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originally posted by: drwire
a reply to: zukli
F-22 midbody mockup
PAK-FA engine intake layout
originally posted by: Zaphod58
a reply to: zukli
And they get what they pay for. They still have big production issues on just about all their aircraft.
originally posted by: drwire
a reply to: RadioRobert
not hidding enough
originally posted by: RadioRobert
originally posted by: drwire
a reply to: RadioRobert
not hidding enough
Picture does not reflect actual geometry of the aircraft or duct. So you're either looking at a fake photo, inlet flow vanes/radar blocker, or all of the above.
Since the only photo that shows this is a picture apparently taken at night in weather no less, I'd be pretty shocked if this photo represents reality as opposed to being manipulated.
originally posted by: RadioRobert
originally posted by: drwire
a reply to: RadioRobert
not hidding enough
Picture does not reflect actual geometry of the aircraft or duct. So you're either looking at a fake photo, inlet flow vanes/radar blocker, or all of the above.
Since the only photo that shows this is a picture apparently taken at night in weather no less, I'd be pretty shocked if this photo represents reality as opposed to being manipulated.
originally posted by: RadioRobert
a reply to: zukli
DSI hides engine much better than S duct intake does.
That's pretty much a throwaway statement. It also shows you didn't look at the geometry of the F-22, F-23, or Su-57 that was presented in the post you were responding to.
originally posted by: RadioRobert
a reply to: zukli
DSI is simply a method of boundary layer control. It pushes most of the boundary layer up or down away from the inlet. The F-22 uses a splitterplate to eliminate the boundary layer. It has a fixed ramp, as well ( "no moving parts"). The Su-57 uses a splitter plate also. The F-23 used a different setup. A fixed inlet is optimized for a single mach speed and is less efficient in other parts of the envelope. The reason people use heavier, more complex ducts is for higher efficiencies across the envelope. As they have done for ages. People aren't dumb.
A DSI can "also" help block the compressor face -- in the same way a properly designed duct does.
There's no "secret DSI technology" that the Russians don't have. It's modelling and trial and error. They've either decided they prefer the benefits of efficient flow variably optimized for its current speed provided for by traditional inlets or they've opted not to design a DSI designed to the parameters of the interim engine.
RCS Reduction in various sectors of the forward hemisphere is achieved by using S-shaped air intake duct and the coating of radar absorbing materials.
But if you look closely to those images available in the public domain, diagrams and photographs, it can be concluded that the inlet guide motor vehicle (GMV), or more simply - the first stage of the compressor to blades, it seems to be very clearly visible to enemy radar.
S-shaped channel provides only reduction of RCS in the axial directions to reduce the visibility of other sectors in the forward hemisphere, engineers in Sukhoi applied shielding to the GMV. (Something which people seem to be unaware about)
In the intake passage their is set special device, partially overlapping in the axial direction of the GMV preventing electromagnetic waves.
In addition to screening, this constructive solution separates inlet channel into several different cylindrical or planar voids, and, flat surface of the cavities can be both parallel and intersecting.
Such a complex segmentation and channel air intake cover wall segments with radar absorbing materials to reduce the power of the electromagnetic waves reflected from the GMV and from wall cavities, thus providing a decrease of the RCS in the forward hemisphere of the aircraft.
But if you look closely to those images available in the public domain, diagrams and photographs, it can be concluded that the inlet guide motor vehicle (GMV), or more simply - the first stage of the compressor to blades, it seems to be very clearly visible to enemy radar.