可怜的超级虫，又被F22打脸了（APG-79 AESA开机下仅能目 ...

哪来的消息？

目视距离;funk

真的吗
来路不明呀

诱惑三哥的，后坐做了个印度人，看看，买我们的虫子吧，以后买四代好商量，也许那架虫子雷达根本就没开机。

前视红外那么近的距离也应该发现一段时间了。

目前来说在F-22和F-35面前，其它所有战机都是瞎子。。。

链接
forum.keypublishing.com/showthread.php?p=1650250

原文太长，我分两次发上来
Hi ... For those interested in the MMRCA race... I had the opportunity to `fly' the Gripen NG a few months back in Sweden ... This is an article I wrote for the Indian Aviation Magazine Vayu ... A fair bit of it is on the Gripen NG ... I have also flown sorties on some of the other competing jets. Enjoy

Livefist.blogspot.com has some nice, new Gripen NG images as well shot by Jamie Hunter of my NG sortie recently ... Anyway, enjoy ...

Almost a Fighter Pilot

Vishnu Som, Associate Editor and Senior Anchor, New Delhi Television (NDTV).

All of us have dreams which remain unfulfilled. Thats just the way it is. Many of us have imagined ourselves as cricket stars only to find ourselves working a desk job, others may have wanted to become filmstars but ended up doing something utterly unglamorous. I must confess, I have been lucky. I have always, always, dreamt of being a fighter pilot and though I never had the skills (awful in Mathematics !) to join either the Air Force or the Naval Air Arm, I have somehow managed to fly more than a dozen sorties in some of the greatest fighter jets ever built. My friends say I have subverted journalism to live out a dream. Others say I have managed to produce to pretty interesting television documentaries. I think the truth lies somewhere in between.

The first time, I was invited to fly on fighter jets was during the Kargil war. Mirage 2000s no less. The Army, it seems, had been stealing the thunder as far as press coverage was concerned, and the Air Force, quite rightly, felt that it was time to explain the role played by their aircraft in India winning the war. But, like so many things, the Air Force proposal had to do the rounds of the Defence Ministry. Finally, the late Pramod Mahajan, then the Information and Broadcasting Minister, pushed through the file after convincing Defence Minister George Fernandes that this should be considered a priority as well. Pramod insisted a Doordarshan crew must also be accomodated on sorties and, sure enough, a DD cameraman flew to Adampur with us where the Mirages had been forward deployed. Clueless about the size of fighter cockpits, he landed up with a gigantic video camera more appropriate for the cargo hold of an Il-76 ! And so, that was that. We ended up getting what was a world class exclusive - three sorties on Mirage 2000s, the first of which was on July 31, 1999, a few days after the war officially ended, but bang on my birthday. Talk about a birthday gift.

And as it turned out, this wouldn't be the last time I got a ride on a fighter. In fact, in the last 11 years since my Mirage flights, I have flown multiple sorties, often on different variants of the the F/A-18 Hornet, the F-16 Falcon, the JAS-39 Gripen, MiG-35, Mig-29, the Indian Navy Sea Harrier and Sukhoi's prototype of the Su-30 MKI. Many of these sorties featured on my documentary series, the Jet Set which aired a few years ago and other news reports on NDTV 24x7.

Different people have reacted differently to my accounts of these flights. Some Air Force professionals view these as the joyrides of someone who is patently not a pilot and ask `What does he really know ?' Others, though, are curious to learn of my experiences, often about my interactions with the executives and test pilots of some of the world's leading fighter aircraft manufacturers. While I am not a pilot, aviation is a serious interest and so, these experiences are a little bit more than the stories of someone in the backseat of an 80 million dollar roller coster though, admittedly, far less profound than what a fighter pilot would have had to offer.

When executives at SAAB-Gripen phoned me recently, I thought they would be inviting me to a press conference linked to the Indian Air Force's gigantic 12 billion dollar MMRCA tender. All the leading contenders brief the press regularly on developments on the platforms which they have pitched to the IAF. Instead, I was asked, "Vishnu, we were wondering if you would be interested in flying a sortie on the Gripen NG prototype." Straight to the point. Typically Swedish. No unnecessary talk about the Delhi weather. It took a moment for this to sink in. Quite clearly, this would be quite special, different in a sense from what I had done in the past. I was being offered a sortie on the only flying prototype of a state-of -the-art next generation fighter, a valuable asset not just for SAAB-Gripen but a national asset for Sweden. In a few weeks I would be the first and, thus far, the only civilian, to have flown on the jet.

In fact, by the time the visit to Linkoping in Sweden ended, I had been allowed to land the jet twice from the rear cockpit in addition to flying the prototype through a series of high g maneuvers at a safe altitude. I can hear the skeptics saying "Oh, be serious." Its true, I assure you ! Whats more, I was a witness to supercruise, the ability of this fighter to fly beyond the speed of sound without the use of the afterburner.

The pilot in command of my flight, Fredrik Muchler is Gripen's demonstration pilot, someone who clearly loves his job. At the apex of a loop after a 5 g vertical pull-up, Fredrik, in that typical matter-of-fact Swede way of talking tells me, "It is true. They pay me to do this." What I wouldn't do to trade jobs !

Anyway, this wasn't the first time that I had flown on the Gripen. A few years ago, I had flown out of Linkoping, the Gripen development facilitity, in the JAS-39 D but the difference in the two jets was obvious to even me, a novice. With its new GE414G engine, the Gripen strains at the leashes on the runway, edging forward despite the brakes and blasts off more than takes off once the brakes are released. In handling too, the jet is care-free pushing the 9 g threshold quite easily. Fredrik tells me the Gripen NG can easily be touted a 10g fighter, since it can pull those loads without any real difficulty.

Supercruise on this flight took place at about 23,000 feet. Our jet, carrying 2 IRIS-T wingtip mounted air to air missiles accelerated through the sonic barrier. Fredrik quickly came off the heater and air speed stabilised well above Mach 1. Fredrik tells me he can sustain this till fuel runs out at this altitude and can travel faster without burner if we are at a higher altitude. Denying that super-cruise can't be achieved with a warload, Fredrik says they do it all the time with 4 air to air missiles, a pretty standard fit for air superiority operations. He also points out the NG prototype is overweight, and once it loses a few hundred kilos, the supercruise performance of the fighter will appreciably improve.

After a sortie lasting about 45 minutes, in which we also flew in formation with a JAS-39 D which was filmed by camera people on an SK-60 trainer , Fredrik and I turned away for some low altitude runs after which he handed me controls. Throttle and stick response on this fighter is instantaneous and the set-up of the man-machine interface in the cockpit is truly impressive. Though the Raven AESA radar which forms the heart of the NG's weapon system had been removed ahead of this sortie since the NG goes into an extended modification period, I was able to appreciate and understand the symbology on the multi-function displays.

The Left hand MFD had been configured to provide a repeat of the pilot's head up display symbology over a wide-angle video underlay of the skies and terrain around us. SAAB's artificial horizon symbology is quite distinctive and extremely intuitive. The plane you are flying is figuratively placed at the centre of a hemisphere along a dotted line if you are in straight and level flight. Once you pull up, the symbology changes and the dotted line forms a reverse `U' as you progressively climb. On top of the `hemisphere' a large `X' appears atop the pole and if you fly down, the dotted lines form a `U' till you pass the straight dotted line which you allign yourself to if you want to regain level flight. Its tough to explain in words but very easy to understand when you see it.

Soon enough, it was time to land and Fredrik asked me if I was confident enough to land the jet. He had stick and throttle priority up front so there was no real danger. Engaging ILS, we flew towards Linkoping in pretty marginal weather. With no HUD at eye level, I kept my focus squarely on the left hand MFD where a targeting cue linked to the ILS appeared. With gentle inputs on the sensitive control stick, I had to place the velocity vector (essentially the plane) directly over the targeting cue and keep it there. As we lost altitude progressively, and turned into finals, Fredrik engaged autothrottle and, in a little while, lowered the undercarriage prompting a change in the HUD symbology. The targeting cue became a tiny dot now and the runway appeared in the distance, the threshold marked by a small U. Steering inputs needed now were more pronounced to keep the cue at the centre of the velocity vector. With a few hundred feet to go, the cue disappeared and Fredrik told me to place the velocity vector on the spot I wanted to touch down. He also, repeatedly told me to keep looking down at the MFD, not get distracted by the terrain coming up on all sides ! Now gliding over the runway, I attempted to flare to which Fredrik said `don't flare, just touch down" which I did. Touchdown was at about 140 knots. Fredrik said "mine" and manually engaged brakes, the Gripen coming to a halt in a few hundred metres.

It was as simple as that, an incredible feeling to do the real thing, for someone who spends hours landing jets on Microsoft Flight Simulator X on my home pc. But the Gripen sortie was not over yet. We refuelled in a few minutes without switching off the engine, returned to the runway and blasted off again for another sortie, quite similar to the first one.

There are lot of interesting features of the Gripen NG. For me, the lasting impression after this flight was the simplicity of its operations. For an untrained pilot to be able to land a fighter with such ease clearly indicates just how easy it is to fly the jet, a factor that the Gripen team says could really help out young, inexperienced pilots.

This wasn't the first time that I had seen the evolution of a fighter jet from an earlier variant. I have flown three sorties on different variants of the F-16, a Block 30, Block 50 + and Block 60 AESA equipped bird.

My flight on an F-16 Block 30 was, in a sense, a sign of the changing strategic relationship between india and the United States. I was invited to fly with the US Air Force's Black Widows squadron at the Hill Air Force Base near Salt Lake City in the state of Utah. Way back in 1982-1983, members of the Black Widows squadron had trained pilots of the Pakistan Air Force to operate the jet. Now, after all these years, an Indian journalist was invited to fly the same jet at the same base at a time when the US is pitching a variant of the same fighter to India. How times have changed.

My pilot for the sortie Colby Edwards, call sign Thor, asked me what I wanted to see. Aware of the stunning performance characteristics of early generation F-16s, I told him I would like to turn and burn. We took off at about 240 kilometres per hour, immediately climbing into a Vertical Charlie pushing 7 g, a truly exhilarating ride. In moments, we were above a test range, one of the largest in the United States.

The cockpit of the Block 30 is very basic, mono-chromatic displayes in MFD which are small in comparison to the large, increasingly touch-screen MFDs that one comes across in contemporary fighters. Rear seat controls had been disabled though, so I did none of the flying.

It was time to return home soon enough though - we had clearly been burning a lot of gas with all these tight maneuvers and bursts of acceleration. As we headed back, we flew through some stuning valleys with some outstanding ski slopes.

A few years later, I would have an opportunity to fly on a UAE F-16 Block 60 at the Bangalore air show and if I was asked to describe it in two words, it would have to be "video game." The difference between this jet and the Block 30 fighter I had flown earlier could not have been more stark. This was, essentially, a brand-new jet. Equipped with the APG 80 AESA radar, the Block 60 features sensational sensor fusion something showcased to me on the sortie. There are a lot of things that the Americans have going for them in the MMRCA race and the fact that they have fully operational, integrated AESA radars is one of them.

On this sortie, my pilot set up the right MFD to display a comprehensive tactical picture by interweaving the air to air and air to ground picture, essentially tracking targets both in the air and on the land. The left MFD was slaved to the FLIR system. During the flight, we picked up an F-18 on radar heading towards us on a reciprocal heading. In moments, we were able to track the jet on the FLIR well before it was within visual range. Absolutely incredible and all, fully developed technologies in service with an Air Force.

For me though, the highlight of the sortie turned out to be something utterly unexpected. As our formation headed back towards Lemoore, one of the pilots called out "Raptor, Raptor." I asked Wimbo what "Raptor" meant. He laughed and replied "You heard it right Vish. It means F-22." And then, to my left at about 11 O'Clock, I saw the sinister shape of an F-22 stealth fighter as it did a gentle victory roll and went on its way. Thats right, I got intercepted by a stealth fighter, possibly another first for an Indian civilian wannabe pilot! Nobody in the formation seemed to know what was lurking, certainly not my AESA equipped bird - we had the radar on alright ! Lets hope the Sukhoi T-50 FGFA works out OK for the Indian Air Force ! And if it does, then rest assured, I will be waiting for that phone call from the boffins at Sukhoi if not the Indian Air Force. Lets see if I can continue to ride my luck !
(Vishnu Som has flown with Air Forces around the world, the UN in Congo, the Northern Alliance in Afghanistan and Chief test pilots of several fighter manufacturers. He has catapulted off US Navy carriers and has experienced arrested landings as well. He has survived a missile attack when the IAF Mi-8 he was travelling in North Gujarat was targeted by Pakistani SAMs shortly after the Atlantique episode in 1999 and been winched off the deck of an Indian Navy submarine. He has also flown extensively in the Siachen area onboard Indian Air Force Cheetah helicopters.)

开雷达搜索那不是自杀行为吗?F-22此时靠ALR-94就足够发现目标,APG-77都不用开.........

我把有关f22的部分标成红色了

我把有关f22的部分标成红色了

AESA又不是什么超级反隐形雷达 不能远距离发现F22正常

还有，已经说到目视距离了，那也就是在10海里以内了， 这个距离上，可以锁定F22的~  

再说一遍，隐形是低可探测性的意思~ 不是说在雷达面前永远消失~

正常啊，F-22A正面-18DB，而AN/APG-79也不以探测距离著称

TG丝带不知道什么水平，迎面RCS会不会和F22那样小

我擦，果然是天顶星科技啊。

这样搞 是在推销超级虫 还是在推销爱抚娘娘

夏沐 发表于 2010-10-14 09:42


    丝带恐怕不会如此给力。。。。

想卖虫子还自己表演打脸？

这是准备打T-50的脸，T-50验证机飞往印度

T-50飞行员：“地面，空中，你们发现我了没有？”
地面雷达站：“发现了”
T-50飞行员：“你们肯定看到的是一架客机，不是我，天上的虫子看见我了没有，我隐身呢？”
超级虫子：“我看见你很久了，你看见我了没有？”
T-50飞行员：“￥#（*—￥）·……—%”

超虫对于阿三来说，已经是天顶星科技了

X47C 发表于 2010-10-14 10:18

大坏蛋。。。

liu88716 发表于 2010-10-14 09:47


    是呀 三哥在对F22动心 那丝带机 就差土鳖的没有收藏了。。。

真是这样，三哥也不用买MMRCA了，直接向我国买一批歼七，然后等T50出来就行了

四代机之间的空战就像刘慈欣的三体中描写的黑暗森林一样，谁都不敢开雷达。因为开雷达也没法发现对方，反而会暴露自己。 今后又是格斗和红外蛋的天下了，飞行员的全方位视角也变得极端重要，f35那样的全方位光电系统应该是发展方向

神机时不时要拖出来吹一下的，当年的F117被击落前也被吹得神乎其神

除非是国人自己吹，F117从来都不神，美国人一直说f117是70年代落后技术，关键性轰炸行动还是靠B2

对md这么做的动机表示怀疑，推销超虫咋用猛禽砸场子？难道是骡马胁迫USAF砸波音与navy的场子？

TG又没有F22

好嘛，现在f117又说成落后技术了。好。

夏沐 发表于 2010-10-14 09:42


    如果真这样，绝对的HKC

期待学霸出来作分析

阿三灵魂附体了

回复 14# xueyeshengge


    人家有备而来的，早就导弹发射了，你还有什么机会锁定 。
先发现，先发射，先脱离

马岛死神 发表于 2010-10-14 10:18
对TB何尝不是如此呢？三锅一旦得到超级虫，尤其是能上三锅HM的虫子，对TB水面舰队何尝不是现实的威胁呢

这样推销超级虫 ？（还是T50）！
三哥傻，难道MD跟着傻了？

炫耀 显摆啊，超级虫子用不着推销，想买的人多去了

forum.keypublishing.com
论坛的小说吧？

duyuan78i 发表于 2010-10-14 10:55


    你代表了美国人了？{:jian:}