美国SR-71“黑鸟”超音速侦察机

兔子先生

它的载弹量可以比轰炸机吗？？

山山

怎么说它是目前无敌的呢？是不是够扁，所以闪的快？

lowky

谢谢凌静交友兄。你的资料在哪儿找的？我是一名yf-23迷。稀望她能败部复活。
兔子兄，她是战机啦，炸蛋可载但不多。fb-23 才会多载一点。

宁静交友

原帖由 lowky 于 29-12-2005 06:03 PM 发表
谢谢凌静交友兄。你的资料在哪儿找的？我是一名yf-23迷。稀望她能败部复活。
兔子兄，她是战机啦，炸蛋可载但不多。fb-23 才会多载一点。

不客气
呵呵

我这些资料是。。。去 google输入 yf-23, yf-23 战机，然后再一个一个整理，综合出来的
呵呵

YF-23,不久后就会复活了，放心
呵呵

她如果放一颗 B-61 核弹 就等于其他传统轰炸机了
不过不好啦，要和平。。。。

[ 本帖最后由 宁静交友 于 29-12-2005 06:19 PM 编辑 ]

即使复活也是以另一种形态

lowky

fb-23 还是 fb-23。 她的美可不是盖的（这是指yf-23)。

花脸

原帖由 亮帅 于 26-10-2005 03:03 PM 发表
打下它? 到机场内用棍子打吗?

不是啦，是靠嘴巴吹牛皮吹下来的。

宁静交友

A- 10是美国费尔柴尔德公司为美空军研制的亚音速近距空中支援攻击机，主要用于攻击坦克群和战场上的活动目标及重要人力点，是目前美国空军的主要近距空中支援攻击机。1966年美国空军提出研制新型攻击机计划，1970年3月选中方案，原型机于1972年5月首次试飞。经与诺斯罗普公司的A－9原型机及已服役的A－7攻击机两次对比竞争试飞，至1974年底A－10才被批准投入生产。1975年生产型A一1OA交付使用。A－10采用平直机翼、双垂尾布局。该飞机的低空亚音速性能好；生存力高，座舱周围有“澡盆”式厚度为3.8厘米的防弹装甲，机身腹部的装甲厚5厘米，全机装甲总重55O千克，可承受23毫米炮弹的打击，此外还有结构简单，反应灵活，短距起落等优点。在1991年l～2月的海湾战争中，有120架A－10参战，该机在反坦克中发挥了很大的作用。至1984年3月AIO停产，费尔柴尔德公司共向美国空军交付707架。至1979年底，A－IO的研制费为3285亿美元，A－10A的单价为 1250万美元（1983年美元值）。
  

动力装置
　　两台通用电气公司的TF34-GE-10O涡扇发动机，单台最大推力为40.9千牛（4175公斤）。

主要机载设备
　　平视显示器，战术突防设备，与激光目标识别器配合使用的武器投放设备，“幼畜”空对地导弹和“响尾蛇”空对空导弹发射设备，X波段应答器及主动和被动式电子对抗设备等。

武器
　　一门30毫米GAU－8／A 7管速射机炮，备弹1350发，可击穿较厚的装甲，主要用于攻击坦克和装甲车辆。11个挂架，最大外挂载荷7250千克。典型的挂弹方案有：28颗 MK80炸弹；20颗“石眼”Ⅱ集束炸弹，若干CBU－52／71／38／7O子母弹箱；6枚AGM－65“幼畜”空对地导弹和两枚AIM－9E／J响尾蛇”空对空导弹；4个火箭发射架等。

尺寸数据
　　翼展17.53米，机长16.26米，批高4.47米，机翼面积47.01平方米、展弦比6.54、相对厚度12％，主轮踞5.25米，前主轮距5.40米。

重量数据
　　使用空重11320千克，最大起飞重量22680千克，正常起飞重量20032千克，燃油量（机内）4853千克，（副油箱）3 X 2270升。

性能数据
　　限制飞行速度 834公里／小时，作战飞行速度（高度1500米，带6颗MK82炸弹）713公里／小时，巡航速度（高度1525米最大起飞重量）623公里／小时，实用升限9144～11000米，近距支援活动半径463公里，纵深攻击活动半径1000公里，转场航程4850公里，起飞距离（最大总重）1372米、（前线机场起飞重量）422米，着陆距离（最大总重）762米、（前线机场起飞重量）325米。


========

宁静交友

A-10/OA-10 Thunderbolt II

The A-10 and OA-10 Thunderbolt IIs are the first Air Force aircraft specially designed for close air support of ground forces. They are simple, effective and survivable twin-engine jet aircraft that can be used against all ground targets, including tanks and other armored vehicles.

The primary mission of the A-10 is to provide day and night close air combat support for friendly land forces and to act as forward air controller (FAC) to coordinate and direct friendly air forces in support of land forces. The A-10 has a secondary mission of supporting search and rescue and Special Forces operations. It also possesses a limited capability to perform certain types of interdiction. All of these missions may take place in a high or low threat environment.

The A/OA-10 aircraft was specifically developed as a close air support aircraft with reliability and maintainability as major design considerations. The Air Force requirements documents emphasized payload, low altitude flying capability, range and loiter capability, low speed maneuverability and weapons delivery accuracy. The aircraft is capable of worldwide deployment and operation from austere bases with minimal support equipment.

Specific survivability features include titanium armor plated cockpit, redundant flight control system separated by fuel tanks, manual reversion mode for flight controls, foam filled fuel tanks, ballistic foam void fillers, and a redundant primary structure providing “get home” capability after being hit. Design simplicity, ease of access and left to right interchangeable components make the A/OA-10 aircraft readily maintainable and suitable for deployment at advanced bases.

The A-10/OA-10 have excellent maneuverability at low air speeds and altitude, and are highly accurate weapons-delivery platforms. They can loiter near battle areas for extended periods of time and operate under 1,000-foot ceilings (303.3 meters) with 1.5-mile (2.4 kilometers) visibility. Their wide combat radius and short takeoff and landing capability permit operations in and out of locations near front lines. Using night vision goggles, A-10/ OA-10 pilots can conduct their missions during darkness.

The A/OA-10 is a single place, pressurized, low wing and tail aircraft with two General Electric TF-34-100/A turbo-fan engines, each with a sea level static thrust rating of approximately 9000 pounds. The engines are installed in nacelles mounted on pylons extending from the fuselage just aft of and above the wing. Two vertical stabilizers are located at the outboard tips of the horizontal stabilizers. The forward retracting tricycle landing gear incorporates short struts and a wide tread. The nose wheel retracts fully into the fuselage nose. The main gear retracts into streamlined fairing on the wing with the lower portion of the wheel protruding to facilitate emergency gear-up landings. The General Electric Aircraft Armament Subsystem A/A49E-6 (30 millimeter Gun System) is located in the forward nose section of the fuselage. The gun system consists of the 30mm Gatling gun mechanism, double-ended linkless ammunition feed, storage assembly and hydraulic drive system.

Avionics equipment includes communications, inertial navigation systems, fire control and weapons delivery systems, target penetration aids and night vision goggles. Their weapons delivery systems include head-up displays that indicate airspeed, altitude and dive angle on the windscreen, a low altitude safety and targeting enhancement system (LASTE) which provides constantly computing impact point freefall ordnance delivery; and Pave Penny laser-tracking pods under the fuselage. The aircraft also have armament control panels, and infrared and electronic countermeasures to handle surface-to-air-missile threats.

The Thunderbolt II's 30mm GAU-8/A Gatling gun can fire 3,900 rounds a minute and can defeat an array of ground targets to include tanks. Some of their other equipment includes an inertial navigation system, electronic countermeasures, target penetration aids, self-protection systems, and AGM-65 Maverick and AIM-9 Sidewinder missiles.

Thunderbolt IIs have Night Vision Imaging Systems (NVIS), compatible single-seat cockpits forward of their wings and a large bubble canopy which provides pilots all-around vision. The pilots are encircled by titanium armor that also protects parts of the flight-control system. The redundant primary structural sections allow the aircraft to enjoy better survivability during close air support than did previous aircraft. The aircraft can survive direct hits from armor-piercing and high-explosive projectiles up to 23mm. Their self-sealing fuel cells are protected by internal and external foam. Their redundant hydraulic flight-control systems are backed up by manual systems. This permits pilots to fly and land when hydraulic power is lost.

The Thunderbolt II can be serviced and operated from bases with limited facilities near battle areas. Many of the aircraft's parts are interchangeable left and right, including the engines, main landing gear and vertical stabilizers.

The first production A-10A was delivered to Davis-Monthan Air Force Base, Ariz., in October 1975. It was designed specially for the close air support mission and had the ability to combine large military loads, long loiter and wide combat radius, which proved to be vital assets to America and its allies during Operation Desert Storm. In the Gulf War, A-10s, with a mission capable rate of 95.7 percent, flew 8,100 sorties and launched 90 percent of the AGM-65 Maverick missiles.
Service Life

The original service life of the A/OA-10 was 8,000 hours, equating to approximately to FY2005. The revised service life was projected out to 12,000 hours, equating to approximately FY2016. The most recent long range plan has the A/OA-10 in the fleet through FY2028, which equates to approximately 18,000-24,000 hours.

A/OA-10 modifications are aimed at improving the A/OA-10 throughout the its service life. All modifications are integrated between ACC, AFRC, and ANG, with the Guard and Reserve often funding non-recurring engineering efforts for the modifications and ACC opting for follow-on production buys. Budgetary constraints are often best overcome by this type of arrangement. Two types of modifications are conducted on the A/OA-10, those to systems, structures and engines, and those to avionics. Structure, system and engine modifications aim at improving reliability, maintainability and supportability of the A/OA-10 and reducing the cost of ownership. Avionics modifications continue the metamorphosis of the A/OA-10 from a day visual flight rules (VFR) fighter to a night-capable integrated weapon system.

A/OA-10 avionics modifications provide for greater interoperability between the Army and Air Force by improving situational awareness, tactical communication, navigation and weapon system accuracy, and providing additional capabilities in the areas of threat detection and avoidance, low-level flight safety, stores management and employment of “smart” weapons. In addition, modifications are sought to reduce cost of ownership and to remove supportability quagmires such as obsolete parts. Modifications to the A/OA-10 are nearly always interdependent—interdependence maximizes combat capability of the A/OA-10 by interconnecting modifications in distributed avionics architecture. Integral to the improvement of the A/OA-10 is a new acquisition strategy centered on a recently acquired prime contractor for the weapon system. The prime contractor will be the integrator of all major weapon system modifications and provide the continuity necessary to accommodate the downward trend in organic manpower and relocation of the System Program Office.

宁静交友

A large portion of the systems sustaining engineering is for contingency use throughout the fiscal year and is utilized to investigate mishaps, resolve system deficiencies, develop engineering change proposals, or to establish new operational limits. Specific requirements cannot be forecast, but general needs can be predicted based on actual occurrences since the A/OA-10 program management responsibility transferred to SM-ALC in 1982. The objectives of the sustaining engineering and configuration management programs are to reduce spares utilization, reduce hazard potentials and to increase the weapon system's effectiveness. Sustaining Engineering is mission critical and will be used to obtain the non-organic engineering services needed to maintain and improve the design and performance.

The A/OA-10 weapon system was originally designed for manual pilot operation and control. In 1990, the aircraft was modified to incorporate the Low Altitude Safety and Targeting Enhancements (LASTE) System. This system provided computer-aided capabilities including a Ground Collision Avoidance System (GCAS) to issue warnings of impending collision with the ground, an Enhanced Attitude Control (EAC) function for aircraft stabilization during gunfire and a Low Altitude Autopilot system, and computed weapon delivery solutions for targeting improvements. The LASTE computer system installation added the requirement for an Operational Flight Program (OFP) to provide the computer control software necessary to perform the above functions.

Commencing in 1999, the A/OA-10 fleet was additionally upgraded with the installation of an Embedded Global Positioning System/Inertial Navigation System (EGI). In conjunction with this aircraft modification, a replacement Control Display Unit (CDU) will be installed with its own separate OFP software.

Operational capability changes, mission changes, latent system deficiencies, and additional user requirements dictate the necessity of periodic OFP block change cycles (BCC) to maintain the weapon system operational requirements. The current BCC includes the LASTE OFP changes, but will additionally require the CDU OFP updates to be accomplished concurrently following the installations of EGI/IDM Modification. Following installation of the original LASTE System, corrections to original system deficiencies, added user requirements, and now the pending EGI modification program have increased the total requirements for the LASTE computer hardware to its maximum design capability. Implementation of the current OFP software change will result in maximum utilization of the computer's memory and throughput, precluding any further operational change requirements from being implemented. In anticipation of this hardware limitation, engineering Reliability and Maintainability (R&M) project was initiated in 1993 to develop options to correct this deficiency. This project is developing an engineering hardware unit, along with an updated OFP software program, for test and evaluation.

The addition of the LASTE system and the pending installation of the EGI/CDU system have greatly increased the complexity of the A/OA-10 weapon system, including the troubleshooting and maintenance requirements. Also, the implementation of the 2-level maintenance system, eliminating the intermediate-level maintenance capabilities at the operating units, has necessitated improved troubleshooting capabilities at the unit levels to maintain the aircraft operational readiness requirements. An Operational Test System (OTS) has been developed to provide a computer test aid for the organizational maintenance units to expedite their maintenance actions. The OTS contains a software test program that requires periodic updates to maintain compatibility with the LASTE and CDU systems, as well as other A/OA-10 avionics systems.

TF-34 engines are essentially two level maintenance via user Queen Bee sites at Barksdale, Davis-Monthan and Shaw AFBs. All ACC aircraft TF-34 engines are repaired at Davis-Monthan or Shaw AFB. Shaw AFB also supports USAFE. PACAF uses a combination of two and three level maintenance; Osan AB utilizes regional support provided at Kadena AB, while Eielson AFB performs Jet Engine Intermediate Maintenance (JEIM) on-sight. Barksdale AFB regionally supports AFRC. The ANG remains entirely supported by base field JEIM shops. Depot level engine maintenance is accomplished by the Navy at Jacksonville NAS, FL. The A/OA-10 has 51 avionics line replaceable units that transitioned to two level maintenance.

The A/OA-10 was designed for user maintenance in all normal maintenance inspections and tasks. This design has been very successful for this aspect and there is every expectation this will continue for the life of the weapon system. The only depot level requirements are Analytical Condition Inspection (ACI) and unscheduled depot level repair.

ACI is a specialized inspection to check areas, sub-systems or parts that are not checked on any periodic basis during normal maintenance. The purpose of the ACI is to find developing problems that might affect the mission or ensure such conditions do not exist. Problems discovered during ACI result in engineering studies that determine appropriate corrective action. There are 11 ACI aircraft selected (by usage, age, flight hours and environment) from different bases and MAJCOMs that are scheduled per fiscal year. The ACIs are accomplished at OO-ALC.

Unscheduled depot repair occurs when an aircraft incident, accident or other unusual occurrence creates a problem beyond the users ability to correct. Such occurrences result in a request from the MAJCOM for depot assistance. Depending on the situation, the aircraft may be inducted into a depot or contractor facility, or a depot or contractor field team may be dispatched to the location of the aircraft.

The A/OA-10 has a requirement for repaint every eight years. The fleet size sets the current requirement to approximately 65 per fiscal year. While this is not strictly a depot requirement, the need for a fixed, specialized and environmentally contained facility limits the user in his choices. The A/OA-10 is primarily painted atOO-ALC; however, Daimler-Benz AG in Germany paints USAFE aircraft. For economic reasons the 11 ACI aircraft inducted into OO-ALC each year are also painted.




Specifications
Primary Function         A-10 -- close air support, OA-10 - airborne forward air control
Contractor         Fairchild Republic Co.
Power Plant         Two General Electric TF34-GE-100 turbofans
Thrust         9,065 pounds each engine
Length         53 feet, 4 inches (16.16 meters)
Height         14 feet, 8 inches (4.42 meters)
Wingspan         57 feet, 6 inches (17.42 meters)
Speed         420 miles per hour (Mach 0.56)
Ceiling         45,000 feet (13,636 meters)
Maximum Takeoff Weight         51,000 pounds (22,950 kilograms)
Range         800 miles (695 nautical miles)
Armament         One 30 mm GAU-8/A seven-barrel Gatling gun;
up to 16,000 pounds (7,200 kilograms) of mixed ordnance on eight under-wing and three under-fuselage pylon stations, including infrared countermeasure flares; electronic countermeasure chaff; jammer pods; 2.75-inch (6.99 centimeters) rockets; illumination flares and:
MK-82 (500 pound bomb)
MK-84 (2000 pound bomb)
MK77 incendiary
10 MK20 Rockeye II (4 - 6 standard load)
10 CBU-52 (4 - 6 standard load)
10 CBU-58 (4 - 6 standard load)
10 CBU-71 (4 - 6 standard load)
10 CBU-87 (4 - 6 standard load)
10 CBU-89 (4 - 6 standard load)
CBU-97
10 BL755 (4 - 6 standard load)
AGM-65 Maverick missiles
GBU-10 laser-guided bomb
GBU-12 laser-guided bomb
AIM-9 Sidewinder missiles


# Systems         AN/ALE-40
# AN/ALQ-119
Crew         One
Date Deployed         March 1976
Unit Cost $FY98
[Total Program]         $13 million





太长了，没办法放进一个帖子，自己去看[补充资料]吧


[ 本帖最后由 宁静交友 于 7-1-2006 10:03 AM 编辑 ]

宁静交友

比起其他的战斗机，我比较喜欢这架，
为什么？

不要看它丑，笨重，慢，古董等等
它可是著名的 “坦克杀手”哦！

它的30毫米GAU－8／A 7管速射机炮，备弹1350发，可以击毁装甲坦克
而且它机枪独特的 声音。。。很酷哦

不知道你们有没有听过它发射子弹的声音呢？

如果没有的话，可以去看看一些以前的海湾战争1和最近的海湾战争2，A-10的出现率很高哦。

不过很多人说它要退休了，有点可惜。。。。。

楼主辛苦了，我到那个网站接着去看了，写的不错哦

宁静交友

原帖由 杀手涧 于 7-1-2006 10:10 AM 发表
楼主辛苦了，我到那个网站接着去看了，写的不错哦

呵呵
终于有人回我了
感谢 ing!!!
哈哈

可惜，其他人很像很不喜欢A-10的，没有人要回贴。。。。

葉孤一座城

我来支持！

目前都是倾向于电子作战，可能这样造成雷电的用途没以前的好。

宁静交友

原帖由 葉孤一座城 于 8-1-2006 01:53 AM 发表
我来支持！

目前都是倾向于电子作战，可能这样造成雷电的用途没以前的好。

哈哈
谢谢

唉，对咯，都是电子作战，害到A-10江河日下。。。。
都快要退休了。。。。。
A-10现在要怎么改来适应现在的电子作战时代都难啊 ，upgrade到不可以再up了

呵呵。
如果真的可以的话，叫美国送一架A-10过来马来西亚这里展览也好
呵呵

电子战在厉害，最后解决问题的，还得是A10，嘿嘿

太空豬

我對它座艙的裝甲印象深刻～～

pfg1group

原帖由 宁静交友 于 8-1-2006 02:03 AM 发表


哈哈
谢谢

唉，对咯，都是电子作战，害到A-10江河日下。。。。
都快要退休了。。。。。
A-10现在要怎么改来适应现在的电子作战时代都难啊 ，upgrade到不可以再up了

呵呵。
如果真的可以的话，叫美国 ...

短期内如果APACHE还不调整战术, 继续被打下来的话, 他们还会继续是打击装甲部队的主力

几个月前在澳洲悉尼海军港口拍摄到的照片。
由于恐怖分子事件， 如今美军航母与一切战舰都不让民众登上。

分享一下部分的所谓 ‘航母’
CV-62 U.S.S KITTY HAWK






[附加照片]
2003年在澳洲悉尼的Navy Open day 拍摄的照片。
暂放一张， 其他照片在往后的日子里上传

澳洲海军战舰。。。名字真忘记了。。。
夏叶兄登上 HMAS XXXXXX 控制室



夏

宁静交友

凱夫拉 Kelvar



人體裝甲挑戰現代槍械

    今天的防彈頭盔和防彈衣至少可以抵擋軍用大威力手槍以及衝鋒槍鋼芯彈的攻擊，稍好一點的可以抵禦突擊步槍鋼芯彈的攻擊。研發新一代槍彈、槍械以對付未來的人體裝甲已不可避免。

    金庸武俠小說中，黃蓉、韋小寶和小龍女等人都有過刀槍不入的背心或者手套，它們都是世所罕見的寶物。

    但今天，他們這些寶貝衣服和手套已經一點也不稀罕——用於防彈的人體保護服一般都能抵擋刀具的劈砍、穿刺、切割。即便是單層的凱夫拉布，家用利刀既切割不開，也砍不破，普通的利剪也無法將其剪斷。利用這個特性，將凱夫拉布製成手套，戴上它可以抓碎玻璃，也可以抓對手的刀刃，而自己的手絲毫不會受傷。

    防彈背心、防彈衣、防彈頭盔和防地雷靴等防護裝備，如今被專業人士統稱為人體裝甲。多年前，在美國就出現了犯罪分子穿戴重型人體裝甲與警察對抗的惡性案件。當時警察的手槍和衝鋒槍都不能擊穿犯罪分子的重型人體裝甲，警察不得不從附近借來大威力步槍,才最終制服了犯罪分子。這是警察槍械近百年來首次失效，其影響極為深遠，給國際警界以巨大衝擊。

    從盔甲到尼龍防彈衣

    其實，人體裝甲的歷史已經很久遠了。中國數千年前就開始使用各種盔甲防護人體，其中用許多層堅固的絲綢縫制的軟質盔甲，與現代軟質防彈衣的原理幾乎完全一致。不過蠶絲的抗拉強度遠低於今天的超級纖維，絲綢縫制的軟質盔甲只能防禦能量比槍彈小得多的箭簇。近代以來，隨著大威力槍彈的普遍使用，老式盔甲基本退出戰場。

    1905年日俄戰爭期間，日軍就大量使用過鋼板盾牌，但效果不明顯。第一次世界大戰中，各國軍隊開始普遍裝備鋼盔，這可以減少5%的傷亡。

    抗日戰爭中，中日雙方軍隊都配備有鋼盔，當時中國軍隊從德國原裝進口的數十萬“德國佬”鋼盔迄今仍是世界上最精良的鋼盔。日軍還把搶來的土布(比“洋布”強度高)裹在身上許多層，抵擋刺刀、大刀和長矛的殺傷，有一定效果;部分日軍還配有鋼制防彈背心。

    二戰中，蘇軍也少量配備過鋼制防彈背心，美軍則曾給轟炸機乘員裝備過尼龍防彈衣。當時最堅固的纖維就是尼龍，美軍把許多層尼龍布疊起來就製成尼龍防彈衣，它可以減少高炮彈片對轟炸機乘員的殺傷。

    朝鮮戰爭中，美軍除了裝備這種尼龍防彈衣之外，還裝備了一種用硬鋁板加強的防彈衣。這兩種防彈衣削弱了炮彈、手榴彈破片的殺傷效果，是美軍傷亡較少的原因之一；同時用硬鋁板加強的防彈衣可以抵擋刺刀的殺傷，但當時刺刀戰已不普遍，所以這沒有引起太大注意。

    實戰證明美軍當時的尼龍布和用硬鋁板加強的防彈衣以及鋼盔，都不能抵擋手槍、衝鋒槍發射的初速高達450米/秒的托加列夫7.62毫米槍彈的射擊，這是當時人所共知的，北京軍事博物館現在還陳列著當年被擊穿的美軍防彈衣和鋼盔。大概也因此，一些老人對防彈衣和鋼盔等防彈裝備一直有些輕視。

    越南戰爭中，美軍曾估計其B-52重型轟炸機和重炮最少將炸死數百萬越軍，但越軍實際損失卻小得多，原因之一就是越軍使用了土制人體裝甲。最初，越軍用竹子等編成堅固的鍋蓋狀物體，綁在前胸和後背，雖然難看，但抵擋炸彈碎片極為有效。同期的美軍也裝備有新一代尼龍防彈衣，有的還配備陶瓷防彈插板，其原理和結構同今天的人體裝甲幾乎完全一致。戰爭末期，在越南的要求下，中國也開始生產尼龍和玻璃鋼防彈背心，並提供給越方。

    “超級纖維”革命

    今天的人體裝甲可以抵抗各種衝鋒槍，乃至重型機槍的打擊，絕大多數人對此難以置信，因為他們不了解過去35年內發生的一場纖維革命。

    過去數十年間，傳統材料，無論是合金鋼還是其他金屬材料，其強度提高都非常有限。1971年，美國杜邦公司試製成功PPTA纖維，註冊商標為“凱夫拉(Kevlar)”。

    該類纖維外觀呈黃色。“凱夫拉”的強度是高強度合金鋼的5倍，是一種名副其實的超級纖維。在它的影響下，高強度聚乙烯纖維、碳纖維和硼纖維等其他種類超級纖維紛紛亮相，並走向實用化，掀起了一場材料革命。

    最初，超級纖維成本高昂，主要用於火箭、導彈等高價值武器上，並沒有用於人體裝甲。但是從古到今，人們一直用強度最高的纖維製作人體裝甲，所以在超級纖維價格降低後，用於人體裝甲成了必然。

    超高強度的“凱夫拉”纖維用於人體裝甲，立即掀起了人體裝甲領域的一場革命。本來，僅僅要擋住槍彈並不很難，但在過去，人體必須要為此承擔巨大的重量。第一次世界大戰中，一款鋼制人體裝甲重量超過40公斤，一般人根本難以承受。“凱夫拉”大大地減輕了人體裝甲的重量。自從現代槍械出現以來，人體可以輕鬆承受的軟質人體裝甲首次抵擋住了槍彈，給軍人的感覺就像神話傳說一樣神奇。

    過去很長一段時間裏，世界範圍內人體裝甲專案幾乎不可能從投資人和官員手中獲得任何資助;“凱夫拉” 人體裝甲的成功，使得各個國家都開始投入鉅額資金髮展這種新型裝備，各種性能的人體裝甲層出不窮。

    超級纖維也有局限

    如今人體裝甲的主要材料是“凱夫拉”纖維或高強度聚乙烯纖維。完全用“凱夫拉”或高強度聚乙烯纖維製作的軟質輕便人體裝甲，舒適性最好，但只能防民用小威力手槍。

    同樣的纖維製作的半軟質人體裝甲，舒適性和防彈能力均達到中等。例如荷蘭的DSM 公司使用高分子量聚乙烯纖維織物製成的防彈插板，根據保護部位可分為胸/背插板、腹插板和頸插板，完全可防M16系列小口徑突擊步槍鋼芯彈的攻擊，而其重量很小，採用全部插板後，防彈衣的重量也不超過10千克，卻使士兵的生命得到了極大的保障。

    軟質和半軟質人體裝甲的缺點是，即使擋住了子彈，也容易給使用者造成內傷。要更可靠的抵抗大威力槍彈，往往需要在“凱夫拉”或高強度聚乙烯纖維製作的人體裝甲上增加硬質“凱夫拉”或高強度聚乙烯纖維插板，或陶瓷防彈插板。但這些堅硬的防彈插板根本談不上舒適性。同時陶瓷防彈插板易碎，在同一個部位只能抵抗一次槍彈打擊。

    現今中國的銀行警衛和警察往往裝備鋼制頭盔和防彈背心。這首先是因為它們售價低：用“凱夫拉”之類超高強度纖維製作的防彈頭盔單價最少要人民幣1000元以上，同類防彈背心單價最少要人民幣數千元；而相應級別的防彈鋼盔單價只要約 200元，鋼制防彈背心單價大約500～800元。

    當然，達到同樣的防彈能力，鋼制人體裝甲比“凱夫拉”之類超高強度纖維製作的要重幾倍，但很多銀行警衛們表示，他們穿戴多年後已經習慣了這份重量，早沒有負重的感覺。

    鋼制人體裝甲也有它的優點，首先，只要它未被擊穿，子彈一般就難以給使用者造成內傷；同時，它在一個部位往往能抵抗多次槍彈打擊。

    俄羅斯和德國也少量採用鈦合金人體裝甲，它具備鋼裝甲的優點，同時重量只有鋼裝甲的一半，但仍比“凱夫拉”重不少。鈦合金裝甲還有一個奇異的“本領”，就是經常能把射來的子彈粘在裝甲表面。

    中國目前有眾多人體裝甲生產工廠，世界上已有的各種人體裝甲幾乎都有生產，防M16系列突擊步槍的國產防彈衣重量約7.2千克。人體裝甲中超級纖維至關重要，目前中國也已經能夠生產。

    槍械被迫改進

    過去，由於目標特性長期未有變化，所以各國軍隊槍械的使用壽命往往特別長，這和頻繁更新的其他武器形成鮮明對比。例如美軍的M1911年式手槍“年過90”，現在美軍特種兵仍在世界各地使用；名揚世界的Ak-47突擊步槍年過半百，威風仍不減當年；而法西斯時期的德國MG42機槍今天仍是部分國家陸軍的火力骨幹。

    最終動搖槍械長壽傳統的是人體裝甲出人意料的快速發展。

    近年，由於人體裝甲技術的進步、售價下降以及迅速而廣泛的裝備，讓軍警槍械首次面臨嚴峻的、也許是致命的挑戰。

    目前的民用防彈頭盔和防彈衣至少能抵擋警用手槍普通彈的打擊；包括許多非洲窮國在內，世界上許多國家軍隊都已裝備了防彈衣和防彈頭盔，它們至少可以抵擋54手槍等軍用大威力手槍以及衝鋒槍鋼芯彈的攻擊；稍好一點的可以抵禦突擊步槍鋼芯彈的攻擊。

    近年的多次地面戰爭中，美國為首的西方國家軍人戰死極少，其中很大一個原因就是人體裝甲的進步。實戰已經充分暴露了現有槍械威力不足的致命問題。隨著技術的發展，未來人體裝甲的防護等級、防護面積都將進一步提高，軍警現有的刺刀、匕首、手槍、衝鋒槍以及步機槍的作戰效能將極大縮水，甚至基本失效。

    現有的小口徑槍彈存在嚴重缺陷。最初，美軍的小口徑槍彈易受風偏影響，惡劣天氣裏射擊精度不能滿足要求；同時威力不足，有時在300米距離內不能穿透老式美制鋼盔，遠距離甚至不能穿透厚實的冬裝。

    正因如此，近年來美軍已經開始在實戰中使用2002年開始秘密研製的6.8毫米特種槍彈。槍械專家預計，未來6.8毫米可能成為美軍乃至西方步機槍的標準口徑。放眼全球，研發新一代槍彈、槍械，對付今天以及未來的人體裝甲已不可避免。


Carbon / Kevlar

FRANCE F2 KEVLAR

Russian Army kevlar helmets.







连bag也。。。。。



[ 本帖最后由 宁静交友 于 27-1-2006 03:34 PM 编辑 ]