日……
Rafale的结构设计和飞控限制就是奔着飞11G去的……
1.Rafale结构强度的安全系数是1.86，而不是美帝惯用的1.5。这就是说，如果Rafale的使用过载为8G，那么其极限过载可以达到近15G……相反Typhoon则低于美标，只有1.4~
2.Rafale的飞控在达到8G时开始“软”警告，提醒飞行员注意后舱WSO是否“伤了脖子”……继续增加杆力，达到10G时会在HUD上出现一个“松杆”的提示，但是仍然不会阻止你继续增大过载。目前Rafale在表演中达到的最大过载已经超过了11G。
结论：公鸡国人还真TMD诡异，在战斗机和Airbus上完全是两个极端……
We know two things for sure:
When designed, Typhoon Maximum Structural load was lowered below the international standard to gain structural weight.
Rafale airframe was designed with a much higher Structural Load Limit than these standards.
Respectively 1.4, vs 1.86, with an international standard of 1.5.
These values gives you the loads before failure during aerodynamic g simulated destructive gound tests.
http://www.flightglobal.com/articles...html#FIPageTop
So at the end of the day, when a Typhoon might come close using a "relaxed" "emergency" g load over-ride it will not be able to reach 11.0 g, providing its FCS in the operational version allows for it.
In the case of Rafale, the load limit involves a higher pick value in normal use, reason why the "soft" limit is only a visual and sonor one, in the B i hav ebeen told that the alarm rings at 8.0g to allow for the pilot to keep the WSO away from risks of G-LOC.
But at 10.0 g you will only have a "Release Stick" visual clue on the HUD and some biping, not a reduction of the predicted aircraft service life because it was stressed for this sort of load. |
楼主: Mutha
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发表于 2009-12-22 12:55:06
发表于 2009-12-22 13:00:13
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发表于 2009-12-22 15:17:55
