There is an interesting german Wikipedia article about the Eurofighters Aerodynamics including Engine inlet behavior on different Angles-of-Attack and different Mach numbers: Aerodynamik des Eurofighters Typhoon – Wikipedia
According to this the EF retains 95% of its thrust at 70° AoA at Mach 0,5 (the less the AoA the more it retains) and >90% at Mach 2 at 0° AoA but that is all just for the inlet behavior and doesn’t take different heights into account as far as I see.
Interesting construction detail: Instead of movable intake ramps the EF uses boundary layer suction and leads the turbulent sucked air onto the wings producing additional lift at supersonic speeds.
Stop writing nonsense, there are always losses. And for adjustable air intakes, they are about the same, no matter which aircraft the differences are within the margin of error. Losses are associated with air friction on the surface
German Typhoon having brimstone is in line with gaijins policy regarding equipable/usable munitions for the aircraft. What nation they are under does not impact this unless there are balance reasons.
For example, the American F5C has countermeasures, because the aircraft could equip and did equip them, just not in US service.
The German EF-2000 could equip all variants of brimstone, including the dual mode SALH/MMW version. Germany just decided not to purchase or use it. Therefore gaijin says it can have it.
What I’m trying to say is that inled is the X of X,Y,Z in a function that would allow a correct calculation, others are probably classified. If a guy with a calc would be able to evaluate aircraft correctly we wouldn’t have Foxbat/F-15 situation in the past.
Also a couple of words about gaijin not believing european weapon maker statements. You know why they do it? Because they are forced to by how russian military equipment procurement worked and still works to this day (and will be till the end). Make a bs claim and hope they wouldn’t find out, that’s how soviet/russian military works, literally, no exaggeration. Here I would question why are they trying to extrapolate this logic on everyone else.
According to Eurojet, equipping the EJ200 engines of the Typhoon fighter with nozzles with a deflected thrust vector TVN (thrust vectoring nozzles) should reduce fuel consumption during a typical combat mission by almost 5% and increase thrust in supersonic modes by 7%. All this can be achieved by reducing drag by including another organ in the aircraft control system - nozzles.
Eurojet began work on TVN nozzles several years ago, and the EADS concern this year finalized the Typhoon fighter simulator in order to simulate engines with such nozzles. Now the partners are looking for funding to implement this program and bring it to the stage of in-flight demonstration.
EJ200 engines with TVN nozzles can be installed on an aircraft without changing the airframe design.
Interesting part about the lower intake lip of the EF:
When the Eurofighter flies at low angles of attack, the air flow into the engine is controlled by the movable lower lip in order to reduce spillage drag. Spillage drag occurs when the mass flow into the air intake is greater or smaller than the engine’s air mass requirement. The problem here is that the air density changes with altitude and the inflow velocity depends on the flight speed. With a stationary inlet, the column of air that is sucked in by the engine must either be “squeezed” into the air intake or “pulled apart” because the cross-sectional area of the inlet and the volume flow sucked in do not match.
When flying slowly at low altitude with little power required, only a small volume flow is required in the inlet, the lower lip is in the highest position here. If the engine is now run up to full power, the inflowing air mass flow must increase. Since the flow rate of the incoming air depends on the flight speed, the inlet geometry must be enlarged to increase the volume flow. The lower lip now folds downwards, as can be seen in the picture on the right during takeoff. The boundary layer separator keeps the turbulent air from the fuselage away from the inlet. Since air drawn in via the ramp suction also becomes turbulent due to its rough surface, it is removed with the help of the slot suction and directed onto the wings, where it helps to increase lift.
Yeah, I just put that part of the article through google translate but if I understand that right it’s just for subsonic, small AoA flight. At supersonic and high AoA flight the airstream gets regulated by other mechanisms.
Thales website states that RBE2 is in-fact an AESA Radar. Yes there is and early model RBE2 PESA in game, but a bug report for RBE2-AA was submitted to allow AESA on this rafale and it was accepted.
