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標題: 『每日軍事武器鑑賞』－ T-6A「德州佬Ⅱ」型初級教練機 [列印本頁]
作者: 克里斯Chris    時間: 07-5-2 17:31
標題: 『每日軍事武器鑑賞』－ T-6A「德州佬Ⅱ」型初級教練機
T-6A JPATS [Texan II / Harvard II]
The Raytheon T-6A Joint Primary Air Training System (JPATS) turboprop is designed as a dedicated training aircraft possessing jet-like handling characteristics. Replacing the Air Force's T-37 and the Navy's T-34C aircraft, which are 37 and 22 years old, respectively, the T-6A will offer better performance and significant improvements in training effectiveness, safety, cockpit accommodations and operational capabilities. Seven hundred and forty T-6A aircraft will be purchased by the United States Air Force and the United States Navy. The Air Force and Navy transition to the T-6A is expected to take approximately 10 years. The Air Force will steadily replace T-37s with T-6s at all Air Education and Training Command joint specialized undergraduate pilot training bases.

The T-6A Texan II is named after the classic T-6 Texan trainer used by the Navy and Air Force in the 1940s and 1950s. The T-6A will support a variety of joint flight-training programs, including joint primary pilot training for entry-level aviation students. It will provide the skills necessary for pilots to progress to one of five training tracks: a bomber/fighter track (T-38); a strike track (T-45); an airlift/tanker track (T-1A); a maritime track (T-44); or a helicopter track. It also will support joint navigator and naval flight officer training at Naval Air Station Pensacola, Fla. Also slated for use in companion trainer programs for Air Combat Command and Air Mobility Command, the T-6A may support Euro-NATO joint jet-pilot training administered by the Air Education and Training Command, Randolph AFB, Texas.

The T-6A Texan II offers better performance and significant improvements in training effectiveness, safety, cockpit accommodations and operational capabilities than present aircraft. Powered by a single, Pratt & Whitney PT6A-68 turboprop engine with a four-blade propeller, it features a stepped-tandem, cockpit configuration, with the instructor's rear seat raised slightly to improve visibility from the rear cockpit; modern avionics; and improved egress systems. Both T-6A cockpits are covered by a single, side-opening, non-jettisoned canopy. The T-6A offers increased birdstrike protection over current training aircraft, and will improve the safety of landing and low-level training at Air Force and Navy bases. It has a pressurized cockpit to permit training at higher, less-congested altitudes and reduce the stress on student pilots. The aircraft is equipped with an onboard oxygen-generating system that reduces the time needed to service the aircraft between flights. The T-6A's tricycle-type landing-gear is hydraulically retracted through electric controls and is equipped with both differential brakes and nosewheel steering. The aircraft is fitted with electrically controlled, hydraulically operated, split flaps, used for takeoff and landing. It also has a single, ventral-plate, speed brake located between the flaps. All flight controls are manually activated, with electrically activated trim controls. Flight controls and avionics can be operated from both cockpits. For single-pilot operations, the pilot will fly in the front cockpit. A low-wing, training aircraft approved for night and day Visual Flight Range (VFR) and Instrument Flight Range (IFR) flight, the T-6A Texan II has a cockpit designed to accommodate the widest possible range of pilots, both male and female, and will open flying careers to the largest possible pool of qualified applicants.
作者: 克里斯Chris    時間: 07-5-2 17:32
The JPATS selection process began formally on May 18, 1994, when the request for proposal was issued. The source selection process included assessment of each contestant's proposals and flight evaluations of the candidate aircraft. This was one of the longest and most closely scrutinized source-selection competitions ever." The selection process took fourteen months and entailed evaluation of seven aircraft, seven cockpit mockups, and thousands of pages of contractor proposals.

Raytheon was awarded the contract Feb. 5, 1996. The US General Accounting Office denied protests lodged by Cessna Aircraft Company against the selection of Raytheon, and an lier protest, lodged by Rockwell, was also denied. The contract contains a nine year period of performance through FY2004 (including production options). The production follow-on will run through FY2017. The total program value is expected to be approximately $4 billion. The results of the ground-based training system source selection were announced on 21 April 1997. Flight Safety Services Corp., Flushing N.Y., is developing the ground-based training system for the T-6A. Hughes Training, Inc. was the other competing finalist not chosen to develop the Ground Based Training System. Production of the JPATS began with the award of the Lot 2 option for three aircraft to Raytheon Aircraft Co., in February l996. On Sept. 23, l996, the Air Force awarded a $31 million Lot 3 contract option to RAC for the next six JPATS production aircraft, technical manuals, and engineering/management/support data.

The first aircraft was assigned to the 12th Flying Training Wing, Randolph AFB, where it is used to train the first Air Force and Navy T-6A instructor pilots, who form the initial cadre of instructors at Laughlin AFB, Texas. Follow-on aircraft will be assigned to Vance AFB, Okla.; Columbus AFB, Miss.; and Sheppard AFB, Texas. Current plans call for continued aircraft production through 2017. Delivery of the first production aircraft was slated for May 1999 at Randolph, and actually took place in May 2000. The initial value of the ground-based training system contract with all options is for approximately $202 million through 2005, and approximately $500 million over a 24-year period.


The Navy will begin receiving the T-6A in November 2002 at Naval Air Station (NAS) Whiting Field in Milton, Fla. Follow-on naval air stations include NAS Corpus Christi, Texas, and NAS Pensacola, Fla. Air Force initial operational capability (IOC) for the T-6A is planned for 2001, with Navy IOC scheduled for 2003.

The original AT-6 Texan advanced trainer was one of the most widely used aircraft in history. Evolving from the BC-1 basic combat trainer ordered in 1937, 15,495 Texans were built between 1938 and 1945. The USAAF procured 10,057 AT-6s; others went to the Navy as SNJs and to more than 30 Allied nations. Most AAF fighter pilots trained in AT-6s prior to graduation from flying school. Many of the "Spitfire" and "Hurricane" pilots in the Battle of Britain trained in Canada in "Harvards," the British version of the AT-6. To comply with neutrality laws, U.S. built Harvards were flown north to the border and were pushed across. In 1948, Texans still in USAF service were redesignated as T-6 when the AT, BT and PT aircraft designations were abandoned.
作者: 克里斯Chris    時間: 07-5-2 17:32
Specifications
Length overall 33 ft 4 in / 10.16 m
Wing span 33 ft 5 in / 10.18 m
Height overall 10 ft 8 in / 3.25 m
Wing aspect ratio 6.29
Maximum internal fuel 149.0 Imp gal / 677.5 liters
Basic weight empty 4707 lb / 2135 kg
Design maximum take-off 6300 lb / 2857 kg
POWERPLANT Pratt & Whitney PT6A-68 turboprop
Hartzell four blade propeller
Engine rating 1100 SHP (continuous)
Average unit cost (TY$)$5M
作者: 克里斯Chris    時間: 07-5-2 17:32







（文章來自:飛行訓練)
作者: 克里斯Chris    時間: 07-5-2 17:33
一、孕育飛行員的搖籃――初級教練機

在我國飛行員的養成過程中，從官校畢業到成為一位成熟的飛官，須經過基本—初級—高級—部訓—隊訓等各階段訓練。在不同訓練階段需要特定的教練機來配合，其中初級教練階段，功能在於培養學員基本的操控感覺，以建立單獨飛行的能力。

        由於初級教練機是飛行員最初獲得飛行經驗的飛機，所以必須具備適合操控、良好失速性等特色。基於一機多用的原則，初級教練機不僅用於教育未來的飛行員，還能擔任輕型攻擊、拖靶、聯絡運輸、砲火觀測、特技飛行表演等多項任務，可說是各國空軍不可或缺的重要角色。

分析各國的新世代初級教練機，首先在機體設計方面，初級教練機都採用傳統構型，從機首到機尾分別是螺旋槳葉片與發動機、機翼、後方的尾翼，為能使學員可以有效掌握飛機的姿勢，普遍採用低翼。渦輪螺旋槳發動機成為主流，其高度與速度的性能都較優秀，加上採用模組化設計，整體後勤成本接近活塞發動機。而且搭配數位化控制節流閥結合機上飛操系統，具有接近噴射機的飛行感覺。飛機速度的需求涵蓋從低速領域至高速領域的飛行包絡線，降落速度80～90節，巡航速度超過200節。運動性能需能做特技飛行，因此最起碼的適航等級在A類，機體承受的G力限制從正7G～負3G之間。為適應各種失速訓練與旋轉訓練，還具備良好的失速特性。

在座艙部分，為了能平穩的進階到高級教練階段，因此初級教練機座艙大都採用縱列方式。隨著初級教練機的高性能化發展，配備的彈射座椅都能在飛機迫降後，在零高度、零速度狀態下彈射，其成本與重量是客戶選用時的主要考量因素。在儀表系統部分，新式初級教練機普遍使用電子飛行儀表系統，甚至打造全數位電子式座艙，不過初級飛操訓練主要是目視飛行操縱，依賴儀表的比例較低。為提高訓練效果，某些初級教練機配備抬頭顯示器，及能記錄其影像資料的錄影器，機內通話裝置及錄音裝置也能記錄下教官的指正事項，這些對於飛行後的檢討有很高的訓練效果。

我國空軍現用的T-34C初級教練機自1985年開始服役，其整體設計、飛行性能、訓練效率等，已經無法滿足現代航訓的需求，目前有尋求替代教練機的必要。歐美廠商因此提出幾種符合我方需求的機型，其中之一就是美國海、空軍目前通用的T-6A德州佬（Texan）II型。
作者: 克里斯Chris    時間: 07-5-2 17:33
二、美軍T-6A初級教練機

在美國海、空軍的裝備發展歷史中，T-6的型號和德州佬的名稱極富歷史意義。第一代T-6德州佬是1940～1950年代美國海、空軍的標準初級教練機，當年為美軍孕育出無數傑出飛行員和空戰英雄。因此，美軍將現用的教練機稱為T-6A德州佬II型，顯示對此機賦予高度期盼，希望能在新世紀培養出更多傑出的飛行員。
作者: 克里斯Chris    時間: 07-5-2 17:34
（一）飛訓效率佳，安全性高：T-6A是一種單發動機的縱列雙座設計初級教練機，此機的基本外型雖然是沿用PC-9，不過重新設計的比率卻高達90％。主要項目包括加長機身、方向舵和升降舵的氣動改變、提高抗鳥擊能力、強化起落架、更換出力較大的發動機、增加燃料攜帶量和加壓式供油、改用加壓式座艙和翻新艙內設備、大幅簡化維護需求與作業等。

                    事實上，T-6A的母型PC-9原本就具備出色的氣動特性，而PC-9的基本設計是從PC-7進化而來，不僅更換了機翼翼形，機上縱列式座艙更是大幅變動，特別是後座增高15公分以改進飛行員視線，使學員與教官都擁有良好視野。而T-6A經過上述「大手術」之後，綜合性能大幅提高，與現有同級教練機相比，具有飛行性能較佳、訓練效率較佳、安全性高、座艙融合性高、任務功能較強等優點。
作者: 克里斯Chris    時間: 07-5-2 17:34
（二）機動性能優異：T-6A配備一具普惠PT6A-68型渦輪旋槳發動機，最高出力1,100匹馬力，與PC-9原用的PT6A-62型發動機相比，最高出力增加15％左右，大幅提高T-6A的飛行性能。拜傑出的推重比之賜，T-6A具備優異的機動性能，在25,000呎的高度能持續作2G的迴轉，其爬升率達每分鐘4,500呎，而且短距離操作能力相當傑出，海平面高度的起飛距離只需要1,775呎。
作者: 克里斯Chris    時間: 07-5-2 17:34
（三）低耗油率、低操作成本：作為一型基本教練機，T-6A擁有渦輪推進飛機具備的低耗油率和操作成本低等兩大優點。與PC-9原來的設計相比，T-6A的機翼內油箱經過修改擴大，總共可容納700公升燃料，並且增設發動機動力管理系統，同時與機翼的翼面配平相連接，避免螺旋槳飛行特性的負面感受，操作油門控制閥時，宛如操控噴射機的感受。T-6A可提供飛行員在5類訓練方向所需要的基本養成技術，這5類訓練方向分別是走轟炸機／戰鬥機路線、打擊路線、運輸機／加油機路線、海上路線、直升機路線等，而這幾個訓練路線之後分別會與T-38、T-45、T-1A、T-44等高級教練機，進行飛訓教育的銜接。
作者: 克里斯Chris    時間: 07-5-2 17:35
（四）加強座艙設備：T-6A的機體結構獲得強化，為使飛行員能飛至高空空域練習飛行，座艙內增設加壓設備。為增強抗鳥擊能力，T-6A的側開式座艙罩裝有2支隔框架，強度足以承受重量1公斤的飛鳥以時速270節衝撞。不僅座艙改為加壓式設計，座艙內的設備也大幅更新，前後座各配備一具馬丁貝克Mk16LA型零零彈射座椅，這型彈射椅是從T-37教練機的座椅大幅改良而來。另外機內裝有先進的航電套件，航電裝備全數改為數位式，儀表也改為電子飛行儀表系統，包括前後座都各自配備2個獨立的EFIS50型5 ×5吋液晶顯示器和配套控制面板，與PC-9原有的座艙設備相比，設計變更多達70。

        綜觀各國販售中的初級教練機，飛離成本（1998年）達541萬美元的T-6A最為昂貴，不過它的前景卻相當看好，預估將是未來10年最重要而且銷售量最多的飛機。



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