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Üsna kummaline portaal muidugi.Roamless kirjutas:Väidetavalt ei läbinud F-35 USA relvastusameti osasid teste
http://www.fool.com/investing/2016/08/3 ... -f-35.aspx
Ei ole kummaline portaal. Üsna vana ja tunnustatud investoritele suunatud portaal. See, et nad sõjatehnikat arutavad on tingitud lihtsalt sellest, et LM ja tema konkurendid on kõik avalikult noteeritud ettevõtted.Drax kirjutas:Üsna kummaline portaal muidugi.Roamless kirjutas:Väidetavalt ei läbinud F-35 USA relvastusameti osasid teste
http://www.fool.com/investing/2016/08/3 ... -f-35.aspx
Antud artikli kriitika on selles osas omal kohal, et järjest tõenäolisemaks muutub, et Block 3F tõesti ei saa ikkagi tähtajaks valmis, kuna enamik ajapuhvrit kulutati ära 3B peale ning see on muutnunud praktiliselt olematuks, samas kui riske veel on. Artikke ise ei ole aga kuigi hea.Roamless kirjutas:Väidetavalt ei läbinud F-35 USA relvastusameti osasid teste
http://www.fool.com/investing/2016/08/3 ... -f-35.aspx
). Kui aga peaks juhtuma, et nad mingit jama ette ei näinud, hakkavad seal asutuses konkreetselt pead lendama. Relvatestijad on hoopis teised loomad, kes arusaadavalt võimalike ohtude etteennustamisega ei tegele. Nad kontrollivad kindlate testide raames mingi konkreetse funktsionaalsuse vastavust spetsifikatsioonile.Ehk, 2015.a. novembri seisuga, väitis DOT&E, et kuna keskmiselt on F-35 relvade täpsusteste (Weapons Delivery Accuracy events) senimaani tehtud 0,8 tükki kuus, on praegune Block 3F tarkvara valmimise tähtaeg (2017 august) ebarealistlik. Selle saavutamine vajaks kolmekordset tempo kiirendamist (kolm testi kuus), seega Block 3F valmib tõenäoliselt alles 2021.Completing the full set of Block 3F WDA events by May 2017, the planned end of Block 3F flight test according to the most recent program schedule, will require an accomplishment rate of over 3 events per month, more than 3 times the rate observed in completing the 12 Block 2B WDA events (approximately 0.8 events per month). Extending by two months to the end of July 2017, as has recently been briefed by the Program Office as the end of SDD flight test, is still unrealistic. Unless the accomplishment rate increases over the rate during the Block 2B testing period, completing all Block 3F WDA events will not occur until November 2021.
Ma võin siin ise lihtsustades väga lahmida, lihtsalt tahtsin jagada infot, mida suvaliselt uudise-saitidel nende "hädaartikite" kontekstis ei kuule, mis mulle isiklikult tunduvad usutavad. Viiteid jõudsin ka vähe panna, nii et kui keegi nõuab, otsin eraldi juurde.DefenseNews on teinud 7-minutise intervjuu John Venableiga, kes on selle sama Heritage artikli autor ning endine F-16C piloot (tema biograafia)Gideonic kirjutas:The Heritage Foundation on üsna põhjaliku raporti valmis vorpinud.
F-16CJ on siis F-16 "Wild Weasel" SEAD versioon, mis on mõeldud vastaste õhutõrje avastamiseks ja hävitamiseks AGM-88 HARM rakettidega. F-16CJ on muidugi eilne päev, võrreldes uusimate EW lennukitega, nagu näiteks EA-18G Growler, kuid ühte-teist ütleb see lõik F-35 RWR võimekuse kohta ikkagi. Tuleb ju arvestada et tegu ei ole mingi spetsiaalsele "Wild Weasel" versiooniga, vaid see elektroonika on paigaldatud igale F-35'ele. Tasub mõelda kui palju kasvab näiteks Mariinide SEAD võimekus, kes asendavad F-35B'ga riburadapidi oma Harriereid.The details of the F-35 threat-detection system or RWR are classified, but interviews of pilots who have flown both the F-16CJ and the F-35 state that a single F-35 has the ability to locate, identify, and triangulate emitter locations faster and with greater precision than can a flight of three F-16CJs that surround the emitter.[10]
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[10] Personal interviews with three former F-16CJ pilots, each of whom stated this same line almost verbatim.
Rahade kokkukuivamise tõttu ongi EF-111 de-facto välja vahetanud EA-18 (ja EA-6, mis on Mariinidel endiselt kasutusel neljas eskadrillis). Kui Lähis-Idas natukene tõsisemaks kisub, on tihti lisaks USAFile kohal ka mereväe EA-18. Neid kasutatakse üsna palju maapealsetest baasidest koostöös USAFiga. Tõsise lahingtegevuse korral ilmselt ka EF-111 rollis.USAF-l on praegu probleem, et kuna analoognset ülesannet täitnud EF-111 läks pensionile, siis tulebki loota varglennukitele, sest suurte alade ja 4-gen masinate formatsioonide harjumuspärastes katmiseks häiretega neil täna võimet pole (vähemalt mitte viisil, nagu EF-111 seda tegi).
Jah ja ei. Kõike EA-18 kasutatavat manti ei suuda F-35 kindlasti siseruumi ära mahutada (ega ilma eriversioonita seda lennukit kõiges asendada). Konkreetselt radari-segamistehnikat aga küll. Tulevane EA-18 Next Generation Jammer on plaanis integreerida F-35'ga (s.h. sisemiselt). Siseruumis NGJ'i kandev F-35B ongi Mariinide plaanitav asenduslennuk praegustele EA-6ele, kuigi kuna ka NGJ arendamine venib, on oht, et viimased lähevad pensionile ennem, kui see lahendus lahingvõimeliseks saab.Juba ainuüksi EA-18 lennule kaasamineva värgi maht võtab enda alla kohe päris mitu F-35 siseruumi.
2korda2 kirjutas:F35 andis sisendi, Arleigh-Burke klassi laevalt lasti rakett "silmapiiri taga" oleva sihtmärgi pihta. Loe lisaks: https://finance.yahoo.com/news/f-35-jus ... 11263.html
Video: https://youtu.be/deENa84hX142korda2 kirjutas:F35 andis sisendi, Arleigh-Burke klassi laevalt lasti rakett "silmapiiri taga" oleva sihtmärgi pihta. Loe lisaks: https://finance.yahoo.com/news/f-35-jus ... 11263.html
However, using MADL direct to the Aegis ships weren’t part of the plan.
The difficult to detect and intercept MADL was designed for F-35s to talk to F-35s and not intended to share information beyond other JSFs, Bran Clark, a retired Navy officer, the former special assistant to the Chief of Naval Operations (CNO) and now a senior fellow at CSBA, told USNI News on Tuesday.
“Originally we didn’t think F-35s would use through datalinks directly to ships… This gives them the ability to talk directly to the ship with a very hard to detect very hard to jam MADL link,” Clark said.
Lockheed began studying routing the MADL data out from the JSF loop in 2013 with $15 million in internal funds before winning approval from the Navy’s chief weapons buyer, Sean Stackley, Potts said.
Last year, a Lockheed Skunk Works, Aegis, F-35 technical team did tests at Lockheed’s JSF plant in Fort Worth, Texas last year to pull MADL data to a ground station that would represent the link to a Baseline 9 cruiser or destroyer, Potts said.
“It was absolutely breathtaking, the Aegis display in our labs as soon as [the test F-35] turned his radar on looking north… He picked up the conga line, if you will of aircraft going into [Dallas Fort Worth Airport],” he said.
“The display just exploded with hundreds of ranged tracks, so we knew it would work.”
However, the fact linking the F-35s powerful EW suite was such is such a late addition to NIFC-CA is an “indictment of the original planning process that lead to the F-35,” Clark said.
The MADL linkage to Aegis and potentially other ground stations opens up the potential for a greater networked battlespace for U.S. forces and potentially U.S. allies.
In addition to the Navy’s F-35Cs and Marine Corps F-35Bs, the Air Force’s F-35As will be able to share its air tracks with a Baseline 9 ship.
“Eventually when we start linking everything that’s relevant on the airplane off to the ship to a ground base, the commanders are going to be able to see and understand the battle space in a much more robust way,” Potts said.
For example, a direct link to a Baseline 9 cruiser or destroyer from a Marine F-35B operating as part of an amphibious ready group could open up the air defense possibilities for the ARG, allowing SM-6 cueing for air threats.
Additionally, U.S. allies can further share information.
Japan, South Korea and Australia are not only acquiring F-35s but also other key nodes the U.S. uses for NIFC-CA. The South Korean Navy and the Japanese Maritime Self Defense Force are buying ships with the Baseline 9 backbone for NIFC-CA. Japan is also buying E-2Ds and Australia has purchased EA-18G Growler electronic warfare aircraft that are already part of a U.S. NIFC-CA construct.
The test come as Naval Sea Systems Command and Naval Air Systems Command are in talks to combine their two separate networked weapons efforts.
“From our perspective, they just have the aircraft but we have the entire combat systems, Aegis and SSDS (Ship Self-Defense System), so how do we integrate all that into overall Navy?” Patel told USNI News in June.
“And then you look at what threat sets you’re going after, they have different requirements and we have separate requirements, so basically understanding each other, what are the requirements, what the capabilities are, where are we today, what are our plans for the future, and then how do we consolidate?”
In terms of the future of the NIFC-CA construct, NAVSEA said there are several other opportunities to explore to expand the network.
“The more sensors, the better off we are,” Patel said on Tuesday.
Üks allhankija ei teinud kütusepaaki läbivate juhtmete isolatsiooni ettenähtud materjalist, mistõttu see hakkas aegamööda pudenema. Vigased on paraku just 15 uusimat F-35A eksemplari (13 USAF + 2 RNoAF) ning lisaks 42 veel tootmisliinil oleval lennukit. Seetõttu on maandatud ka seesama äsja lahingvalmis saanud eskadrill.WASHINGTON — The US Air Force has ordered the grounding of 13 F-35A models, as well as a pair of Norwegian F-35As, following the discovery of "peeling and crumbling" coolant tube insulation.
Peab kunagi pikemalt ära vaatama. Kiiruga jäi silma ekslik väide, justkui ei suudaks F-35 ülehelikiirusel oma sisemist laadungit välja tulistada. (suudab küll, kõigil lubatud kiirustel, kuni Mach 1.6).erick kirjutas:Vene sõjalennundusekspert lahkab raadioeetris F35, T50 ja teiste 5nda põlvkonna hävitajate olemust.
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See jutt on kirjutatud ajal, mil isegi X-35 eksisteeris ainult paberil, rääkimata F-35est.Stealth, supercruise and supermaneuverability are the components of the pilot’s ‘chariot’. The cockpit of the F-22 is the design component that allows the chariot become a weapon system and the pilot to become the charioteer. Several cockpit characteristics make the F-22 a departure from existing cockpit designs. The Raptor receives numerous inputs from its own or ‘onboard’ sensors as well as data from sources outside the aircraft (offboard sensors). Current fighters use the pilot as the sensor systems operator to point or cue various systems and sensors to acquire data. The pilot must then become the data analyst to sort through these sensor inputs and determine what it all means. The F-22 pilot is neither a sensor operator nor data analyst.
We looked at the cockpit problem from the outside in when we sat down with the avionics engineers. For example, we asked what did the pilot really want to know and at what time did he need to know it. We broke the airspace surrounding the Raptor into spheres or ‘globes’ where the pilot wanted to know specific things about the enemy and tactics. For example the pilot would like to know when he is flying undetected by the enemy. This area of ‘cloaked’ operation or the ‘engage-avoid’ globe allows him to move with impunity in the battle arena. I-see-you-but-you-can’t-see-me affords the fighter pilot a certain degree of aggressiveness and tactical positioning prior to using his weapons. It allows him to not only position himself to maximum advantage but he can also vector friendly forces and his own flight members into positions of advantage: something akin to the perfect ambush. Five globes were subsequently defined to give the pilot knowledge about his surroundings, ranging from the engage-avoid globe where the F-22 is invisible to the defensive zone where the enemy can see and hit you with his weapons.
While the engage-avoid sphere may sound like a notional space, we were able to translate this globe into specific physical boundaries defined by sensor detection capabilities. But the importance of the globes is this. The pilot is always presented the final, analyzed data about the enemy. The pilot does not directly aim, cue or point his sensors in the F-22. He is not a sensor operator. The sensors are automatically tasked to constantly search the entire volume of space above, below, to the front and rear of the F-22 and then present the information as a single, simple picture of the battle space.
The pilot is also not a data analyst. For example, the sensors collectively determine that a particular aircraft is an enemy and presents a red triangle when the enemy is identified as such. That identification may be the result of inputs from one, two or six sensors working together to conclude that there is one and only one enemy fighter in that point in space. The pilot does not care nor does he need to know how the avionics conclude that there is a MiG-29 at 330� at 38.2 miles doing 0.85 Mach number at 30,000 feet. The MiG is real. It is there and he needs to do something about it.
This de-coupling of the pilot from the role of sensor operator and data analyst is the most profound change in cockpit design since the advent of fighters. It frees up tremendous human RAM to use for intuition, insight, innovation and inference - the attributes that make a human being so dangerous and a fighter pilot so lethal.
- Paul Metz
Chief F-22 test pilot