Hellenic Navy Frigate Command

Στρατιωτικοί εξοπλισμοί σε Εκθεση στην Ρωσία

Στρατιωτικοί εξοπλισμοί σε ζωντανή προβολή

΄Εκθεση Εξοπλισμών
Στη ρωσική πόλη Νίζνι Ταγκίλ (Nizhny Tagil) (Ουράλια), εγκαινιάστηκε η 8η Διεθνής Έκθεση

Πάνω από 300 ρωσικές και ξένες επιχειρήσεις παρουσιάζουν νέα δείγματα στρατιωτικών εξοπλισμών και πυρομαχικών τους. Στο πεδίο δοκιμών οι επισκέπτες θα μπορούν να δουν και να εκτιμήσουν αντάξια τις κινητήριες και τις μαχητικές ικανότητες των τεθωρακισμένων οχημάτων. Οι βολές υπόσχονται να είναι εξαιρετικά θεαματικές χάρι στη χρησιμοποίηση των πρωτοπόρων τεχνολογιών. Το σύστημα βίντεο παρακολούθησης θα κάνει δυνατή την ζωντανή (online) προβολή του αεροπορικού προγράμματος, μάλιστα, όχι μόνο στις οθόνες των τηλεοράσεων που είναι τοποθετημένες στις κερκίδες του πεδίου, αλλά και στο Διαδίκτυο.

Η πόλη Νίζνι Ταγκίλ είναι ένα από τα ιστορικά κέντρα κατασκευής αρμάτων μάχης της Ρωσίας. Από το 1941, απ’ αυτή την πόλη πήγαιναν στα μέτωπα του Β΄Παγκόσμιου πολέμου αμαξοστοιχίες με τανκς Τ-34. Το αποκορύφωμα αυτής της έκθεσης θα είναι η παρουσίαση ενός νέου "δισέγγονου» αυτού του θρυλικού τανκ. Το Τ-90S είναι εκσυγχρονισμένο όχημα. Είναι εφοδιασμένο με νέο πυργίσκο, αυτόματο κιβώτιο ταχυτήτων και σύστημα κλιματισμού. Για την εύστοχη βολή αυτού του οχήματος μάχης οι ειδικοί θα μπορούν να πειστούν στο πεδίο δοκιμών.

Στο πλαίσιο των επιδεικτικών προβολών, κατά τη γνώμη της Γιελένας Γκενεράλοβα, διευθύντριας της Υπηρεσίας τύπου της Έκθεσης, θα κεντρίσει αναμφίβολα την προσοχή των ειδικών και των θεατών, το πυροβολικό πυραυλικό σύστημα του Εργοστασίου Μηχανοκασκευών του Ουλιάνοβσκ Tunguska M-1. Η επιχείρηση «Εργοστάσια του Μοτοβιλίχινσκ» (Περμ) θα παρουσιάσει μία νέα πιο ελαφρή σειρά του αεριωθούμενου πυραυλικού συστήματος βολής δια ομοβροντιών Smerch (Tornado) που έχει τιμηθεί με το εθνικό βραβείο «Χρυσή ιδέα». Ο γίγαντας αυτοκινήτων ΚΑΜΑΖ θα παρουσιάσει μεγάλα τετρακίνητα και πολυλειτουργικά αυτοκίνητα.

Η Διεθνής ΄Εκθεση Εξοπλισμών στο Νίζνι Ταγκίλ που στάθηκε σημαδιακό γεγονός για τους στρατιωτικούς ειδικούς λειτουργεί από το 1991. Ανάμεσα στους μετέχοντες στη φετινή Έκθεση, εκτός από τις μεγάλες ρωσικές εταιρείες είναι επίσης και τέτοιοι γίγαντες της παγκόσμιας βιομηχανίας αυτοκινήτων, όπως είναι οι Renault και Iveco.

Οι ειδικοί και οι επισκέπτες της ΄Εκθεσης στο Νίζνι Ταγκίλ θα μπορούν να δουν πάνω από 300 εκθέματα. Στο πλαίσιο της Έκθεσης θα γίνουν 10 διασκέψεις. Η 8η Διεθνής Έκθεση Εξοπλισμών στο Νίζνι Ταγκίλ στην οποία ήρθαν ήδη αντιπροσωπείες 37 χωρών του κόσμου θα διαρκέσει ως τις 11 Σεπτεμβρίου.(Προχθές)

Η Τουρκία ξεκινά παραγωγή πυραύλων.

Δύο τουρκικές κρατικές εταιρείες αμυντικού υλικού έχουν αναφέρει σημαντική πρόοδο σε αυτό που οι αναλυτές αναφέρουν ως ανάπτυξη προγράμματος πυραύλων για μαχητικά αεροσκάφη,γράφει η εφημερίδα ΧΟΥΡΙΕΤ.
Στις ααρχές Ιουνίου , η εταιρεία TUBITAK Sage, κατέθεσε το λειτουργικό πυραύλων στο Επιστημονικό και Τεχνικό Συμβούλιο Έρευνας.

Έναν απ΄ αυτούς τους νέους πυραύλους παρουσίασε κατά τη διάρκεια της αεροπορικής επίδειξης στη Σμύρνη για την 100η επέτειο της ίδρυσης της τουρκικής Πολεμικής Αεροπορίας.

Ο πύραυλος , με βεληνεκές 180 χιλιομέτρων, σχεδιάστηκε και αναπτύχθηκε από τούρκους μηχανικούς . Το πρόγραμμα ξεκίνησε το 2006.
Ο πύραυλος stand-off μπορεί να χρησιμοποιηθεί κατά χερσαίων και ναυτικών στόχων. Διαθέτει σύστημα καθοδήγησης GPS.
Στο μέλλον, ο πύραυλος θα μπορούσε να αντικαταστήσει πυρύλους που σήμερα η Τουρκία αγοράζει από τις ΗΠΑ για τα F-16 Block 40 και F-4E.

Η εταιρεία σχεδιάζει επίσης να πιστοποιήσει τους πυραύλους της την πυραυλική για μελλοντικγια χρήση στο F-35 Joint Strike Fighter II Lightening.

Η Τουρκία είναι μέλος της πολυεθνικής κοινοπραξίας που παράγει το F-35 και έχει αγοράσει 100 αεροσκάφη αξίας περίπου 14 δισεκατομμυρίων δολαρίων.
Νέο πύραυλο
Σε μια παράλληλη προσπάθεια, η κρατική εταιρεία κατασκευής πυραύλων Roketsan ξεκίνησε μια εγχώρια παραγωγή πυραύλων το Μάιο, που θα μπορούν να χρησιμποιηθούν από τα AH-1W Super Cobra επιθετικά ελικόπτερα.
Η Roketsan μιλά για πλήρη σχεδιασμό και ανάπτυξη στην Τουρκία και κάνει λόγο για πύραυλο υψηλής τεχνολογίας.

Τον ονόμασε Cirit (ακόντιο στα τουρκικά) και έχει σχεδιαστεί για να χτυπά ελαφρά θωρακισμένα.
Ο Cirit θα χρησιμοποιείται στα ελικόπτερα T-129, την τουρκική έκδοση του AW-129 .
Ένα στέλεχος της εταιρείας, δήλωσε ότι ο σχεδιασμός και η ανάπτυξη ολοκληρώθηκαν το 2010 και ότι η μαζική παραγωγή θα ξεκινήσει φέτος.
onalert

Aces High on the Flight Deck

On an aircraft carrier's flight deck, smooth and efficient operation of fighter squadrons is the trump card.Kev Mathieson, former lieutenant commander flying on the UK's HMS Illustrious, to find out how a combination of equipment, procedures and training are crucial to keep a naval air armada ready for take-off.


Despite the ongoing debate over their cost and relevance today, aircraft carriers remain prized assets on the inventories of navies around the world. China recently announced the construction of its first carrier - arguably the worst kept secret in modern military history -while work continues on the UK's next generation Queen Elizabeth Class.

At the same time France's Charles De Gaulle is in action enforcing the UN no-fly zone over Libya, proving quite clearly that carriers continue to have a major role to play, both symbolically and practically.

An efficient flight deck is a vital component of the successful operation of an aircraft carrier, and this immensely technical and high-pressured job requires well-trained staff working with the best possible equipment. Gareth Evans caught up with Kev Mathieson, MRAeS, cfs, formerly of the Royal Navy, who is now the Managing Director of the UK-based Helidecks Training Solutions Ltd, to get an insight into what it takes to keep an air armada ready for takeoff.

Gareth Evans: What was your background with aircraft carriers?
Kev Mathieson: I have been involved with aircraft carrier operations since 1985, when I was a young Royal Navy Sea King Pilot. During my career I served as Lieutenant Commander Flying on HMS Illustrious, and in that role effectively ran the flying program, flight deck, air traffic services and ensured the ship was in the right place to enable air operations to commence. My last job in the Royal Navy was in Navy Headquarters, as the man responsible for ensuring that the three aircraft carriers stayed as 'worked up' as possible, the equipment was in good shape and the crew training was appropriate to the task and on time.

I have continued my role in the reserves since leaving. There is a shortage of carrier operations experience in the Royal Navy, so it made sense for me to stay on in some capacity.

"Providing the right clothing and protective wear for the right environment is essential."GE: What makes for an efficient flight deck?
KM: It's a broad subject. Carrier flight deck operations are divided into two parts. The ship's air department is responsible for running the flight deck and enabling the aircrew to arrive on target on time with the correct weapon fit, and then of course there's the aircrew and aircraft of the embarked squadrons. Both elements interact very closely and it takes time to bring both together to peak efficiency.

Flight deck efficiency rests on a combination of equipment, procedures and training.

GE: How do you strike that balance?
KM: The first thing a nation must ask itself prior to starting carrier operations is exactly what capability or effect it is looking to generate. Most nations instead start with the equipment first, which is the wrong way to go about things. For instance, it is no good fitting a state-of-the-art night lighting system with NVG [night vision goggles] capability if the aircrew or aircraft will never be able to use it.

GE: And once you've defined that capability?
KM: Defining the capability enables equipment, procedures and training to be developed. The efficiency of flight decks is a combination of all three - the right equipment that allows the tasks to be completed easily and safely, procedures that are easily understood and are safe, and the proper training of air and ground crews. The latter is probably the most expensive in terms of through life costs, and it is seldom 100% correct.

GE: Why is maintaining a flight deck training system so expensive?
KM: Training systems always lag behind due to the inertia in course-ware design and simulations systems, and sometimes because of a lack of understanding of the end user requirement. Maintaining a training system for flight deck crew is expensive.

GE: You mentioned simulation systems. How much use is made of them?
KM: Although some elements can be done by simulation, aircraft moving in confined spaces, marshalling, and tie down and maintenance procedures in the main can only be done by working with real aircraft, in a layout that resembles a carrier flight deck.

GE: So real experience remains vital?
KM: Of course. Working up a carrier flight deck team to peak efficiency can only be done with interaction with real aircraft. This is normally achieved by an air wing embarking ahead of an exercise or operation to work up together all the skills required to maintain high tempo deck operations. Bedding, feeding and inducting new squadron ground crew takes time, and for many this may be their first taste of life at sea.

Additionally being able to repair aircraft, move them to the correct position with the correct armament also takes practise especially in inclement weather and high sea states. This element of training needs constant feeding to ensure all the crews operate safely. Aircrew particularly can't just turn up and fly to a deck. It takes some skill to operate day and night to a carrier flight deck and the correct simulation and shore based work up package is required.

When the normal churn that takes place with personnel swapping jobs within an air wing or vessel is added to the equation, ongoing training to maintain peak operational fitness is a constant battle and needs much care and attention.

"Flight deck efficiency rests on a combination of equipment, procedures and training."GE: How big a role does equipment play in the mix?
KM: Equipment has to be well thought out and thoroughly tested for reliability. Providing the right clothing and protective wear for the right environment is essential and although this sounds obvious, few navies think this through. Temperate wear in a hot environment saps strength, is uncomfortable and has a huge effect on morale. The same can be said when operating in North Atlantic conditions and being cold and wet for an eight-hour watch. Lighting systems, both conventional and NVG, should reliable be too, and aid both aircrew and ground crew - and that's not always the easiest of compromises.

Changing and updating these systems can be both expensive and time consuming, particularly if the initial fit is not up to standard.

GE: Aircraft and technology have changed greatly over recent decades. How has this affected flight deck operations?
KM: Actually, little has changed overall in flight deck operations over the past 30 years for both VSTOL [vertical and/or short take-off and landing] and conventional aircraft. Although the aircraft have become far more sophisticated, the way they launch and recover is very much the same. However, the procedures are better thought through, and overall much safer, but that is a product of proper safety assessments that have taken place post accidents.

GE: Do you think that will remain so, or are there changes to come as defence threats evolve and technology develops?
KM: I believe that the way we launch and recover aircraft will, as far as the vessel is concerned, change little. The biggest changes will come with the next generation of fighter. Autoland systems, new more sophisticated weapon fits and, of course, the maintenance that is essential to keep the aircraft airborne will radically change the way squadrons are manned and operated. This will have a knock on effect into the vessel in terms of air operations provision, weapon supply and maintenance support functions.

However, on the flight deck, I don't believe operations will change significantly until someone thinks of a radically new way to launch and recover aircraft

National Institute for Nuclear, Chemical and Biological Protection - CBRN Solutions Testing

The National Institute for Nuclear, Chemical and Biological Protection (SUJCHBO, vvi.) is an ISO-certified public research institution with more than 50 years of experience in safety and security related issues at national and international level (PASR - IMPACT, FP7 - CBRNE map, TWOBIAS, PRACTICE and EDA projects). Its main activity is research, development, education and training in the field of protection against CBRN agents and materials, including physiological testing under extreme conditions.

CBRN testing for the defence industry
Three specialised departments with accredited laboratories and an explosive testing facility constitute the core part of the institute. The SUJCHBO is a holder of all relevant licences and permits, making it possible to handle otherwise prohibited chemical and biological agents or toxins and to test their impact on various appliances and systems.

The institute is capable of providing, inter alia:

Consultancy for legal and natural entities
Development and execution of accredited and non-accredited tests
Medical examination and monitoring of persons under extreme conditions
Behavioural studies of tested systems and validation of various models
It can be presumed that all future military or security-related products will be competitive only if they satisfy the customers' comprehensive needs. The requirements for their functionality, performance, reliability and other indicators in CBRN environments, in different climatic conditions, etc., will always be an integral part of technical specifications.

The institute supports Czech and foreign companies (e.g. TNO, Bruker Daltonics, MSA Auer, Kärcher, Dycor, etc.), and offers the services and/or facilities described below to the relevant producers and/or end-users.

Laboratory testing of CBRN agents and materials
The institute's laboratories (toxicological laboratory, BSL3 and BSL4 laboratories) enable the evaluations of:

Resistance of personal protective equipment to toxic agents (CWA and TIC), gas-resistance and effectiveness of various technical means in a CBRN environment
Sorption capacity and resistance time of protective filters and materials
Sensitivity and selectivity of detection equipment
Monitoring of persons under extreme conditions
Monitoring of persons under extreme physical, psychological and climatic loads can be provided in an accredited laboratory modelling the conditions in different climatic zones and/or in various working environments. The laboratory can also be utilised to facilitate development of protective equipment and for computerised evaluation of microclimatic conditions. The following parameters can be pre-set in the chamber of 33m³ volume:

Temperature ranging from -35°C to +70°C
Relative humidity 0-100%
Wind speed 0-5.5m/s
Radiating heat can be simulated additionally.

Testing and examination is focused on:

Medical selection of the individuals capable to perform strenuous work under extreme climatic conditions and/or their adaptation to the pre-set parameters
Monitoring of persons wearing personal protective equipment and their behaviour under long-term work load
Evaluation of personal protective equipment and other devices.
Large-scale chemical and biological agent effects testing facility
The most important experimental building is a large-scale airtight multi-purpose testing facility for the research of overall behaviour of selected chemical and biological agents and the evaluation of their effects on materials and complex systems. Verification of the theoretical and laboratory results in large-scale conditions is one of the research priorities not only of the institute but many other organisations in the Czech Republic and in the EU.

The testing room of more than 4,500m³ volume is currently operational for non-pathogenic biological agents and surrogates. After planned enhancement it should correspond to BSL 3 facilities and should be able to perform experiments with any of the scheduled chemicals according to the Chemical Weapons Convention.

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Τεχνολογία: Τα αεροπλάνα του μέλλοντος

Έχοντας αυτονομία να πετάει συνεχόμενα για τρεις εβδομάδες αλλά και την δυνατότητα να απογειώνεται και να προσγειώνεται οπουδήποτε υπάρχει επίπεδη επιφάνεια, ανεξάρτητα από το αν πρόκειται για άμμο, χιόνι ή νερό, το Hybrid Air Vehicle P-791 είναι σίγουρα ένα από τα πτητικά μέσα του μέλλοντος!

Το υβριδικό όχημα αέρος που βλέπετε στη φωτογραφία αλλά και στο βίντεο που ακολουθεί μπορεί να μεταφέρει φορτίο με τεράστιο βάρος, ακόμη και τόνους καυσίμων και ορυκτών, σε δυσπρόσιτες περιοχές, να πραγματοποιήσει επιχειρήσεις ανθρωπιστικής βοήθειας σε μέρη που έχουν πληγεί από φυσικές καταστροφές, ενώ διαθέτει ακόμα και κάμερες που μπορούν να χρησιμοποιηθούν για αεροκατασκοπεία.

Καταναλώνει 25% λιγότερα καύσιμα από τα υπάρχοντα αεροσκάφη και μένει να δούμε σε πόσα χρόνια θα δούμε αρκετά τέτοια πτητικά μέσα να χρησιμοποιούνται ευρέως.

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Blackswift: USA's response to threats from China and Russia

The United States decided to breathe new life into the previously frozen project of Blackswift hypersonic aircraft. The Pentagon has been dreaming lately about the appearance of non-nuclear weapons, which could quickly (within two hours) strike any object in any part of the globe.
Such ideas appeared during the Cold War era, although they were mostly about the creation of hypersonic missiles. According to DARPA, the Pentagon planned to have such weapons ready already in 2010. It goes about the building of the so-called Common Aero Vehicle flying bomb, which would carry a 450-kilo warhead and be capable of striking targets within the radius of 5,500 kilometers. The USA tested hypersonic missiles in May of 2010.

The Pentagon was also actively working to create reusable aircraft. US officials stated that they had achieved considerable progress in the field during the years of the Cold War as they created the SR-71 reconnaissance aircraft, which could develop the speed of 3 Max.

Nowadays, it goes about the creation of faster vehicles. According to Falcon project, it is planned to develop a hypersonic vehicle that would be capable of taking off from common air bases and striking any targets within the radius of 16,700 kilometers in only two hours.

Twelve leading companies were working on the project. Some of them received multi-billion orders from the Pentagon. It took quite a long time for positive results to appear. In 2001-2002, a number of tests was conducted, but they ended with a failure. It particularly goes about the X-43A aircraft, the declared speed of which exceeded the speed of sound seven times. However, the aircraft crashed during the take off in July of 2001.

The Americans continued the research. In 2007, DARPA started working on the prototype of the unmanned Blackswift aircraft, which would fly at the speed of 6 Max and stay invulnerable to modern air defense systems. Blackswift could become a platform for launching space vehicles. It could also be used as reconnaissance and bomber aircraft.

Billions of dollars were assigned for its development, but the works were shelved in October of 2008 as a result of the world financial crisis. Many thought that the project would never come back to life, but now it seems that Blackswift is breathing again. The project will continue to develop on the base of SR-71 strategic bomber and X-51 spacecraft.

According to Ares blog, the Blackswift program is being reanimated indeed. DARPA will take into consideration the experience of 2010: the first successful flight of the X-51 hypersonic missile, the unsuccessful launch of the HTV-1 hypersonic drone and the orbital flights of reusable X-37B spacecraft.

America plans to build the first prototype of Blackswift aircraft by 2016. The vehicle is likely to be passed into service during 2021-2025. There are many hidden rocks on the way to the implementation of such an ambitious project. Among them is the possibility to receive required materials for the production of the vehicle. The Blackswift engine raises even more questions.

Some experts ironically say that one should install engines of three different types to make the aircraft fly at the speed of 6 Max. A turbojet engine would be needed for the take off and initial acceleration. A jet engine would then be needed for the plane to develop the declared hypersonic speed. Finally, the vehicle should be equipped with a supersonic combustion ramjet to continue flying at this speed.

American engineers hope to solve these problems and create a compound engine which would switch between several modes during operation.

Pavel Zolotarev, deputy director of the Institute for the USA and Canada of the Russian Academy of Sciences, believes that it goes about the further development of the hypersonic weapons program.

"The Pentagon is first and foremost interested in building the so-called expendable component, i.e. the missiles which do not fly on the ballistic trajectory. The Americans say that with this weapon it will be possible to destroy terrorists more effectively. It is not really clear, though, why they need to build hypersonic aircraft - hypersonic missiles would be enough.

"I believe that the Americans do not want to restore the original Blackswift project. Perhaps, they are developing a vehicle, which would destroy enemy's satellites in space. At any rate, the appearance of such news raises serious concerns because hypersonic reusable aircraft pose a serious threat to other countries, rather than to terrorists. Most likely, this will make Russia and China think of taking adequate measures in response.

"It will take the USA at least ten years to implement such a project. The Americans have not found a solution to the heat protection problem of high-speed aircraft. Taking into consideration the crisis in the funding of new defense programs, one may presume that the Americans indulge in wishful thinking saying that the fleet of hypersonic aviation will be ready in 2021.

Konstantin Sivkov, the first vice-president of the Academy of Geopolitical Problems:

"The reanimation of the hypersonic vehicle program is based on China's activities to test its own fifth-generation fighter jet. The Americans hope to get hold of a new trump card while the Chinese work on their new defense program. This project originally appeared as a response to the growing threat from China.

"The Western civilization, including the United States, demonstrates its inability to handle modern challenges. During the recent decades, the Western civilization has been demonstrating only visibility of its prosperity, which was based on establishing control over primary resources of the planet. This gave the West an opportunity to give high living standards to citizens of Europe and the USA.

"Nowadays, the situation has changed. Brazil, India and China increase their international role and influence. Just a few sources of raw materials have been discovered, while the competition to control those sources has become stronger. To put it in a nutshell, the Western civilization is no longer capable of giving high standards to the countries of the golden billion, and the situation there will continue to worsen gradually.

"The Americans believe that their new hypersonic weapons will minimize possible threats from both Russia and China. As recent experience shows, the projects are quite realistic. However, it will take them years to get the projects into shape. Russia and China may use this time to think about responsive measures. In Russia, it will be possible only if we have professionals at the head of the national armed forces. For the time being, we spend up to ten billion rubles to purchase elite cars for generals, hundreds of millions of euros to purchase Mistral vessels, which no one needs in the country, and we don't think of the future at all," the expert said.

Sergei Balmasov
Pravda.Ru

http://english.pravda.ru/world/americas/19-01-2011/116571-blackswift-0/

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