En osaa poimia lainauksesta vain yhtä kuvaa, joten tulkoon kaikki.
Alimman kuvan perusteella kone näkyy olevan perinteiseen tapaan alumiinista niittaamalla kasattu. Onko venäläisten häive kokonaan pinnoitteiden varassa?
En osaa poimia lainauksesta vain yhtä kuvaa, joten tulkoon kaikki.
Alimman kuvan perusteella kone näkyy olevan perinteiseen tapaan alumiinista niittaamalla kasattu. Onko venäläisten häive kokonaan pinnoitteiden varassa?
Jaa, minä kun kuulin, että alumiini in heillä aika eksoottinen materiaali, joten pinta on yhtä hyvin voinut olla myös terästä. Nyt en yhtään epäile, etteikö tuossa koneessa käytetä alumiinia, mutta en välttämättä kutsuisi sitä perinteiseksi.
Kyllä sinä ihmeellisiä kuulet. Rusal on maailman suurin alumiinin tuottaja jos katsotaan voluumiin, ja ihan hyvin rinnastettavissa Rio Tintoon taikka Alcoaan. Joten Alumiini ole heille mitenkään eksoottista materiaalia.
http://www.aluminiumleader.com/en/serious/industry/Resources of bauxites, the raw material for aluminium, are not widespread throughout the world. There are only seven bauxite-rich areas: Western and Central Africa (mostly, Guinea), South America (Brazil, Venezuela, Suriname), the Caribbean (Jamaica), Oceania and Southern Asia (Australia, India), China, the Mediterranean (Greece, Turkey) and the Urals (Russia).
The richest sources of bauxite belong to the United Company RUSAL (UC RUSAL), which was established in 2007 as a result of a merger between RUSAL, SUAL and the alumina assets of Glencore (3.3 bln m.t. of bauxites), and to the mining and metallurgical giants: Rio Tinto (3.29 bln. m.t.), and CVRD (2.73 bln. m.t.). Chalco of China comes fourth with its 1.92 bln. m.t. Alcoa and Alcan, which are among the three largest producers, control deposits worth 1.89 and 0.38 bln. m.t. respectively.
Viimeksi muokattu:
Unlike the F-22, which uses stealth technology, 85 percent of the surface of Russian T-50 is covered with unique nanotechnological materials that decrease both the visibility of the plane and the air drag. http://english.pravda.ru/russia/economics/18-08-2011/118783-pak_fa_raptor-0/
A whole range of the latest polymer carbon plastics have made their debut on the T-50. They weigh 50 percent less than titanium or aluminum of comparable rigidity, and they are 20-25 percent lighter than steel.
New materials cover 70 percent of the fighter’s surface. Its weight has been reduced to just a quarter of that of a fighter made of conventional materials, allowing the designers to increase its combat load. http://rbth.co.uk/science_and_tech/...completing_its_f-22_aircraft_rival_27587.html
Lentokoneiden valmistuksessa on. Ellen ole väärässä, niin asiasta oli jokin artikkeli tämän ketjun alkupuolella, tai jossakin muussa ketjussa jossa käsiteltiin PAK-FA:aa.
http://www.aluminiumleader.com/en/around/transport/aircraftThe first person who managed to understand the potential of aluminium in the aerospace industry was the writer Jules Verne, who provided a detailed description of an aluminium rocket in his fantastic novel ‘Journey to the Moon’ in 1865. In 1903, the Wright brothers got the first airplane off the ground, in which parts of the engine were made of aluminium.
‘Aircraft’ aluminium appeared for the first time in Germany in the early 20th century. At that time, it was just starting to ‘come into vogue’. The technology of its industrial production had already been perfected, but the amounts of smelt metal were still small. Many scientists then set themselves the goal to solve the task of aluminium reinforcement. Among them was Alfred Wilm, a German physicist. During his experiments on selecting components for aluminium reinforcement, unexpectedly for himself and the entire scientific community, he discovered the ‘aging effect’ of the aluminium alloy, which consists in the considerable improvement of metal strength after its quenching for a long period. Alfred Wilm’s discovery was patented and implemented in production at Duerener Metallwerke AG plant. In 1909, the plant officially presented its products: the ultra-strong alloy, duralumin (aluminium, copper (1.3%), magnesium (2.8%) and manganese (1%)). In fact, this metal became the base for development of aircraft alloys.
The advantages of Duerener ‘aluminium’ were appreciated by Professor of Thermal Dynamics, and Aircraft Manufacturer of Aachen University, Hugo Junkers. More than once he attempted to assemble an all-metal airplane: On December 15th, 1915 testing of the J1 glider made of sheet iron was held at the military airfield of Deberitsa. But the representatives of the military administration ‘rejected’ the airplane, calling it ‘a tin donkey’: J1 – too heavy, with a low climbing capacity and manoeuvrability, and did not comply with the requirements of military aviation. Junkers understood that the major ‘culprit’ of the failure was metal. He needed an alternative to thick (up to 1 mm) iron sheets. And this alternative was found!
Duralumin met all the requirements of Hugo Junkers: high strength, forgeability, and the incredible lightness for a metal were very much to the point. As soon as in 1917, the J.7 fighter entirely built of the ‘light’ metal took off from Adlershof airfield.
In the same year, production of Junk J.1 military airplanes was started; they were ordered by the German Ministry of Defence for participation in the First World War campaigns. During the military campaign, duralumin completely proved Junkers’ calculations: The metal reliably protected the pilot from bullets and shells. Junk J.1 airplanes were named ‘flying tanks’. There is a recorded case when duralumin sustained 480 bullet shots on the wings and fuselage, and the airplane not only completed the combat mission, but also successfully landed at base.
The success of the first J.7 and Junk J.1 airplanes predetermined the breakthrough in the development of German military aviation. Duralumin became the favourite of Junkers’ design department. Germany won the battle for the sky, however its rivals were not going to surrender, and developments of ultra-strong aluminium alloys were in full swing in the USSR and USA.
In 1918, on the insistence of the manufacturer A.N. Tupolev and Professor of Moscow State University N.E. Zhoukovsky, the Central Aerohydrodynamics Institute (CAHI) was established, where development of new models of airplanes and metal alloy studies were started. CAHI worked in collaboration with some smelters, which allowed them to promptly receive and test new metals. However, for as many as four years the efforts of the researchers were in vain: The created alloys could not pass the strength test.
At that time, developments of wooden airplanes were underway in Soviet Russia, many of which were quite successful. The government of the country treated the idea of launching metal into the sky half heartedly: Aluminium was imported into the country, and the German manufacturers devoutly guarded the secret of duralumin.
In Spring 1922, a significant event happened at CAHI: The fuselage of a shot-down Junkers D.I fighter – a priceless trophy from the viewpoint of domestic aviation – was delivered to the Institute. A separate ‘Material Testing Division’ group was organised, in order to study the composition of the airplane metal covering. The researchers did not just determine the formula of duralumin but managed to develop a stronger alloy modification, able to compete with foreign developments. The results of their work were sent to the Brass and Copper-Rolling Plant of Kolchougin Co. and the Leningrad plant ‘Krasny Vyborzhets.’
The first to master the production of this domestic know-how were the metallurgists of the Kolchougin plant: In late 1922, the plant started production of ‘kolchougaluminium’ – the first Soviet high-strength alloy. And as soon as the following year, Tupolev’s design department was provided with the complete ‘aircraft’ set: sheet, corrugated, and shaped kolchougaluminium. Work was started to create a competitor to Junkers, the Soviet airplane AN-2, which was presented on May 28th, 1924.
Aluminium played an important role during the Second World War. The invaluable contribution in establishing the defence power of the Soviet Army was made by the Urals Aluminium Smelter (UAZ). The first stage of UAZ was commissioned in September 1939. On the eve of the war, 36% of aluminium produced in the country was produced there. High-strength duralumin sheets and slabs served as the main material for airplane covering. Complex-preformed blocks were produced from them to make component parts of airplane engines, propellers, the chassis, and the fuselage frame. Soft low-alloy duralumin and aluminium-magnesium alloys were used for rolling wire for rivets, covering connective elements; sheets of aluminium-manganese alloy were used for welding fuel tanks. Without magnesium and aluminium powders, it was impossible to produce bombs, shells, and flares.
Ainoa ongelma tässä on että neuvostoliiton aikana heidän tuotantonsa ei ollut aina sitä korkeinta laatua, mutta en usko että tuo on Puuuuuttinin alaisuudessa mikään ongelma.
Pravdan väitteisiin suhtautuisin erittäin skeptisesti.
Itsehän jo laitoin tähän ketjuun kuvia missä näytetään koneen komposiittimateriaalien valmistusta.
Itse tulkitsin tuon kohdan ihan vain suoraksi käännökseksi. Teknisesti oikea käännös olisi "koneessa käytetään komposiittimateriaaleja".
Muistaakseni joku nopeampi kone on ollut osin teräksestä tehty ja SU-25:n panssariamme on titaania. Muutoin venäläisten koneet ovat olleet alumiinista niittaamalla kasattuja.
Tuosta ei ota ihan selvää korvaako uudet materiaalit alumiinin koneen pintarakenteessa vai ovatko ne alumiinin peittona.
Tuon jutun jatkoa:
"The Sukhoi Design Bureau has mentioned “the PAK FA’s unprecedentedly low level of radar, optical and infrared visibility.” The T-50’s effective reflective area will amount to 5.3 square feet (its predecessor, the Sukhoi-30MKI, has 215 square feet). "
Häive jättää toivomisen varaa.
Kolmanneksitoista yleisin.
Slammer
Kenraali
Tämä on totta jos maailma tulkitaan maailmankaikkeudeksi. Jos maailma tulkitaan Maapalloksi, alumiini on kolmanneksi yleisin.
fulcrum
Greatest Leader
"Totuudessa ei ole uutisia, eikä Uutisissa ole totuutta."
MiG-25 oli tunnetusti terästä, eikä titaania kuten oletettiin. Mutta tuosta oli artikkeli taannoin täälläkin, jonka mukaan terästä on käytetty muutenkin ja tätä on kompensoitu tehokkaammilla mootoreilla. Valitettavasti en vaan löydä sitä artikkelia mistään.
Mutta yleinen kumminkin !
Kyllä joo MIG-25 nickel-steel alloy...jota voitiin hitsata.
http://en.wikipedia.org/wiki/Mikoyan-Gurevich_MiG-25
http://en.wikipedia.org/wiki/Mikoyan-Gurevich_MiG-25