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 EF2000 Typhoon

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MessageSujet: Re: EF2000 Typhoon   Sam 25 Avr 2009 - 15:02

ok mais avec l'iris/T le short range est couvert et avec le meteor le medium et long range aussi alors je vois pas l'intérêt d'utiliser l'amraam ( le meteor sera bientôt dispo. sa sert à quoi cette investissement Rolling Eyes )

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MessageSujet: Re: EF2000 Typhoon   Sam 25 Avr 2009 - 15:12

le meteor est lourd et plus long(normal avec RAMjet turbo) donc il pourra pas en emporter bcp,la config possible serait 2/4 Meteor+4 AMRAAM+2 IRIST/AIM-9

s´il tire les meteor et qu´aucun kill n´est assuré,il doit passer au next level et ainsi de suite..
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MessageSujet: Re: EF2000 Typhoon   Sam 25 Avr 2009 - 15:24

regarde il prend de la place,et les entrées d´air du RAMjet doivent aussi creer pas mal de trainée/vibrations d´ou les tests avec 2,mais je crois que 4/6 sont prevus

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MessageSujet: Re: EF2000 Typhoon   Sam 25 Avr 2009 - 16:17

effectivement le meteor est énorme...
je pensais qu'il pouvais s'encastrer comme l'amraam mais il est trop gros, donc il est possible qu'il est une config amraam+meteor+irisT ....

sacré bête ce typhoon !

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MessageSujet: Re: EF2000 Typhoon   Sam 25 Avr 2009 - 16:21

oui sacré bête!
2 iris-t/asraam/aim-9, 2 meteor, 4 amraam...What a Face je ne souhaiterais pas être sur son HUD.
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MessageSujet: Re: EF2000 Typhoon   Sam 25 Avr 2009 - 19:24

Viper a écrit:
effectivement le meteor est énorme... je pensais qu'il pouvais s'encastrer comme l'amraam mais il est trop gros...

Le METEOR (3,67 m) s'encastre bien sous l'Eurofighter en lieu et place de l'AMRAAM (3,66 m)...



Configuration de supériorité aérienne: 6 x BVRAAM, 2 x SRAAM, 27mm Mauser, 3 x 1000 litre fuel tanks...



Sources:

http://www.airpower.at/news03/1002_ef_meteor_irist/index.html

http://www.mbda-systems.com/mbda/site/ref/scripts/siteFO_contenu.php?lang=EN&noeu_id=123&page_id=105

http://www.af.mil/factsheets/factsheet.asp?id=79

http://www.eurofighter.com/et_sr_mc_as.asp

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MessageSujet: Re: EF2000 Typhoon   Sam 25 Avr 2009 - 19:31

ok merci rafi pour la précision, tjrs là pour corriger le tire Wink

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MessageSujet: Re: EF2000 Typhoon   Sam 25 Avr 2009 - 19:33

Wink

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MessageSujet: Re: EF2000 Typhoon   Sam 25 Avr 2009 - 19:59

une image de près


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MessageSujet: Re: EF2000 Typhoon   Mar 28 Avr 2009 - 12:10

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MessageSujet: Re: EF2000 Typhoon   Mar 28 Avr 2009 - 13:09

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MessageSujet: Re: EF2000 Typhoon   Sam 2 Mai 2009 - 11:51


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MessageSujet: Re: EF2000 Typhoon   Jeu 7 Mai 2009 - 0:08

EADS Concludes AESA Radar Research Program for Typhoon


Citation :

EADS Defence & Security successfully concludes European radar technology research programmes
EADS Defence & Security (DS) together with its partner companies has successfully concluded two major radar technology programmes paving the way for the unprecedented performance of the new AESA radar technology (AESA = Active Electronically Scanning Array).

The German-French-British research programme AMSAR (= Airborne Multirole Solid state Active array Radar) after extensive flight tests of the multi-channel AESA radar demonstrator in 2008 now ended with the delivery of data evaluation reports by Defence Electronics, an integrated business unit of DS, SELEX Galileo and Thales. Almost at the same time the German-British CECAR programme (CECAR = Captor E-sCAn Risk-reduction) led to successful integration of a radar demonstrator system specifically adapted to the Eurofighter/Typhoon. Under CECAR, Defence Electronics together with SELEX Galileo developed a radar demonstrator proving the feasibility of replacing the existing "Captor" Eurofighter radar. The demonstrator dubbed "CAESAR" was successfully flown on-board Eurofighter in 2007 (see photo).

"Over more than a decade, the joint effort of our customer nations and the partner industries has proven the enormous potential of AESA technology", summarizes Bernd Wenzler, CEO of Defence Electronics, an integrated activity of EADS Defence & Security. "From this basis we are already looking at the next technology steps toward multifunction sensors, which will introduce multisensor performance and reduce through-life cost but need similar longterm research effort."

AMSAR was a technology programme jointly pursued since the early 1990s by an industrial consortium comprising Defence Electronics, SELEX Galileo and Thales aiming at the development of the next-generation AESA radar technology. The programme aimed at de-risking AESA radar technologies prior to their potential insertion into service with different platforms of the land, sea and air forces. AESA technology offers operational advantages such as simultaneous exertion of numerous radar modes, jamming resistance and increased reliability, all amounting to significantly reduced life-cycle cost. Instead of mechanical movement of the antenna, AESA radars use electronical steering exerted by up to several thousand of T/R (= transmit/receive) modules, basically small radars itself which enable maximum performance and versatility.

Defence Electronics owns and operates an automated cleanroom production facility at its Ulm site � the so-called MicroWaveFactory � which makes it a major partner in the most important AESA programmes. Amongst others, the company is currently delivering high-performing AESA T/R modules for the space programme TerraSAR, the tri-national air defence programme MEADS and the German ground surveillance programme B�R.


Source: Deagel
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MessageSujet: EF2000 Typhoon   Jeu 7 Mai 2009 - 17:58

with one " daring"... english army drunken :

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MessageSujet: Re: EF2000 Typhoon   Ven 8 Mai 2009 - 2:22

quelle classe! regardez la foule qui sort du hangar pour admirer ce spectacle époustouflant!
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MessageSujet: Re: EF2000 Typhoon   Ven 8 Mai 2009 - 7:56

Moi Raptor, je sortirais du Typhoon pour admirer la Daring Wink
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MessageSujet: Re: EF2000 Typhoon   Ven 8 Mai 2009 - 18:10

Seguleh I a écrit:
Moi Raptor, je sortirais du Typhoon pour admirer la Daring Wink

à cette vitesse et cette altitude on ne sort d'un chasseur que quand on a le feu aux fesses
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MessageSujet: Re: EF2000 Typhoon   Sam 9 Mai 2009 - 2:20

lol! Exact Raptor. Pour la photo, rien a dire, deux fleurons de la technologies europeennes appartenant a deux armes differentes, c'est beau!
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MessageSujet: Re: EF2000 Typhoon   Mar 19 Mai 2009 - 19:12

Livraison des premiers block 8 à la Luftwaffe...

Four Block 8 Eurofighter Typhoons were delivered to their new home, German Fighter Wing 73 “Steinhoff” last week, following a period of QRA duties and in-service testing at Fighter Wing 74 in Neuburg in Southern Germany. On the 14th April, two Tranche 2 aircraft were delivered to the base in Laage, Northern Germany followed by a further two Eurofighter Typhoons on the 16th April. The first Tranche 2 deliveries to Germany began in December 2008. Type acceptance for Block 8 was agreed in 2008 and sees a new suite of computers with more processing power introduced on all Tranche 2 aircraft. This enhances the Eurofighter Typhoon's capabilities in its air-to-ground role and also enables the integration of new armaments in the future.

http://www.defense-aerospace.com/article-view/release/104693/eurofighter-delivers-block-8-aircraft-to-germany.html
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MessageSujet: Re: EF2000 Typhoon   Mar 19 Mai 2009 - 22:04

Citation :
... This enhances the Eurofighter Typhoon's capabilities in its air-to-ground role and also enables the integration of new armaments in the future.

reste à savoir quelles sont les armes qui vont éventuellement être integrées grâce à la nouvelle capacités...peut être qu'ils vont integrer des JDAM et davantage d'armes stand off.
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MessageSujet: Re: EF2000 Typhoon   Mar 19 Mai 2009 - 22:36

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MessageSujet: Re: EF2000 Typhoon   Mar 19 Mai 2009 - 22:58

une question: y a t-il des nouvelles du EJ230, la version du EJ200 avec 15/20% de poussée supplémentaires, j'ai longtemps cherché mais j'ai rien trouvé de fiable. c'est à dire que le concepte existe déjà mais j'aimerais savoir si le développement est déjà lancer et quelles sont les délais estimés pour ce projet, si projet il y a Rolling Eyes
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MessageSujet: Re: EF2000 Typhoon   Mer 20 Mai 2009 - 0:18

CAESAR (CAPTOR AESA):

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MessageSujet: Re: EF2000 Typhoon   Mer 20 Mai 2009 - 0:50

Raptor a écrit:
une question: y a t-il des nouvelles du EJ230, la version du EJ200 avec 15/20% de poussée supplémentaires, j'ai longtemps cherché mais j'ai rien trouvé de fiable. c'est à dire que le concepte existe déjà mais j'aimerais savoir si le développement est déjà lancer et quelles sont les délais estimés pour ce projet, si projet il y a Rolling Eyes

je vais m'auto répondre...
Citation :
Future of the EJ200

Engine uprating
The EuroJet consortium were required to build an engine (often referred to as EJ2x0) which had at least a 20% growth potential. There are already plans to carry out the necessary modifications to reach this higher (Stage-1) output in the 2000 to 2005 timeframe. Such an improvement will require a new Low Pressure Compressor (raising the pressure ratio to around 4.6) and an upgraded fan (increasing flow by around 10%). This would result in the dry thrust increasing to some 72kN (or 16,200lbf ) with a reheated output of around 103kN (or 23,100lbf). Given recent increases in the weight of the Typhoon it may not be unexpected to find this upgrade performed in the near future.

More interestingly perhaps is Rolls-Royce and EuroJet's plan to increase the output 30% above the baseline specification as a Stage-2 modification. Such an upgrade will require more substantial plantwide changes including a new LP compressor and turbine and an improvement in the total pressure ratio. These upgrades would yield a new dry thrust of around 78kN (or 17,500lbf) with a reheated output of around 120kN (or 27,000lbf). The indications are that these improvements will come on stream between 2005 and 2010, in time for the Typhoon's Mid Life Upgrade expected around 2016.

TVC!
Citation :
As well as the potential for increasing the EJ200's thrust there are also plans to incorporate a Thrust Vectoring Control, or TVC nozzle.

The EJ200's TVC nozzle is a joint project lead by Spain's ITP and involving Germany's MTU. Preliminary design of the system began in mid-1995 at ITP, the proceeding years involved work by both ITP and MTU to deliver a fully functional EJ200 integrated system. The outcome of this research led to the first 3DTVC equipped EJ200 undergoing rig trials in July 1998. The nozzle requires relatively few modifications or additions to be made to the EJ200; a new hydraulic pump, reheat liner attachment upgrades, casing reinforcement, new actuators and associated feed equipment. More importantly the equipment fits within the engines current installation envelope and therefore no changes will need to be made to the Typhoon to accommodate the system.

There are essentially three types of vectoring nozzle; ones in which the entire post-turbine section is moved, those which feature external nozzle attachments for directing thrust (e.g. the X-31 paddles) or ones in which thrust is vectored within the divergent section. The ITP system uses the later design requiring no external equipment (which adds weight and offers relatively poor efficiency) and reducing distortion on the major engine structures (a problem with using the first method).


CAD image of nozzle during vectoring

The new Thrust Vectoring Nozzle, TVN is a convergent/divergent type containing three concentric rings linked via four pins forming a unified Cardan joint. Each of these rings serves a purpose, the inner ring is connected to the nozzle throat area with the secondary ring forming a cross-joint connection with the pivoting outer ring. This outer ring is in turn connected to the divergent section (green on the CAD diagram) via several struts or reaction bars (black on the CAD diagram to the left). The outer ring is controlled by either three or four hydraulically powered actuators situated at the North, South, East, West, South West and South East positions. By minimising the number of required actuators (either three or four) ITP claim there is little additional weight, reduced actuator power demands and increased reliability over previous systems. Additionally the nozzle utilises a partial balance-beam effect to minimise the actuator load requirement. This effect uses the exhaust gases themselves to close the nozzle throat area, according to ITP this gives a 15% reduction in actuator loads in certain circumstances.

The baseline vectoring configuration uses three actuators (North, South East and South West). By moving each actuator either in or out the outer ring (red) can be tilted in any direction (see CAD diagram to right, top picture) thus offering both pitch and yaw control. Any net directional movement in the outer ring is then translated via the struts into a larger movement of the divergent section, vectoring the thrust. As well as vectoring control (via movement of each actuator) it is possible to alter the throat area directly by moving all three actuators outward or inward in parallel. In both cases the outer pivot and the inner (green) throat area ring are fixed in the axial direction which reduces the required number of actuators.




Beyond the baseline case the TVN includes a pro-baseline configuration offering the ability to alter the divergent section exit area as well as vectoring thrust and altering the throat area. To achieve this the outer ring is split into top and bottom halves and four actuators (in the N, E, S and W positions) are utilised (see CAD diagram to right, bottom picture). By moving each actuator in a unified/combined manner the thrust can be vectored and the throat area altered. However by moving just the N and S actuators the split ring hinge can be opened and closed. In turn this moves the upper and lower strut series either in or out opening or closing the exit area. In a traditional Con-Di nozzle the exit area is directly related to the throat area. The problem with this approach is that it is extremely difficult to optimise the nozzle shape to different flight profiles, e.g. subsonic cruise, supersonic dash. By allowing dynamic control of the exit area the nozzle shape can be altered on the fly. According to ITP this allows for significant improvements in achievable thrust in all flight profiles.

The three ring system is not the only unique feature of the nozzle. In previous convergent/divergent systems the reaction bars or struts have been connected to the divergent section at a single point. This limits their deflection range thus imposing limits on achievable thrust vectoring (typically to no more than 20°). The ITP TVN however uses a dual point hinged connection allowing a far greater range of movement to be achieved (according to ITP, studies indicate 30°+ can be achieved). By careful placement of the struts, problems with the nozzle petals overlapping or colliding are also removed.

Since rig trials commenced in 1998 the TVC equipped EJ200-01A has run for 80 hours (February 2000) of which 15 hours were at full reheat (including sustained five minute burns) during 85 runs. These trials have included over 6700 vectoring movements at the most severe throttle setting and 600 throttling cycles under the most demanding vectoring conditions. These trials demonstrated full, 360° deflection angles of 23.5° with a slew rate (the rate at which the nozzle can be directed) of 110°/s and a side force generation of some 20kN (equal to approximately to one third of the total EJ200 baseline output). These vectoring trials have included both programmed ramp movements and active joystick control. The studies have also verified the MTU developed DECU (Digital Engine Control Unit) software and FCS connections.

During the summer of 2000 a round of altitude trials commenced at the University of Stuttgart, Germany. These are focused on determining the effects of temperature and pressure variation on the nozzle materials, shape and performance. Additionally ITP are continuing work on further reducing the weight of the system.

In November 2000 ITP announced that an agreement had been reached with Germany and the U.S. to utilise the X-31 VECTOR test aircraft for flight trials of the nozzle. This will see a modified EJ200/TVN combination fitted to the X-31. The modification work required will involve all members of the EuroJet consortium. Additional input is likely from EADS and Boeing as well as NETMA in providing the required EJ200's and equipping the X-31. The Spanish government has agreed to pay for flight certification of the system and provide test pilots. The first flight trials are expected in late 2002 to early 2003. In addition Eurofighter and EuroJet have expressed a desire to commence flight trials of DA1 equipped with the nozzle sometime from 2003. How this fits in with the X-31 test phase is currently unclear.

ITP have suggested that a Eurofighter fitted with the nozzle will benefit in a number of areas including; reduced after body drag (through tighter nozzle shape control), an estimated 7% improvement in installed thrust for the supersonic cruise regime (M1.2 non-reheat at 35000ft) and a 2% improvement in maximum take-off thrust.

At this stage there are no definite plans to fit the nozzle to any production Eurofighter. However Eurofighter, EuroJet and a number of consortium nations and other companies have indicated a desire to include the nozzle (if possible) in Tranche-3 aircraft (due from 2010). This would fit with the stated desire of the four consortium nations to incorporate new technologies in sucessive Eurofighter production runs. The current Eurofighter struture has already been strengthened in anticipation of increased loads created by TVC as well as higher output EJ2x0 series powerplants.




http://typhoon.starstreak.net/Eurofighter/engines.html
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MessageSujet: Re: EF2000 Typhoon   Mer 20 Mai 2009 - 22:43

CFT:


Helmet:


HUD:
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EF2000 Typhoon
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