Why Putin should fear the next combat aircraft in Great Britain

The first thing you should know about the British flagship New Fighter Jet is great.

This immediately becomes clear when you see the full model that a warehouse in the Warton Factory near Preston, Lancashire dominates, which is operated by BAE systems of the British defense giants.

And here the size is important. Because it tells you a lot about what Britain, Italy and Japan plan for the overshall -stealth jet that you are assembled together.

The three countries aim to bring the aircraft – which was baptized in Great Britain in Great Britain “baptismal tower” as part of an agreement as a Global Combat Air Program (GCAP).

“This will not be the final shape and size, but it is about the same in terms of scaling,” says Jonny Moreton von Bae during a visit to the telegraph. “Whatever GCAP will be as a core platform … it will be big.”

A larger jet means larger fuel tanks. This means more range and larger payloads of explosive explosive heads.

The size also means that weapons can be saved internally – to ensure a smooth appearance that makes the aircraft more difficult to recognize.

At the same time, Tempest is packed with technology so that you can connect to other aircraft, drones, vegetable staff and satellites.

All of this indicates that Tempest for long -distance missions is deeply designed in the enemy territory in which communication with a home base may be impossible.

When NATO ever ended up in the war against Putin’s Russia, experts say that the plane lifts off a British airfield, fly to Russia undiscovered, destroy enemy air defense and then fly back all the way.

Not only that, but such a long range, would enable Japanese pilots to get deep into the Chinese mainland in a future Pacific conflict.

Moreton, who is also an ex-commodor of the Royal Air Force, remains determined whether these suggestions are correct.

But since modern warfare takes place in always difficult distances, he admits that every deterrent must be able to “operate in areas that we could not do before”.

“You have to be able, safely, undetected and return home,” he adds.

The need for a range is so important that project managers have proposed that the jet will be able to cross the Atlantic without mid-air tanks that no Royal Air Force fighter could ever do.

A typunjet, the backbone of the existing fleet of the RAF, has a struggle radius of about 860 miles in a single tank.

In the meantime, the F-35a Stealth Jet, which was recently stated by the Air Force Chiefs, has a struggle radius of around 680 miles. This is less than half the distance between London and Moscow, which is about 1,550 miles.

It means that Tempest will be in its own league when it comes to British fighters, says Francis Tusa, an independent defense analyst.

“Since the requirements have changed over the years, the models also have,” he says. “You can secretly refuel your plane as you want, but if it has to be filled up by a tanker, your opponent only has to track down and destroy the tanker.

“So you need enough internal fuel to cover a very, very long way – and stay out there.”

Imagine that NATO and Russia have moved to war in the future – what does that mean for the role of Tempest in battle? TuSa says in week one of the conflicts the storm would probably have to go to Russia and attack surface-to-air rocket defenses and air base.

If there is no threat from air defense in week two, the jet can either be an air supervision fighter who takes the sky and takes out enemy fighters or continues in a floor support roller.

In order to fulfill this role, it is expected to be able to pick up massive arsenal explosive weapons on its goals-as much as an F-35.

Based on reports, TuSa could wear payloads compared to 23 tons of Typhoon “north of 30 tons” compared to 23 tons. That is more than Lancaster bombers that are transported in World War II.

“It will be in a completely different league than anything we have ever built,” says Tusa.

The technology built into Tempest also ensures that the jet can act as a hub in the air in the air, even if the contact with bases in Great Britain was disturbed.

This means that it can serve as a central contact point for nearby friendly drones and rockets as well as forces on the floor and satellites in space.

“We have to be able to operate within reach, where our communication may be disturbed,” explains Baes Moreton.

“Therefore, we have to make sure that we have a core platform that is occupied. This is able to be the heart of the network if we are unable to communicate to the home base for the operation.

“It must be able to work in an isolated environment.”

Bae is part of “Team Tempest”, a partnership between the Ministry of Department of Defense and Industry, which also includes Rolls-Royce, rocket manufacturer MBDA and Italy’s Leonardo.

However, the efforts have been combined with GCAP since 2023, with Great Britain, Italy and Japan research and development combined into a single program.

The British team under the direction of Bae works on a demonstrator jet that is an important device part tested-a ventilation system, which feeds the air engines with an S-bulge that is located through the inside of the aircraft.

This is important to reduce the nozzle radar signature.

An attempt has been planned for some time in 2027 and, according to BaE, remains on schedule.

At Warton, the company will be tried out new production processes with which the wing and tail fins of the aircraft are produced in the coming months.

This includes additive manufacture, a form of 3D printing, in which material is added, instead of removing the production of large panels on a carbon basis and extensive use of robots.

For example, reconfigurable robot arms are used instead of specialists “JIGS” that were previously required for the production lines of older aircraft such as TAIFUN.

Jigs are tools that keep components in place or guide cutting tools during production and are frequently tailored for a certain phase of the process.

Instead, the use of robots lowers the cost of producing the JIGS-Die up to ten million pounds-and could be fully shaved up to three years after the production of production.

This also means that the factory floor is easier to reconfigure, saves money for BAE in its facilities and that the company can easily switch to the production of another product if necessary.

All of this will help to keep vital domestic skills kept alive, as the company is preparing to make the TAIFUN in the next decade.

This is still a little removed, Bae emphasizes, and the workers will probably be busy for at least the next 10 years by orders from Saudi Arabia, Qatar and Turkey.

However, the development of the temporary will help to preserve the sovereign ability to protect Britain, to form its own aircraft, says Richard Hamilton, Managing Director of Europe and International at BAE’s Air Business.

“We are a small number of nations that have the entire aircraft ability,” he says.

“That means we can design an airplane, we can do it and we can also fly it from the website from our customers.

“Not many other countries still have this ability, so it is a freedom of action that our government has at the moment.”

This is one reason why other countries are also facing the GCAP consortium.

Saudi Arabia is considered one of the countries in discussions with the three existing national partners, although it is not yet clear what level of commitment the Golf nation could have.

Riad is currently a buyer of the TAIFUNJET, but defense sources say that the kingdom is looking for a more potentially more important role in GCAP that would give him more influence on the skills and a greater role in production.

But Herman Claesen, the chief of the future fight air at BaE, says that the window narrowed for new carpenters, especially in view of the rapid pace that the founding countries want to maintain.

“Today part of the core program in the same way as Japan, Italy and Great Britain due to the pace we have reached and where we are today, it becomes quite difficult and will have an influence that the three governments must either refuse or accept,” says Claesen.

“It is never impossible … we can let something happen. But I see the likelihood that the likelihood will constantly decrease, given the pace we have for the program.”