超级军网美国陆军计划让CH-47系列服役至2060年
来源：百度文库 编辑：超级军网 时间：2024/04/28 17:22:19
【据英国飞行国际网站2015年3月31日报道】美国陆军正在制订CH-47F“支奴干”直升机的升级计划，将为其引入一系列较大的升级，从而将其使用寿命再次延长15-20年。目前CH-47F的多年期采购合同将于2019财年到期。
CH-47系列是美军目前仍在生产的最老的直升机，军方计划让CH-47系列一直服役到2060年。该系列目前最新的型别是CH-47F，于2005年投入服役，该型别换装了动力更强的T55发动机、整体成型机身、全显示驾驶舱和数字化飞控系统。
波音公司在一次采访中表示，陆军预计将在2017财年授出CH-47F Block 2的开发合同，从而使波音能够在2020财年后继续维持“支奴干”的生产线。Block 2预计将提高CH-47F的最大起飞重量8%，达到24.5吨（54000磅），还将通过把1个主油箱和2个辅助油箱合并成2个油箱的方式，降低约90千克的空机重量。此外，Block 2将更换全新的旋翼桨叶，该桨叶采用复合材料制造，并引入了前缘后掠、桨尖下反等先进气动外形设计技术。
Block 2将继续使用现役的T55-714A发动机，但将对传动系统进行升级，以更好地发挥发动机的性能。陆军目前正在资助6000轴马力（4500千瓦）级涡轴发动机开发项目“未来经济可承受涡轮发动机”（FATE）。预计陆军将在Block 3改型中换装FATE或引入其先进技术的T55发动机。Block 3改型项目预计在2025年后启动。除发动机外，Block 3还可能会加大机身长度，以扩展舱内空间。（中国航空工业发展研究中心 李昊）
http://www.dsti.net/Information/News/95728【据英国飞行国际网站2015年3月31日报道】美国陆军正在制订CH-47F“支奴干”直升机的升级计划，将为其引入一系列较大的升级，从而将其使用寿命再次延长15-20年。目前CH-47F的多年期采购合同将于2019财年到期。
CH-47系列是美军目前仍在生产的最老的直升机，军方计划让CH-47系列一直服役到2060年。该系列目前最新的型别是CH-47F，于2005年投入服役，该型别换装了动力更强的T55发动机、整体成型机身、全显示驾驶舱和数字化飞控系统。
波音公司在一次采访中表示，陆军预计将在2017财年授出CH-47F Block 2的开发合同，从而使波音能够在2020财年后继续维持“支奴干”的生产线。Block 2预计将提高CH-47F的最大起飞重量8%，达到24.5吨（54000磅），还将通过把1个主油箱和2个辅助油箱合并成2个油箱的方式，降低约90千克的空机重量。此外，Block 2将更换全新的旋翼桨叶，该桨叶采用复合材料制造，并引入了前缘后掠、桨尖下反等先进气动外形设计技术。
Block 2将继续使用现役的T55-714A发动机，但将对传动系统进行升级，以更好地发挥发动机的性能。陆军目前正在资助6000轴马力（4500千瓦）级涡轴发动机开发项目“未来经济可承受涡轮发动机”（FATE）。预计陆军将在Block 3改型中换装FATE或引入其先进技术的T55发动机。Block 3改型项目预计在2025年后启动。除发动机外，Block 3还可能会加大机身长度，以扩展舱内空间。（中国航空工业发展研究中心 李昊）
http://www.dsti.net/Information/News/95728
CH-47系列是美军目前仍在生产的最老的直升机，军方计划让CH-47系列一直服役到2060年。该系列目前最新的型别是CH-47F，于2005年投入服役，该型别换装了动力更强的T55发动机、整体成型机身、全显示驾驶舱和数字化飞控系统。
波音公司在一次采访中表示，陆军预计将在2017财年授出CH-47F Block 2的开发合同，从而使波音能够在2020财年后继续维持“支奴干”的生产线。Block 2预计将提高CH-47F的最大起飞重量8%，达到24.5吨（54000磅），还将通过把1个主油箱和2个辅助油箱合并成2个油箱的方式，降低约90千克的空机重量。此外，Block 2将更换全新的旋翼桨叶，该桨叶采用复合材料制造，并引入了前缘后掠、桨尖下反等先进气动外形设计技术。
Block 2将继续使用现役的T55-714A发动机，但将对传动系统进行升级，以更好地发挥发动机的性能。陆军目前正在资助6000轴马力（4500千瓦）级涡轴发动机开发项目“未来经济可承受涡轮发动机”（FATE）。预计陆军将在Block 3改型中换装FATE或引入其先进技术的T55发动机。Block 3改型项目预计在2025年后启动。除发动机外，Block 3还可能会加大机身长度，以扩展舱内空间。（中国航空工业发展研究中心 李昊）
http://www.dsti.net/Information/News/95728【据英国飞行国际网站2015年3月31日报道】美国陆军正在制订CH-47F“支奴干”直升机的升级计划，将为其引入一系列较大的升级，从而将其使用寿命再次延长15-20年。目前CH-47F的多年期采购合同将于2019财年到期。
CH-47系列是美军目前仍在生产的最老的直升机，军方计划让CH-47系列一直服役到2060年。该系列目前最新的型别是CH-47F，于2005年投入服役，该型别换装了动力更强的T55发动机、整体成型机身、全显示驾驶舱和数字化飞控系统。
波音公司在一次采访中表示，陆军预计将在2017财年授出CH-47F Block 2的开发合同，从而使波音能够在2020财年后继续维持“支奴干”的生产线。Block 2预计将提高CH-47F的最大起飞重量8%，达到24.5吨（54000磅），还将通过把1个主油箱和2个辅助油箱合并成2个油箱的方式，降低约90千克的空机重量。此外，Block 2将更换全新的旋翼桨叶，该桨叶采用复合材料制造，并引入了前缘后掠、桨尖下反等先进气动外形设计技术。
Block 2将继续使用现役的T55-714A发动机，但将对传动系统进行升级，以更好地发挥发动机的性能。陆军目前正在资助6000轴马力（4500千瓦）级涡轴发动机开发项目“未来经济可承受涡轮发动机”（FATE）。预计陆军将在Block 3改型中换装FATE或引入其先进技术的T55发动机。Block 3改型项目预计在2025年后启动。除发动机外，Block 3还可能会加大机身长度，以扩展舱内空间。（中国航空工业发展研究中心 李昊）
http://www.dsti.net/Information/News/95728
这个吨位陆军直升机，除了未来20年后可能服役的未来直升机，至少短期内找不到比它构型更好的了。
美帝的很多直升机构型设计确实完美。
我国其实也可以考虑在这个吨位仿制CH47。
偏偏很多人觉得常规布局更合适。。。
或者说对自己的技术没信心，哪怕这是人家60年代的技术。
美帝的很多直升机构型设计确实完美。
我国其实也可以考虑在这个吨位仿制CH47。
偏偏很多人觉得常规布局更合适。。。
或者说对自己的技术没信心，哪怕这是人家60年代的技术。
这个吨位陆军直升机，除了未来20年后可能服役的未来直升机，至少短期内找不到比它构型更好的了。
美帝的很 ...
直8这个级别和ch53搭配比较合理。
美帝的很 ...
直8这个级别和ch53搭配比较合理。
这个吨位陆军直升机，除了未来20年后可能服役的未来直升机，至少短期内找不到比它构型更好的了。
美帝的很 ...
然而ch53不这么看
美帝的很 ...
然而ch53不这么看
这是另一款百年鸡的节奏？
波音一定很高兴这个消息。。。
lufang_xy 发表于 2015-8-21 08:22
然而ch53不这么看
那它咋看，解读一下？？
然而ch53不这么看
那它咋看，解读一下？？
猛犸8 发表于 2015-8-21 10:16
这是另一款百年鸡的节奏？
应该不会，不过也不是不可能，如果国防部真没钱了，应该会考虑
这是另一款百年鸡的节奏？
应该不会，不过也不是不可能，如果国防部真没钱了，应该会考虑
拜亚兰队长 发表于 2015-8-21 10:42
波音一定很高兴这个消息。。。
不用花精力重新设计了
波音一定很高兴这个消息。。。
不用花精力重新设计了
升级什么东西？？
这个吨位陆军直升机，除了未来20年后可能服役的未来直升机，至少短期内找不到比它构型更好的了。
美帝的很 ...
海马眉头一皱
美帝的很 ...
海马眉头一皱
minimi001 发表于 2015-8-21 11:27
不用花精力重新设计了
更重要的是可以赚钱啊
不用花精力重新设计了
更重要的是可以赚钱啊
那它咋看，解读一下？？
他说老子比ch47还重，凭啥给我只装一副悬翼?
他说老子比ch47还重，凭啥给我只装一副悬翼?
狗大户没钱，新装备都少见了，只能对老家伙改了又改。
没有进一步的需要，如果情况有变，马上出钱研制新款，反正手里技术储备挺多。
大花蚊子 发表于 2015-8-21 12:43
狗大户没钱，新装备都少见了，只能对老家伙改了又改。
估计是没有冷战时那种战争一触即发的形式了，但美国对新技术的研发确实从未停止。
狗大户没钱，新装备都少见了，只能对老家伙改了又改。
估计是没有冷战时那种战争一触即发的形式了，但美国对新技术的研发确实从未停止。
Block 2 CH-47F to Tackle Payload Shortfalls
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CH-47F
Aviation Week's DTI | Apr 22, 2013 | by Graham Warwick
This article first appeared in Aviation Week & Space Technology.
Gaining weight with age is a familiar curse, and after 50 years of service the Boeing CH-47 Chinook can no longer carry the loads it did when the heavy-lift helicopter was first introduced. With weight growth averaging 100 lb. a year, the U.S. Army wants to reset the clock to take the tandem-rotor Chinook well into its second half-century.
Boeing and the Army are working to define a "Block 2" upgrade that would be introduced after 2020, once all of the service's CH-47Ds have been replaced by new-build and remanufactured F models. "We are really after payload improvements," says Col. Bob Marion, cargo helicopter program manager. The latest CH-47F has boosted international sales of the Chinook, and the Block 2 program could keep the line rolling into the next decade.
"The D to F upgrade introduces a machined airframe and digital cockpit [and flight controls], which are real game changers for the Chinook fleet," he says. "The new frame improves sustainment and the cockpit enhances controllability and situational awareness. The next thing is payload improvement -- we need to take weight out of the aircraft."
Work to define Block 2 is getting underway as the Army prepares to award Boeing the second and final multiyear procurement contract for the CH-47F. Expected to be signed in May, the five-year contract for 155 helicopters, plus 60 options for export aircraft, will save $810 million, or 19.2%, over year-by-year contracting, says Marion.
Many of the modifications added post-production to Chinooks built under the first multiyear award will be incorporated on the assembly line under the new contract. Additionally, the second multiyear agreement will see the introduction of the first upgrades planned for Block 2, including an advanced rotor blade that will increase lifting capacity by almost 2,000 lb.
"Block 2 would follow Multiyear 2, and we are looking at what [non-recurring development] work we need to start executing now," says Marion. "The key thing is the JLTV [Joint Light Tactical Vehicle, the planned replacement for the Humvee]. As it goes through development, we have to ensure that the CH-47 can carry a combat-equipped JLTV and crew."
The Army's goal for Block 2 is to make sure the post-2020 Chinook can carry a 22,000-lb. payload 50 nm., with 4,000-ft./95F high/hot hover performance. "We are still working toward that, and in the future will look to increase that to 6,000-ft./95F," he says. Today, the CH-47F can carry 16,000 lb. in 4,000-ft./95F conditions, "and we are adding 100 lb. a year [of airframe weight]."
airframe, cockpit and flight controls, it added empty weight. Other modifications, such as armor, engine inlet particle separators and exhaust infrared suppressors, as well as added survivability equipment such as laser missile jammers, have also increased weight. Block 2 will seek to "buy back" lost payload by both boosting lift and trimming weight, Boeing says.
"We are working with Tradoc [Army Training and Doctrine Command] on the requirements for the future Chinook and the lifting capacity needed after 2020," says Lt. Col. Joe Hoecherl, CH-47 modernization product manager. "We are also working with Boeing, doing initial development with the focus on payload, primarily JLTV." The upgrade is expected to be fiscally constrained, so trade studies are under way to identify potential changes and determine what will be affordable.
Because of budget limitations, the Block 2 is expected to involve remanufacturing existing F-model Chinooks, a process some airframes already have gone through twice, having been built as CH-47As then rebuilt first as D models, later as Fs. The D-to-F upgrade has modernized the airframe and avionics, so the Block 2 program is focusing on the dynamic system and other areas of the aircraft.
One of the first pieces of Block 2 is the advanced Chinook rotor blade (ACRB), which is already under development and planned to be cut into production during the second multiyear contract, in late fiscal 2016. Drawing on experience from the canceled Boeing/Sikorsky RAH-66 Comanche, the ACRB has new airfoil sections, increased twist and a redesigned tip. This increases lifting capacity by more than 1,900 lb.
Blade length is unchanged and no detrimental loads are introduced into the rotor hub or controls, says Boeing, allowing the hub to remain unchanged and enabling existing Chinooks to be upgraded, which is important as there will be approximately 400 aircraft in the field by the time the new blade becomes available.
It is expected the engines will be upgraded, with Honeywell's T55-715 turboshaft offering 20% more power than the 4,900-shp -714A now powering the CH-47F. "We are looking closely at increasing the power capability," says Hoecherl. This would require modifications to the combiner and nose gearboxes and, unlike the ACRB, would come at the cost of extra weight. So Boeing is looking for modifications that will remove weight from the Chinook.
Foremost among these is a new fuel system derived from that used in the special-operations MH-47G and Canadian CH-147F variants. Instead of three tanks per side -- forward, center and aft in the fuselage sponsons, each with their associated pumps and plumbing -- there would be a single tank. "There are two main and four auxiliary tanks, so there is potential to consolidate them as eliminate pumps and plumbing," he says.
While the MH-47G and CH-147F have "fat" sponsons housing extended-range tanks with twice the fuel capacity, Boeing is investigating a "skinny" single-tank solution for standard Chinooks -- with the potential that eliminating the extra tank hardware could allow the sponsons to be slimmed down to reduce download from the rotors and so increase lifting capacity.
Another expected element of Block 2 is the active parallel actuator system (APAS), a next-generation version of the CH-47F's digital advanced flight-control system. APAS would provide tactile cueing for pilots and improve rotor torque management. On today's Chinook, pilots do not know the exact split of torque, and therefore lift, between the fore and aft rotors so a safety margin is built in. APAS would reduce that margin and allow more of the rotor system's performance to be used.
"We have been flying with the same torque split since the Chinook was designed," says Marion. "In Block 2 we will measure torque precisely at the rotor head." APAS would use the sensors to provide tactile feedback on torque margin to the pilots via "soft stops" on the flight controls. The system is planned to be retrofittable by removing the existing force-feel pallet and installing the APAS.
Another potential change is incorporation of the redesigned electrical system developed for the CH-147F, a hybrid between the CH-47F and MH-47G now in flight-testing. The new system has increased capacity -- three 60 kVA generators -- to power additional survivability equipment and provide addition growth capability. "We always want more, and cleaner power," says Hoecherl.
By beginning work on Block 2 now, the Army is hoping to keep the Chinook line rolling beyond the end of the second multiyear contract. Current planning is for the last CH-47D to be modernized to an F in 2019, and the first aircraft to be inducted for Block 2 remanufacturing in 2019-20, budget permitting.
The second multiyear contract, meanwhile, will provide the Army with some flexibility to manage budget cuts. The base contract is for 121 remanufactured and 34 new-build CH-47Fs for the Army plus options for 60 aircraft, principally for foreign military sales (FMS). Deliveries are to begin in April 2015, but bridging a gap between the first and second multi-years is a contract for 14 helicopters, the first to be built in Multiyear 2 configuration, to avoid a break in production.
Only one of the Chinooks under the bridge contract is for the Army -- a "production-representative Multi-Year 2 aircraft" -- and will be used to reduce risk, says Marion. Configuration changes from the first to the second multiyear award center on incorporating on the assembly line approximately 30 modifications now performed post-production. These include installing the roller-floor cargo on/off loading system, an health-monitoring system and some rewiring to tackle avionics obsolescence.
Because any FMS aircraft built under the second multiyear contract will be in the same configuration as those for the U.S., the Army has the contractual flexibility, if there are further budget cuts, to move FMS helicopters into the base 155-aircraft program and still achieve the targeted cost savings, Marion says. Of the 60 option aircraft, 16 "are already spoken for by FMS customers," including Turkey and the United Arab Emirates, says Lt. Col. Reese Hauenstein, CH-47F product manager.
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CH-47F
Aviation Week's DTI | Apr 22, 2013 | by Graham Warwick
This article first appeared in Aviation Week & Space Technology.
Gaining weight with age is a familiar curse, and after 50 years of service the Boeing CH-47 Chinook can no longer carry the loads it did when the heavy-lift helicopter was first introduced. With weight growth averaging 100 lb. a year, the U.S. Army wants to reset the clock to take the tandem-rotor Chinook well into its second half-century.
Boeing and the Army are working to define a "Block 2" upgrade that would be introduced after 2020, once all of the service's CH-47Ds have been replaced by new-build and remanufactured F models. "We are really after payload improvements," says Col. Bob Marion, cargo helicopter program manager. The latest CH-47F has boosted international sales of the Chinook, and the Block 2 program could keep the line rolling into the next decade.
"The D to F upgrade introduces a machined airframe and digital cockpit [and flight controls], which are real game changers for the Chinook fleet," he says. "The new frame improves sustainment and the cockpit enhances controllability and situational awareness. The next thing is payload improvement -- we need to take weight out of the aircraft."
Work to define Block 2 is getting underway as the Army prepares to award Boeing the second and final multiyear procurement contract for the CH-47F. Expected to be signed in May, the five-year contract for 155 helicopters, plus 60 options for export aircraft, will save $810 million, or 19.2%, over year-by-year contracting, says Marion.
Many of the modifications added post-production to Chinooks built under the first multiyear award will be incorporated on the assembly line under the new contract. Additionally, the second multiyear agreement will see the introduction of the first upgrades planned for Block 2, including an advanced rotor blade that will increase lifting capacity by almost 2,000 lb.
"Block 2 would follow Multiyear 2, and we are looking at what [non-recurring development] work we need to start executing now," says Marion. "The key thing is the JLTV [Joint Light Tactical Vehicle, the planned replacement for the Humvee]. As it goes through development, we have to ensure that the CH-47 can carry a combat-equipped JLTV and crew."
The Army's goal for Block 2 is to make sure the post-2020 Chinook can carry a 22,000-lb. payload 50 nm., with 4,000-ft./95F high/hot hover performance. "We are still working toward that, and in the future will look to increase that to 6,000-ft./95F," he says. Today, the CH-47F can carry 16,000 lb. in 4,000-ft./95F conditions, "and we are adding 100 lb. a year [of airframe weight]."
airframe, cockpit and flight controls, it added empty weight. Other modifications, such as armor, engine inlet particle separators and exhaust infrared suppressors, as well as added survivability equipment such as laser missile jammers, have also increased weight. Block 2 will seek to "buy back" lost payload by both boosting lift and trimming weight, Boeing says.
"We are working with Tradoc [Army Training and Doctrine Command] on the requirements for the future Chinook and the lifting capacity needed after 2020," says Lt. Col. Joe Hoecherl, CH-47 modernization product manager. "We are also working with Boeing, doing initial development with the focus on payload, primarily JLTV." The upgrade is expected to be fiscally constrained, so trade studies are under way to identify potential changes and determine what will be affordable.
Because of budget limitations, the Block 2 is expected to involve remanufacturing existing F-model Chinooks, a process some airframes already have gone through twice, having been built as CH-47As then rebuilt first as D models, later as Fs. The D-to-F upgrade has modernized the airframe and avionics, so the Block 2 program is focusing on the dynamic system and other areas of the aircraft.
One of the first pieces of Block 2 is the advanced Chinook rotor blade (ACRB), which is already under development and planned to be cut into production during the second multiyear contract, in late fiscal 2016. Drawing on experience from the canceled Boeing/Sikorsky RAH-66 Comanche, the ACRB has new airfoil sections, increased twist and a redesigned tip. This increases lifting capacity by more than 1,900 lb.
Blade length is unchanged and no detrimental loads are introduced into the rotor hub or controls, says Boeing, allowing the hub to remain unchanged and enabling existing Chinooks to be upgraded, which is important as there will be approximately 400 aircraft in the field by the time the new blade becomes available.
It is expected the engines will be upgraded, with Honeywell's T55-715 turboshaft offering 20% more power than the 4,900-shp -714A now powering the CH-47F. "We are looking closely at increasing the power capability," says Hoecherl. This would require modifications to the combiner and nose gearboxes and, unlike the ACRB, would come at the cost of extra weight. So Boeing is looking for modifications that will remove weight from the Chinook.
Foremost among these is a new fuel system derived from that used in the special-operations MH-47G and Canadian CH-147F variants. Instead of three tanks per side -- forward, center and aft in the fuselage sponsons, each with their associated pumps and plumbing -- there would be a single tank. "There are two main and four auxiliary tanks, so there is potential to consolidate them as eliminate pumps and plumbing," he says.
While the MH-47G and CH-147F have "fat" sponsons housing extended-range tanks with twice the fuel capacity, Boeing is investigating a "skinny" single-tank solution for standard Chinooks -- with the potential that eliminating the extra tank hardware could allow the sponsons to be slimmed down to reduce download from the rotors and so increase lifting capacity.
Another expected element of Block 2 is the active parallel actuator system (APAS), a next-generation version of the CH-47F's digital advanced flight-control system. APAS would provide tactile cueing for pilots and improve rotor torque management. On today's Chinook, pilots do not know the exact split of torque, and therefore lift, between the fore and aft rotors so a safety margin is built in. APAS would reduce that margin and allow more of the rotor system's performance to be used.
"We have been flying with the same torque split since the Chinook was designed," says Marion. "In Block 2 we will measure torque precisely at the rotor head." APAS would use the sensors to provide tactile feedback on torque margin to the pilots via "soft stops" on the flight controls. The system is planned to be retrofittable by removing the existing force-feel pallet and installing the APAS.
Another potential change is incorporation of the redesigned electrical system developed for the CH-147F, a hybrid between the CH-47F and MH-47G now in flight-testing. The new system has increased capacity -- three 60 kVA generators -- to power additional survivability equipment and provide addition growth capability. "We always want more, and cleaner power," says Hoecherl.
By beginning work on Block 2 now, the Army is hoping to keep the Chinook line rolling beyond the end of the second multiyear contract. Current planning is for the last CH-47D to be modernized to an F in 2019, and the first aircraft to be inducted for Block 2 remanufacturing in 2019-20, budget permitting.
The second multiyear contract, meanwhile, will provide the Army with some flexibility to manage budget cuts. The base contract is for 121 remanufactured and 34 new-build CH-47Fs for the Army plus options for 60 aircraft, principally for foreign military sales (FMS). Deliveries are to begin in April 2015, but bridging a gap between the first and second multi-years is a contract for 14 helicopters, the first to be built in Multiyear 2 configuration, to avoid a break in production.
Only one of the Chinooks under the bridge contract is for the Army -- a "production-representative Multi-Year 2 aircraft" -- and will be used to reduce risk, says Marion. Configuration changes from the first to the second multiyear award center on incorporating on the assembly line approximately 30 modifications now performed post-production. These include installing the roller-floor cargo on/off loading system, an health-monitoring system and some rewiring to tackle avionics obsolescence.
Because any FMS aircraft built under the second multiyear contract will be in the same configuration as those for the U.S., the Army has the contractual flexibility, if there are further budget cuts, to move FMS helicopters into the base 155-aircraft program and still achieve the targeted cost savings, Marion says. Of the 60 option aircraft, 16 "are already spoken for by FMS customers," including Turkey and the United Arab Emirates, says Lt. Col. Reese Hauenstein, CH-47F product manager.
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1771964382 发表于 2015-8-21 13:48
估计是没有冷战时那种战争一触即发的形式了，但美国对新技术的研发确实从未停止。
这就是为何老美要一直不断在找潜在对手的原因，没了对手，元老们别说美金，钢镚都不肯多给。
估计是没有冷战时那种战争一触即发的形式了，但美国对新技术的研发确实从未停止。
这就是为何老美要一直不断在找潜在对手的原因，没了对手，元老们别说美金，钢镚都不肯多给。
大花蚊子 发表于 2015-8-21 14:12
这就是为何老美要一直不断在找潜在对手的原因，没了对手，元老们别说美金，钢镚都不肯多给。
他们虽然抠门，但不蠢，该花的钱还是会一分不少的给
这就是为何老美要一直不断在找潜在对手的原因，没了对手，元老们别说美金，钢镚都不肯多给。
他们虽然抠门，但不蠢，该花的钱还是会一分不少的给
兔子何时能有类似布局的直升机呢
蜜月期的时候 支奴干不是都有样机来到中国了么 后来为啥没有采购呢
guoxing1987 发表于 2015-8-21 07:59
直8这个级别和ch53搭配比较合理。
看不出合理在哪里，美帝是黑鹰（载重4吨左右）-支奴干（载重8吨左右）-超种马（载重14吨左右），梯度合适，且可分别被C-130、C-17、C-5装运，使用非常灵活。
而直8载重不过5吨而已，与超种马差距过大，与直20又过于接近，体型庞大，运20都够呛能装得下。。。
guoxing1987 发表于 2015-8-21 07:59
直8这个级别和ch53搭配比较合理。
看不出合理在哪里，美帝是黑鹰（载重4吨左右）-支奴干（载重8吨左右）-超种马（载重14吨左右），梯度合适，且可分别被C-130、C-17、C-5装运，使用非常灵活。
而直8载重不过5吨而已，与超种马差距过大，与直20又过于接近，体型庞大，运20都够呛能装得下。。。
装备可以用老的，但预研技术储备是一直花钱在做的。
这才是聪明的
这才是聪明的
看不出合理在哪里，美帝是黑鹰（载重4吨左右）-支奴干（载重8吨左右）-超种马（载重14吨左右），梯度合 ...
编瞎话呢？
编瞎话呢？
guoxing1987 发表于 2015-8-21 20:36
编瞎话呢？
瞎话在哪？
编瞎话呢？
瞎话在哪？
瞎话在哪？
在哪？没一句对的。
把海陆和陆军的飞机凑一块，就为了凑你可笑的吨级递进？
在哪？没一句对的。
把海陆和陆军的飞机凑一块，就为了凑你可笑的吨级递进？
guoxing1987 发表于 2015-8-21 22:37
在哪？没一句对的。
把海陆和陆军的飞机凑一块，就为了凑你可笑的吨级递进？
呃，好吧，这个倒是没想到。。。
那么兔子海军、陆军应该发展什么梯度的直升机？
现在海陆军的主力都是13吨级的直8、米17系列，将来还有10吨级的直20和35吨级的重直，20吨级的直升机该不该发展？10吨级和13吨级的是否存在重复问题？你说直8+重直是最佳搭配，那直10又算什么？
guoxing1987 发表于 2015-8-21 22:37
在哪？没一句对的。
把海陆和陆军的飞机凑一块，就为了凑你可笑的吨级递进？
呃，好吧，这个倒是没想到。。。
那么兔子海军、陆军应该发展什么梯度的直升机？
现在海陆军的主力都是13吨级的直8、米17系列，将来还有10吨级的直20和35吨级的重直，20吨级的直升机该不该发展？10吨级和13吨级的是否存在重复问题？你说直8+重直是最佳搭配，那直10又算什么？
我还是觉得土鳖该采用刚性共轴模式，兼顾了大载重跟速度，这才是未来吱声鸡该发展的方向
呃，好吧，这个倒是没想到。。。
那么兔子海军、陆军应该发展什么梯度的直升机？
现在海陆军的主力都 ...
直20和黑鹰一样只能投送班一级，特种作战挺好，用作类似空骑的特战化精锐部队。载荷也足够满足特战化改装。以后还可以参考美帝发展沉默直20，速度直20。
13吨级的直8和米171载员数翻倍有余，更适合在直升机数量稀缺下，更效率的投送兵员。最重要的是陆海通用，且直18已经堪用。
重直的作用参考ch53。
要说将来，13吨级参考美帝被鱼鹰取代，货舱的角度鱼鹰和直8几乎尺寸相同。载员的编制可以保持一致。
那么兔子海军、陆军应该发展什么梯度的直升机？
现在海陆军的主力都 ...
直20和黑鹰一样只能投送班一级，特种作战挺好，用作类似空骑的特战化精锐部队。载荷也足够满足特战化改装。以后还可以参考美帝发展沉默直20，速度直20。
13吨级的直8和米171载员数翻倍有余，更适合在直升机数量稀缺下，更效率的投送兵员。最重要的是陆海通用，且直18已经堪用。
重直的作用参考ch53。
要说将来，13吨级参考美帝被鱼鹰取代，货舱的角度鱼鹰和直8几乎尺寸相同。载员的编制可以保持一致。
装备可以用老的，但预研技术储备是一直花钱在做的。
这才是聪明的
不是聪明，而是强大的工业化底子和技术实力支持，美帝进行一个项目就像去超市里买东西一样，货架上什么都有，直接选择自己需要的就可以了，其他国家基本上没有国家，顶多有个小推车
这才是聪明的
不是聪明，而是强大的工业化底子和技术实力支持，美帝进行一个项目就像去超市里买东西一样，货架上什么都有，直接选择自己需要的就可以了，其他国家基本上没有国家，顶多有个小推车
这个吨位陆军直升机，除了未来20年后可能服役的未来直升机，至少短期内找不到比它构型更好的了。
美帝的很 ...
很喜欢支奴干，希望TG国产之。
美帝的很 ...
很喜欢支奴干，希望TG国产之。
实际上更换了新设计的发动机和新型航电设备后就可以算新风机。
航知一语成谶。。。。。还真的再飞半个世纪了
才F嘛，离Z还远着呢！
美国也缺钱的节奏啊
升级什么东西？？
发动机。增大机体
发动机。增大机体
好用够用就行，很合理的做法
1771964382 发表于 2015-8-21 14:18
他们虽然抠门，但不蠢，该花的钱还是会一分不少的给
这个就是所谓的好钢用在刀刃上。比如肥电，KC46，无人机，下一代的SSBN
他们虽然抠门，但不蠢，该花的钱还是会一分不少的给
这个就是所谓的好钢用在刀刃上。比如肥电，KC46，无人机，下一代的SSBN
mengmie 发表于 2015-8-23 12:48
发动机。增大机体
准确说是拉长！
发动机。增大机体
准确说是拉长！
不是聪明，而是强大的工业化底子和技术实力支持，美帝进行一个项目就像去超市里买东西一样，货架上什么都 ...
是啊！美帝工业能力太强啊。
是啊！美帝工业能力太强啊。