Melhor que o F-22 pois consegue voar todos os dias e à velocidade máxima. 
Para mim seria a escolha mais acertada.
Gostaria era de saber, os motivos pelos quais as chefias da FAP, não vão á bola com caças bireactores……..será que é só pelos custos associados ás duas turbinas ??
O facto de possuirmos uma ZEE bem grandinha, não justificaria só per si a aquisição de uma aeronave de interdição c/ duas turbinas ??
Penso que sim quanto mais não fosse por uma questão de segurança acrescida para os pilotos envolvidos, mas isto sou eu a pensar alto.
Abraços
A questão de ter 2 motores torna o avião mais seguro? Pelo que ando a ler trás tantos problemas como benefícios!
'' There’s a popular misconception that a twin-engine aircraft is more reliable/safe. In some rare cases, that might be the case but statistically it is incorrect. When you’ve two engines, you actually double the chances of a mishap/failure. With advancements in technology like computer aided engineering, modern engines have come a long way in terms of reliability. Today, in general twin engine aircraft suffer from more failures compared to their single-engine counterpart.''
For instance, F-15 with PW-229 have 7 Class A mishaps while F-16 with the same engine have zero Class A mishaps till date.
Porque será que na aviação comercial as aeronaves possuem no mínimo dois motores
Será porque são mais bonitas, ou porque são mais seguras, nem vale a pena entrarmos por esse prisma diogo13350.
os problemas que os motores enfrentaram são os problemas que, por exemplo, poderiam acontecer nos F16 ou não ?
As turbinas das duas aeronaves não são as mesmas, para todas as versões.
Development
In 1967, the United States Navy and United States Air Force issued a joint engine Request for Proposals (RFP) for the F-14 Tomcat and the FX. (The FX became the parallel fighter design competition that led to the F-15 Eagle in 1970.)
This engine program was called the IEDP (Initial Engine Development Program). It was funded and managed out of the Aeronautical Systems Division (ASD) at Wright Patterson AFB. Under ASD, a Systems Project Office Cadre was assigned to manage both the FX Aircraft and Engine definition phase. The Turbine Engine Division of the Air Force Propulsion Laboratory was employed in a support role to assist ASD Systems Engineering in evaluations of technical risks. Later upon selection of the F-15 the ASD engineering cadre became the F-15 Systems Project Office.
The IEDP was created to be a competitive engine design/demonstration phase followed with a down select to one winning engine design and development program. General Electric and Pratt Whitney were placed on contract for an approximately 18-month program with goals to improve thrust and reduce weight to achieve a thrust-to-weight ratio of 8. At the end of the IEDP, GE and PW submitted proposals for their engine candidates for the Aircraft that had been selected in the FX Competition. That Fighter was the McDonnell F-15 Fighter. The engine was designated the
Pratt Whitney F-100 engine. The Air Force would award Pratt & Whitney a contract in 1970 to develop and produce F100-PW-100 (USAF) and F401-PW-400 (USN) engines. The Navy would cut back and later cancel its order, choosing to continue to use the Pratt & Whitney TF30 engine from the F-111 in its F-14.[2]
F100-PW-100
The F100-100 first flew in an F-15 Eagle in 1972 with a thrust of 23,930 lbf (106.4 kN).
Due to the advanced nature of engine and aircraft, numerous problems were encountered in its early days of service including high wear, stalling[3] and "hard" afterburner starts. These "hard" starts
could be caused by failure of the afterburner to start or by extinguishing after start, in either case the large jets of jet fuel were lit by the engine exhaust resulting in high pressure waves causing the engine to stall. Early problems were solved in the F100-PW-220, and the engine is still in the USAF fleet to this day.
F100-PW-200
The F-16 Fighting Falcon entered service with the F100-200, with only slight differences from the -100. Seeking a way to drive unit costs down, the USAF implemented the Alternative Fighter Engine (AFE) program in 1984, under which the engine contract would be awarded through competition. The F-16C/D Block 30/32s were the first to be built with the common engine bay, able to accept the existing engine or the General Electric F110.
F100-PW-220/220E
Due to the
unsatisfactory reliability, maintenance costs, and service life of the F100-PW-100/200, Pratt & Whitney was eventually pressured into upgrading the engine to address these issues. The resulting engine, designated F100-PW-220, almost eliminates stall-stagnations and augmenter instability as well as doubling time between depot overhauls. Reliability and maintenance costs were also drastically improved, and the engine incorporates a digital electronic engine control (DEEC).
The F100-PW-220 was introduced in 1986 and could be installed on either an F-15 or F-16.[4] A non-afterburning variant, the F100-PW-220U powers the Northrop Grumman X-47B UCAV. The "E" abbreviation from 220E is for equivalent. The abbreviation is given to engines which have been upgraded from series 100 or 200 to 220, thus becoming equivalent to 220 specifications.
F100-PW-229
The first -229 was flown in 1989 and has a thrust of 17,800 lbf (79 kN) (dry thrust) and 29,160 lbf (129.7 kN) with afterburner. It currently powers late model F-16s and F-15Es.
Using technology developed from the F119 and F135 engine programs for the F-22 Raptor and F-35 Lightning II, the current production F100-PW-229 EEP (Engine Enhancement Package) incorporates modern turbine materials, cooling management techniques, compressor aerodynamics, and electronic controls.[5] Deliveries of the -229EEP began in 2009.
https://en.wikipedia.org/wiki/Pratt_%26_Whitney_F100Blocks Models Engine
1–20 F-16A / B
PW F100-PW-200 25,32,42 F-16C / D
PW F100-PW-220E
30,40 F-16C / D
GE F110-GE-100
50 F-16C / D
GE F110-GE-129 52 F-16C / D
PW F100-PW-229 60 F-16E / F
GE F110-GE-132 Abraços
Votação
