After confirming that this was the edge wing technology, the two research teams finally understood the reason why the Southwest Science and Industry called the navy and air force this time, and it was enough to attract the attention of the army by virtue of the republic's first edge wing aircraft actually put into test flight.

Seeing that the air force guys have occupied the commanding heights and have an unobstructed view of the layout of the plane's wing surface, the navy can't bear it anymore, and is about to stand on the stool, but only to hear the engine turn on the afterburner and roar, and the harsh sound echoes in everyone's ears.

The YZ1, which had already begun to glide slowly, burst out with strong power under the impetus of the afterburner, pushing the aircraft to taxi quickly, and the afterburner could naturally achieve a short take-off.

When the naval research team stood on the stool, the YZ1 had already been out of the dust, and all that could be seen was the turbofan 10 engine spewing a dazzling tail flame, and it was definitely impossible to see what the side wings of the plane looked like.

The J-74 aircraft has been improved from the J-7, the wing surface and air intake have been changed, plus the new airborne equipment and more internal fuel space, resulting in the empty weight of the aircraft from 5.2 tons of the J-7 to 5.6 tons, and the maximum take-off weight is because the J-74 can carry more fuel, and the main wing surface and engine have been improved, reaching 9.7 tons.

The maximum take-off weight of the J-74 reached 9.4 tons, but it does not mean that the YZ1 verification aircraft will have 9.4 tons, the verification aircraft does not need radar, does not need weapon systems, and does not have external objects to destroy the aerodynamics of the wing, and even does not need to load too much fuel, which is enough for flight tests and performances.

As a result, the current YZ1 has only verified a light load of 6.5 tons, while the turbofan 10 engine has an afterburner thrust of 7.2 tons, which indicates that the aircraft has exceeded 1 in terms of thrust-to-weight ratio alone, and it is theoretically possible to climb vertically like a rocket.

Of course, many times it is difficult to climb up like a rocket, even if the thrust-to-weight ratio exceeds 1. On the one hand, the aircraft itself will also have wind resistance, just calculating the weight and looking at the thrust-to-weight ratio to determine whether the aircraft can climb vertically is definitely not enough, on the other hand, such as the performance of the air intake, etc., these will affect the maximum climb angle of the aircraft.

But the current YZ1 verifier is different, with a lot of unwanted equipment removed, and the wing surface is extremely clean. After the plane reached the take-off speed, the test pilot did not pull up, and taxied for some distance, seeing that the plane was about to come.

Only then did he pull the rod up suddenly, and this time the rod could be said to be pulled to the end, and the sharp change in the wing surface caused the aerodynamics to also change, and the whole plane climbed into the air at a near-vertical angle like pulling onions on dry land.

The eyes of everyone watching this scene are about to fall out. This is simply going against the sky, isn't it, when can the planes of the republic have such sufficient thrust, this is considered a vertical climb?

"Is this the benefit of the edge strip wing? It's really extraordinary, tsk."

In fact, vertical climb is not a surprising thing, some third-generation combat aircraft in the case of light load, at the specified altitude at the afterburner supersonic level flight, and then quickly pull up can also achieve vertical climb.

Unlike the YZ1 Demonstrator, the YZ1 is directly in the take-off phase. Came to the dry land to pull the onion, and before the vertical climb did not enter the supersonic flight. Or even just low-subsonic flight.

In this case, it is necessary to climb vertically more horizontally, on the one hand, it is light load, and on the other hand, after the large side strip wing adds to the air intake, it is more suitable for climbing at a super large elevation angle.

After everyone was surprised, the dryland onion pulling still has to be bound by the law of material resources, and the vertical climbing height of the dryland onion pulling cannot be too high. As the plane continued to climb vertically, after only 350 meters of climbing, the pilot could only reluctantly push the rod smoothly.

There is no way, if it continues like this, after the plane pulls onions on dry land. Immediately there will be another 'tail rush' maneuver, where it will be pulled up and then fall back again, of course this cannot happen.

With more than 300 meters of vertical climb on takeoff, the YZ1 has proven to be excellent. The technology of vertical climb was first recognized as the F15 of the United States Empire, and later as long as it is a more reliable third-generation aircraft, as long as the engine is not too wasteful, it can be done under specific circumstances, and of course the Thunder can also be done.

The current YZ1 verification machine made this jaw-dropping action, which naturally blinded the domestic army that had not yet been equipped with the third-generation aircraft, and after changing the climb angle to a smaller one, the afterburner was turned off, and half of the fuel in the fuselage was swallowed by whales.

Fortunately, the performance in the back does not need to open afterburner, and in the vertical climb just now, as long as it shows the strength of the turbofan 10 engine, it is now advertising the large side strip wing.

A variety of large elevation angles climb, and constantly changing maneuvers, as well as ultra-fast momentary hovering, which is too different from the maneuvers done by the previous combat aircraft of the Republic, each action shows that the YZ1 verification aircraft is not the same level as the second-generation aircraft in service in the Republic.

In fact, the YZ1 verification aircraft is a modified standard-level third-generation aircraft, which can be compared with the Mirage 2000 when pulled out, and even the super instantaneous disk indicator has faintly had the shadow of a third-generation and a half-generation fighter.

The difference between the third-generation and a half-generation fighter and the third-generation fighter is actually that the design idea is not to pay attention to the instantaneous disk performance, of course, it is impossible to just look at the instantaneous disk indicators to say that this is a third-generation and a half-generation fighter, but there is certainly no problem in saying that YZ1 is a third-generation aircraft.

This time, the Southwest Science and Industry used the YZ1 verification aircraft to give the army's researchers a lesson to see what is the maneuver of the third-generation fighter, which should let the army take its eyes off the second-generation fuselage, and the third-generation aircraft is urgent.

"Perfect, such maneuverability is simply perfect, I'm afraid there are few third-generation aircraft in service that can do this! Is this really the third-generation fighter made by your Southwest Science and Industry? ”

The people in the army are still very knowledgeable and know that this aircraft is no longer comparable to the second-generation aircraft of the Jian-7, and the big hat of the third-generation aircraft is fiercely buckled on the head of the YZ1.

But my family knows their own business, if we only talk about maneuverability, the current YZ1 demonstrator can indeed meet the standards of the third-generation aircraft, and even surpass, but this is all due to weight reduction and simple configuration brought by the high thrust-to-weight ratio.

After installing the radar and weapon system, the thrust-to-weight ratio will naturally come down, and the YZ1 is just an entry-level third-generation fighter, and there will even be some flaws because of the engine, but the turbofan 10 can be changed or rejuvenated.

But the problem is that the third-generation aircraft also needs to have a more excellent radar, which is the hard flaw, and the Blue Fox radar used by the J-74 is only a second-generation radar.

"The maneuver may be considered to be up to standard, but there are many other requirements for the third-generation aircraft, at least our radar will not meet the requirements, and the road to the third-generation aircraft still needs to be worked on, not to mention that we can't produce the current fly-by-wire aircraft system, which is provided to us by Northrop for this verification machine."

Yang Hui can't deceive himself at this time, just say what the situation is, originally just let the army come to see the mobility brought by the big side strip wing technology, as for the third generation aircraft, there is still a long way to go.

Of course, the Northrop staff on the side were also surprised by the maneuvering of this YZ1 verification aircraft, which was only a specific action in the previous test flight, and did not see any surprise, but now it is a flight show, and you can see the maneuvering ability.

Extremely shocked, this verification machine is too much, not to mention the vertical climb, but also to the whole dry land onion vertical climb, if it weren't for this vertical climb did not fly hundreds of meters in a row, I'm afraid Northrop's staff would have to hit the wall.

Now I heard Yang Hui point out that the fly-by-wire system of this aircraft was provided by Northrop, and then I remembered that this was not the case! Without Northrop, Southwest Science and Industry would not want to build a third-generation fighter by itself. (To be continued.) )