ADAC GT masters 2012 (01.04. 12:20Uhr) auf der MOTORSPORTARENA Oschersleben (ehm. MOTO-PARK) BMW, Lamborgini, Mercedes- Benz, Mc Laren, Porsche, Corvette, Nissan, Astor Martin, Chevrolet Camaro, Ford GT, Audi R8
DEADLY FAST Turkish Military T129 ATAK Attack Helicopter
Great helicopter for the Turkish Military. The TAI/AgustaWestland T129 is
an attack helicopter based on the Agusta A129 Mangusta. The T129 was
developed by Turkish Aerospace Industries (TAI), with AgustaWestland as the
primary partner. The helicopter is designed for hot and high environments.
The ATAK programme was begun to meet the Turkish Armed Forces' requirements
for an attack and tactical reconnaissance helicopter. The T129 is the
result of the integration of Turkish developed high-tech avionics and
weapon systems onto the combat proven AgustaWestland A129 airframe, with
upgraded engines, transmission and rotor blades. It is in use by the
Turkish Army, and is being offered to other air forces.
Design and development
The ATAK programme was begun to meet the Turkish Armed Forces' requirements
for an attack and tactical reconnaissance helicopter. Turkey announced
on 30 March 2007 that it had decided to negotiate with AgustaWestland to
co-develop and produce 51 (with 40 options) attack helicopters based on the
Agusta A129 Mangusta. Based on the AW129, the helicopter is to be
assembled in Turkey by Turkish Aerospace Industries (TAI) as the T-129. A
contract was signed on 7 September 2007 worth $1.2 billion. Turkey's
attack helicopter project is named "ATAK".
On 22 June 2008, the agreement between TUSAS Aerospace Industries (TAI) and
AgustaWestland formally entered into force. Under the agreement, TAI will
develop an indigenous mission computer, avionics, weapons systems,
self-protection suites and the helmet-mounting cuing systems. Tusaş Engine
Industries (TEI) will manufacture the LHTEC CTS800-4N engines under
licence. Under the agreement, Turkey has full marketing and intellectual
property rights for the T-129 platform; Turkey can export or transfer of
the platform to third countries, excluding Italy and the United Kingdom.
The T129 was optimized for hot and high conditions. It has several key
improvements over the original A129 inline with the requirements of the
Turkish Army. The T129 will carry 12 Roketsan-developed UMTAS anti-tank
missiles (Turkish indigenous development similar to Hellfire II). It
will use the more powerful LHTEC T800 (CTS800-4) engine.
The T129 features a 20 mm gatling-style cannon in a nose turret. It can
carry a combination of 70 mm rocket pods, Stinger air-air missile pods, and
gun pods on its stub wing pylons.
On 16 July 2007, the Scientific and Technological Research Council of
Turkey (TUBITAK), Meteksan Savunma Sanayii AŞ and Bilkent University
formed a consortium for the development of an advanced millimetre wave
radar (MILDAR), similar to the Longbow and the IAI/ELTA radars. It is
planned that the radar will enter service in mid-2009. The MILDAR
project was successfully completed in February 2012.
A media report indicates that one helicopter will be kept by the Turkish
Ministry of Defense and used as a test-bed for systems development. The
remaining 50 helicopters will be delivered to the Turkish Army. An optional
40 more T129 helicopters will be produced if necessary. These 50 T129s
are to be designated T129B.
On 28 September 2009, the T129's maiden flight took placed when P1
prototype flew at AgustaWestland's facilities in Vergiate, Italy.
In November 2010, Turkey ordered an additional nine T129 helicopters to
increase its total ordered to 60. These T129s are to meet an urgent
operational requirement for the Turkish Army and will be built by TAI for
delivery in 2012, one year before the start of delivery the previously
ordered 51 helicopters. These T129s are designated T129A, as they
lack advanced anti-tank missiles. As a result of project delays, the T129As
were to enter service in 2013.
On the 19 March 2010, the first T129 prototype (P1) conducted high altitude
hover tests near Verbania, Italy after having completed several successful
test flights. During the hover test T129 P1 lost its tail rotor at 15,000
feet. Test pilot Cassioli regained enough control to steer away from
residential area before crashing. The helicopter's crew escaped without
On 17 August 2011, Turkish Aerospace Industries announced the first
successful flight of the T129 prototype "P6", that was produced at its
facilities in Ankara, Turkey. The tested prototype was the first of three
prototypes to be assembled in Turkey.
In 2013, several media resources claimed that the first batch of
helicopters delivered to Turkish Army for trials did not meet Turkish Army
requirements in "vibration, balance, weight", and did not fit the
requirements of the contract. The T129 ATAK helicopter's front is heavier
than its rear, so its nose facing down. To resolve this, 137 kg was added
to the tail, which caused helicopter to exceed its weight requirement.
MONSTER TRUCK US military Ultra Heavy Lift Amphibious Connector
New concept for the US Marine Corps A potential replacement for the
Marines' 20-year-old air cushioned ship-to-shore craft has foam runners and
a massive payload.
Officials with the Marine Corps Warfighting Lab, in conjunction with the
Office of Naval Research, conducted a technical assessment earlier this
month with a half-scale version of the Ultra Heavy-Lift Amphibious
Connector, a high-tech craft being developed as an option to replace the
Landing Craft Air Cushioned as a vehicle to bring troops, vehicles and gear
ashore. The UHAC has also been discussed as a replacement for the Landing
Craft Utility, another Navy ship-to-shore connector, but Warfighting Lab
officials said they were especially interested in how the UHAC stacked up
against the LCAC.
The Navy's LCACs traditionally deploy with and operate from amphibious well
deck ships and often transport Marines to and from shore as part of
training or Marine Expeditionary Unit deployments.
Unlike the LCAC, which acts as a hovercraft with an inflatable skirt, the
UHAC has air-filled tracks made out of foam that can propel it through the
water and on land. The footprint of the UHAC is significantly larger: 2,500
square feet of deck area to the LCAC's 1,800. But this means the UHAC can
handle a much larger payload. While the LCAC can carry 65 tons of gear, the
UHAC can handle 150 tons, or 190 with an overload payload.
Capt. James Pineiro, Ground Combat Element branch head for the Warfighting
Lab's Science and Technology Division, said the UHAC would be able to carry
three main battle tanks ashore, at some 60 tons apiece.
Another advantage to the UHAC, Pineiro said, is its range: 200 nautical
miles to the LCAC's 86. And unlike the LCAC, when the UHAC arrives onshore,
it can keep on going, thanks to low pressure captive air cells in the
tracks. At about a pound per square inch, the UHAC can cross mud flats and
tidal marsh areas. And the tracks can crawl over a sea wall of up to 10
feet, he said — all important features during a beach assault.
"You could look at the amphibious invasion of Inchon, during the Korean
War," Pineiro said. "there were significant mud flats there, and a 26-foot
tide difference. At low tide it went a couple of miles out. That was a
problem during the invasion of Inchon."
Where the UHAC does come up short is in water speed. Because of the drag
created by the foam tracks, it can only travel at 20 knots, half the speed
of the LCAC.
But Pineiro said he anticipated that mission commanders would be able to
work around this drawback.
"When you get into planning ops, you kind of plan for your capability," he
Officials with the project said the concept for the UHAC originated in
2008, with a goal to design an amphibious vehicle with low PSI. The Office
of Naval Research accepted a concept design for the vehicle from the
company Navatek, Inc., and the project has been in development since then,
with the construction of a half-scale demonstrator and an at-sea
demonstration in 2012.
The half-scale model is still massive at 42 feet long, 26 feet wide and 17
feet high. It was in Honolulu in early March to complete a limited
technical assessment to demonstrate its capabilities. The test, Pineiro
said, involved launching the UHAC from a simulated ship's well deck with an
internally transported vehicle aboard. The UHAC brought the vehicle to the
shore and then returned to the ship, he said.
The assessment is preparation for a larger demonstration of the UHAC's
abilities at the Advanced Warfighting Experiment, also in Hawaii, that will
take place in conjunction with the international exercise Rim of the
Pacific 2014 this summer.
"We want to make sure the UHAC can perform," Pineiro said.
Future steps following this summer's experiment remain unclear as testing
continues. But according to the Marines Seabasing Required Capabilities
Annual Report for 2013, published in December, product managers with ONR
are working with Defense Department agencies to secure funding for
"Development of a full-scale technology demonstrator is a possibility," the
Amid budget cutbacks, one feature is sure to catch the eye of acquisition
officials: because of the technology involved in constructing and operating
a UHAC, ONR estimates per-unit production and maintenance costs would be
less than half that of an LCAC, officials with the project said.
The Navy began purchasing its 91 LCACs in the early 1980s at per-unit costs
ranging from $22 million to $32 million, or between $45 and $75 million
with inflation adjusted.
Huge Start Crash 2014 ADAC GT Masters at Oschersleben
A massive crash at the start has halted the second GT Masters race of the
weekend. Six cars were involved, but it was Nicki Thiim who got the worst
of it as he rolled several times down the frontstraight
Make sure to join the forum at http://tbk-light.com/phpBB3
SUPER FAST MACH 6 us air force X-51 hypersonic Missile
Another great idea for the United States Air Force (us air force) The
Boeing X-51 (also known as X-51 WaveRider) is an unmanned scramjet
demonstration aircraft for hypersonic (Mach 6, approximately 4,000 miles
per hour (6,400 km/h) at altitude) flight testing. It completed its first
powered hypersonic flight on 26 May 2010. After two unsuccessful test
flights, the X-51 completed a flight of over six minutes and reached speeds
of over Mach 5 for 210 seconds on 1 May 2013 for the longest duration
The X-51 is named "WaveRider" because it uses its shock waves to add lift.
The program is run as a cooperative effort of the United States Air Force,
DARPA, NASA, Boeing, and Pratt & Whitney Rocketdyne. The program is managed
by the Aerospace Systems Directorate within the United States Air Force
Research Laboratory (AFRL). X-51 technology will be used in the High
Speed Strike Weapon (HSSW), a Mach 5+ missile planned to enter service in
the mid-2020s. Design and development
In the 1990s, the Air Force Research Laboratory (AFRL) began the HyTECH
program for hypersonic propulsion. Pratt & Whitney received a contract from
the AFRL to develop a hydrocarbon-fueled scramjet engine which led to the
development of the SJX61 engine. The SJX61 engine was originally meant for
the NASA X-43C, which was eventually canceled. The engine was applied to
the AFRL's Scramjet Engine Demonstrator program in late 2003. The
scramjet flight test vehicle was designated X-51 on 27 September 2005.
In flight demonstrations, the X-51 is carried by a B-52 to an altitude of
about 50,000 feet (15 km; 9.5 mi) and then released over the Pacific
Ocean. The X-51 is initially propelled by an MGM-140 ATACMS solid rocket
Booster to approximately Mach 4.5.
The Booster is then jettisoned and
the vehicle's Pratt & Whitney Rocketdyne SJY61 scramjet accelerates it to a
top flight speed near Mach 6. The X-51 uses JP-7 fuel for the SJY61
scramjet, carrying some 270 lb (120 kg) on board.
DARPA once viewed X-51 as a stepping stone to Blackswift, a planned
hypersonic demonstrator which was canceled in October 2008. In May
2013, the U.S. Air Force plans have X-51 technology applied to the High
Speed Strike Weapon (HSSW), a missile similar in size to the X-51. The HSSW
could fly in 2020 and enter service in the mid-2020s. It is envisioned to
have a range of 500-600 nmi, fly at Mach 5-6, and fit on an F-35 or in the
internal bay of a B-2 bomber.
Ground tests of the X-51A began in late 2006. A preliminary version of the
X-51, the "Ground Demonstrator Engine No. 2", completed wind tunnel tests
at the NASA Langley Research Center on 27 July 2006. Testing continued
there until a simulated X-51 flight at Mach 5 was successfully completed on
30 April 2007. The testing is intended to observe acceleration
between Mach 4 and Mach 6 and to demonstrate that hypersonic thrust "isn't
just luck". Four test flights were initially planned for 2009, but
the first captive flight of the X-51A on a B-52 was not conducted until 9
December 2009, with further captive flights in early 2010.
Powered flight tests
The first powered flight of the X-51 was planned for 25 May 2010, but the
presence of a cargo ship traveling through a portion of the Naval Air
Station Point Mugu Sea Range caused a 24 hour postponement. The X-51
completed its first powered flight successfully on 26 May 2010. It reached
a speed of Mach 5, an altitude of 70,000 feet (21,000 m) and flew for over
200 seconds; it did not meet the planned 300 second flight duration,
however. The test had the longest hypersonic flight time of 140
seconds while under its scramjet power. The X-43 had the previous
longest flight burn time of 12 seconds, while setting a new
speed record of Mach 9.8 (12,144 km/h, 7,546 mph).
Three more test flights were planned and will use the same flight
trajectory. Boeing proposed to the Air Force Research Laboratory (AFRL)
that two test flights be added to increase the total to six, with flights
taking place at four to six week intervals, provided there are no
The second test flight was initially scheduled for 24 March 2011, but
was not conducted due to unfavorable test conditions. The flight took
place on 13 June 2011. However, the flight over the Pacific Ocean ended
early due to an inlet unstart event after being Boosted to Mach 5 speed. The flight data from
the test was being investigated. A B-52 released the X-51 at an
approximate altitude of 50,000 feet. The X-51’s scramjet engine lit on
ethylene, but did not properly transition to JP-7 fuel operation.
The third test flight took place on 14 August 2012. The X-51 was to
make a 300 second (5 minutes) experimental flight at speeds of Mach 5, more
than 3,600 mph. After separating from its rocket Booster, the craft lost control and crashed
into the Pacific.
WORLDS FASTEST AIRCRAFT us air force SR 71 Blackbird
Video of SR-71 high speed stealth aircraft The Lockheed SR-71 "Blackbird"
was an advanced, long-range, Mach 3+ strategic reconnaissance aircraft.
It was developed as a black project from the Lockheed A-12 reconnaissance
aircraft in the 1960s by Lockheed and its Skunk Works division. Clarence
"Kelly" Johnson was responsible for many of the design's innovative
concepts. During reconnaissance missions, the SR-71 operated at high speeds
and altitudes to allow it to outrace threats. If a surface-to-air missile
launch was detected, the standard evasive action was simply to accelerate
and outfly the missile.
The SR-71 served with the U.S. Air Force from 1964 to 1998. A total of 32
aircraft were built; 12 were lost in accidents, but none lost to enemy
action. The SR-71 has been given several nicknames, including
Blackbird and Habu. Since 1976, it has held the world record for the
fastest air-breathing manned aircraft, a record previously held by the
The SR-71 was designed for flight at over Mach 3 with a flight crew of two
in tandem cockpits, with the pilot in the forward cockpit and the
Reconnaissance Systems Officer (RSO) monitoring the surveillance systems
and equipment from the rear cockpit. The SR-71 was designed to minimize
its radar cross-section, an early attempt at stealth design. Finished
aircraft were painted a dark blue, almost black, to increase the emission
of internal heat and to act as camouflage against the night sky. The dark
color led to the aircraft's call sign "Blackbird".
On most aircraft, use of titanium was limited by the costs involved in
procurement and manufacture. It was generally used only in components
exposed to the highest temperatures, such as Exhaust fairings and the leading edges of wings.
On the SR-71, titanium was used for 85% of the structure, with much of the
rest polymer composite materials. To control costs, Lockheed used a
more easily worked alloy of titanium which softened at a lower
The challenges posed by the SR-71 led Lockheed to develop entirely new
fabrication methods to enable its manufacture, and have since been used in
the manufacture of many other aircraft. Welding the titanium requires
distilled water, as the chlorine present in tap water is corrosive;
commonplace cadmium-plated tools could not be used as they also caused
corrosion. Metallurgical contamination was another problem; at one
point 80% of the delivered titanium for manufacture was rejected on these
The high temperatures generated during flight required special design and
operating techniques. For example, major portions of the skin of the
inboard wings were corrugated, not smooth. (Aerodynamicists initially
opposed the concept and accused the design engineers of trying to make a
Mach 3 variant of the 1920s-era Ford Trimotor, known for its corrugated
aluminum skin.) The heat of flight would have caused a smooth skin to
split or curl, but the corrugated skin could expand vertically and
horizontally. The corrugation also increased longitudinal strength.
Similarly, the fuselage panels were manufactured to fit only loosely on the
ground. Proper alignment was achieved only when the airframe heated up and
expanded several inches. Because of this, and the lack of a fuel sealing
system that could handle the thermal expansion of the airframe at extreme
temperatures, the aircraft would leak JP-7 jet fuel on the runway. At the
beginning of each mission, the aircraft would make a short sprint after
takeoff to warm up the airframe, then refuel before heading off to its
Cooling was carried out by cycling fuel behind the titanium surfaces in the
chines. On landing, the canopy temperature was over 300 °C (572 °F).
The red stripes on some SR-71s were to prevent maintenance workers from
damaging the skin. Near the center of the fuselage, the curved skin was
thin and delicate, with no support from the structural ribs, which were
spaced several feet apart.
Stealth and threat avoidance
The first operational aircraft designed around a stealthy shape and
materials, the SR-71 had several features designed to reduce its radar
signature. The SR-71 had a radar cross section (RCS) of around 10 square
meters. Drawing on the first studies in radar stealth technology, which
indicated that a shape with flattened, tapering sides would reflect most
radar energy away from the radar beams' place of origin, engineers added
chines and canted the vertical control surfaces inward. Special
radar-absorbing materials were incorporated into sawtooth-shaped sections
of the aircraft's skin. Cesium-based substances were added to the fuel to
somewhat reduce the visibility of the Exhaust plumes to radar, although the large and
hot Exhaust stream produced at speed
remained quite apparent. For all this effort, Kelly Johnson later conceded
that Soviet radar technology advanced faster than the stealth technology.
NEW CHALLENGER to Leopard 2 and Abrams Tanks Russian T 90MS Main Battle Tank
Great tank for Russian military be interesting to see it against the
leopard 2 and Abrams tanks The T-90 is a Russian third-generation main
battle tank that is essentially a modernisation of the T-72B, incorporating
many features of the T-80U (it was originally to be called the T-72BU,
later renamed to T-90). It is currently the most modern tank in service
with the Russian Ground Forces and Naval Infantry. Although a development
of the T-72, the T-90 uses a 125mm 2A46 smoothbore tank gun, 1G46 gunner
sights, a new engine, and thermal sights. Standard protective measures
include a blend of steel, composite armour, smoke mortars, Kontakt-5
explosive-reactive armor, laser warning receivers, Nakidka camouflage and
the Shtora infrared ATGM jamming system. The EMT-7 electromagnetic pulse
(EMP) creator has been used in testing but not fitted to T-90s in active
service. It is designed and built by Uralvagonzavod, in Nizhny Tagil,
Russia. Since 2011, the Russian armed forces have ceased ordering the T-90,
and are instead waiting for the development of the Universal Combat
Platform T-99 that is expected to enter service in 2020.
The performance characteristics of the T-90MS "Tagil"
Combat weight, t 48
Crew - 3
Length with gun forward, mm 9530
Length, mm 6860
Overall width, 3460 mm
125-mm cannon 2A46M-5
Ammunition, 40 rounds
Guided weapons 9K119M "Reflex-M"
Coaxial machine gun 7.62 mm 6P7K
Ammunition, shot in 2000
Anti-aircraft machine gun 7.62 mm 6P7K with UDP (T05BV-1)
Ammunition, 800 rounds
Engine In-92S2F2, 1130, p. a.
Fuel tank capacity, l 1 200 400
Power density, n. a. / t 24
Maximum speed, km / h 60
Cruising on the highway, 500 km
Ground pressure, kgf / cm 0.98 Attention
The new 2011 made T-90MS "Tagil" the worlds best tank currently hands down.
This tank was named T-90MS on purpose to mislead NATO to believe that its
"just an upgraded T-90". While T-90 was upgraded already in 1999 the T-90A
"Vladimir" that is current Russian MBT and T-90MS "Tagil" hopefully will be
next to enter service soon. This has completely new turret and it is so
radically modified and upgraded that it is completely new tank compared to
the normal modernized T-90A it has very little in common anymore with the
normal T-90 that was made few examples in 1991 or 1993. Anyway, during
second Chechen campaign T-90A got hit up to 7 times with different RPGs,
modern and old ones and it remained in action. No T-90A tank has ever been
destroyed and that is current Russian MBT, it has the longest range of all
tanks due to its capability to launch laser guided missiles trough its
125mm smoothbore gun up to 5-6km. Just some few of the new features: T-90MS
is production version featuring new explosive reactive armor (ERA) Relikt,
new 1,250 PS (920 kW) engine, new improved turret and composite armor, new
gun, new thermal imaging Catherine-FC from Thales, an enhanced
environmental control system for providing cooled air to the fighting
compartment, integrated tactical system, satellite navigation and others.
DSHK with IR camera, and PNM Sosna-U gunner view, 7.62mm turret UDP T05BV-1
RWS, GLONASS+inertial navigation, explosive reactive armor (ERA) Relikt and
ammunition is now mounted in rear of the turret for improved crew safety
and using an improved faster
autoloader, the list could go on...etc etc etc. So really its not a "T-90"
anymore even...its a whole new different 3.5 generation tank.
The T-90's main armament is the 2A46M 125 mm smoothbore tank gun. This is a
highly modified version of the Sprut anti-tank gun, and is the same gun
used as the main armament on the T-80-series tanks. It can be replaced
without dismantling the inner turret and is capable of firing
armour-piercing fin-stabilized discarding sabot (APFSDS), high-explosive
anti-tank (HEAT-FS), and high explosive fragmentation (HE-FRAG) ammunition,
as well as 9M119M Refleks anti-tank guided missiles. The Refleks missile
has semi-automatic laser beam-riding guidance and a tandem hollow-charge
HEAT warhead. It has an effective range of 100 m to 6 km, and takes 17.5
seconds to reach maximum range. Refleks can penetrate about 950 millimetres
(37 in) of steel armour and can also engage low-flying air targets such as
The NSV 12.7mm (12.7x108) remotely controlled anti-aircraft Heavy machine
gun can be operated from within the tank by the commander and has a range
of 2 km and a cyclic rate of fire of 700--800 rounds per minute with 300
rounds available (the NSV was replaced by the Kord heavy machine gun in the
late 1990s). The PKMT 7.62mm (7.62x54mm R) coaxial machine gun weighs about
10.5 kg while the ammunition box carries 250 rounds (7000 rounds carried)
and weighs an additional 9.5 kg.
Like other modern Russian tanks the 2A46M in the T-90 is fed by an
automatic loader which removes the need for a manual loader in the tank and
reduces the crew to 3 (commander, gunner, and driver). The autoloader can