The YF-23A body is a combination of powerful shaping and aerodynamic performance, hoping to provide radar cross section without compromising performance. YF-23A was too long and easier than Lockheed YF-22A. The main waste disposal structure, measured from the stablizer to the front of the pulpter, is approximately 7 feet [7 m] higher than the YF-22A. From the side, the YF-23A profile reminds you of that of Lockheed SR-71. Normal sighting in other angles is that the person is tall, high in the middle of different different nacelles in the engine. Differential lengthwise in a fractional area is extremely smooth, reducing transonic and supersonic pulling. The upper phase has a cross-sectional cross-trapezoid cross-section, one above the image in the mirror, in the aft region integrated into a circular section and disappears within the back fuselage. The upper part of the engine box is controlled by two nacelles such as the well-wing nacelles, each nacelle being part of the changed trapezoidal cross. The front holder holds a cockpit, gear gear gear, electronics and missile bay. YF-23 nacelles were higher than they would have in producing F-23, because they were designed to assist the ATF's first-edited transformers but were subsequently deleted.
Spiral plants such as trapezoid are available under each wing, which are the leading edge of the simple-geometry lip in the system-shock system. The inclusion of wings beneath the wings is beneficial for removing fuselage sides so that the maximum border boundary is required. Instead, a small layer of boundaries inserted into the front of the memorial was removed by a burning panel and opened over the wing. The entrance door on the side of the inlet is at each level of the above particles in front of the engine to provide additional air to the low-speed or low-speed drills. Incoming tires lead to the second half of the engines, up and down, to protect the face of compressors from the best radar machines.
The leading edge of the YF-23A wing has been back to 40 levels, and the tracking limit goes on for the same hour. When viewed from above, the wing has this program for the defeated group. At YF-23A, all lines on the wall are accompanied by one or the other at the end of the dispute, which has been one of the guiding principles in the strongest design. The wing is made deep, and there is enough room to cook inside the wing box.
The wing has slats leading to more than two thirds passages. The tracking border has an internal flaps set and a set of drooping ailerons out. Unlike Lockheed YF-22A, no bookmark suitable for YF-23A.
V-twin twin V-muscles are farther away from the back fuselage. There are 50 degrees that are out of the effort to avoid small leaves or right angles in forecasts or forecasts. These all tailor sections are combined with one pivot. Their leading and successive ends are like big wings but on another plane. Two aircraft sounds as a motorcycle that comes from all angles except those above or above the airplane.
In YF-23A, Northrop is selected not to use a thrust-vectoring for aerodynamic control. This is done to save weight and help to achieve all the stealth aspect, especially from the background. All controls are on aerodynamic areas. V sounds apply to pitch, roll, and yaw. Continuous movement patterns provide roll roll and lift up augmentation, but they operate as speedbrakes and rudders. To correct straight lines, the control system commands external ailerons to disagree and the internal points to inflict on the ground, thus generating a refinement but can create other times. Yaw management can be provided by doing this on the other hand.
There are burdens for removing waste from the existing fuselage body after the driver's license. As part of YF-22A, YF-23A has a fly-by-wire system that controls living environment settings that respond to the driver's responses.
Therapeutic treatment is stored in fuselage after a person, where a combined tail bag is combined between the two V-tails and includes an exhaustive engine in a low RCS system. Unlike YF-22A, YF-23A does not use prector vectoring. Exit bridges forward to the upper fuselage, between the tails,
No comments:
Post a Comment