JF-17 Thunder / FC-1 Xiaolong

[lixun]

It's not even as capable as 70s era F-16 block 70....
Maybe it's just as capable as block 50 which is still inferior than IAF upgraded mirage 2K.

The air combat capability of J10C is about the same as that of F16V. Has M2000 been upgraded in India? In 2019, those M2000s did not seem to have been upgraded.

 

[Lonewolf]

The air combat capability of J10C is about the same as that of F16V. Has M2000 been upgraded in India? In 2019, those M2000s did not seem to have been upgraded.

Meteor maybe integrated

 

[Tactical Doge]

The air combat capability of J10C is about the same as that of F16V. Has M2000 been upgraded in India? In 2019, those M2000s did not seem to have been upgraded.

F16V is leaps and bounds ahead of J10
New iterations have tech which is Derived from 5G birds

J10s full profile is not even public FFS let alone it's cost per unit

 

[Tactical Doge]

Meteor maybe integrated

No meteor for M2K as far as I know

 

[lixun]

Meteor maybe integrated

Doesn't M2000 change radar?

 

[Lonewolf]

Doesn't M2000 change radar?

It is a old bird will be replaced by tejas mk2 in late 2020's

 

[lixun]

It is a old bird will be replaced by tejas mk2 in late 2020's

For now, tejas mk2 will first fly in 2023. Even if everything goes smoothly into service in India, it will be 2027 for the formation of IOC.

 

[lixun]

F16V is leaps and bounds ahead of J10
New iterations have tech which is Derived from 5G birds

J10s full profile is not even public FFS let alone it's cost per unit

J10's instantaneous directivity, agility, and roll are better than F16, continuous hovering ability, thrust-to-weight ratio, not as good as F16

 

[lixun]

This is totally incorrect. The spring loaded side doors on the Tejas inlets can open or close based on air flow pressure, and hence can accomodate a top speed up to mach 1.8 without any airflow problems.
Secondly, the Tejas has been tested up to 9G. The 8+G limit is only at the very beginning of the flight when the fuel is at maximum. This has to do with G load forces due to the extra weight. However, by the time the Tejas reaches a dogfight, this fuel weight would be lesser, and then the Tejas can maneuver up to 9G. This is why the G loading is listed as 8+G and not 8G, because as the load gets lesser (due to Tejas using up fuel in flight), its G load reaches its maximum of 9G.
The true genius of the Tejas design is in low wing loading through the use of the compound delta design combined with vortex formation in an unstable platform with quadruplex digital fly by wire using high speed actuators on several control surfaces simultaneously. What this means is that Tejas' low wing loading in conjunction with features mentioned above will allow it to turn at a higher rate than aircraft with higher wing loading at a higher altitude where the air gets thinner, and the Tejas will be able to do it in a far more controllable way, without losing altitude.

I took a closer look and found that LCA is an ordinary fixed baffle air inlet. Indeed, LCA is a double delta wing to be precise. It has improved low-speed performance, low wing load, statically unstable design, fly-by-wire flight control, all It is the standard configuration of the fourth-generation fighter

 

[ladder]

I took a closer look and found that LCA is an ordinary fixed baffle air inlet. Indeed, LCA is a double delta wing to be precise. It has improved low-speed performance, low wing load, statically unstable design, fly-by-wire flight control, all It is the standard configuration of the fourth-generation fighter

I took a closer look

How close? Did you put your frikking head inside the inlet?

 

[Lonewolf]

For now, tejas mk2 will first fly in 2023. Even if everything goes smoothly into service in India, it will be 2027 for the formation of IOC.

No ioc , first aircraft in prototype will be near production standard , it will be direct foc

 

[Tactical Doge]

No ioc , first aircraft in prototype will be near production standard , it will be direct foc

Not "near production standard"
As revealed by Harsh Vardhan Thakur Saab, it will be the production Variant

 

[Shiv sagar]

The air combat capability of J10C is about the same as that of F16V. Has M2000 been upgraded in India? In 2019, those M2000s did not seem to have been upgraded.

On paper maybe... anyone can write anything on paper, even Hitler had written something but that doesn't mean that's all true and correct. You're case is not so different altogether. When you dream, atleast dream big, say j10C is equal to f35C.

 

[lixun]

No ioc , first aircraft in prototype will be near production standard , it will be direct foc

This is not a normal aircraft development process, sir

 

[Lonewolf]

This is not a normal aircraft development process, sir

Yep , tejas mk 2 has lotof similarities with tejas mk 1 , so the induction and testing procedure have been shortened , the design phase for the modification for a heavier aircraft as per iaf was started in 2018 , compared to others it is lesser time .

 

[johnq]

I took a closer look and found that LCA is an ordinary fixed baffle air inlet. Indeed, LCA is a double delta wing to be precise. It has improved low-speed performance, low wing load, statically unstable design, fly-by-wire flight control, all It is the standard configuration of the fourth-generation fighter

The spring-loaded side doors on the inlets open as the pressure increases, thereby increasing air flow to the engine as needed up to mach 1.8 without any problems.

 

[lixun]

The spring-loaded side doors on the inlets open as the pressure increases, thereby increasing air flow to the engine as needed up to mach 1.8 without any problems.

What you are talking about is the fixed baffle inlet, it is better to use the shock wave inlet on the M2000

 

[johnq]

What you are talking about is the fixed baffle inlet, it is better to use the shock wave inlet on the M2000

You are still not getting it comrade. The side doors are spring loaded and open and close according to air pressure as required by engine at higher mach numbers and provide greater airflow when needed. These are y shaped inlets, so the airflow can increase from spring loaded side doors as needed. This works up to mach 1.8 without any problems. That is good enough because most aircraft avoid going faster anyways because it reduces engine life as well as eats up all the fuel to reach that speed. The F-35 has a speed limit of mach 1.6 at altitude, and that is good enough for the US. Fanboys without any combat experience don't get this, but an F-15 pilot once said in an interview that he rarely ever exceeded mach 1.4. So there are fanboy statistics, and then there is practical operation of a fighter which requires keeping the engine running with a decent lifespan and TBO, as well as not burning up all the fuel.

 

[lixun]

You are still not getting it comrade. The side doors are spring loaded and open and close according to air pressure as required by engine at higher mach numbers and provide greater airflow when needed. These are y shaped inlets, so the airflow can increase from spring loaded side doors as needed. This works up to mach 1.8 without any problems. That is good enough because most aircraft avoid going faster anyways because it reduces engine life as well as eats up all the fuel to reach that speed. The F-35 has a speed limit of mach 1.6 at altitude, and that is good enough for the US. Fanboys without any combat experience don't get this, but an F-15 pilot once said in an interview that he rarely ever exceeded mach 1.4. So there are fanboy statistics, and then there is practical operation of a fighter which requires keeping the engine running with a decent lifespan and TBO, as well as not burning up all the fuel.

The gas turbine engine used in supersonic aircraft needs to inhale air to work. However, the engine can only inhale subsonic gas, and direct inhalation of supersonic airflow will cause the engine blades to tremble and damage. Therefore, we need a supersonic inlet (the blue part in the figure below) to decelerate the supersonic airflow to subsonic speed.

The intake duct not only needs to decelerate, but also needs to provide uniform intake for the engine. Because there is friction between the aircraft fuselage and the air, the surface of the aircraft fuselage is often stained with a layer of air with a slower flow rate, called the boundary layer.

In order to prevent the boundary layer from entering the air inlet, there is a gap between the air inlet and the nose of the aircraft in the figure below. This gap is called the boundary layer divider. It is responsible for separating the low-velocity airflow of the boundary layer from the supersonic airflow.

What happens if the boundary layer accidentally enters the inlet? It will cause uneven pressure distribution in the intake duct, with serious consequences. In rare cases, the engine blades are cyclically stressed and tremble, causing metal fatigue and reducing engine life.In severe cases, it will cause extremely dangerous engine compressor stall and surge, damaging the engine
Supersonic fighters work in a wide range of speed and altitude, as well as maneuvering conditions. The higher the altitude, the thinner the air, and the faster the aircraft flies, the greater the air flow through the air intake. However, the engine is very picky, and the intake air flow and pressure must be maintained within a certain range for the engine to work efficiently. To match the working environment of the engine, the intake duct usually requires complex movable parts to adjust the airflow. For example, the adjustable shock cone air inlet of SR-71

When the supersonic airflow encounters a sharp object or a small deflection, an oblique shock wave will be generated, and the oblique shock wave will be reflected inside the intake duct.

The supersonic airflow decelerates to a slower supersonic airflow every time it passes through an oblique shock wave. After 10 oblique shock waves, the supersonic airflow gradually decelerates until it decelerates to a critical point, at which time a positive shock wave will appear.

After the forward shock wave, the supersonic airflow (red area in the figure below) will be decelerated to subsonic airflow (blue area in the figure below), and the airflow at this time can be sucked in by the engine. The deceleration method that passes through many oblique shock waves and one normal shock wave is an efficient deceleration method. The more oblique shock waves passed, the more efficient the deceleration process (the higher the total pressure recovery coefficient).

 

[ladder]

The gas turbine engine used in supersonic aircraft needs to inhale air to work. However, the engine can only inhale subsonic gas, and direct inhalation of supersonic airflow will cause the engine blades to tremble and damage. Therefore, we need a supersonic inlet (the blue part in the figure below) to decelerate the supersonic airflow to subsonic speed.

The intake duct not only needs to decelerate, but also needs to provide uniform intake for the engine. Because there is friction between the aircraft fuselage and the air, the surface of the aircraft fuselage is often stained with a layer of air with a slower flow rate, called the boundary layer.

In order to prevent the boundary layer from entering the air inlet, there is a gap between the air inlet and the nose of the aircraft in the figure below. This gap is called the boundary layer divider. It is responsible for separating the low-velocity airflow of the boundary layer from the supersonic airflow.

What happens if the boundary layer accidentally enters the inlet? It will cause uneven pressure distribution in the intake duct, with serious consequences. In rare cases, the engine blades are cyclically stressed and tremble, causing metal fatigue and reducing engine life.In severe cases, it will cause extremely dangerous engine compressor stall and surge, damaging the engine
Supersonic fighters work in a wide range of speed and altitude, as well as maneuvering conditions. The higher the altitude, the thinner the air, and the faster the aircraft flies, the greater the air flow through the air intake. However, the engine is very picky, and the intake air flow and pressure must be maintained within a certain range for the engine to work efficiently. To match the working environment of the engine, the intake duct usually requires complex movable parts to adjust the airflow. For example, the adjustable shock cone air inlet of SR-71

When the supersonic airflow encounters a sharp object or a small deflection, an oblique shock wave will be generated, and the oblique shock wave will be reflected inside the intake duct.

The supersonic airflow decelerates to a slower supersonic airflow every time it passes through an oblique shock wave. After 10 oblique shock waves, the supersonic airflow gradually decelerates until it decelerates to a critical point, at which time a positive shock wave will appear.

After the forward shock wave, the supersonic airflow (red area in the figure below) will be decelerated to subsonic airflow (blue area in the figure below), and the airflow at this time can be sucked in by the engine. The deceleration method that passes through many oblique shock waves and one normal shock wave is an efficient deceleration method. The more oblique shock waves passed, the more efficient the deceleration process (the higher the total pressure recovery coefficient).

Splitter plate or gap is to avoid or redirect the already formed boundary layer ( growth from fuselage) from entering into the inlet.
You cannot write that splitter plate/ gap is used to avoid the boundary layer from entering; but rather 'boundary layer already formed from entering'.
As because new boundary layer will be formed/ will start to grow from the static structures inside the inlet.
And there are other mechanism to avoid the formation or bleed it out ( to engine crowl).

And what the other poster was mentioning, is that the auxiliary intakes/ spill doors are pressure actuated.