It probably means there is limited room for j15 to to carry heavier loads then Has been observed hitherto, unless the carriers can go much faster then during the launches we've seen
J-15 carrier fighter thread
- Thread starter Jeff Head
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It probably means there is limited room for j15 to to carry heavier loads then Has been observed hitherto, unless the carriers can go much faster then during the launches we've seen
So, even if we assume that this sort of eyeballing is a valid way of determining and extrapolating MTOW, that still doesn't answer the question -- how "limited" is limited?
On the static image, Extend a straight tangent line off the tip of the ramp, it will intersect the base of the vertical fin, rather than below the wheel. This means the aircraft does not generate sufficient lift to sustain the rate of climb the ramp gave it when it came off the ramp. It needed more distance to accelerate to gain more lift in order to regain the rate of climb.
First, it's awfully difficult to draw a proper tangent from that angle of the photo, not to mention difficult to draw tangents in general in a free hand manner.
Secondly, there are many reasons why the rate of climb of an aircraft immediately after take off may not be the same as the ski jump it has taken off from.
Third and most importantly -- so what if the aircraft does not maintain the same rate of climb from the ski jump? No it isn't. The purpose of the ramp is to allow the aircraft to successfully take off from the aircraft carrier -- that does not necessitate the aircraft to achieve the same rate of climb immediately after leaving the ski jump. Even if it dips slightly immediately after taking off from the ski jump, that doesn't matter so long as the aircraft can recover from the dip with a standardized safe height.
I recommend you read this thread, and look at some of the pictures in the first couple of posts which depict the flight profile of an aircraft taking off at various loads.
https://www.sinodefenceforum.com/stobar-aircraft-ski-jump-performance-su-33-j-15.t8043/
Hendrik_2000
Lieutenant General
deleted
Hendrik_2000
Lieutenant General
The ramp is not a straight line but curved upward at the end. so to use tangent at the curl is not realistic
because at the end the angle is the highest
The purpose of the ramp is irrelevant. The relevant point is when the aircraft exits the ramp, it appears to sink. This means the lift of aircraft's and the downward component of its engine thrust vector combined are momentarily less than the weight of the aircraft. The stall speed increases with weight. So this means there is limited room for the aircraft to further increase its takeoff weight from configuration show. The exact room depends on how fast the aircraft can accelerate and gain lift after departing the ramp in more heavily loaded configuration and how far the aircraft can be allowed to sink before leveling off and regaining altitude.
I would start off by disputing whether there is a depression in the aircraft's immediate flight profile in the picture in question. But, for the sake of discussion let's pretend that it is the case. And for the sake of discussion I imagine we both agree that as the take off weight of any aircraft increases, it will have a greater depression/sink after it takes off from the ski jump.
However, that would still evade the main thrust of the questions I've been asking -- how much?
In this case, how much will the aircraft's immediate flight profile sink after it leaves the ramp as its weight increases?
The claim that there is "limited room" for the aircraft to "further increase its takeoff weight" is like saying nothing given the discussion we were having, unless you're able to logically and sensibly extrapolate just how "limited" that "further increase" in take off weight is.
What do you mean by "limited room"? Limited as in 4 YJ-83Ks plus 80% fuel limited, or limited as in 4 AAMs and 50% fuel limited? Kinda makes a difference for 001/A's intended role in the PLAN, no?
