超级军网F-35的发动机F135推重比都到13了(额定推重比11.5)
来源：百度文库 编辑：超级军网 时间：2024/04/29 05:19:01
前几天普惠测试的结果，F135
Dry weight: 1,701 kg / 3,750 lbs
Maximum thrust: 43,000 lbf (191.35 kN) max (而且还有上升空间)
非加力推力：28,000 lbf (124.6 kN) (这个比al31 加力的推力还大一点点)
F35A在半油状态下推重比1.07(F22此时推重比1.1)。 此外，F35还有EODAS(全相红外定位系统)。
谁小看F35，必将被丢进历史的垃圾堆。
前几天普惠测试的结果，F135
Dry weight: 1,701 kg / 3,750 lbs
Maximum thrust: 43,000 lbf (191.35 kN) max (而且还有上升空间)
非加力推力：28,000 lbf (124.6 kN) (这个比al31 加力的推力还大一点点)
F35A在半油状态下推重比1.07(F22此时推重比1.1)。 此外，F35还有EODAS(全相红外定位系统)。
谁小看F35，必将被丢进历史的垃圾堆。
有链接吗？
这个推力应该不是什么新消息
这个推力应该不是什么新消息
outman 发表于 2011-6-15 19:16 ![]()
有链接吗？
这个推力应该不是什么新消息
有链接， 需要翻墙材能看
http://en.wikipedia.org/wiki/Pratt_%26_Whitney_F135
有链接吗？
这个推力应该不是什么新消息
有链接， 需要翻墙材能看
http://en.wikipedia.org/wiki/Pratt_%26_Whitney_F135
F35能超巡也是时间的问题
据wiki上的数据。
In August 2010, Pratt & Whitney revealed that the F135 was able to generate
50,000 lb of thrust. However, this thrust growth may be limited to the F-35
A.
注意看竟然是50000磅！！！
J11全加力推力 27,600 lbf*2 = 55200 lbf
也就是说F35A一台引擎的推力，基本等于J11两台发动机全加力的推力。 美帝的发动机真是一个顶俩阿。 从推重比看J11根本没有优势。 所以说J11打F35见一个打一个的，纯属胡说。 不定到底谁打谁呢。
一个重型机，在人家一个大甩卖货面前，一点头都抬不起来吧。 唯一一点优势就是“劲操”，中一枚飞弹可能还能飞。 看看人家，又能垂直起降，又能隐身，又有超级航电，而且还便宜。世界各西方国家都装备。 这一代飞机比起J11真是质的飞跃。 不服不行。
In August 2010, Pratt & Whitney revealed that the F135 was able to generate
50,000 lb of thrust. However, this thrust growth may be limited to the F-35
A.
注意看竟然是50000磅！！！
J11全加力推力 27,600 lbf*2 = 55200 lbf
也就是说F35A一台引擎的推力，基本等于J11两台发动机全加力的推力。 美帝的发动机真是一个顶俩阿。 从推重比看J11根本没有优势。 所以说J11打F35见一个打一个的，纯属胡说。 不定到底谁打谁呢。
一个重型机，在人家一个大甩卖货面前，一点头都抬不起来吧。 唯一一点优势就是“劲操”，中一枚飞弹可能还能飞。 看看人家，又能垂直起降，又能隐身，又有超级航电，而且还便宜。世界各西方国家都装备。 这一代飞机比起J11真是质的飞跃。 不服不行。
应该是F-136发动机
应该是F-136发动机
人家是四代机武力回归 发表于 2011-6-15 19:26 ![]()
应该是F-136发动机
F136是GE和罗罗的，落选了。 不是一码事。
应该是F-136发动机
F136是GE和罗罗的，落选了。 不是一码事。
falcon 发表于 2011-6-15 19:25 ![]()
F35能超巡也是时间的问题
No, neither the F135 or F136 engines were designed to supercruise.
f35本来就是要低成本的
F35能超巡也是时间的问题
No, neither the F135 or F136 engines were designed to supercruise.
f35本来就是要低成本的
昨天的新闻，AF-01在39000英尺的高度达到了1.53M的速度。将在以后的试验中逐步达到并超过1.6M。
与之相对应的是，设计最大空速2.02M的F-16，在挂载武器后很少飞到1.6M以上。
“F-35在超音速范围内更容易保持速度”，还是很可观的。
来源：
http://www.f-16.net/f-16_forum_v ... 1b845034c2b29f.html
不过要说一句，F-35超巡是不可能的，因为F135的大推力设计主要工作在亚音速状态下，涵道比高达0.57
昨天的新闻，AF-01在39000英尺的高度达到了1.53M的速度。将在以后的试验中逐步达到并超过1.6M。
与之相对应的是，设计最大空速2.02M的F-16，在挂载武器后很少飞到1.6M以上。
“F-35在超音速范围内更容易保持速度”，还是很可观的。
来源：
http://www.f-16.net/f-16_forum_v ... 1b845034c2b29f.html
不过要说一句，F-35超巡是不可能的，因为F135的大推力设计主要工作在亚音速状态下，涵道比高达0.57
我帮全文转过来。
Pratt & Whitney F135From Wikipedia, the free encyclopediaJump to: navigation, search
F135
The F135-PW-600 engine with lift fan, roll posts, and rear vectoring nozzle, as designed for the F-35B V/STOL variant, at the Paris Air Show, 2007
Type Turbofan
Manufacturer Pratt & Whitney
Major applications F-35 Lightning II
Developed from Pratt & Whitney F119
The Pratt & Whitney F135 is an afterburning turbofan developed for the F-35 Lightning II single-engine strike fighter. The F135 family has several distinct variants, including a conventional, forward thrust variant and a multi-cycle STOVL variant that includes a forward lift fan. The first production engines are scheduled to be delivered in 2009.[1]
Contents [hide]
1 Development
2 Design
3 Variants
4 Specifications (F135-PW-100)
5 See also
6 References
7 External links
[edit] DevelopmentThe origins of the F135 lie with the Lockheed Corporation Skunk Works's efforts to develop a stealthy STOVL strike fighter for the U.S. Marine Corps under a 1986 DARPA program. Lockheed employee Paul Bevilaqua developed and patented[2] a concept aircraft and propulsion system, and then turned to Pratt & Whitney (P&W) to build a demonstrator engine. The demonstrator used the first stage fan from a F119 engine for the lift fan, the engine fan and core from the F100-220 for the core, and the larger low pressure turbine from the F100-229 for the low pressure turbine of the demonstrator engine. The larger turbine was used to provide the additional power required to operate the lift fan. Finally, a variable thrust deflecting nozzle was added to complete the "F100-229-Plus" demonstrator engine. This engine proved the lift-fan concept and led to the development of the current F135 engine.[3]
P&W developed the F135 from their F119 turbofan, which powers the F-22 Raptor, as the "F119-JSF". The F135 integrates the F119 core with new components optimized for the JSF.[4] The F135 is assembled at a plant in Middletown, Connecticut. Some parts of the engine are made in Longueuil, Quebec, Canada,[5] and in Poland.[6]
The first production propulsion system for operational service is scheduled for delivery in 2007. The F-35 will serve the U.S., UK, and other international customers. The initial F-35s will be powered by the F135, but GE/Rolls-Royce team is developing the F136 turbofan as an alternate engine for the F-35 as of July 2009. The Initial Pentagon planning required that after 2010, for the Lot 6 aircraft, the engine contracts will be competitively tendered. However since 2006 the Defense Department has requested no funding for the alternate F136 engine program, but Congress has maintained program funding.[7]
The F135 team is made up of Pratt & Whitney, Rolls-Royce and Hamilton Sundstrand. Pratt & Whitney is the prime contractor and handles main engine, and systems integration. Rolls-Royce is responsible for the vertical lift system for the STOVL aircraft system. Hamilton Sundstrand is responsible for the electronic engine control system, actuation system, PMAG, gearbox, health monitoring systems, and fuel system,
As of 2009, P&W is developing a more durable version of the F135 engine to increase the service life of key parts. These parts are primarily in the hot sections of the engine (the combustor and high pressure turbine blades specifically) where current versions of the engine are running hotter than expected, reducing life expectancy. The test engine is designated XTE68/LF1, and testing is expected to begin in 2010.[8] This redesign has caused “substantial cost growth.”[9]
Pratt expects to soon be delivering F135s below the cost of the F119, even though it is a more powerful engine.[10]
[edit] Design
Diagram of turbojet energy for LiftSystem
Diagram of F-35B and smaller powered lift aircraftThe F135 is a two-shaft engine featuring a three-stage fan (low pressure) and a six-stage high pressure (HP) compressor. The hot section features an annular combustor with a single-stage HP turbine unit and a two-stage LP turbine. The afterburner features a variable converging-diverging nozzle.[11]
The conventional and carrier aviation engines, the F135-PW-100 and F135-PW-400, have a maximum (wet) thrust of approximately 43,000 lbf (191 kN) and a dry thrust of approximately 28,000 lbf (125 kN). The major difference between the -100 and -400 models is the use of salt-corrosion resistant materials.[11]
The STOVL variant, F135-PW-600, delivers the same 43,000 lbf (191 kN) of wet thrust as the other types in its conventional configuration. In STOVL configuration, the engine produces 18,000 lbf (80.1 kN) of lift thrust. Combined with thrust from the LiftFan (20,000 lbf/89.0 kN) and two roll posts (1,950 lbf/8.67 kN each), the Rolls-Royce LiftSystem produces a total of 41,900 lbf (186 kN) of thrust, almost the same vertical lifting force for slow speed flight as the same engine produces at maximum afterburner, without the extreme fuel use or exhaust heat as wet thrust.[12]
The STOVL variant engages a clutch to extract around 35,000 shp (26,000 kW)[citation needed] from the LP turbine to turn the forward lift fans, while switching power cycle from mixed (turbofan) to unmixed (turboshaft). Power is transferred forward through shaft to a bevel gearbox, to drive two vertically mounted contra-rotating fans. The uppermost fan is fitted with variable inlet guide vanes and the fan discharges efflux (low-velocity unheated air) through a nozzle on the underside of the aircraft. This cool air from the lift fan has the added benefit of preventing hot exhaust gases from the core section from being reingested into the engine while hovering. Finally, bypass duct air is sent to a pair of roll post nozzles and the core stream discharges downwards via a thrust vectoring nozzle at the rear of the engine.[3] Measured by lift thrust in full vertical lift mode, the engine operates as 43% turbojet, 48% turboshaft, and 9% turbofan.
Improving engine reliability and ease of maintenance is a major objective of the F135. The engine has fewer parts than similar engines which should help improve reliability. All line-replaceable components (LRCs) can be removed and replaced with a set of six common hand tools.[13] Additionally, the F135's health management system is designed to provide real time data to maintainers on the ground, allowing them to troubleshoot problems and prepare replacement parts before the aircraft returns to base. According the Pratt & Whitney, this data may help drastically reduce troubleshooting and replacement time, as much as 94% over legacy engines.[14]
The F135/F136 engines are not designed to supercruise.[15]
In August 2010, Pratt & Whitney revealed that the F135 was able to generate in excess of 50,000 lb of thrust.[16]
[edit] VariantsF135-PW-100 : Used in the F-35A Conventional Take-Off and Landing variant
F135-PW-400 : Used in the F-35C carrier variant
F135-PW-600 : Used in the F-35B Short Take-Off Vertical Landing variant
[edit] Specifications (F135-PW-100)Data from F135engine.com [17]
General characteristicsType: Afterburning Turbofan. F-35B: also partially turboshaft
Length: 220 in (5.59 m)
Diameter: 51 in (1.29 m)
Dry weight: 1,701 kg / 3,750 lbs
ComponentsCompressor: Axial 3 stage low-pressure compressor, 6 stage high-pressure compressor
Combustors: Short, annular combustor
Turbine: Single stage high pressure turbine, two stage low pressure turbine
PerformanceMaximum thrust: 43,000 lbf (191.35 kN) max, 28,000 lbf (124.6 kN) intermediate
Specific fuel consumption: 0.886 lb/(hr·lbf) or 25 g/kN·s (w/o afterburner)
Power-to-weight ratio:
[edit] See also
Related development
Pratt & Whitney F119
Comparable engines
General Electric/Rolls-Royce F136
Related lists
List of aircraft engines
[edit] References1.^ "F135 Engine Exceeds 12,000 Engine Test Hours as Pratt & Whitney Prepares to Deliver First Production Engines" (2009). Pratt & Whitney press release. July 28, 2009. PR Newswire Link
2.^ "Propulsion system for a vertical and short takeoff and landing aircraft", United States Patent 5209428. PDF of original : http://www.freepatentsonline.com/5209428.pdf
3.^ a b Bevilaqua, Paul M. (2005). One-page preview of Joint Strike Fighter Dual-Cycle Propulsion System. Journal of Propulsion and Power, Vol. 21, 5. p. 778-783.
4.^ Connors, p. 171.
5.^ http://www.ic.gc.ca/eic/site/ic1.nsf/eng/05897.html
6.^ http://articles.courant.com/2011 ... ey-stephanie-duvall
7.^ Trimble, Stephen. "US Senate axes F-35 alternate engine". Flightglobal.com, 23 July 2009.
8.^ Harrington, Caitlin. (2009) Pratt & Whitney starts development of new F-35 test engine. Jane's Defence Weekly, March 27, 2009.
9.^ Donley: No JSF Alternatives Exist
10.^ Graham Warwick, Amy Butler "Pentagon Ramps Up Pressure On F-35 Price." Aviation Week, 3 December 2010.
11.^ a b "The Pratt & Whitney F135". Jane's Aero Engines. Jane's Information Group, 2009 (subscription version, dated 10 July 2009).
12.^ LiftSystem. Rolls-Royce. Retrieved: 29 July 2009.
13.^ Pratt & Whitney F135 Press release[dead link]
14.^ Rajagopalan, R., Wood, B., Schryver, M. (2003). Evolution of Propulsion Controls and Health Monitoring at Pratt and Whitney. AIAA/ICAS International Air and Space Symposium and Exposition: The Next 100 Years. 14–17 July 2003, Dayton, Ohio. AIAA 2003-2645.
15.^ Frequently Asked Questions about JSF, JSF.MIL retrieved January 2010
16.^ [1], Aviation Week retrieved August 2010
17.^ F135 JSF engine characteristics F135engine.com Retrieved: 22 May 2010
Bibliography
Connors, Jack (2010). The Engines of Pratt & Whitney: A Technical History. Reston. Virginia: American Institute of Aeronautics and Astronautics. ISBN 978-1-60086-711-8.
Jane's Information Group. Pratt & Whitney F135. Jane's Aero Engines. Modified 10 July 2009.
Pratt & Whitney F135From Wikipedia, the free encyclopediaJump to: navigation, search
F135
The F135-PW-600 engine with lift fan, roll posts, and rear vectoring nozzle, as designed for the F-35B V/STOL variant, at the Paris Air Show, 2007
Type Turbofan
Manufacturer Pratt & Whitney
Major applications F-35 Lightning II
Developed from Pratt & Whitney F119
The Pratt & Whitney F135 is an afterburning turbofan developed for the F-35 Lightning II single-engine strike fighter. The F135 family has several distinct variants, including a conventional, forward thrust variant and a multi-cycle STOVL variant that includes a forward lift fan. The first production engines are scheduled to be delivered in 2009.[1]
Contents [hide]
1 Development
2 Design
3 Variants
4 Specifications (F135-PW-100)
5 See also
6 References
7 External links
[edit] DevelopmentThe origins of the F135 lie with the Lockheed Corporation Skunk Works's efforts to develop a stealthy STOVL strike fighter for the U.S. Marine Corps under a 1986 DARPA program. Lockheed employee Paul Bevilaqua developed and patented[2] a concept aircraft and propulsion system, and then turned to Pratt & Whitney (P&W) to build a demonstrator engine. The demonstrator used the first stage fan from a F119 engine for the lift fan, the engine fan and core from the F100-220 for the core, and the larger low pressure turbine from the F100-229 for the low pressure turbine of the demonstrator engine. The larger turbine was used to provide the additional power required to operate the lift fan. Finally, a variable thrust deflecting nozzle was added to complete the "F100-229-Plus" demonstrator engine. This engine proved the lift-fan concept and led to the development of the current F135 engine.[3]
P&W developed the F135 from their F119 turbofan, which powers the F-22 Raptor, as the "F119-JSF". The F135 integrates the F119 core with new components optimized for the JSF.[4] The F135 is assembled at a plant in Middletown, Connecticut. Some parts of the engine are made in Longueuil, Quebec, Canada,[5] and in Poland.[6]
The first production propulsion system for operational service is scheduled for delivery in 2007. The F-35 will serve the U.S., UK, and other international customers. The initial F-35s will be powered by the F135, but GE/Rolls-Royce team is developing the F136 turbofan as an alternate engine for the F-35 as of July 2009. The Initial Pentagon planning required that after 2010, for the Lot 6 aircraft, the engine contracts will be competitively tendered. However since 2006 the Defense Department has requested no funding for the alternate F136 engine program, but Congress has maintained program funding.[7]
The F135 team is made up of Pratt & Whitney, Rolls-Royce and Hamilton Sundstrand. Pratt & Whitney is the prime contractor and handles main engine, and systems integration. Rolls-Royce is responsible for the vertical lift system for the STOVL aircraft system. Hamilton Sundstrand is responsible for the electronic engine control system, actuation system, PMAG, gearbox, health monitoring systems, and fuel system,
As of 2009, P&W is developing a more durable version of the F135 engine to increase the service life of key parts. These parts are primarily in the hot sections of the engine (the combustor and high pressure turbine blades specifically) where current versions of the engine are running hotter than expected, reducing life expectancy. The test engine is designated XTE68/LF1, and testing is expected to begin in 2010.[8] This redesign has caused “substantial cost growth.”[9]
Pratt expects to soon be delivering F135s below the cost of the F119, even though it is a more powerful engine.[10]
[edit] Design
Diagram of turbojet energy for LiftSystem
Diagram of F-35B and smaller powered lift aircraftThe F135 is a two-shaft engine featuring a three-stage fan (low pressure) and a six-stage high pressure (HP) compressor. The hot section features an annular combustor with a single-stage HP turbine unit and a two-stage LP turbine. The afterburner features a variable converging-diverging nozzle.[11]
The conventional and carrier aviation engines, the F135-PW-100 and F135-PW-400, have a maximum (wet) thrust of approximately 43,000 lbf (191 kN) and a dry thrust of approximately 28,000 lbf (125 kN). The major difference between the -100 and -400 models is the use of salt-corrosion resistant materials.[11]
The STOVL variant, F135-PW-600, delivers the same 43,000 lbf (191 kN) of wet thrust as the other types in its conventional configuration. In STOVL configuration, the engine produces 18,000 lbf (80.1 kN) of lift thrust. Combined with thrust from the LiftFan (20,000 lbf/89.0 kN) and two roll posts (1,950 lbf/8.67 kN each), the Rolls-Royce LiftSystem produces a total of 41,900 lbf (186 kN) of thrust, almost the same vertical lifting force for slow speed flight as the same engine produces at maximum afterburner, without the extreme fuel use or exhaust heat as wet thrust.[12]
The STOVL variant engages a clutch to extract around 35,000 shp (26,000 kW)[citation needed] from the LP turbine to turn the forward lift fans, while switching power cycle from mixed (turbofan) to unmixed (turboshaft). Power is transferred forward through shaft to a bevel gearbox, to drive two vertically mounted contra-rotating fans. The uppermost fan is fitted with variable inlet guide vanes and the fan discharges efflux (low-velocity unheated air) through a nozzle on the underside of the aircraft. This cool air from the lift fan has the added benefit of preventing hot exhaust gases from the core section from being reingested into the engine while hovering. Finally, bypass duct air is sent to a pair of roll post nozzles and the core stream discharges downwards via a thrust vectoring nozzle at the rear of the engine.[3] Measured by lift thrust in full vertical lift mode, the engine operates as 43% turbojet, 48% turboshaft, and 9% turbofan.
Improving engine reliability and ease of maintenance is a major objective of the F135. The engine has fewer parts than similar engines which should help improve reliability. All line-replaceable components (LRCs) can be removed and replaced with a set of six common hand tools.[13] Additionally, the F135's health management system is designed to provide real time data to maintainers on the ground, allowing them to troubleshoot problems and prepare replacement parts before the aircraft returns to base. According the Pratt & Whitney, this data may help drastically reduce troubleshooting and replacement time, as much as 94% over legacy engines.[14]
The F135/F136 engines are not designed to supercruise.[15]
In August 2010, Pratt & Whitney revealed that the F135 was able to generate in excess of 50,000 lb of thrust.[16]
[edit] VariantsF135-PW-100 : Used in the F-35A Conventional Take-Off and Landing variant
F135-PW-400 : Used in the F-35C carrier variant
F135-PW-600 : Used in the F-35B Short Take-Off Vertical Landing variant
[edit] Specifications (F135-PW-100)Data from F135engine.com [17]
General characteristicsType: Afterburning Turbofan. F-35B: also partially turboshaft
Length: 220 in (5.59 m)
Diameter: 51 in (1.29 m)
Dry weight: 1,701 kg / 3,750 lbs
ComponentsCompressor: Axial 3 stage low-pressure compressor, 6 stage high-pressure compressor
Combustors: Short, annular combustor
Turbine: Single stage high pressure turbine, two stage low pressure turbine
PerformanceMaximum thrust: 43,000 lbf (191.35 kN) max, 28,000 lbf (124.6 kN) intermediate
Specific fuel consumption: 0.886 lb/(hr·lbf) or 25 g/kN·s (w/o afterburner)
Power-to-weight ratio:
[edit] See also
Related development
Pratt & Whitney F119
Comparable engines
General Electric/Rolls-Royce F136
Related lists
List of aircraft engines
[edit] References1.^ "F135 Engine Exceeds 12,000 Engine Test Hours as Pratt & Whitney Prepares to Deliver First Production Engines" (2009). Pratt & Whitney press release. July 28, 2009. PR Newswire Link
2.^ "Propulsion system for a vertical and short takeoff and landing aircraft", United States Patent 5209428. PDF of original : http://www.freepatentsonline.com/5209428.pdf
3.^ a b Bevilaqua, Paul M. (2005). One-page preview of Joint Strike Fighter Dual-Cycle Propulsion System. Journal of Propulsion and Power, Vol. 21, 5. p. 778-783.
4.^ Connors, p. 171.
5.^ http://www.ic.gc.ca/eic/site/ic1.nsf/eng/05897.html
6.^ http://articles.courant.com/2011 ... ey-stephanie-duvall
7.^ Trimble, Stephen. "US Senate axes F-35 alternate engine". Flightglobal.com, 23 July 2009.
8.^ Harrington, Caitlin. (2009) Pratt & Whitney starts development of new F-35 test engine. Jane's Defence Weekly, March 27, 2009.
9.^ Donley: No JSF Alternatives Exist
10.^ Graham Warwick, Amy Butler "Pentagon Ramps Up Pressure On F-35 Price." Aviation Week, 3 December 2010.
11.^ a b "The Pratt & Whitney F135". Jane's Aero Engines. Jane's Information Group, 2009 (subscription version, dated 10 July 2009).
12.^ LiftSystem. Rolls-Royce. Retrieved: 29 July 2009.
13.^ Pratt & Whitney F135 Press release[dead link]
14.^ Rajagopalan, R., Wood, B., Schryver, M. (2003). Evolution of Propulsion Controls and Health Monitoring at Pratt and Whitney. AIAA/ICAS International Air and Space Symposium and Exposition: The Next 100 Years. 14–17 July 2003, Dayton, Ohio. AIAA 2003-2645.
15.^ Frequently Asked Questions about JSF, JSF.MIL retrieved January 2010
16.^ [1], Aviation Week retrieved August 2010
17.^ F135 JSF engine characteristics F135engine.com Retrieved: 22 May 2010
Bibliography
Connors, Jack (2010). The Engines of Pratt & Whitney: A Technical History. Reston. Virginia: American Institute of Aeronautics and Astronautics. ISBN 978-1-60086-711-8.
Jane's Information Group. Pratt & Whitney F135. Jane's Aero Engines. Modified 10 July 2009.
我就想知道这款用无数钞票堆砌起来的肥鸡 到时候参与国家能装备的起几架。
老米在军售方面的忽悠功底不比鹅毛差呀
老米在军售方面的忽悠功底不比鹅毛差呀
哎，咱还是把白kc脱掉吧
wiki不用翻墙。
估计目前定型推力还是43000lbf，不过可发展潜力是毫无疑问的，就看有无需要而已
估计目前定型推力还是43000lbf，不过可发展潜力是毫无疑问的，就看有无需要而已
继续努力追赶！
woshiwokao 发表于 2011-6-15 19:33 ![]()
我就想知道这款用无数钞票堆砌起来的肥鸡 到时候参与国家能装备的起几架。
老米在军售方面的忽悠功底不比 ...
你为什么觉得J20会比F35便宜？
F35还没开始量产呢，成本一分担也不算什么。
我想知道有谁会跟中国分担J20的成本？ 中国很有钱吗？ 比西方国家加载一起还有钱？
我就想知道这款用无数钞票堆砌起来的肥鸡 到时候参与国家能装备的起几架。
老米在军售方面的忽悠功底不比 ...
你为什么觉得J20会比F35便宜？
F35还没开始量产呢，成本一分担也不算什么。
我想知道有谁会跟中国分担J20的成本？ 中国很有钱吗？ 比西方国家加载一起还有钱？
135的涵道比貌似比31和TH都小吧。。。
看来f－35的超音速阻力也不大啊，只要开最小加力就能保持速度了
大水王 发表于 2011-6-15 19:37 ![]()
你为什么觉得J20会比F35便宜？
F35还没开始量产呢，成本一分担也不算什么。
你看见我对J20提半个字没有？
我在这说F35的造价 你跳出来说我认为J20比35便宜。实在太佩服你了 天马行空我甘拜下风
你为什么觉得J20会比F35便宜？
F35还没开始量产呢，成本一分担也不算什么。
你看见我对J20提半个字没有？
我在这说F35的造价 你跳出来说我认为J20比35便宜。实在太佩服你了 天马行空我甘拜下风
http://www.defensenews.com/story ... amp;c=FEA&s=CVS
按照这个里面的说法（最后一句）
As of May 31, Griffiths said, the Edwards F-35s had flown a total of 2,513 test points against a plan of 1,995. As of that date, the F-35A was hitting all of its key performance parameters, and radar cross-section testing is exceeding specifications.
f35的雷达截面积应该是超过了性能要求。
按照这个里面的说法（最后一句）
As of May 31, Griffiths said, the Edwards F-35s had flown a total of 2,513 test points against a plan of 1,995. As of that date, the F-35A was hitting all of its key performance parameters, and radar cross-section testing is exceeding specifications.
f35的雷达截面积应该是超过了性能要求。
woshiwokao 发表于 2011-6-15 19:44 ![]()
你看见我对J20提半个字没有？
我在这说F35的造价 你跳出来说我认为J20比35便宜。实在太佩服你了 天马行空 ...
那你扯什么呢？
如果说外国装备少，中国装备多。 那你可以高兴。如果想你说的外国装备少， 那么中国装备J20就更少。
你的话只能证明你在狂吐酸水，没有逻辑阿。
你看见我对J20提半个字没有？
我在这说F35的造价 你跳出来说我认为J20比35便宜。实在太佩服你了 天马行空 ...
那你扯什么呢？
如果说外国装备少，中国装备多。 那你可以高兴。如果想你说的外国装备少， 那么中国装备J20就更少。
你的话只能证明你在狂吐酸水，没有逻辑阿。
目前还存在的问题好像有两个：
一个是头盔显示器
还有一个是夜视系统
一个是头盔显示器
还有一个是夜视系统
F-35肯定没办法像F-22A一样超巡，不过加力破音障而后以军推保持在1.1-1.2M的速度上还是不难的
大水王 发表于 2011-6-15 19:26 ![]()
据wiki上的数据。
In August 2010, Pratt & Whitney revealed that the F135 was able to generate
谁说F35便宜了，你在搞笑吧，近期MD不断追加35的单机成本令人发指了都
据wiki上的数据。
In August 2010, Pratt & Whitney revealed that the F135 was able to generate
谁说F35便宜了，你在搞笑吧，近期MD不断追加35的单机成本令人发指了都
大狼芬里尔 发表于 2011-6-15 19:53 ![]()
F-35肯定没办法像F-22A一样超巡，不过加力破音障而后以军推保持在1.1-1.2M的速度上还是不难的
引用的原文里面说的是用最小加力推力就可以维持超音速飞行，当然不清楚这个速度是多少。
不过反正目前美国国内对于f－35性能的消息基本上都是正面的。
F-35肯定没办法像F-22A一样超巡，不过加力破音障而后以军推保持在1.1-1.2M的速度上还是不难的
引用的原文里面说的是用最小加力推力就可以维持超音速飞行，当然不清楚这个速度是多少。
不过反正目前美国国内对于f－35性能的消息基本上都是正面的。
土鳖的发动机推比连10都没有
可怜的天朝啊
没有人才
可怜的天朝啊
没有人才
米地的发动机确实BTendlessblue 发表于 2011-6-15 19:55 ![]()
谁说F35便宜了，你在搞笑吧，近期MD不断追加35的单机成本令人发指了都
看看最新款的f16什么价格
谁说F35便宜了，你在搞笑吧，近期MD不断追加35的单机成本令人发指了都
看看最新款的f16什么价格
一台比J10整机都贵的发动机能不好吗13这个数据不可靠吧？现在能到11的好像都没有呢
1895tet 发表于 2011-6-15 19:59 ![]()
一台比J10整机都贵的发动机能不好吗
为啥土鳖不整那么好而贵的发动机呢？怕花钱？
一台比J10整机都贵的发动机能不好吗
为啥土鳖不整那么好而贵的发动机呢？怕花钱？
推比竟然有13，去掉喷口推比13我还能相信
大水王 发表于 2011-6-15 19:48 ![]()
那你扯什么呢？
如果说外国装备少，中国装备多。 那你可以高兴。如果想你说的外国装备少， 那么中国 ...
真莫名其妙
你回的这一堆东西跟我回LZ帖有半毛钱关系没？
我说米帝能忽悠 鼓噪一帮小弟出钱帮他研制35结果造价昂贵这些国家能装备的起几架
你扯出J20造价贵，这到底哪跟哪。
阁下的思路我实在是跟不上，不陪了，您继续吧。
那你扯什么呢？
如果说外国装备少，中国装备多。 那你可以高兴。如果想你说的外国装备少， 那么中国 ...
真莫名其妙
你回的这一堆东西跟我回LZ帖有半毛钱关系没？
我说米帝能忽悠 鼓噪一帮小弟出钱帮他研制35结果造价昂贵这些国家能装备的起几架
你扯出J20造价贵，这到底哪跟哪。
阁下的思路我实在是跟不上，不陪了，您继续吧。
它那发动机，牺牲超巡以提高最大推力~
大水王 发表于 2011-6-15 19:48 ![]()
那你扯什么呢？
如果说外国装备少，中国装备多。 那你可以高兴。如果想你说的外国装备少， 那么中国 ...
刚发现 你就是楼主 好吧 我不该来这
那你扯什么呢？
如果说外国装备少，中国装备多。 那你可以高兴。如果想你说的外国装备少， 那么中国 ...
刚发现 你就是楼主 好吧 我不该来这
湘军统领 发表于 2011-6-15 20:02 ![]()
它那发动机，牺牲超巡以提高最大推力~
这个招数已经被中国用滥了
涵道比越大，越容易增大推力，但是超音速效率越低。
F119的涵道比是0.3 ， F135是0.57
毛子的Al31涵道比0.59， 中国的WS10A涵道比0.78
可见中俄的发动机远远落后于美国。 中俄只能通过增大涵道比提高推力。 美帝人家把小涵道比发动机都做到推重比10一级。 绝对是神器阿。
它那发动机，牺牲超巡以提高最大推力~
这个招数已经被中国用滥了
涵道比越大，越容易增大推力，但是超音速效率越低。
F119的涵道比是0.3 ， F135是0.57
毛子的Al31涵道比0.59， 中国的WS10A涵道比0.78
可见中俄的发动机远远落后于美国。 中俄只能通过增大涵道比提高推力。 美帝人家把小涵道比发动机都做到推重比10一级。 绝对是神器阿。
湘军统领 发表于 2011-6-15 20:02 ![]()
它那发动机，牺牲超巡以提高最大推力~
说的不错，一个一味放大涵道发动来获得大推力的发动机，只能说明它彻底不想超巡了！也说明它想解决F35B的问题。
它那发动机，牺牲超巡以提高最大推力~
说的不错，一个一味放大涵道发动来获得大推力的发动机，只能说明它彻底不想超巡了！也说明它想解决F35B的问题。
发动机差距还是很大啊
1063256446 发表于 2011-6-15 19:57 ![]()
土鳖的发动机推比连10都没有
可怜的天朝啊
没有人才
土鳖的发动机推比连8都没有。 你太乐观了。
土鳖的发动机推比连10都没有
可怜的天朝啊
没有人才
土鳖的发动机推比连8都没有。 你太乐观了。