon returned to a `You pilot Vishnu’ scenario … the part of the sortie (like in previous cases) where I choose to censor what I write though I will mention that we did 8.2g for which the Russians later gave me a certificate.
It was time now time to head back … but there was still time for a touch and go … we lined up with a runway … but touched down a touch fast … and bounced right back into the air … and which stage Mikhael decided that he would show off … plain and simple … He said `Ok Vishnu, now we do military style landing’ so he yanked hard and left … gaining altitude as we flew parallel to the runway in the opposite direction. We pulled into a violent 6 g left bank … lowering undercarriage … and leveling out pretty much on top of the runway before making a perfect touchdown. It was brilliant.
And I must say, it was another brilliant sortie … a whole lot of fun.
I anticipate a couple of questions from you guys …
1. The Zhuk radar … well, we did have it on for a short while and the resolution of the radar in the air to ground mode was considerably better than the F-16 Block 50 jet I had flown on.
2. The new Electro-optronic system … There was a huge language issue with the Russians here … they kept referring to it as a passive attack system … so I am afraid I have no details here.
Ok then … that’s it for the moment. That’s all the time I am going to spend on this article on my precious day off … You will have to hear about my lunch with Vlasov, Belyaev and Byntin at a later stage.
Cheers
Vishnu Som
Associate Editor (Defence)
NDTV
Непонятный пассаж...
Ищу вариатор реальностей.
У МиГ-а заметно худшие разгонные характеристики. Помоему так.
Пассаж понятный
Всего наилучшего!
Fisben.
А что он ему на радаре показывал?Пассаж понятный
Извини, тут говорить не буду.
Всего наилучшего!
Fisben.
Леш, я на счет самого первого предложения - там дословно написано - "медленнее"Пассаж понятный
То, что ППК лучше - и так можно понять
Ищу вариатор реальностей.
А ППК как раз и помогает незаметить скоростьЛеш, я на счет самого первого предложения - там дословно написано - "медленнее"
То, что ППК лучше - и так можно понять
Всего наилучшего!
Fisben.
..надо понимать что теперь ОЛС обнаруживает спокойно противник из 40-60 км...??На МиГ-35 стоит не древний КОЛС, а новый ОЛС производства НИИПП. Возможности просто поражают. Я не покривлю душой, если скажу, что дальности обнаружения выросли на десятичный порядок.), (конечно условия самые разные) Я лично не ожидал столько новых видов оптики на борту, приятно удивлен. Одно думаю ясно - по количеству/качеству оптики МиГ-35 намного круче раптора ...
Многое конечно зависит от условий наблюдения. Но реально получены просто офигенные цифры...надо понимать что теперь ОЛС обнаруживает спокойно противник из 40-60 км...??
Всего наилучшего!
Fisben.
Согласен, это была приятная неожиданность. Не только JSF будет летать с такой системой..Я лично не ожидал столько новых видов оптики на борту, приятно удивлен. Одно думаю ясно - по количеству/качеству оптики МиГ-35 намного круче раптора ...
"Как говорит наш дорогой шеф, в нашем деле главное - реализьм!" (c) к/ф "Бриллиантовая рука"
Да не-е-е-е, не кажется! Посмотрел тут пилотаж польского F-16 так МиГ-29 по сравнению с ним что вяленый полудохлый лапоть. Один только переход в вертикальный набор высоты сразу из прохода с большими углами атаки чего стоитСкорости крена тоже просто несравнимы:
http://www.patricksaviation.com/videos/Patriot/1186/
- Да, максимальная скорость крена у него (по памяти) 720 град/сек. Мал момент инерции относительно продольной оси.Да не-е-е-е, не кажется! Посмотрел тут пилотаж польского F-16 так МиГ-29 по сравнению с ним что вяленый полудохлый лапоть. Один только переход в вертикальный набор высоты сразу из прохода с большими углами атаки чего стоит
Правда, ничего такого особенного, надо сказать по-честному, он тут, в плане высшего пилотажа, не вытворял...
Ваши права
Ответить с цитированием