@p2prada
@shiphone
@Twinblade
@Defcon 1
Shipone also said in the combat aircarft evolution and technology thread that,
the tailless delta is a drag prone platform and that is the reason for tejas troubles in range and so many other areas,If you stand by that statement please explain how with the addition of canard how the makers of Grippen, TYPHOON and RAFALE minimized the all the undesireable drag,
That statement of shipone flies ion the face of F-16 XL's basic design philosophy,explained beautifully in the link below,
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For an air-to-surface mission,
the F-16XL can carry twice the payload of the F-16A up to forty-four percent farther,
and do it without external fuel tanks while carrying four AMRAAM (Advanced Medium-Range Air-to-Air Missiles)
and two Sidewinder AIM-9 infrared missiles.
With equal payload/weapons and external fuel, the mission radius can be nearly doubled.
When configured for a pure air-to-air mission, an F-6XL with four AMRAAMs and two AIM-9s can go forty-five percent farther than an F-16A
and can do so while conducting a combat action that is equal to thirty percent of its internal fuel.
As for penetration and survivability, the F-16XL can dash supersonically with a load of bombs at either high or low altitude. It can climb at high rates with the bombs aboard.
And it has a speed advantage of up to eighty-three knots over the F-16A at sea level at military power setting and 311 knots on afterburner at altitude while carrying a bomb load.
Two additional capabilities of the F-16XL contribute to survivability.
First is improved instantaneous maneuver ability coupled with greatly expanded flight operating limits (with bombs), and second is reduced radar signature resulting from the configuration shaping.
Importance of High Turn Rate
For a decade and a half, many fighter tacticians have stressed the paramount importance of being able to sustain a high turn rate at high Gs.
The rationale was that with such a capability, enemy aircraft that cannot equal or better the sustained turn rate at high Gs could not get off a killing shot with guns or missiles.
With developments in missiles that can engage at all aspects, and as a result of having evaluated Israeli successes in combat, the tacticians are now leaning toward the driving need for quick, high-G turns to get a "first-shot, quick-kill" capability before the adversary is able to launch his missiles.
This the F-16XL can do. Harry Hillaker says it can attain five Gs in 0.8 seconds, on the way to nine Gs in just a bit more time. That's half the time required for the F-16A, which in turn is less than half the time required for the F-4. The speed loss to achieve five Gs is likewise half that of the F-16A.
All of these apparent miracles seem to violate the laws of aerodynamics by achieving greater range, payload, maneuverability, and survivability. Instead, they are achieved by inspired design, much wind-tunnel testing of shapes, exploitation of advanced technologies, and freedom from the normal contract constraints.
The inspired design mates a "cranked-arrow" wing to a fifty-six inch longer fuselage. The cranked-arrow design retains the advantages of delta wings for high-speed flight, but overcomes all of the disadvantages by having its aft portion less highly swept than the forward section. It thus retains excellent low-speed characteristics and minimizes the trim drag penalties of a tailless delta.
Although the wing area is more than double that of the standard F-16 (633square feet vs. 300 square feet), the drag is actually reduced.
The skin friction drag that is a function of the increased wetted (skin surface) area is increased, but the other components of drag (wave, interference, and trim) that are a function of the configuration shape and arrangement are lower so that the "clean airplane" drag is slightly lower during level flight, and forty percent lower when bombs and missiles are added.
And although the thrust-to-weight (T/W) ratio is lower due to the increased weight, the excess thrust is greater because the drag is lower – and excess thrust is what counts.
The larger yet more efficient wing provides a larger area for external stores carriage.
At the same time, the wing's internal volume and the lengthened fuselage enable the XL to carry more than eighty percent more fuel internally. That permits an advantageous tradeoff between weapons carried and external fuel tanks.
Next, we conducted simulated weapons passes on a ground target, using the continuously computed impact point system (CCIP) displayed on the HUD. With this system, even this novice pilot, who has difficulty with a non-computing gun-sight, achieved on-target results.
Attack maneuvers resulted in G forces ranging to +7.0. With the heavy bomb load aboard, the F-16XL is cleared for maneuvers up to +7.2 Gs, compared with 5.58 Gs in the F-16A. This demonstrates how the designers were able to increase the aircraft weight while maintaining structural integrity and mission performance.
With the F-16XL, the US Air Force has the option to gain markedly improved range, payload, and survivability performance over current fighters. According to its designers, the F-16XL in production would have a unit flyaway cost of about fifteen to twenty percent more than the F-16C and D.
All this was achieved in F-16 XL with just 20 percent extra cost than the regular F-16 cost shows the cost effective nature of the cranled arrow wing design,
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A normal F-16 flies besides the F-16 XL which has the cranked arrow wing form that tejas follows,
The Revolutionary Evolution of the F-16XL
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Well, if you guys can not reply to this post , then do the decent thing, at least acknowledge it.
Don't use the IGNORE option to escape explaining the plus points of tejas cranked delta wing form ,
which will give the same advantage of cranked arrow F-16 XL over the plain cropped delta F-16, canards are there or not is irrelevant , because all the advantages attained by F-16 XL over F-16 is due to the vortex generation effect of cranked arrow wing form, which is done by canards in canard delta wing form,
