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Discussione: Awacs

  1. #11
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    Se non erro gli Awacs, oltre alla scorta ovviamente, tendono a volare ad alta quota, dove le difese aeree faticano a intercettarli.

    Comunque non sapevo che la Russia fosse così avanti su questo campo, praticamente è alla pari con gli USA (o almeno lo è stato sinora).

  2. #12
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    Citazione Originariamente Scritto da Lucas86 Visualizza Messaggio
    Se non erro gli Awacs, oltre alla scorta ovviamente, tendono a volare ad alta quota, dove le difese aeree faticano a intercettarli.

    Comunque non sapevo che la Russia fosse così avanti su questo campo, praticamente è alla pari con gli USA (o almeno lo è stato sinora).
    Devo dirti che esistono dei missili anti-AWACS, sviluppati dai russi(credo il Kh-29). Per ciò che concerne lo sviluppo degli AWACS furono proprio i sovietici a partire con lo sviluppo di questi sistemi d'arma; i primi esperimenti furono condotti già alla fine della Seconda Guerra Mondiale, quando(nel 1944), una stazione radar, chiamata Genesis-2 fu istallata su di un bombardiere Pe-2. Da questo primo rudimentale mezzo nacque il primo vero e proprio AWACS, il Tu-126Moss, entrato in servizio nel 1958 anticipando di ben 14 anni l'E-3Sentry. Nel mentre gli americani(la marina), avevano ideato qualcosa di simile alla versione modificata del Petlyakov Pe-2, ovvero il TBM-3W(Avenger).

    Lorenzo
    Miles Insulae

  3. #13
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    Il Pe-2 modificato



    L'Avenger



    Lorenzo
    Miles Insulae

  4. #14
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    Citazione Originariamente Scritto da Lucas86 Visualizza Messaggio
    Se non erro gli Awacs, oltre alla scorta ovviamente, tendono a volare ad alta quota, dove le difese aeree faticano a intercettarli.

    Comunque non sapevo che la Russia fosse così avanti su questo campo, praticamente è alla pari con gli USA (o almeno lo è stato sinora).
    ehm... ti cito l'intervento di un utente molto esperto da un forum di areonautica militare. Tendenzialmente quello che scrive è sempre affidabile.

    "L'A-50/IL-76 Mainstay soffre di un'avionica che non è assolutamente all'altezza di quella occidentale.

    Sull'avionica i sovietici (ed i russi) hanno limiti molto seri, e se questi limiti bene o male possono essere più o meno nascosti in un caccia ad alte prestazioni, quando analizziamo un aereo AWACS, in cui l'avionica è tutto, emergono impietosi.

    Un esempio per tutti: il Mainstay può controllare fino a un massimo di 10 caccia amici in volo.
    Al contrario, un E-3 Awacs non ha alcun limite: ne può gestire anche centinaia.

    Questo fa sì che il Mainstay è poco più di un radar volante, mentre un E-3 è un vero e proprio centro di gestione dello spazio aereo.

    Un E-3 prende il controllo dell'area di cielo in cui è assegnato, e coordina tutte le attività che vi si svolgono: dall'intercettazione al controllo delle missioni aria-terra.
    Non ha bisogno di niente e di nessuno.

    Il Mainstay, invece, non è autonomo: esso è soltanto un elemento della difesa aerea, solo un radar posto ad alta quota, i cui dati devono necessariamente passare attraverso un centro di comando e controllo posto a terra, ed è quest'ultimo a gestire la battaglia aerea.

    Questo significa che se il nemico riesce a jammare il collegamento tra aereo e controllo a terra, il Mainstay diventa assolutamente inutile.
    "

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    Citazione Originariamente Scritto da willyI Visualizza Messaggio

    Il Mainstay, invece, non è autonomo: esso è soltanto un elemento della difesa aerea, solo un radar posto ad alta quota, i cui dati devono necessariamente passare attraverso un centro di comando e controllo posto a terra, ed è quest'ultimo a gestire la battaglia aerea.
    L'utente molto serio ha detto una castroneria, l'A-50 non lega affatto con nessuna base a terra

    Miles Insulae

  6. #16
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    Articolo sull'A-50 tratto da wikipedia



    Since the new A-50 aircraft featured unrivaled capabilities in the USSR, insofar its sophisticated avionics, powerful electric sources, liquid and air-cooling systems were concerned, the design bureau's experts faced a host of technical challenges, which either had never been addressed before at all, or had been of a considerably smaller scale. The fact that the aircraft was fitted with a great number of powerful transmitters and highly sensitive receivers, quartered next to one another, made it a must to solve the problem of electromagnetic compatibility, which was later on successfully resolved on a full-size mock-up. In order to provide stable operation of avionics and high reliability of the system proper, given considerable heat release, designers developed unmatched air- and liquid-cooling systems, as well as automated systems, facilitating their operation. A special electric power system, boasting high current characteristics, was designed to power the on-board radar system.

    Considerable efforts were aimed at adjusting and fine-tuning the Shmel radar system. Its separate components were tested on the LL “A” flying testbed, manufactured by the Taganrog Machine-building Plant and based on the first Tu-126 prototype. The flying testbed made its maiden flight in Taganrog on 15 August 1977.

    When developing the A-50, designers carried out considerable research and development to provide the platform, fitted with a large rotating radome, with sufficient aerodynamic characteristics and stability. As a result, aerodynamic performance, stability, and controllability of the new aircraft turned out to be only slightly different from those of the baseline Il-76M aircraft. In order to increase the A-50's flight endurance, it was decided to fit the aircraft with an air-refuelling system.

    The lion's share of modifications, introduced into the baseline military transport, when it was converted into the AWACS aircraft, was caused by the necessity to accommodate new avionics and other equipment, facilitating its operation. In compliance with the new role of the aircraft, the aft cargo hatch and the portside door were welded up, while every piece of transportation rigging was stripped off. The tail gun mount was replaced by the electronic equipment compartment. The satellite communications aerial fairing was mounted right in front of the wing centre section. The Shmel radar system was housed inside the fuselage, with the radar transmitter being quartered in its rear part. In order to protect the crew from microwave emissions, the rear fuselage was separated from the rest of the aircraft by a screen, while the windows were equipped with metal-coated glass. The radar aerial was fitted inside a rotating radome with a diameter of 10.2m and two metres thick. The air-intake of the equipment cooling system was housed in the tailplane root.

    The Shmel radar system comprised the following components:

    * a 3D Pulse-Doppler radar;
    * data display equipment;
    * an active interrogation-reply and command transmitting system;
    * digital computer;
    * IFF system;
    * command and control equipment;
    * communications equipment;
    * datalink equipment, etc.

    Operators' automated workstations were fitted with colour CRT displays, which displayed alphanumeric and panoramic data. They also displayed data on interceptors, cooperating with the AWACS aircraft.

    The A-50 AWACS aircraft was operated by a crew of 15: a five-man strong flying crew and a 10-man strong mission crew, including chief operator (radar system commander), navigators, tracking operators, and flight engineers.

    The Taganrog Machine-building Plant completed converting a series production Il-76M military transport, built by the Tashkent Aircraft Plant, into the first A-50 prototype in 1978, while on 19 December of the same year a flight crew, headed by Vladimir Demyanovsky, took it for its maiden flight. The first flights were conducted without the radar system. After the radar system had been installed, the A-50 was submitted for joint official tests.
    From December 1978 until October 1983 the Beriev company converted a total of two series-produced Ilyushin Il-76Ms and one Il-76MD, which participated in the joint official tests. The first A-50 (aircraft A-1) was used to test flight characteristics and radar system support systems. The second prototype (A-2) tested the radar system proper and the new Punktir integrated flight and navigation system, while the third one (A-3), which became the pattern aircraft for series production A-50s, became the testbed for the ECM suite and special equipment. The most crucial stage of the tests was held at the NII VVS Soviet Air Force Scientific Research Institute in 1980-85 (now the Akhtubinsk-based GLITs Russian Air Force State Flight Test Centre named after Valery Chkalov).

    In December 1984 the authorities arrived at a decision, based on the test results, to launch the A-50 AWACS aircraft into series production at the Tashkent Aircraft Plant (now the Tashkent Aircraft Production Corporation, TAPC). In 1985 A-50s started to enter service alongside Tu-126s. The A-50 AWACS aircraft, fitted with the Shmel radar system, was officially fielded in 1989. By that time the 67th separate AEW squadron was reorganised into the 144th separate AEW regiment.

    By the time the USSR broke up, the Tashkent Aircraft Plant had manufactured approximately two dozen production A-50s, fielded with the 144th separate AEW regiment, deployed at an airfield outside the Lithuanian town of Siauliai, and later on transferred to the Berezovka airfield near Pechora town in northern Russia, when the Baltic states declared their independence. At the present time the regiment has been transformed into the AEW aircraft airbase, deployed since 1998 outside Ivanovo. Another 20 A-50 AWACS aircraft, fitted with the Shmel radar system, were to have been produced in Tashkent by the mid-1990s, and then the plant was to have shifted to manufacturing upgraded A-50Ms with improved Shmel-2 radars, but these plans had never been fulfilled due to the break up of the USSR and the economic recession in the post-Soviet Russia.


    Lorenzo
    Miles Insulae

  7. #17
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    Più tecnico articolo da Airforce technology:

    The A-50 airborne early warning and control aircraft was developed and manufactured by the Beriev Aircraft Research and Engineering Complex Joint Stock Company based at Taganrog in the Rostov Region of Russia. The A-50 aircraft was developed from the llyushin Il-76MD military transport aircraft manufactured by the Ilyushin Aviation Complex Joint Stock Company based in Moscow.

    The aircraft is known in the West by the NATO codename Mainstay. Beriev aircraft normally carry the Russian designation Be- followed by the number, however, the A-50 aircraft retained the well-known A-designation which Beriev allocated to the original prototype.

    The A-50 entered service with the Russian Air Force in 1984, and is thought to have 16 aircraft in service. The latest version, the A-50U was shown in 1995. Russian AF A-50s are being upgraded to extend service life to 2020. The upgraded aircraft are to enter service in 2008.

    The A-50 aircraft is intended to detect and identify airborne objects, determine their co-ordinates and flight path data and transfer the information to command posts. The A-50 also acts as control centre in guiding fighter-interceptors and tactical air forces aircraft to combat areas in order to attack ground targets at low altitudes. The role of the A-50 is comparable to that of the United States E-3 Airborne Early Warning system developed by Boeing.

    PERFORMANCE

    The A-50 carries out patrol missions at an altitude of 5,000m to 10,000m. The patrol service ceiling is 10km. The maximum flight range of the aircraft is 5,000km and the flight endurance is seven hours 40 minutes. At a range of 2,000km, the A-50 can remain on patrol for up to one hour 25 minutes.

    The aircraft is manned by five flight crew and ten mission crew.

    RADAR SYSTEM

    The A-50U airborne radar warning and guidance system is the Schnel-M produced by Vega. It consists of:

    * Radar station
    * Data reduction system
    * Interrogator-responder and signal transmission system
    * Digital computer complex
    * Identification Friend or Foe (IFF) equipment
    * Command radio link to guide fighters
    * Encoding communication system
    * Radio communication equipment
    * Telemetry / code equipment
    * Registering equipment

    The radar and guidance systems have the capacity to track 50 to 60 targets simultaneously and to guide ten to 12 fighter aircraft simultaneously

    COUNTERMEASURES

    The A-50 is fitted with a self-defence system when flying en-route and over patrol zones. The self-defense system ensures protection from guided and unguided weapons of the enemy's fighters attacking the aircraft from its front and rear hemispheres. The self-defense system includes an electronic countermeasures system.

    The aircraft can also be protected from the enemy's fighter aircraft via guidance of friendly fighters.

    The aircraft radio and electronics systems are robust against hostile jamming and provide good combat performance in dense electronic countermeasures environments.

    FLIGHT CONTROL AND NAVIGATION

    The aircraft is fitted with the NPK-T flight control and navigation system used to ensure air navigation during all flight stages in all-weather day and night and all-year operations performed at all geographical latitudes. The system also provides flight control and navigation data intended for mission specific systems and equipment.




    Lorenzo
    Miles Insulae

  8. #18
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    Citazione Originariamente Scritto da Lorenzo Visualizza Messaggio
    L'utente molto serio ha detto una castroneria, l'A-50 non lega affatto con nessuna base a terra

    Miles Insulae
    Per quello che vale Wikipedia (non molto in effetti) queti fatti sono confermati anche li (la voce italiana non esiste devi guardare quella inglese).

  9. #19
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    Per completezza posto un'immagine dello Yak-44E che manca nel mio primo intervento


  10. #20
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    Citazione Originariamente Scritto da willyI Visualizza Messaggio
    Per quello che vale Wikipedia (non molto in effetti) queti fatti sono confermati anche li (la voce italiana non esiste devi guardare quella inglese).
    Non c'è scritto nemmeno su wikipedia, ho riportato ora l'articolo. Se vogliamo parlare delle capacità dei due aerei e metterli a confronto, probabilmente anch'io preferirei l'E-3, ma non ha senso dire che l'A-50 ha bisogno di un appaggio a terra, altrimenti cosa l'avrebbero costruito a fare. Fra l'altro nel campo degli AWACS l'inseguimento fu degli americani sui sovietici, basti pensare all'anticipo del Moss sul Sentry...

    Miles Insulae

 

 
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