Re: J-15 Carrier Multirole Fighter thread
I believe your data here is correct, however some have asked for a link. It is not the least bit unusual for the J-15 to have a higher gross takeoff weight from land than from the carrier, a difference of approx. 3000kgs... and fuel is counted as payload, over and above empty weight. Their is no reason to fill the tanks on the J-15, none whatsoever, as it takes away any margin you might have for losing an engine, the standard operating procedure is to carry enough fuel to fly the mission and a reserve, usually 45mins to an hour, depending on weather, etc, etc,. Now if that reserve where required to return to a land base in case of weather or what have you, that reserve would need to go up, and that would require you to adjust your weapons load-out. This aircraft is always going to be carrying the minimum practical load-out of weapons and fuel, since there is the option to top-off from a buddy refueler, that is also an ace up your sleeve
As bd noted, large aircraft take up more room, in the hanger, on the elevator, and on deck, invariably the mission aircraft is at the back of the hanger, around the big hanger we used to use boards to raise or lower a wing when it was necessary to move aircraft in such a manner that the wings had to overlap when getting aircraft in or out;
Official Russian data says all : Su-33 empty weight 19600 kg , normal takeoff weight , 26000 kg , MTOW from carrier 29940 kg , MTOW from land 33000 kg , normal landing weight maximum landing weight 26000 kg ,normal landing weight 22400 kg , maximum internal fuel 9500 kg . Russians never attempted takeoff with theoretical maximum weight , and even if they did , with maximum internal fuel Su-33 could carry only 4-6 AAMs . As for China , best picture I have seen was 4x500kg bombs + 2xPL-8 . Yes , I think J-15 could carry more , but don't expect anything over 4-4.5 t from Liaoning .
.
Liaoning has at least 20m longer deck then Vikramaditya ,and by my rough calculation that would amount to at least 10km/h larger exit speed , which on the other hand means that you could have 500-1000 kg bigger payload .
As for J-15/Su-33 you have official Russian data ,and you have operational practice . We have seen what Mig-29K could do , but so far (as far as I know) no Su-33/J-15 did takeoff from carrier with more then 3t payload . I/m certain they could go over 4t , but not much beyond that .
With new Sea Wasp engines T/W ratio on full afterburner is roughly equal . Mig-29K has slightly lower wing loading . Main advantage is difference between MTOW from carrier and MTOW on land . On Mig-29K this difference is very small for Kuznetsov/Liaoning . Unfortunately J-15/Su-33 could carry enormous payload , but not from these carriers . Therefore , currently they are underutilized . Su-33 is done deal . As for J-15 , new engines and longer deck would make miracles
I believe your data here is correct, however some have asked for a link. It is not the least bit unusual for the J-15 to have a higher gross takeoff weight from land than from the carrier, a difference of approx. 3000kgs... and fuel is counted as payload, over and above empty weight. Their is no reason to fill the tanks on the J-15, none whatsoever, as it takes away any margin you might have for losing an engine, the standard operating procedure is to carry enough fuel to fly the mission and a reserve, usually 45mins to an hour, depending on weather, etc, etc,. Now if that reserve where required to return to a land base in case of weather or what have you, that reserve would need to go up, and that would require you to adjust your weapons load-out. This aircraft is always going to be carrying the minimum practical load-out of weapons and fuel, since there is the option to top-off from a buddy refueler, that is also an ace up your sleeve
As bd noted, large aircraft take up more room, in the hanger, on the elevator, and on deck, invariably the mission aircraft is at the back of the hanger, around the big hanger we used to use boards to raise or lower a wing when it was necessary to move aircraft in such a manner that the wings had to overlap when getting aircraft in or out;
