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  1. Je n'ai pas vu de mention de ce programme, ce post de blog est assez intéressant, et parle de beaucoup de détails du programme : https://translate.google.com/translate?depth=1&nv=1&pto=aue&rurl=translate.google.com&sl=ko&sp=nmt4&tl=en&u=https://m.blog.naver.com/PostView.nhn%3FblogId%3Djhst3103%26logNo%3D221326531470%26targetKeyword%3D%26targetRecommendationCode%3D1 C'est qqch de l'ordre du Rafale en terme de poids (2 GE F414 en terme de motorisation, montés aussi sur le Super Hornet / Gripen) , mais avec un accent mis sur la furtivité passive, avec des baies internes. Paragraphes choisis potentiellement intéressants : "The KF-X is smaller and lighter than the F/A-18E/F using the same F414-GE-400 engine, and has the advantage of having less wing load than the F-35 of the same class thrust. Thanks to this, the thrust-to-weight ratio is comparable to that of the Eurofighter Typhoon, and as triple digital FBW, LEX (Leading Edge eXtension), and variable camber blades are applied, it is expected to show high acceleration, turning ability, and high angle of attack maneuverability." Sur le calendrier des essais en soufflerie (une super photo du modèle dans la soufflerie S2 de Modane d'ailleurs @Patrick, ça donne une idée de l'importance de ce genre de matériel) : "The wind tunnel test is carried out in two stages. First, in order to verify the hydrodynamic shape, a test to determine aerodynamic characteristics is performed by placing a model of about 1/10 the actual size in a wind tunnel. The data obtained through the actual wind tunnel model are compared and verified with the data calculated by computational fluid dynamics (CFD) and reflected in the basic appearance determination. In the case of KF-X, after the system development contract, the KF-X low-speed wind tunnel test for the shape design of the aircraft was started on June 22, 2016, and the external design was confirmed through the Basic Design Review (PDR) on June 28, 2018. After that, on September 26, 2019, the detailed design review (CDR) ended, and prototype production began. After that, the wind tunnel test is carried out with the determined shape until the production completion stage of the prototype, and the test to increase flight stability by checking the flight characteristics before actual flight is repeated. KF-X performs various wind tunnel tests such as low and high speed wind tunnel, forced vibration, suction port, rotary balance, spin, etc. for a total of 13,000 hours in a three-step process in order to secure detailed aerodynamic data for the confirmed shape by 2020." sur les problèmes qu'ils ont eu pour les matériaux RAM : " In the case of the existing paint-type stealth material, the problem of deteriorating or loss of stealth performance was serious due to the problem of interface separation due to the low bonding force with the fighter's fuselage. In addition, since the existing radio wave absorbing material was in the form of a paint, there was a problem of performance degradation due to thermal deformation of the radio wave absorbing coating due to low heat resistance when operated in a supersonic environment. In addition, there was a problem that it took a long time to apply the radio wave absorbing paint, and it was difficult to maintain a certain performance because it was difficult to apply uniformly, and this was considered as a cause of high operating and maintenance cost. The laminated radio wave absorbing material applied to KF-X is film/prepreg type RAM, and the integrated RAM technology cures film/prepreg type RAM on carbon fiber composite material. This is similar to Fiber Mat, which is known to be applied to F-35, and has been developed to exhibit high electromagnetic wave absorption capability at low cost by applying the world's first developed Fe-based magnetic metal coating technology in place of the conventional Ni-coated carbon fiber. By applying the same resin as the fuselage material (carbon fiber composite), it secured superior durability than conventional paint/paste-type RAM, and secured excellent interfacial strength of 40 MPa or more, thereby solving the peeling problem. In addition, by developing a sealant-type RAM, it is being developed to maintain and repair performance degradation due to material damage or thermal deformation that occurs during fighter operations. In addition, an electromagnetic discontinuity occurs between RAM, RAS, and aircraft structures, and this can increase RCS, so we are developing a material transition material that is applied to an electromagnetic transition." sur le prototype du radar (TR module GaN, puissance 13w par module, 1088 modules dans le radar) : "The KF-X radar developed by the Defense Science Research Institute and Hanwha Systems is an active phase array (AESA) type, and is a multifunctional radar composed of 1,088 T/R modules. To reduce the RCS, it is mounted on the fuselage at an angle of 15 degrees. T/R module developed for KF-X radar consists of 4 channels of GaN high power amplifier MMIC that can output over 13W peak power per channel in the X-Band frequency band and over 18W peak power per channel based on the center frequency. It has a 6-bit digital phase/amplitude control function. When power is supplied to the semiconductor transmission/reception module and other control devices from an external device at a low voltage (about 30 VDC), EMI problems occur due to high current, so it is designed to receive high voltage (270 VDC) from the power supply device. Based on the CDR time point, the average failure period (MTBF) of MFR is 660 hours. The detection range is -45˚ to +70˚ in elevation and ±70˚ in azimuth, and the detection/tracking distance is 1XX km based on RCS 1㎡. It supports simultaneous air-to-air / air-to-ground search mode, air-to-ground SAR mode, air-to-air tracking mode, and LPI mode." Et plein d'autres photos super intéressantes, que je ne peut pas linker malheureusement ... Mais ça donne une idée intéressante de comment un pays industrialisé mais sans expérience particulière dans la construction aéronautique militaire s'y prend.
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