Školski avioni za 21. stoljeće

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Taj projekat je bio pred gašenjem. IAI ga je preuzela radi "doterivanja", ali čak ga ni Izrael ne uzima za ozbiljno prilikom tendera o nabavci novog školskog aviona.

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Firma je bankrotirala, pošto izraelska vlada nije odobrila novac za daljni razvoj. Dosta neobičan dizajn, zanima me kakve su mu manevrirne mogučnosti? Mana mu je zasigurno što nije jednomotorac i njegova perolaka kategorija. Ovakav kakav je, verovatno nemože da ponese više od 1800 kg vanjskog tovara pa tako nije bio interesantan za vojsku. Verovatno je bilo onih 200 mil. $ namenjeno baš daljnem razvoju za vojsku.

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Prelistah celu temu, bio sam ubeđen da sam već postavljao podatke i slike za ATG Javelin, ali ništa... Idemo opet!

Dimensions
Height 3.2m
Length 11.125m
Wingspan 7.09m
Empty Weight
Mk-20 – 1,950kg
Mk-30 – 2,200kg

Design Take-Off Weight
Mk-20 – 2,900kg
Mk-30 – 3,300kg
Fuel Capacity 850kg
Type 2 x Williams FJ33-4-17M turbofan

Citat:In 2004, Israel Aircraft Industries (IAI) and Aviation Technology Group Inc (ATG) announced an agreement to develop and produce the two-seat Javelin family of military jet trainers – the Javelin Mk-20 and the Javelin Mk-30. The Aviation Technology Group Inc, which was set up in 2000 to develop the Javelin jet trainer, has headquarters in Englewood, Colorado.
The Mk-20 is the basic phase 2+ jet trainer and the Mk-30 is an advanced trainer derivative of the Mk-20, with more powerful engines, enhanced avionics and an embedded simulation and virtual training system.

The Javelin civilian Mk-10 prototype made its maiden flight in September 2005 at Centennial Airport in Englewood.
The civil Javelin jet was scheduled to enter service in late 2008 followed by the Javelin Mk-20 military trainer and Javelin Mk-30. However the aircraft development programme was halted in December 2007, following the failure to raise sufficient funds for its continuation.

JAVELIN DESIGN
The construction of the military trainer aircraft is completed at ATG or IAI facilities depending on the customer. IAI provides military systems integration for HUD and other cockpit systems.
The fuselage is of high-strength, low-weight, composite construction. The aircraft has a swept cantilever wing and two aft body strakes, a sweptback tail and twin vertical stabilizers outwardly canted at 20°
The trainer is equipped with hydraulically operated retractable tricycle-type landing gear. The single-wheeled main landing gear has oleo-pneumatic trailing link struts and anti-skid brakes.

MK-20 TRAINER
The Mk-20 trainer covers phase 2 basic training, giving a smooth transition for pilots who have successfully completed phase 1 Ab initio training. Depending on customer requirements, much of the more advanced phase 3 training is also possible with the Mk-20.
The cockpit and avionics are compatible with the displays and operating systems deployed in current fighter aircraft such as the Eurofighter, F-15, F-16, MiG-29, Rafale and Su-30.

MK-30 TRAINER
The Mk-30 covers phase 3 advanced training and phase 4 lead in fighter training; successful pilots are then able to transfer to phase 5 Operational Conversion Unit (OCU) training.
The Mk-30 provides training in tactical navigation and formation flight at speeds up to 500kt at low level. The tactical air-to-ground training covers simulated air-to-ground attacks and defence against simulated surface-to-air missile threats. The training includes the identification and simulated attack of ground targets using simulated Synthetic Aperture Radar (SAR) and Forward-Looking InfraRed (FLIR).

Tactical air-to-air training develops the student pilot's capability to manoeuvre against hostile forces while performing high-g offensive and defensive tactics.
Training sessions include the operation of simulated fire control radar during interceptions and close engagements.
The trainee pilots develop cognitive skills through training in simulated complex battlefield scenarios including representative threats and targets.
The instructor can insert simulated airborne targets and ground to air threats. Real-time ground monitoring facilities allow the instructor to monitor the trainee pilot in solo flight.

COCKPIT
The cockpit is fitted with Hands-On Throttle And Stick (HOTAS) operation. A Head-Up Display (HUD) is fitted in the forward pilot station and a HUD repeater in the rear instructor station. The tandem cockpit is fitted with Martin Baker zero-zero ejection seats.
Avidyne Corporation, of Lincoln, Massachusetts, is supplying the FlightMax Entegra integrated flight deck for the Javelin aircraft. Entegra includes two 10.4in diagonal displays – a Primary Flight Display (PFD) and Multi-Function Display (MFD) – in the forward and rear cockpits. The PFD displays attitude, airspeed, altitude, heading and vertical speed. The MFD shows the flight route on a moving colour map with contoured terrain, traffic, and datalinked graphical weather information.
Entegra also includes an integrated flight management system, VHF communication and navigation, Mode S transponder and dual redundant GPS receivers.

ENGINES
The twin engines are installed in the rear fuselage section. The engine selected for the Javelin Mk-20 is the Williams International FJ33-4-17M turbofan with Full Authority Digital Electronic Control (FADEC). The engine is equipped with an inverted oil system to permit aerobatic manoeuvres.
The engine for the Mk-30 aircraft has not been announced.

PERFORMANCE
The Javelin Mk-20 has a maximum speed of over Mach 0.85 and a design load factor of +6g to -3g. The landing weight stall speed is under 90kt and it has a landing weight approach speed of around 110kt.
The heavier Javelin Mk-30 trainer has a maximum speed of Mach 0.95 and a design load factor of +6g to -3g. The stall landing weight speed is less than 100kt and landing weight approach speed around 130kt.
Both the Mk-20 and Mk-30 have a ferry range of 1,200nm and maximum altitude of 13,715m (45,000ft).
The 1,060l (280gl) fuel tank is installed in the fuselage to the rear of the cockpit between the engine air intakes.

VIRTUAL TRAINING SYSTEMS
The virtual training systems include a pilot evaluation system, Mission Planning and Debriefing System (MPDS), simulators and a classroom-based knowledge system and training management programme.
The instructors and pilots have access to Air-Combat Manoeuvring Instrumentation (ACMI) type debriefing.

Uz svu predviđenu, bogatu elektroniku, ipak bi imao +6/-3 g, dolet od oko 1800km i teško da bi mogao da nosi preko 600Kg oružja (pod uslovom da mu se ugrade dva nosača na onim malim krilima i dva na kraju za V-V).

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Citat:Ovakav kakav je, verovatno nemože da ponese više od 1800 kg vanjskog tovara
kakvih crnih 1800kg ?!

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500-600 plafon... I to na 2 nosača, ako ih ikada ugrade.
Potisak motora je:

2× Williams FJ33-4-19J turbofans, 7.54 kN each,
Što bi značilo da mu je ukupn potisak 15,08 kN, i na nivou je L-39 Albatrosa, ali ako mu otkaže jedan motor može da sleti sa drugim. Lično smatram d mu je prednost što je dvomotoran.

A UBS bi mu bio ograničen jačinom strukture i aerodinamičkim profilom.

Predviđena cena na civilnom tržištu bila je manja od 1M$ (995,000$), vojne bi bile "čak" i duplo skuplje, ali svakako ne preko 2,5M$.

A opet nije nikada zaživeo...

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Napisano: 17 Nov 2011 12:23

celeron ::Citat:Ovakav kakav je, verovatno nemože da ponese više od 1800 kg vanjskog tovara
kakvih crnih 1800kg ?!
Bilo je to rečeno odokativno bez poznavanja informacija. Uspoređivao sam ga sa turbopropelercima tipa PC-21 i Super Tucano. Tu sam mislio i na centralni nosač za kontejner za gorivo ili neku bombu.

Dopuna: 17 Nov 2011 12:32

CHARLIE JA. ::500-600 plafon... I to na 2 nosača, ako ih ikada ugrade.
Potisak motora je:

2× Williams FJ33-4-19J turbofans, 7.54 kN each,
Što bi značilo da mu je ukupn potisak 15,08 kN, i na nivou je L-39 Albatrosa, ali ako mu otkaže jedan motor može da sleti sa drugim. Lično smatram d mu je prednost što je dvomotoran.

A UBS bi mu bio ograničen jačinom strukture i aerodinamičkim profilom.

Predviđena cena na civilnom tržištu bila je manja od 1M$ (995,000$), vojne bi bile "čak" i duplo skuplje, ali svakako ne preko 2,5M$.

A opet nije nikada zaživeo...
Izgleda zato što je prejeftin i premala zarada oko 1 mil. $ po avionu a za te pare svake godine bi ih bilo potrebno izraditi barem 100 komada. Svakako mnogo bolja varianta od turbopropeleraca za istu cenu. Verovatno su malo pretražili tržište i ustanovili da civilna potražnja nebi bila dovoljno velika. Pa su odustali od njega kao neperspektivan projekat iako vrlo zanimljiv avion za cenu turbopropeleraca.

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Postojala je varijanta (na papiru) sa jednim integralnim mitraljezom 7,62mm i dva nosača za rakete V-V i bila je ponuđena USAFU kao zamena i dopuna za avione nacionalne garde.

Međutim odbijena je jer leti istom brzinom kao i putnički avioni koje treba da presretne pa je samo presretanje nemoguće.

Tražili su da "ide" makar 1,5Maha kako bi mogao da brzo sustigne Boing koji krstari 0,85Maha. Sve ispod toga je pola sata jurnjave za kojih taj isti Boing preleti 450 kilometra!

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Zavisi kako radiš presretanje u prilazu ili u odlazu. Sve male države nemogu raditi ono drugo jer nemaju zato vremena ni dovoljno velik teritorij.

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Oni su verovatno računali sa najgorim mogućim scenariom, pošto su teritorijalno veliki i kada treba da ga jure... Za neko bočno presretanje ili "u susret" može i manja brzina. Ali opet bi bilo poželjno makar 1,2Maxa. Pogotovo kod bočnog prilaza.

U svakom slučaju, kada sam video da IAF neće uzimati ovaj avion za svoj školski već će birati između T-50 i M-346, (kao i USAF). A da ni Ppoljska, Španija i neke druge zemlje nemaju interes za njim (mada mislim da nje ni bio u ponudi jer je odustato od projekta) čisto sumnjam da će zaživeti u vojnom okruženju.

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