В разработке ЕF 2000 участвовал консорциум из скольки стран? Миг 29 разрабатывала одна страна. Rafale разрабатывала одна страна.
вернно, француэы молодци, страна то маленькая, а самалеты делают хорошие, и не только нпр. "Leclerc"
Миги как 29к можно сравнить с Typhoon, хотя Typhoon c Thrust Vectoring Nozzle (с повор. соплом) будет примерно как и Flanker c тем же самым соплом. Rafale в Лхд немного хуже, поскольку площадь меньше, и момент тяги передних поворотников меньше чем у Тайфуна. американский пилот каторый летал обе машины Typhoon и Raptor сказал что typhoon нехуже, только stealth нету. линк
http://www.af.mil/news/story.asp?storyID=123010102 . да и супер круз на 0.3 мах меньше (пока).
Ну и главная претензия….. ЦЕНА.
6. Others:
A. Frontal RCS: 0.05~0.1 m2 / 0.1 to 0.3 m2 (*14)
B. Pylonst: 13 and 3 / 14 and 5, all and wet (*15)
C.
Prices: 154 million USDs / 148.5 million USDs (*16)
D. Prices: 92.3 million USDs / 69.5 million USDs (*17)
E. Maintenance: 8 / 7 Man-hours per flight hour.
*14: Dassault declared the frontal RCS of Rafale is 1/10 of Mirage-2000 in 1998~1999.
*15: Wet pylon means the pylon that can carry and use the tank.
*16: Including R&D cost
*17: Fly-off cost
. Engine:
• Engine: EJ-200 turbofans / M88-2 turbofans
• Weight: 990~1,035 kg / 897 kg
• Thrust: 20,250~21,370 Ib / 16,840~17,000 Ib (A/B) (*1
• Thrust: 13,500~15,525 Ib / 11,240~11,250 Ib (Max. Mil.)
• T/W ratio: 8.9~9.8 : 1 / 8.5~8.6 : 1
• SFC: 1.66~1.73 / 1.80 (A/B)
• SFC: 0.74~0.81 / 0.80 (A/B)
*18: Eurojet declared that with minor modification, the maximal A/B thrust of EJ-200 could reach 22,275 Ib class theoretically.
The M88-3 and M88-4 are development projects AFAIK and are yet to progress to anything concrete. Just remind them that the EJ200 has a more determined future at this point than the M88 ...
there is potential to upgrade power output during what is certain to be a long production and service life of the M88. An additional 25% of thrust is the target figure for a mid-life update, matching the usual weight growth of a combat aircraft as it progresses along the operational path. Later M88s will deliver 105.0kN (23,600lb) st, to be achieved in a two-stage process of adding a revised low-pressure compressor (M88-3) and modified low-pressure turbine and afterburner (M88-4). A demonstrator M88-3, nominally rated at 87.0kN (19,550lb) st, was first test-run in late 1996..."
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)..." "...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) Thrust Vectoring Nozzle . The indications are that these improvements will come on stream between 2005 and 2010..
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.