MiG-29SMT
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The requirements for the inlet: – A high pressure recovery (1% loss in inlet pressure recovery results in 1.3% loss in thrust).Weak excuses. Just admit you were wrong. You posted: "These aircraft all top up at Mach 1.7". Reffering to J20, FC31, JF17 and F35.
Now you're claiming a "design speed" of m1. 6 and a top speed of m2?
You specifically said J20 COULDN'T reach m2.
How can 4 different designs with different aerodynamic layouts, T/W ratios and max thrust have the exact same max speed just because they all use dsi's? And all 4 DSI intakes are unique in their DSI bump shape and bleeding layout.
Early in J20s prototyping phase we saw CAC iteratively change the J20s DSI intake layout, obviously to improve performance in drag, fuel consumption and max speed. But a certain armchair general/ "aeronautics design expert" here want us to believe that all Dsi's are the same.
DSIs are very attractive to many design houses building 5th gens because of their low weight, LO benefits, simplicity and effeciency in typical flight regimes.
Hasn't the AMCA moved to Dsis? Did you know there were indications that the YF23 team at Northrop were to transition to Dsis on a production black widow had they won the competition? YF23 is a high and fast air dominance platform. You think they'd do that if DSIs limited max speed at altitude to "Mach 1.6"?
Even Lockheed original dsi patent doesn't claim a "Mach 1.6 design speed limit". We all know DSIs are most effecient within a certain flight envelope. Most experts quote 1.6 to 2.0 Mach. You claimed J20 was a Mach 1.6 or 1.7 fighter to denigrate its prospects as an air superiority platform. Now youre twisting and turning to pretend you weren't wrong.
Just be humble and admit you were wrong.
• DSIs also crucially improve the aircraft's low-observable characteristics (by eliminating radar reflections between the diverter and the aircraft's skin). • Additionally, the "bump" surface reduces the engine's exposure to radar, significantly reducing a strong source of radar reflection because they provide an additional shielding of engine fans against radar waves. • However, a diverterless intake reacts considerably to oblique flow, which is a disadvantage in maneuvering flight especially for two-engine aircraft.