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Apr 14 16 1:16 PM
AERO INDIA: Eurojet offering thrust-vectoring EJ200 for LCA7 FEBRUARY, 2009 BY: ANDREW DOYLE LONDONEurojet is to propose a thrust-vectoring version of the Eurofighter Typhoon's EJ200 powerplant to meet India's requirement for up to 150 engines to equip the first squadrons of its indigenously developed Tejas light combat aircraft (LCA).The Aeronautical Development Agency - which is leading development of the Tejas - is expected to issue a request for proposals in the next few weeks, pitching the EJ200 against General Electric's F414.The Eurojet partner companies have been working on thrust vectoring nozzle technology for several years, lead by Spanish manufacturer ITP, which validated the concept during a series of bench tests. Eurofighter majority stakeholder EADS is equipping a cockpit simulator at its Manching facility to demonstrate the potential performance enhancements.Thrust vectoring nozzle technology is being offered to the Eurofighter customer nations on the basis that it could significantly lower lifecycle costs by reducing fuel burn by "3-4% on an average mission" and extending the life of hot section parts, says Eurojet technical director Matt Price.This is achieved by optimising nozzle shape throughout the flight envelope, and by eliminating the need for drag-inducing control surface deflections to trim the aircraft, particularly at supersonic speeds, where the aerodynamic centre moves aft, causing the nose to pitch down.In addition, the technology can enhance agility, which could be of particular benefit to the Tejas as it is a delta-winged design that lacks canards.EADS is leading the Eurofighter bid to win India's 126-aircraft medium multirole combat aircraft contest with the twin-engined Typhoon, and a deal to also equip the country's single-engined LCAs with the EJ200 would make the economics of establishing an in-country engine assembly line considerably more attractive.The latest iteration of the Typhoon's flight-control system software has been designed to incorporate thrust-vectoring, and flight tests of the ITP thrust vectoring nozzle could begin within the next two years.The flight-control system can be configured to use the thrust vectoring nozzle as an additional "control surface", boosting damage tolerance and reducing the risk of loss-of-control at low speeds, says Wolfgang Sterr, Eurojet engineering director EJ200/LCA. Furthermore, take-off distance for an aircraft such as the LCA could be reduced by around 20%, even in "hot and high" conditions, he adds.Eurojet envisages a two-phase thrust vectoring nozzle flight-test programme, firstly using a twin-engine aircraft equipped with a single non-FCS-integrated thrust vectoring nozzle, followed by trials of the fully integrated system on both powerplants.
Apr 15 16 5:15 PM
EJ200 thrust vectoring backed23 MAY, 2000Andrew Doyle/MUNICHA study by DaimlerChrysler Aerospace (Dasa) has identified significant performance improvements that could be achieved with the Eurofighter by installing ITP-developed thrust-vectoring nozzles on the aircraft.Meanwhile, Spanish engine company ITP is preparing to begin altitude testing of its Eurojet EJ200 nozzle at Stuttgart University in Germany next month and remains hopeful of launching flight trials by 2002.The Dasa findings support ITP's recently refocused marketing strategy which places greater emphasis on the benefits of thrust vectoring for the Eurofighter throughout the aircraft's "normal" flight envelope, rather than simply for post-stall manoeuvres.Daniel Ikaza, ITP project manager - nozzles, says Dasa's study shows that a Eurofighter flying at 30,000ft (9,150m) and a speed of M1.8 requires a 4° upward flaperon deflection to maintain level flight. A 5° upward nozzle deflection instead would enable the aircraft to fly "clean" and reduce the required engine thrust by 3%.Under the same conditions, but in a sustained turn, where the pitch element of the control surface deflection was 6° up, this could be reduced to 2° combined with a 4° nozzle-up component. In this configuration lift coefficient would be increased by 14%, translating into a 9% improvement in turn rate. Take-off distance could be cut by at least 25%.The figures include an adjustment for the extra weight of the two convergent/divergent axisymmetric nozzles, capable of multi-axis thrust-vectoring.ITP is talking to the US Navy about a possible follow-on to the X-31 Vectoring Extremely short take-off and landing and Tailless Operational Research aircraft (VECTOR) programme to carry out nozzle flight tests."For money and other reasons we're not sure if it's going to happen or not," says VECTOR deputy programme manager William Voorhees.ITP is optimistic it will have an opportunity to carry out trials on a Eurofighter. Ikaza says the system is being offered to existing and potential Eurofighter customers.The initial phase of nozzle ground testing was performed at Ajalvir near Madrid at sea level conditions and comprised 80h of engine runs, including 15 with reheat, and was completed in February 1999.Ikaza says budget constraints mean only 10-20h of testing will be performed in the Stuttgart altitude chamber next month. "This will be focused mainly on control and performance throughout the flight envelope," says Ikaza.The tests will examine high altitude affects on the differential thermal expansion of nozzle components, structural deformations and gas pressure distributions. Studies are continuing into ways of reducing the weight of the nozzle, extending its life and designing in stealth capabilities.
Sep 26 16 2:39 AM
Feb 2 17 4:39 AM
Armadillo wrote:As such, I had originally posted to this thread to not that the adding of a flight deck to a containership may run into issues, and ultimately not be so simple.
With respect to this I believe that the information that I have provided on the Arapaho Project has adequately demonstrated that even in a situation where you have flight deck segments directly lain atop an existing hatch cover, the weight of these deck segments is still very significant (and likely higher than the weight of the hatch covers themselves).
Another key goal is to increase each vessel’s transport capacity using the same amount of fuel or ideally less. “By raising the wheelhouse, we can load a whole additional layer of containers,” Kindberg notes. “We upgrade hatch covers and other components to be able to carry the extra weight.”
Feb 2 17 5:25 PM
Feb 2 17 6:20 PM
Feb 3 17 1:18 AM
Condottiere wrote:The ideal light fighter consists of a cockpit, engines, and wings.
The weapons are added on on hardpoints as required.
Modern engines should be create a great deal of thrust in relation to such a lightweight frame.
Feb 7 17 9:38 PM
Operational Considerations Related to Operating MAN B&W Two-stroke Engines on Low-sulphur Fuels Due to the environmental legislation on fuel sulphur contents, MAN B&W two-stroke engines operate on distillate fuels already (marine gas oil (MGO), and marine diesel oil (MDO)). As engine designer, we get many questions related to this, and we are in contact with the authorities regarding safety and reliabilty issues. It must be emphasised that MAN B&W two-stroke engines can operate on fuels fulfilling the ISO 8217:2010 specification, including distillate fuels, without making modifications to the engine itself.
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