Tamil
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nice equation..!
i don't believe any flight could fly at 35,000 KM 35, 000 mtr or 35,000 ft.????????????????????????????????????????????????????????????
MMRCA news and discussions.
- Thread starter nitesh
- Start date
i don't believe any flight could fly at 35,000 KM 35, 000 mtr or 35,000 ft.????????????????????????????????????????????????????????????
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Eurofighter sweetens its India offer
With the four-nation Eurofighter consortium facing the uncomfortable reality of dwindling orders at home, India's tender for 126 medium fighters, worth some $11 billion, is now crucial. So, Eurofighter has reworked some of its most fundamental tenets and structures, to appear more appealing to India.
Next Friday, Eurofighter boss Bernhard Gerwert will fly into Delhi [ Images ] to offer a new sweetener to the ministry of defence: if India chooses the Eurofighter, it can become a full-fledged manufacturing partner, the first "outsider" to crack a tightly-interwoven four-country manufacturing chain.
The consortium that developed the Eurofighter - comprising the UK, Germany [ Images ], Italy [ Images ] and Spain - had decided on a unique manufacturing structure. Each part of the Eurofighter is manufactured in a different country; e.g. the right wing is made in Spain, the left wing in Italy. After that, all four partners assemble their own aircraft, bringing the parts together from the plants where they are manufactured.
This EU-style compromise distributed manufacturing jobs (100,000 jobs in 400 companies) amongst the four partners, while creating a mutual dependency.
If India becomes the fifth Eurofighter partner, it will manufacture complete assemblies - say, as a random example, the front fuselage and tail fins - for every new Eurofighter across the world.
That will include fighters for the air forces of the UK, Germany, Spain, Italy, Austria and Saudi Arabia. In addition, Switzerland [ Images ], Japan [ Images ], Romania, Greece and Turkey, which are currently evaluating the Eurofighter, could also be on that list.
Kicking off its India campaign in early 2008, Eurofighter had suggested that India could play a major role in the programme, even using the word, "partnership". But that was never elaborated; only now will India unambiguously be offered a share of the manufacture. All four European partners have agreed to forgo a part of their work share to bring India in.
An order like India's is badly needed. Earlier this year, a budget-strapped British Ministry of Defence tried to pull out of buying its contracted share of 88 fighters from the latest batch (called Tranche 3). Eventually the UK honoured its commitments only because default would have cost London [ Images ] billions of Euros in penalties. The other Eurofighter partners are equally cash-strapped; all have jointly agreed to cut back on their orders for now.
In contrast to the gloom in Europe, the future in India looks rosy. EADS - Eurofighter's major shareholder - has enjoyed notable success in penetrating the Indian market. Early this year, EADS signed a $20 million contract to help resolve persistent niggles in India's Light Combat Aircraft programme.
US companies Boeing and Lockheed Martin were ruled out of that bid by Washington's unwillingness to grant permissions (called Technical Assistance Agreements). EADS points to the LCA consultancy as a major victory that highlighted the comparative ease of doing high-tech business with Europe.
Buoyed by the LCA consultancy, EADS is now focusing on the $600 million tender - floated by the MoD on 17 July - for supplying 99 fighter engines for India's single-engine LCA. Eurojet, an EADS subsidiary, has offered EJ200 engines, which power the twin-engine Eurofighter.
The rival engine is the General Electric GE-414, which powers Eurofighter's big rival, the twin-engine Boeing F/A-18. Getting the engine selected, both rivals believe, is a sure path towards getting the fighter selected as well.
With the four-nation Eurofighter consortium facing the uncomfortable reality of dwindling orders at home, India's tender for 126 medium fighters, worth some $11 billion, is now crucial. So, Eurofighter has reworked some of its most fundamental tenets and structures, to appear more appealing to India.
Next Friday, Eurofighter boss Bernhard Gerwert will fly into Delhi [ Images ] to offer a new sweetener to the ministry of defence: if India chooses the Eurofighter, it can become a full-fledged manufacturing partner, the first "outsider" to crack a tightly-interwoven four-country manufacturing chain.
The consortium that developed the Eurofighter - comprising the UK, Germany [ Images ], Italy [ Images ] and Spain - had decided on a unique manufacturing structure. Each part of the Eurofighter is manufactured in a different country; e.g. the right wing is made in Spain, the left wing in Italy. After that, all four partners assemble their own aircraft, bringing the parts together from the plants where they are manufactured.
This EU-style compromise distributed manufacturing jobs (100,000 jobs in 400 companies) amongst the four partners, while creating a mutual dependency.
If India becomes the fifth Eurofighter partner, it will manufacture complete assemblies - say, as a random example, the front fuselage and tail fins - for every new Eurofighter across the world.
That will include fighters for the air forces of the UK, Germany, Spain, Italy, Austria and Saudi Arabia. In addition, Switzerland [ Images ], Japan [ Images ], Romania, Greece and Turkey, which are currently evaluating the Eurofighter, could also be on that list.
Kicking off its India campaign in early 2008, Eurofighter had suggested that India could play a major role in the programme, even using the word, "partnership". But that was never elaborated; only now will India unambiguously be offered a share of the manufacture. All four European partners have agreed to forgo a part of their work share to bring India in.
An order like India's is badly needed. Earlier this year, a budget-strapped British Ministry of Defence tried to pull out of buying its contracted share of 88 fighters from the latest batch (called Tranche 3). Eventually the UK honoured its commitments only because default would have cost London [ Images ] billions of Euros in penalties. The other Eurofighter partners are equally cash-strapped; all have jointly agreed to cut back on their orders for now.
In contrast to the gloom in Europe, the future in India looks rosy. EADS - Eurofighter's major shareholder - has enjoyed notable success in penetrating the Indian market. Early this year, EADS signed a $20 million contract to help resolve persistent niggles in India's Light Combat Aircraft programme.
US companies Boeing and Lockheed Martin were ruled out of that bid by Washington's unwillingness to grant permissions (called Technical Assistance Agreements). EADS points to the LCA consultancy as a major victory that highlighted the comparative ease of doing high-tech business with Europe.
Buoyed by the LCA consultancy, EADS is now focusing on the $600 million tender - floated by the MoD on 17 July - for supplying 99 fighter engines for India's single-engine LCA. Eurojet, an EADS subsidiary, has offered EJ200 engines, which power the twin-engine Eurofighter.
The rival engine is the General Electric GE-414, which powers Eurofighter's big rival, the twin-engine Boeing F/A-18. Getting the engine selected, both rivals believe, is a sure path towards getting the fighter selected as well.
yusuf,
am new to this forum and just ma < my >idea
chinese knows russian fighter capability so f18 will do
similarly pakistan knows to some extent abt <about>f18 so deploy mig 35
Another thing i thought is usa wont mind if we use them against china but not in pakistan case
i undeleted your post natarajan highlighting the point why the concerned mod deleted your post hope now you will understand which the mods have repeatedly tried to stress upon you about the use of SMS language in forum posts
if this continues we will have to delete other posts in the future also
lets keep DFI clean together
am new to this forum and just ma < my >idea
chinese knows russian fighter capability so f18 will do
similarly pakistan knows to some extent abt <about>f18 so deploy mig 35
Another thing i thought is usa wont mind if we use them against china but not in pakistan case
i undeleted your post natarajan highlighting the point why the concerned mod deleted your post hope now you will understand which the mods have repeatedly tried to stress upon you about the use of SMS language in forum posts
if this continues we will have to delete other posts in the future also
lets keep DFI clean together
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The areas containing sensitive electronic equipment are never allowed to reach that temperature. The structure is designed in such a way, that at supersonic speeds, the components which heat up the most are the nose and wing areas. For the lack of exact facts of any MRCA contender, I can give you the example of an SR-71. The Blackbird would reach 326 degrees on the cockpit windshield and 426 degrees on the wing areas, which is hot enough to melt lead.
But as I mentioned before, the design is such that the areas containing sensitive electronics never reach such temp.
Technically, 220 degrees Celcius is enough to screw up most electronics, as that is the melting point of Sn-Ag-Cu solder used in most components, but the temps. don't reach that level unless an abnormality takes place or the plane is hit.
Well thats the bait to buy EF2000. You sure because of that we should take the EF2000.
J
John
Guest
NAVAIR fuels team plans Super Hornet biofuels flight test
The NAVAIR fuels team is gearing up for biofuels flight tests in an F/A-18 Super Hornet at Patuxent River, Md., by next spring or summer, according to NAVAIR’s Rick Kamin, Navy fuels lead.
Before “biofueling” the plane, the team will first conduct laboratory and rig tests at Pax River, followed by static engine tests with the Super Hornet’s F414 engine on a test stand at the Lynn, Mass., facility of manufacturer General Electric. The static tests will take place “probably in the December-January timeframe,” Kamin said.
The NAVAIR fuels team is also getting ready to kick off a similar effort to test and certify biofuels for use on ships.
The upcoming tests are part of a larger effort to test and certify promising biofuels in support of the Navy’s energy strategy to enhance energy security and environmental stewardship, including reducing greenhouse gas emissions.
“Our major goal is a drop-in replacement” for the Navy’s petroleum-based fuels, Kamin said. “The field won’t know the difference.”
Fuels derived from plants are considered carbon neutral. Burning them doesn’t increase the net amount of carbon dioxide in the atmosphere because the carbon they contain was originally absorbed from the air as the plants grew.
NAVAIR has asked for 40,000 gallons of JP-5 jet fuel from bio-based feedstocks in a request for proposal (RFP) issued by the Defense Energy Support Center. Initial laboratory analyses and rig testing will consume 1,500 gallons; the static engine tests, 16,500 gallons; and the flight tests, 22,000 gallons. The feedstocks targeted are not used for food to avoid the kind of market competition that drove up corn prices when the government subsidized corn-derived ethanol.
Kamin said fuels received from the JP-5 RFP may include those made from oils produced by plants such as camelina, jatropha and algae. “We won’t know for sure what we’re going to get until the procurement process is completed,” he said. The contract signing is expected to take place this August.
Camelina, also known as gold-of-pleasure or false flax, is in the same family as rapeseed, the source of canola oil. Often considered a weed, camelina is cultivated today for the high quality oil its seeds produce, both for human consumption and conversion to biodiesel.
Jatropha is a tough woody plant that can grow in arid conditions unsuitable for most food crops. Its seeds produce oil that’s unfit for human consumption but can be converted to fuel.
Algae can be grown in vats or ponds under controlled conditions that maximize output and harvesting efficiency. Algae’s oil is produced within individual cells.
Oils harvested from the plants are refined into fuel with conventional petroleum refinery processes.
Two commercial biofuels that will not be tested are ethanol, now blended with gasoline, and biodiesel. Ethanol is unsafe for shipboard use because it ignites too easily, and its lower energy content would significantly reduce aircraft range.
The biodiesel sold commercially today consists of oxygen-containing compounds called esters. Although they burn well, esters absorb water too readily to be suitable for the Navy’s maritime environment.
For the upcoming static and flight tests, the biofuels will be mixed in a 50-50 blend with conventional petroleum-derived jet fuel to provide the necessary specification properties. Biofuels are not as dense as conventional jet fuel, have less lubricating ability and contain no aromatic compounds, a group of chemical compounds able to penetrate the rubberlike materials that make up gaskets and seals.
“Aromatics are critical for seal swelling,” Kamin noted. “The easiest way to get these properties back in is with a blend with petroleum-based fuels.”
Kamin emphasized that the Navy will not be producing any biofuels itself. “We’re strictly a user, a consumer,” he said. “The Navy doesn’t even procure its own fuel.” Fuel for all military services is purchased by the Defense Energy Support Center, he said. “We’re responsible for fuel specification requirements. Our main responsibility is to test and certify the alternative fuels for inclusion in our specifications.”
The fuels team will initially apply three categories of standard tests to the fuels received in response to the RFP: analytical chemistry – using instruments such as a mass spectrometer to determine chemical composition and structure, “wet chemistry” – determining the fuels’ response in specific chemical reactions, and rig test properties such as water separability, to determine how the fuels will react in aircraft and in conditions typical of Navy operating conditions, which include long-term storage.
“Storage stability is a unique military and Navy requirement not required in the commercial world,” Kamin noted.
“We’re trying to certify by families, to come up with a spec for an approved class of feedstocks, such as oil shale, petroleum, hydrotreated renewable or coal,” he said. The specifications of each family will be determined initially through the full battery of chemical analysis, physical properties, static engine tests and flight tests. “Hopefully, we’ll do it once, and just look at the chemistry and approve by similarity after that.”
The Navy plans to have test and certification completed on the most promising alternative fuel candidates no later than 2013, Kamin said. As each candidate is approved for use, it will be added to the Navy’s JP-5 (aircraft) and F-76 (ship propulsion fuel) specifications. Once in the specification, the Defense Energy Support Center can buy the fuel to meet Navy requirements from the lowest-cost provider. Actual usage in the fleet will depend on industry production capability.
Press Releases - HTTP/1.0
The SH's GE engine with biofuel would be very cost effective as well, SH is going to be a hard offer to beat. GE 414 for the LCA mk-2 would be gr8 as well since soon it will be biofuel capable.
The NAVAIR fuels team is gearing up for biofuels flight tests in an F/A-18 Super Hornet at Patuxent River, Md., by next spring or summer, according to NAVAIR’s Rick Kamin, Navy fuels lead.
Before “biofueling” the plane, the team will first conduct laboratory and rig tests at Pax River, followed by static engine tests with the Super Hornet’s F414 engine on a test stand at the Lynn, Mass., facility of manufacturer General Electric. The static tests will take place “probably in the December-January timeframe,” Kamin said.
The NAVAIR fuels team is also getting ready to kick off a similar effort to test and certify biofuels for use on ships.
The upcoming tests are part of a larger effort to test and certify promising biofuels in support of the Navy’s energy strategy to enhance energy security and environmental stewardship, including reducing greenhouse gas emissions.
“Our major goal is a drop-in replacement” for the Navy’s petroleum-based fuels, Kamin said. “The field won’t know the difference.”
Fuels derived from plants are considered carbon neutral. Burning them doesn’t increase the net amount of carbon dioxide in the atmosphere because the carbon they contain was originally absorbed from the air as the plants grew.
NAVAIR has asked for 40,000 gallons of JP-5 jet fuel from bio-based feedstocks in a request for proposal (RFP) issued by the Defense Energy Support Center. Initial laboratory analyses and rig testing will consume 1,500 gallons; the static engine tests, 16,500 gallons; and the flight tests, 22,000 gallons. The feedstocks targeted are not used for food to avoid the kind of market competition that drove up corn prices when the government subsidized corn-derived ethanol.
Kamin said fuels received from the JP-5 RFP may include those made from oils produced by plants such as camelina, jatropha and algae. “We won’t know for sure what we’re going to get until the procurement process is completed,” he said. The contract signing is expected to take place this August.
Camelina, also known as gold-of-pleasure or false flax, is in the same family as rapeseed, the source of canola oil. Often considered a weed, camelina is cultivated today for the high quality oil its seeds produce, both for human consumption and conversion to biodiesel.
Jatropha is a tough woody plant that can grow in arid conditions unsuitable for most food crops. Its seeds produce oil that’s unfit for human consumption but can be converted to fuel.
Algae can be grown in vats or ponds under controlled conditions that maximize output and harvesting efficiency. Algae’s oil is produced within individual cells.
Oils harvested from the plants are refined into fuel with conventional petroleum refinery processes.
Two commercial biofuels that will not be tested are ethanol, now blended with gasoline, and biodiesel. Ethanol is unsafe for shipboard use because it ignites too easily, and its lower energy content would significantly reduce aircraft range.
The biodiesel sold commercially today consists of oxygen-containing compounds called esters. Although they burn well, esters absorb water too readily to be suitable for the Navy’s maritime environment.
For the upcoming static and flight tests, the biofuels will be mixed in a 50-50 blend with conventional petroleum-derived jet fuel to provide the necessary specification properties. Biofuels are not as dense as conventional jet fuel, have less lubricating ability and contain no aromatic compounds, a group of chemical compounds able to penetrate the rubberlike materials that make up gaskets and seals.
“Aromatics are critical for seal swelling,” Kamin noted. “The easiest way to get these properties back in is with a blend with petroleum-based fuels.”
Kamin emphasized that the Navy will not be producing any biofuels itself. “We’re strictly a user, a consumer,” he said. “The Navy doesn’t even procure its own fuel.” Fuel for all military services is purchased by the Defense Energy Support Center, he said. “We’re responsible for fuel specification requirements. Our main responsibility is to test and certify the alternative fuels for inclusion in our specifications.”
The fuels team will initially apply three categories of standard tests to the fuels received in response to the RFP: analytical chemistry – using instruments such as a mass spectrometer to determine chemical composition and structure, “wet chemistry” – determining the fuels’ response in specific chemical reactions, and rig test properties such as water separability, to determine how the fuels will react in aircraft and in conditions typical of Navy operating conditions, which include long-term storage.
“Storage stability is a unique military and Navy requirement not required in the commercial world,” Kamin noted.
“We’re trying to certify by families, to come up with a spec for an approved class of feedstocks, such as oil shale, petroleum, hydrotreated renewable or coal,” he said. The specifications of each family will be determined initially through the full battery of chemical analysis, physical properties, static engine tests and flight tests. “Hopefully, we’ll do it once, and just look at the chemistry and approve by similarity after that.”
The Navy plans to have test and certification completed on the most promising alternative fuel candidates no later than 2013, Kamin said. As each candidate is approved for use, it will be added to the Navy’s JP-5 (aircraft) and F-76 (ship propulsion fuel) specifications. Once in the specification, the Defense Energy Support Center can buy the fuel to meet Navy requirements from the lowest-cost provider. Actual usage in the fleet will depend on industry production capability.
Press Releases - HTTP/1.0
The SH's GE engine with biofuel would be very cost effective as well, SH is going to be a hard offer to beat. GE 414 for the LCA mk-2 would be gr8 as well since soon it will be biofuel capable.
J
John
Guest
EA-18G Growler recommended for fleet introduction
The findings of the EA-18G Growler's initial operational test and evaluation were released by the Department of Defense Wednesday.
The aircraft received the rating of operationally effective, operationally suitable and was recommended for fleet introduction.
The evaluation of Navy's testing community, under the Commander Operational Test and Evaluation Forces, determined that the EA-18G is able to effectively perform the intended operational mission and is also found to be suitable. The suitability evaluation focuses on maintainability, reliability and many support aspects with the intention of validating that the system under test will be available when needed.
"We consider the EA-18G program to be a 'model' in terms of executing better than planned," said Capt. Mark Darrah, F/A-18 & EA-18G program manager, PMA-265. "A critical reason why the Growler remained on cost and on schedule while exceeding the performance required was the aggressive management of risk and requirements."
Combining the latest capabilities of the F/A-18E/F Super Hornet with modern Airborne Electronic Attack (AEA) systems and weapons, the next generation in airborne electronic attack, EA-18G Growler, continues to be delivered on cost and ahead of schedule.
"The Navy's acquisition strategy of integrating the already proven EA-6B Improved Capability III (ICAP III) AEA suite with the Block 2 F/A-18F Super Hornet means the EA-18G was able to demonstrate the inherent reliability and maintainability that the fleet currently enjoys with the Super Hornet and the exceptional operational capability of the ICAP III AEA System," Darrah said. "This robust integration of these two mature weapon systems will ensure that the U.S. Navy will continue to provide world class tactical AEA capability well into the future."
Software anomalies were discovered during the IOT&E process, and the Integrated Product Team is actively engaged in developing a software update release that will be used for verification of and correction of deficiencies (VCD) development period, which is currently scheduled to start later this year.
Consistent with the Super Hornet, the EA-18G Growler was designed for spiral development. Software updates that address existing anomalies were designed into the plan from the beginning of the program.
"The professionalism, communication practices and processes established between the program office, industry, developmental test, operational test and the fleet throughout this program have been essential to it's successes and should serve as a model of Integrated Test and Evaluation (IT&E) practices for future endeavors," said Darrah.
Press Releases - HTTP/1.0
The findings of the EA-18G Growler's initial operational test and evaluation were released by the Department of Defense Wednesday.
The aircraft received the rating of operationally effective, operationally suitable and was recommended for fleet introduction.
The evaluation of Navy's testing community, under the Commander Operational Test and Evaluation Forces, determined that the EA-18G is able to effectively perform the intended operational mission and is also found to be suitable. The suitability evaluation focuses on maintainability, reliability and many support aspects with the intention of validating that the system under test will be available when needed.
"We consider the EA-18G program to be a 'model' in terms of executing better than planned," said Capt. Mark Darrah, F/A-18 & EA-18G program manager, PMA-265. "A critical reason why the Growler remained on cost and on schedule while exceeding the performance required was the aggressive management of risk and requirements."
Combining the latest capabilities of the F/A-18E/F Super Hornet with modern Airborne Electronic Attack (AEA) systems and weapons, the next generation in airborne electronic attack, EA-18G Growler, continues to be delivered on cost and ahead of schedule.
"The Navy's acquisition strategy of integrating the already proven EA-6B Improved Capability III (ICAP III) AEA suite with the Block 2 F/A-18F Super Hornet means the EA-18G was able to demonstrate the inherent reliability and maintainability that the fleet currently enjoys with the Super Hornet and the exceptional operational capability of the ICAP III AEA System," Darrah said. "This robust integration of these two mature weapon systems will ensure that the U.S. Navy will continue to provide world class tactical AEA capability well into the future."
Software anomalies were discovered during the IOT&E process, and the Integrated Product Team is actively engaged in developing a software update release that will be used for verification of and correction of deficiencies (VCD) development period, which is currently scheduled to start later this year.
Consistent with the Super Hornet, the EA-18G Growler was designed for spiral development. Software updates that address existing anomalies were designed into the plan from the beginning of the program.
"The professionalism, communication practices and processes established between the program office, industry, developmental test, operational test and the fleet throughout this program have been essential to it's successes and should serve as a model of Integrated Test and Evaluation (IT&E) practices for future endeavors," said Darrah.
Press Releases - HTTP/1.0
that was sarcasm. India already makes it must for license production, having assembly line in India. India needs much more than manufacturing them, joint development of future tranches.
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What is its relevance w.r.t. MMRCA ?
p2prada
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You are talking about external temperature during flight. I am talking about the internal avionics.
Ever wonder why this is required:
Internal temperatures get very high due to outside conditions. 45deg to 50 deg. Perhaps more. The metals used are not a problem. But, the circuit boards used are made of plastic along with many other components.
Our Arjun and T-90s face the same problems in the desert. Some of the equipment failed cause of melting a couple of years ago. Our T-90s still face this problem.
Even the electronics in your computer need to stay below 60deg Celsius while its around 90deg for the processor.
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You are miles off the point I'm trying to make.You are talking about external temperature during flight. I am talking about the internal avionics.
Ever wonder why this is required:
Internal temperatures get very high due to outside conditions. 45deg to 50 deg. Perhaps more. The metals used are not a problem. But, the circuit boards used are made of plastic along with many other components.
Our Arjun and T-90s face the same problems in the desert. Some of the equipment failed cause of melting a couple of years ago. Our T-90s still face this problem.
Even the electronics in your computer need to stay below 60deg Celsius while its around 90deg for the processor.
Since you took the example of tanks in desert terrain, what is the general air temperature in that area ? 50 degree celcius ?
Now what is the outside temp. when a fighter is flying at 35,000 ft ? Its about -55 degree celcius, which more than compensates for the around 40-50 degree celcius heat that you have mentioned. To reinforce my POV further, the Sukhoi in the pic you posted needed the reflectors BECAUSE it is stationed at the ground, where outside temperatures are high.
p2prada
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I have in no way refuted your point except for one.
I am merely making a completely different point pertaining to heat melting electronics in a hot environment.
Temperature testing is done in flight and more importantly on ground. A fighter spends more time on the ground than in flight for the duration of its lifetime. So, rigorous testing for all situations are employed.
In cold temperatures fighters are covered in water overnight and wait till morning. After that the frosting is removed and the engine is ignited along with testing all the other moving parts like rudders, ailerons, canards and elevators. If one part is still frozen or no longer responds favourably, then it fails the test.
In high temperatures, aircraft go through similar tests where the aircraft is placed under the sun and the avionics are checked once a threshold temperature is reached. That is the main point of testing. And almost all of our sellers always clear the cold tests but almost always fail the hot tests. Then a new set of requirement is placed for the instruments that failed.
In case of the covered MKI, it is covered to maintain the temperature of the cockpit to ergonomical levels and to protect the instruments. In flight the air conditioner handles temperature for the cockpit. All avionics are equipped with heat sinks for protection. This is mainly used to protect it from the heat generated due to its working which is further increased due to outside influence.
Also, in flight, the heat that is generated outside also has some affect on the inside of the plane too. Air conditioning is restricted only to the cockpit.
Finally, NBC environment. A fighter will have to face massive heat when flying close to areas affected by a nuclear strike or work from bases that is already nuked. This again requires adequate protection from heat.
This was the point I refuted.
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Monday, 3 August 2009
Facing order cuts at home, Eurofighter sweetens India offer
(Photos: courtesy Kuldip Gangwani)
Flight displays by the Eurofighter Typhoon during Aero India 2009)
by Ajai ShuklaBusiness Standard, 3rd Aug 09
With the four-nation Eurofighter consortium facing the uncomfortable reality of dwindling orders at home, India’s tender for 126 medium fighters, worth some $11 billion, is now crucial. So Eurofighter has reworked some of its most fundamental tenets and structures, to appear more appearling to India.
Next Friday, Eurofighter boss, Bernhard Gerwert, will fly into Delhi to offer a new sweetener to the Ministry of Defence: if India chooses the Eurofighter, it can become a full-fledged manufacturing partner, the first “outsider” to crack a tightly-interwoven four-country manufacturing chain.
The consortium that developed the Eurofighter --- comprising the UK, Germany, Italy and Spain --- had decided upon a unique manufacturing structure. Each part of the Eurofighter is manufactured in a different country; e.g. the right wing is made in Spain, the left wing in Italy. After that, all four partners assemble their own aircraft, bringing the parts together from the plants where they are manufactured.
This EU-style compromise distributed manufacturing jobs (100,000 jobs in 400 companies) amongst the four partners, while creating a mutual dependency.
If India becomes the fifth Eurofighter partner, it will manufacture complete assemblies --- say, as a random example, the front fuselage and tail fins --- for every new Eurofighter across the world. That will include fighters for the air forces of the UK, Germany, Spain, Italy, Austria and Saudi Arabia. In addition, Switzerland, Japan, Romania, Greece and Turkey, which are currently evaluating the Eurofighter, could also be on that list.
Kicking off its India campaign in early 2008, Eurofighter had suggested that India could play a major role in the programme, even using the word, “partnership”. But that was never elaborated; only now will India unambiguously be offered a share of the manufacture. All four European partners have agreed to forego a part of their work share to bring India in.
An order like India’s is badly needed. Earlier this year, a budget-strapped British MoD tried to pull out of buying its contracted share of 88 fighters from the latest batch (called Tranche 3). Eventually the UK honoured its commitments only because default would have cost London billions of Euros in penalties. The other Eurofighter partners are equally cash-strapped; all have jointly agreed to cut back on their orders for now.
In contrast to the gloom in Europe, the future in India looks rosy. EADS --- Eurofighter’s major shareholder --- has enjoyed notable success in penetrating the Indian market. Early this year, EADS signed a US $20 million contract to help resolve persistent niggles in India’s Light Combat Aircraft (LCA) programme. US companies, Boeing and Lockheed Martin were ruled out of that bid by Washington’s unwillingness to grant permissions (called Technical Assistance Agreements). EADS points to the LCA consultancy as a major victory that highlighted the comparative ease of doing high-tech business with Europe.
Buoyed by the LCA consultancy, EADS is now focusing on the US $600 million tender --- floated by the MoD on 17th July --- for supplying 99 fighter engines for India’s single-engine LCA. Eurojet, an EADS subsidiary, has offered EJ200 engines, which power the twin-engine Eurofighter. The rival engine is the General Electric GE-414, which powers Eurofighter’s big rival, the twin-engine Boeing F/A-18. Getting the engine selected, both rivals believe, is a sure path towards getting the fighter selected as well.
Broadsword: Facing order cuts at home, Eurofighter sweetens India offer
Facing order cuts at home, Eurofighter sweetens India offer
(Photos: courtesy Kuldip Gangwani)Flight displays by the Eurofighter Typhoon during Aero India 2009)
by Ajai ShuklaBusiness Standard, 3rd Aug 09
With the four-nation Eurofighter consortium facing the uncomfortable reality of dwindling orders at home, India’s tender for 126 medium fighters, worth some $11 billion, is now crucial. So Eurofighter has reworked some of its most fundamental tenets and structures, to appear more appearling to India.
Next Friday, Eurofighter boss, Bernhard Gerwert, will fly into Delhi to offer a new sweetener to the Ministry of Defence: if India chooses the Eurofighter, it can become a full-fledged manufacturing partner, the first “outsider” to crack a tightly-interwoven four-country manufacturing chain.
The consortium that developed the Eurofighter --- comprising the UK, Germany, Italy and Spain --- had decided upon a unique manufacturing structure. Each part of the Eurofighter is manufactured in a different country; e.g. the right wing is made in Spain, the left wing in Italy. After that, all four partners assemble their own aircraft, bringing the parts together from the plants where they are manufactured.
This EU-style compromise distributed manufacturing jobs (100,000 jobs in 400 companies) amongst the four partners, while creating a mutual dependency.
If India becomes the fifth Eurofighter partner, it will manufacture complete assemblies --- say, as a random example, the front fuselage and tail fins --- for every new Eurofighter across the world. That will include fighters for the air forces of the UK, Germany, Spain, Italy, Austria and Saudi Arabia. In addition, Switzerland, Japan, Romania, Greece and Turkey, which are currently evaluating the Eurofighter, could also be on that list.
Kicking off its India campaign in early 2008, Eurofighter had suggested that India could play a major role in the programme, even using the word, “partnership”. But that was never elaborated; only now will India unambiguously be offered a share of the manufacture. All four European partners have agreed to forego a part of their work share to bring India in.
An order like India’s is badly needed. Earlier this year, a budget-strapped British MoD tried to pull out of buying its contracted share of 88 fighters from the latest batch (called Tranche 3). Eventually the UK honoured its commitments only because default would have cost London billions of Euros in penalties. The other Eurofighter partners are equally cash-strapped; all have jointly agreed to cut back on their orders for now.
In contrast to the gloom in Europe, the future in India looks rosy. EADS --- Eurofighter’s major shareholder --- has enjoyed notable success in penetrating the Indian market. Early this year, EADS signed a US $20 million contract to help resolve persistent niggles in India’s Light Combat Aircraft (LCA) programme. US companies, Boeing and Lockheed Martin were ruled out of that bid by Washington’s unwillingness to grant permissions (called Technical Assistance Agreements). EADS points to the LCA consultancy as a major victory that highlighted the comparative ease of doing high-tech business with Europe.
Buoyed by the LCA consultancy, EADS is now focusing on the US $600 million tender --- floated by the MoD on 17th July --- for supplying 99 fighter engines for India’s single-engine LCA. Eurojet, an EADS subsidiary, has offered EJ200 engines, which power the twin-engine Eurofighter. The rival engine is the General Electric GE-414, which powers Eurofighter’s big rival, the twin-engine Boeing F/A-18. Getting the engine selected, both rivals believe, is a sure path towards getting the fighter selected as well.
Broadsword: Facing order cuts at home, Eurofighter sweetens India offer
J
John
Guest
IAF steps into future, goes total net-centric
Bangalore, DH News Service :
Air Chief Marshal P V Naik on Monday emphasised the need for a four pronged approach by the Indian Air Force Comm-anders viz. to see first and farthest, reach the target first and fastest, hit hard wi-th accuracy, and protect the available assets and maintain their airworthiness at all times.
Inaugurating the two-day annual conference of commanders here, he said the IAF is stepping forward to be totally net-centric which will be the future operational requirement. New acquisitions of aircraft and weapon system are on track, which will act as a force multiplier and transform the IAF into the 21st century aerospace power.
The Air Chief further stressed for a need to achieve accident free environment and exhorted commanders to put their best to safe guard the areas and airspace concerned.
He later awarded the Best Flying Training Establishment Trophy and Best in Maintenance Trophy to Air Force Station, Hakimpet while the Air Force Station, Tambaram received the Best Ground Training Establishment Trophy. The Air Force Administrative College, Coimbatore bagged the Best in Administration Trophy.
:: Bharat-Rakshak.com - Indian Military News Headlines ::
Well based on what the IAF wants, this deal will go to the SH for sure, it has the best and the longest range radar, capable of firing the long range AAM Aim-120D which is double the range of the Meteor. Besides SH is also the the aircraft which will give us enormous cost savings because soon the SH will complete biofuel testing, this will put the cost per flight lower than the Rafale and Gripen. Add the new GE 414 EPE engine with 26,600 lbs or 118KN per engine or 236 KN of thrust for the aircraft which also enhances range by over 20%, the new LM's IRST sensor will be integrated onto its nose by the time we get it, put in the BAE's DEWS system, pretty much squashes all competition.
Bangalore, DH News Service :
Air Chief Marshal P V Naik on Monday emphasised the need for a four pronged approach by the Indian Air Force Comm-anders viz. to see first and farthest, reach the target first and fastest, hit hard wi-th accuracy, and protect the available assets and maintain their airworthiness at all times.
Inaugurating the two-day annual conference of commanders here, he said the IAF is stepping forward to be totally net-centric which will be the future operational requirement. New acquisitions of aircraft and weapon system are on track, which will act as a force multiplier and transform the IAF into the 21st century aerospace power.
The Air Chief further stressed for a need to achieve accident free environment and exhorted commanders to put their best to safe guard the areas and airspace concerned.
He later awarded the Best Flying Training Establishment Trophy and Best in Maintenance Trophy to Air Force Station, Hakimpet while the Air Force Station, Tambaram received the Best Ground Training Establishment Trophy. The Air Force Administrative College, Coimbatore bagged the Best in Administration Trophy.
:: Bharat-Rakshak.com - Indian Military News Headlines ::
Well based on what the IAF wants, this deal will go to the SH for sure, it has the best and the longest range radar, capable of firing the long range AAM Aim-120D which is double the range of the Meteor. Besides SH is also the the aircraft which will give us enormous cost savings because soon the SH will complete biofuel testing, this will put the cost per flight lower than the Rafale and Gripen. Add the new GE 414 EPE engine with 26,600 lbs or 118KN per engine or 236 KN of thrust for the aircraft which also enhances range by over 20%, the new LM's IRST sensor will be integrated onto its nose by the time we get it, put in the BAE's DEWS system, pretty much squashes all competition.
youngindian
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Scramble for huge India plane deal begins
Aug. 4, 2009
NEW DELHI, Aug. 4 (UPI) -- The medium multirole combat aircraft project, valued up to $12 billion, is one of India's biggest defense deals and a mouth-watering prospect for the world's major manufacturers in these lean economic times.
The Indian air force's MMRCA project, first proposed in 2007, calls for acquiring 126 of these planes to modernize its operational fleet to augment the country's air defense. Published reports say the first 18 planes will be made by the winning bidder and the rest made under license in India.
These multi-role combat planes will be inducted beginning 2012.
The first of the flight evaluation trials of the various planes, competing for the contract, are set to start in India's southern city of Bangalore.
The city, besides being known as the global information technology outsourcing capital, is also a major Indian air defense and aeronautical industry center. The trial in the city will test the planes' capability in high humidity conditions before similar trials are held in other extreme climatic regions in the country.
The Indian Defense Ministry's evaluation trial invitations have been sent to six companies. They include the United States' Boeing, which makes the F/A-18 Super Hornet, and Lockheed Martin, makers of the F-16 Falcon.
The others are European Aeronautic Defense and Space Co. with its Eurofighter Typhoon, Russia with its Mikoyan MiG-35, Sweden's Saab AB JS-39 Gripen and France's Dassault Rafale.
In its April 2008 news release announcing the submission of bids on behalf of Lockheed and Boeing, the U.S. Embassy in New Delhi said the two companies "have unmatched experience in the kinds of new technologies which are of growing interest and importance for the U.S.-India defense partnership" and that the United States backs them "as reliable and desirable partners who can deliver the world's best technology to the world's largest democracy."
Boeing's F/A-18 will be the first contender to arrive in Bangalore followed by the rest, the Press Trust of India reported, quoting senior Indian air force officers.
"We are optimistic that the trials on Indian soil and conditions of all the six aircraft competing for the deal will be completed before April end next year," the officers said. The IAF would field a team of two test pilots each and other personnel, who would carry out the flight trials in the three locations that the air force has chosen, they told PTI.
After Bangalore, all competing planes would undergo vigorous high-altitude trials on the frigid Himalayas and over the rugged and arid desert state of Rajasthan for summer trials, PTI said.
The Times of India reported the planes will also undergo trials of weapons-testing in their respective countries.
The results of the trials are expected by the middle of next year. Commercial negotiations will commence later among the shortlisted companies before contract signing.
The companies have conducted a strong campaign to win the contract, Indian media reports say.
The Jerusalem Post in early July reported the United States pressured Israel Aerospace Industries to back out of a partnership with Swedish aerospace company Saab, which is offering its Gripen fighter for the Indian contract.
The report said the Israeli Defense Ministry ordered IAI to pull out because of Pentagon concerns that the U.S. technology would be integrated into the Gripen offered to India, even though Boeing and Lockheed themselves are also in the running for the contract.
"The stated concern was that Western technology in Israeli hands would make its way to the Indians," an Israeli official told the newspaper.
Scramble for huge India plane deal begins - upiasia.com
Aug. 4, 2009
NEW DELHI, Aug. 4 (UPI) -- The medium multirole combat aircraft project, valued up to $12 billion, is one of India's biggest defense deals and a mouth-watering prospect for the world's major manufacturers in these lean economic times.
The Indian air force's MMRCA project, first proposed in 2007, calls for acquiring 126 of these planes to modernize its operational fleet to augment the country's air defense. Published reports say the first 18 planes will be made by the winning bidder and the rest made under license in India.
These multi-role combat planes will be inducted beginning 2012.
The first of the flight evaluation trials of the various planes, competing for the contract, are set to start in India's southern city of Bangalore.
The city, besides being known as the global information technology outsourcing capital, is also a major Indian air defense and aeronautical industry center. The trial in the city will test the planes' capability in high humidity conditions before similar trials are held in other extreme climatic regions in the country.
The Indian Defense Ministry's evaluation trial invitations have been sent to six companies. They include the United States' Boeing, which makes the F/A-18 Super Hornet, and Lockheed Martin, makers of the F-16 Falcon.
The others are European Aeronautic Defense and Space Co. with its Eurofighter Typhoon, Russia with its Mikoyan MiG-35, Sweden's Saab AB JS-39 Gripen and France's Dassault Rafale.
In its April 2008 news release announcing the submission of bids on behalf of Lockheed and Boeing, the U.S. Embassy in New Delhi said the two companies "have unmatched experience in the kinds of new technologies which are of growing interest and importance for the U.S.-India defense partnership" and that the United States backs them "as reliable and desirable partners who can deliver the world's best technology to the world's largest democracy."
Boeing's F/A-18 will be the first contender to arrive in Bangalore followed by the rest, the Press Trust of India reported, quoting senior Indian air force officers.
"We are optimistic that the trials on Indian soil and conditions of all the six aircraft competing for the deal will be completed before April end next year," the officers said. The IAF would field a team of two test pilots each and other personnel, who would carry out the flight trials in the three locations that the air force has chosen, they told PTI.
After Bangalore, all competing planes would undergo vigorous high-altitude trials on the frigid Himalayas and over the rugged and arid desert state of Rajasthan for summer trials, PTI said.
The Times of India reported the planes will also undergo trials of weapons-testing in their respective countries.
The results of the trials are expected by the middle of next year. Commercial negotiations will commence later among the shortlisted companies before contract signing.
The companies have conducted a strong campaign to win the contract, Indian media reports say.
The Jerusalem Post in early July reported the United States pressured Israel Aerospace Industries to back out of a partnership with Swedish aerospace company Saab, which is offering its Gripen fighter for the Indian contract.
The report said the Israeli Defense Ministry ordered IAI to pull out because of Pentagon concerns that the U.S. technology would be integrated into the Gripen offered to India, even though Boeing and Lockheed themselves are also in the running for the contract.
"The stated concern was that Western technology in Israeli hands would make its way to the Indians," an Israeli official told the newspaper.
Scramble for huge India plane deal begins - upiasia.com
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