Toni ::Raptor1 ::Koliko je kostao cijeli projekat ?
Sam razvoj aviona kao aviona 2.1 milijardu $ do 2006. kada je zvanicno bio gotov razvoj. Posle je uradjen TA-50 i FA-50 dodatnim opremanjem.
Tako je to kad nema korupcije. Cena razvoja koju bi izdržala i Slovenija. Zapravo je T-50 po težini i gabaritima klasa Gripena, mada slabijih mogučnosti zbog prepreka koje je nametnuo LM.
Ne znam koliko je to u danasnjim $ tacno posto je to za period 1997-2006.
Samo i to je cena kada ti imas gotove ljude, fabrike, iskustvo, kooperanta( lokid), gotov motor, radar... nije nista razvijano za njega, samo su Koreanci dodali digitalni FADEC u F-404.
Nemas tu neku prepreku od Lokida, svakako on nebi leteo 2 maha, sta ce LIFT sa tim ? A i direktna je zamena za F-5 u Koreji( FA-50), i taman ima iste, cak i bolje performanse.
Kažu da bi mogao minimalnim izmenama aerodinamike, uvečanjem kapacitete vazduha za motor (uvodnici vazduha) i sa motorom F414 do 1,8 maha. Ja sam više mislio na prepreke kod opremljenosti.
Citat:In August, the USAF and Lockheed were preparing to move the FA-50 into a cooperative research and development agreement (CRADA). The CRADA allows the air force to assess an aircraft’s airworthiness without a programme of record. With a USAF stamp of approval as a gold standard in assessment, the CRADA can open up aircraft to direct commercial sales customers.
Both the company and the USAF have the ability to cancel a CRADA at any point in time, says NDMA office team lead Bob FitzHarris.
“Lockheed Martin decided to withdraw from the Cooperative Research and Development Agreement for FA-50 because we could not close on the final terms and conditions,” a Lockheed spokeswoman wrote in a 14 February email to FlightGlobal.
“NDMA activity has no play with the acquisition side, it’s strictly a technical evaluation of a design. What happens with the output of that is totally up to the company and it’s not part of the acquisition chain,” FitzHarris says. “We actually firewall the people doing the assessments off from the acquisition side. Primarily we use contractors to do our assessment, but we put it through our airworthiness board.”
Filipincima isporuka jos dva
2 more Air Force FA-50 jets to arrive Wednesday Citat: Two more South Korean-made FA-50 "Fighting Eagle" jet trainers will be arriving in Clark Air Base, Pampanga Wednesday, raising the number of the country's Mach 1.5-capable aircraft to six.
Philippine Air Force spokesperson Col. Antonio Francisco confirmed this in a statement Tuesday.
He said that the FA-50PHs, with tail numbers 005 and 006, will be landing at Clark Air Base Wednesday around 11 a.m. from South Korea.
http://www.philstar.com/headlines/2017/02/21/16744.....-wednesday
Evo ih...nose brojeve 005 i 006
http://www.hccapa.com/菲律賓 .....;渡/
Lockheed pops reporter into T-50 cockpit Citat:
As we slowly taxied down the runway, I mentally prepared myself for the moment I would flatten into my seat upon takeoff. But the afterburner helped lift the T-50 off at 124 knots in 1200 feet for such a smooth departure that I would be disappointed with my commercial flight back home later that evening.
Citat:
The T-50 inherited its basic shape, flight controls and wing from the F-16, but Lockheed and KAI downsized the frame to create a lighter aircraft with the same technology. Its flight controls are similar, though not identical, to the Falcon, with smoother G-onset and roll that shaped the rough fighter into a comfortable trainer.
Though T-50 owes much of its lineage to Lockheed’s F-16, the trainer doesn’t come with the Falcon’s infamous bouncy landing. T-50 uses almost identical flight control laws as the legacy F-16, but because it combines a lighter aircraft with larger wings, it takes less runway to land. A hard landing would spell trouble for inexperienced pilots, so Lockheed has used a different manufacturer for the T-50’s landing gear, Ward says.
“The airplane lands really smoothly and it also gives us the opportunity if a student lands really hard, then that gear can take it,” he says. “We can go all the way up to 13 feet per second, which is carrier landings speeds, which we would never intentionally do, but it’s nice to know that the gear can handle that.”
The T-50’s easy landing leaves plenty of room for novices to make mistakes on the ground. It also gave a smooth performance in the air, with a responsive stick that allowed me to bank with just a slight turn of the wrist that makes a barrel roll feel like a pleasant somersault. That handling mimics the F-35, which has similar roll rates, Ward says.
When Clemence realized during my flight that I probably couldn’t stand 5 Gs, we opted for alternate maneuvers. Flying at about 100 to 120 knots, he approached 25 degrees angle of attack. Clemence, a former US Navy pilot, says other aircraft he’s flown such as the F/A-18 gently fall at maximum AOA because the thrust weight is not high enough. In a F-16 or a F/A-18, the flight controls would clamp down on the roll rate at maximum AOA in order to control side slip, he says.
“With the thrust in this airplane, you can go to maximum AOA, slowest speed it can fly and you can actually climb away,” he says. “You can fly as slow as the flight controls will let you but you have enough thrust that you can actually have a rate of ascent, you can climb away, which not many aircraft I’ve flown can do that.”
