Moving this topic to another thread is unnecessary. You just completely ignored an example that directly contradicted your claim of a speed limit for fixed inlets. There are other examples too. That is all.
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J-20 5th Gen Fighter Thread IV (Closed to posting)
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Moving this topic to another thread is unnecessary. You just completely ignored an example that directly contradicted your claim of a speed limit for fixed inlets. There are other examples too. That is all.
MiG-29
Banned Idiot
i did not ignore you, you simply do not want to see a reality, and sorry but you need to read about intakes, if you read by your self you will understand me, i am not bias as you think. it is simply i see the limitations and advantages without a bias, DSI are good i do not deny it but have limitations, if you do not want to see them i can not help you only recommend read by your self about the topic and you will see clearer why J-20 is J-20 and F-22, F-22.
You always compromise in life and aircraft design is the same.
regards
Saying that they will have reduced service life (which is true for any plane that operates at length at their top speed) is called moving the goal post. The fact is earlier you stated that fixed inlet designs had a speed limit of mach 1.8 to mach 2.0, yet there are multiple instances of fixed inlet designs having higher top speeds. The contention isn't whether the top speed is practical (they rarely are, even for designs that have variable geometry inlets). It's whether the top speed for all fixed inlet designs are as low as you claimed. The further significance is whether you can gauge an airplane's top speed based on their inlet design, an exercise which you seem to enjoy doing despite the lack of hard evidence supporting its accuracy.
The J-20 is indeed the J-20, and the F-22 is indeed the F-22, but we know at least the latter doesn't conform to the general claim you've made about fixed geometry inlets and an airplane's top speed, which makes it suspect when you claim something about the former using the inaccurate assertion you've made about fixed geometry inlets and top speed.
No one's arguing that a DSI or any other fixed geometry inlet doesn't have limitations. (It's not like people are running around saying a DSI grants limitless speed). We're arguing about what those limitations are, and you've consistently ignored examples that debunk the specific limits you've claimed.
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MiG-29
Banned Idiot
i am not wrong, in fact, is the opossite you can not mention a fighter with a Mach 2.3 or more speed and fixed intake.
all have variable geometry intakes all F-14, F-15, MiG-29, Su-27, XB-70 SR-71, F-111 T-50 and by the way YF-23 has a max speed of 1.9
Propulsion 2 Pratt and Whitney YF119 turbofan engines, or
2 General Electric YF120 turbofan engines
Speed Mach 2
But since i know you do not want to read about the topic and you do not want to see a reality is worthless chatting and furthering the discussion between me and you.
So see you i let you discuss it with others, for me at this moment is enough, when i see more pictures i will come back, you can discuss it with other, i simply know you are wrong because all Mach 2.5 or mach 3 aircraft have Variable geometry intakes for a reason.
regards
Skywatcher
Captain
Paul Mertz says the F-22 can reach speeds of at least Mach 2.42.
Your concession and unconditional surrender are accepted. Now go off and play with Viktor Surovov and the rest of those nuts.
Engineer
Major
You keep on repeating the same myth, but not only can you not provide any evidence showing fixed inlet having a narrower speed range, we also have counter examples debunking your myth. F-22 is a great example of an aircraft exceeding Mach 2.0 with a fixed inlet. Now, you want to believe the myth that DSI has X speed limit, and that is fine as long as you treat it as your own religious belief and not as fact. Whether you like it or not, the simple reality is that DSI has similar speed region as F-4D's variable-geometry inlet. We have a paper which explicitly states that the pressure recovery ratio for DSI at Mach 2.0 is 0.87, the same as the 3-shock variable-geometry inlet on the F-4D.
The pressure recovery ratio of the 3-shock variable-geometry inlet on the F-4D is just 0.87 at Mach 2.0 as indicated by the following graph.
Engineer
Major
That is a fallacy called , as you are just trying to distract attention away from the fact that you cannot prove DSI having a speed limit at Mach 2.0. Not only that, but using MiG-25 as a representation for all aircraft and F-35 as a representation of all aircraft with DSI are fallacies known as . Just because MiG-25 is incapable of reaching its maximum design speed, that doesn't mean other aircraft cannot achieve their maximum design speed. Likewise, F-35's top speed is irrelevant since its DSI is different from the DSI on other aircraft.
Engineer
Major
That is irrelevant, since all inlet types have their own limitation including variable-geometry inlet. Waving your hands in the air and claiming "limitations" and "compromises" don't mean there is an absolutely speed limit for DSI at Mach 1.8 or Mach 2.0. You simply don't have relevant facts to back up your myths.
Engineer
Major
You have been proven wrong, repeatedly. Not only can F-22 exceed Mach 2.0 even with fixed inlet, but the aircraft can fly faster than Mach 2.3 :
In short, the use of a fixed inlet does not limit an aircraft to Mach 2.0 thus debunking your myth.
In comparison, the F-4D and J-10 only have a top speed of Mach 2.2 even though the aircraft use variable-geometry inlet. The use of variable-geometry inlet does not guarantee better speed.
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Oh? Now you're moving the goal post to Mach 2.3? This is getting silly.
I read plenty on the topic. The problem isn't my reading, it's your reasoning.
I don't have a contention about all Mach 2.5 to Mach 3 aircraft having variable geometry intakes. I have a problem with your assertion that all fixed geometry intakes are speed limited to Mach 1.8-Mach 2.0, when the evidence is that this is not absolute.
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