13 April 2015

Jupiter Aerobatic Team


The Jupiter Aerobatic Team is the current Indonesian Air Force aerobatic display team flying with six KT-1B Wongbee aircraft painted in red and white. The team is drawn from the Skadik (Skadron Pendidikan / Training Squadron) 102,Adisucipto International Airport, Yogyakarta. The Jupiter team aircraft are equipped with white smoke generators. The pilots of the "Jupiter Aerobatic Team (JAT)" are all instructors. The team is named "JUPITER" after the call-sign of Indonesian Air Forceinstructors.


History
In 1996, a new Indonesian Air Force aerobatic team was formed and equipped with eight BAE Hawk Mk. 53 planes from Skadik 103. This team was named "Jupiter" and they performed for the first time on Sept 23, 1997. In 2001, the team became "Jupiter Blue" after merging with the "Elang Biru" team, which was disbanded due to financial crisis in late 1990s.
The "Jupiter Aerobatic Team" (JAT) was re-formed in 2008, using 4 Korean Aerospace Industries KT-1B Wongbee trainers. This new team's first public show was on July 4, 2008 in Yogyakarta and their second show was in Jakarta in November 2008.
In 2010, after two years of stagnation, JAT began a training program with help from Australian Roulettes display team. In September 2010, two JAT pilots were sent to Australia to observe and practice flying maneuvers together with the Roulettes at their home base in East Sale, Victoria, Australia. On Nov 8, 2010, the Roulettes then performed in Halim Air Force Base, Jakarta in which six JAT members each had the opportunity to fly in the back seat of the "Roulettes" PC-9s during their practice.
In 2011, the JAT increased to six aircraft in the formation and also received a new red-white color livery similar to the colors of the Indonesian flag. The first demonstration with this new six-ship composition was on March 16, 2011 in Yogyakarta at the launching of the new livery ceremony by the Indonesian Air Force. Their second airshow was on April 9 in Jakarta at the TNI AU's 65th anniversary and their third was on April 17, 2011, again in Yogyakarta.

Incidents
On the 15th of March 2015, during a practice for LIMA 15', two aircraft (tail no.5 and no.6) clipped their wings in mid-air and crashed. All four crew of both aircraft ejected safely and suffered minor injuries. One of the aircraft crashed close to a house, setting it on fire and damaging nearby property, while the other crashed into an empty field. No ground injuries were reported as the house was unoccupied at the time of the accident. Indonesian First Force Marshal Indra Yadi later made the decision to pull the JAT out from LIMA 15' aerial display.

9 April 2015

Dassault Rafale


The Dassault Rafale  is a French twin-engine, canard delta wing, multirole fighter aircraft designed and built by Dassault Aviation. Equipped with a wide range of weapons, the Rafale is intended to perform air supremacy, interdiction, aerial reconnaissance, and nuclear strike missions.
In the late 1970s, the French Air Force and Navy were seeking to replace and consolidate their current fleets of aircraft. In order to reduce development costs and boost prospective sales, France entered into an arrangement with four other European nations to produce an agile multi-purpose fighter. Subsequent disagreements over workshare and differing requirements led to France's pursuit of its own development program. Dassault built a technology demonstrator which first flew in July 1986 as part of an eight-year flight-test programme, paving the way for the go-ahead of the project. The Rafale is distinct from other European fighters of its era in that it is almost entirely built by one country, involving most of France's majordefence contractors, such as Dassault, Thales and Safran.

Many of the aircraft's avionics and features, such as direct voice input, the RBE2 AA active electronically scanned array radar and the Optronique secteur frontal infra-red search and track sensor, were domestically developed and produced for the Rafale programme. Originally scheduled to enter service in 1996, the Rafale suffered significant delays due to post-Cold War budget cuts and changes in priorities. The aircraft is available in three variants: Rafale C single-seat land-based version, Rafale B twin-seat land-based version, and Rafale M single-seat carrier-based version.
Introduced in 2001, the Rafale is being produced for both the French Air Force and for carrier-based operations in the French Navy. While the Rafale has been marketed for export to several countries, it has only been selected for purchase by the Indian Air Force and the Egyptian Air Force. The Rafale has been used in combat over Afghanistan, Libya, Mali and Iraq. Several upgrades to the weapons and avionics of the Rafale are planned to be introduced by 2018.


Development
Origins
In the mid-1970s, both the French Air Force (Armée de l'Air) and Navy (Marine nationale) had requirements for a new generation of fighters to replace those in or about to enter service. Because their requirements were similar, and to reduce cost, both departments issued a common request for proposal. In 1975, the French Ministry of Aviation initiated studies for a new aircraft to complement the upcoming and smaller Dassault Mirage 2000, with each aircraft optimised for differing roles.
In 1979, the French company Dassault joined the MBB/BAe "European Collaborative Fighter" (ECA) project which was renamed the "European Combat Aircraft". The French company contributed the aerodynamic layout of a prospective twin-engine, single-seat fighter; however, the project collapsed in 1981 due to differing operational requirements of each partner country. In 1983, the "Future European Fighter Aircraft" (FEFA) programme was initiated, bringing together Italy, Spain, West Germany, France and the United Kingdom to jointly develop a new fighter, although the latter three had their own aircraft developments.
A number of factors led to the eventual split between France and the other four countries. Around 1984 France reiterated its requirement for a carrier-capable version and demanded a leading role. It also insisted on a swing-role fighter that was lighter than the design favoured by the other four nations. West Germany, the UK and Italy opted out and established a new EFA programme. In Turin on 2 August 1985, West Germany, the UK and Italy agreed to go ahead with the Eurofighter, and confirmed that France, along with Spain, had chosen not to proceed as a member of the project. Despite pressure from France, Spain rejoined the Eurofighter project in early September 1985. The four-nation project eventually resulted in the development of the Eurofighter Typhoon.
Design Phase and Prototype
In France, the government proceeded with its own programme. The French Ministry of Defence required an aircraft capable of air-to-air and air-to-ground, all-day and adverse weather operations. Unlike other contemporary European fighter projects that required some level of international collaboration and cost-sharing, France was the sole developer of the Rafale's airframe, avionics, propulsion system and armament, and as such the aircraft was to replace a multitude of aircraft in the French Armed Forces. The Rafale would perform roles previously filled by an assortment of specialised platforms, including the Jaguar, F-8P Crusader, Mirage F1C/CR/CT, Mirage 2000C/-5/N, Ã‰tendard IVP/M and Super Étendard.
During October–December 1978, prior to France's joining of the ECA, Dassault received contracts for the development of project ACT 92 (Avion de Combat Tactique). The following year, the National Office for Aviation Studies and Research began studying the possible configurations of the new fighter under the codename Rapace. By March 1980, the number of configurations had been narrowed down to four, two of which had a combination of canards, delta wings and a single vertical tail-fin. In October 1982, the French Ministry of Defence announced that Dassault would build a technology demonstrator named Avion de Combat eXpérimental (ACX). France wanted to collaborate with West Germany and the UK on the project, but was prepared to build the ACX by itself. In 1984, the government decided to proceed with a combat variant of the ACX due to the conflicting technical criteria of the respective FEFA participant nations.
The resultant Rafale A technology demonstrator was a large-delta winged fighter, with all-moving canards, embodying fly-by-wire (FBW) flight control system. Construction of the demonstrator commenced in March 1984, even before a contract was signed with the DGA, France's defence procurement agency. The technology demonstrator was rolled out in December 1985 in Saint-Cloud, and took its maiden flight on 4 July 1986 from Istres-Le Tubé Air Base in southern France. During the one-hour flight, the project's chief test pilot Guy Mitaux-Maurouard took the aircraft to an altitude of 11,000 metres (36,000 ft) and a speed of Mach 1.3. The 9.5-tonne (21,000 lb) demonstrator stopped in 300 metres (980 ft) upon landing.
Throughout the flight test programme, the Rafale A performed numerous day and night take-offs and landings aboard the carriers Clemenceau and Foch to investigate the pilot's field of view during carrier operations. It reached a speed of Mach 2 (2,450 km/h; 1,522 mph; 1,322.9 kn) and a height of 13,000 metres (42,000 ft). The demonstrator was initially powered by General Electric F404-GE-400 afterburning turbofans from the F/A-18 Hornet, instead of the Snecma M88, to reduce the risk that often comes with a first flight, and since the M88 was not considered sufficiently mature for the initial trials programme. It was not until May 1990 when the M88 replaced the port F404 in the demonstrator to enable the aircraft to reach Mach 1.4 and demonstrate supercruise, or sustained supersonic flight without use of afterburners. After 865 flights with four pilots, Rafale A was retired in January 1994.
At the time of the Rafale A's maiden flight, France entered unsuccessful talks with Belgium, Denmark, the Netherlands and Norway about a possible collaboration on the Rafale as a multinational project; at the time, Belgium was reportedly interested in the Rafale B. In June 1987, Prime Minister Jacques Chirac declared that the country would proceed with the US$30 billion project. Subsequently, on 21 April 1988, the French government awarded Dassault a contract for four Rafale prototypes: one Rafale C, two Rafale Ms and one Rafale B. The first out of an expected 330 Rafales was scheduled to enter service in 1996. However, the fall of the Berlin Wall, which signalled the end of the Cold War, as well as the need to reduce the national deficit, compelled the French government to drastically reduce its defence budget; the 1994 budget for the Rafale programme was cut by some US$340 million. This reduced the size of the Rafale orders, which Dassault and other companies involved claimed impeded production management and led to higher costs, and delayed the entry of the aircraft into service. The French Air Force was reorganised, the Mirage 5F was completely phased out and a total of 55 Mirage F1Cs were upgraded to a tactical fighter configuration, redesignated as Mirage F1CT. The budget cuts prolonged the Rafale's development considerably.
During the Rafale A flight test programme, the French government in 1989 looked at the F/A-18 Hornet as a potential replacement for the rapidly aging F-8 Crusader, which has been serving since the 1950s. The French Navy entered talks regarding the purchase of second-hand F/A-18s with Australia, Canada and the US, after the decision was made not to upgrade the Crusaders. The US Navy agreed to supply two F/A-18s to the French Navy for "interoperability testing" aboard the French aircraft carrier Foch (R99). The French government did not proceed with a purchase of the twin-engine fighter.

Testing
To meet the various roles expected of the new aircraft, the Air Force required two variants: the single-seat "Rafale C" (chasseur, meaning fighter) and the "Rafale B" (biplace, or two-seater). The prototype of the C model (designated C01) completed its first flight on 19 May 1991, signalling the start of a test programme which primarily aimed to test the M88-2 engines, man-machine interface and weapons, and expand the flight envelope. Due to budget constraints, the second single-seat prototype was never built.
The C01 differed significantly from the Rafale A. Although superficially identical to the technology demonstrator, it was smaller and more stealthy due to the gold-coated canopy, a re-design of the fuselage-fin joint, and the addition of radar-absorbent materials (RAM). This aircraft also saw extensive application of composite and other materials, which both reduced the radar cross-section (RCS) and weight. Moreover, Dassault opted to reject variable engine inlets and a dedicated air brake, which lessens maintenance loads and saves weight. The B01, the only prototype of the two-seat B variant, made its maiden flight on 30 April 1993. It was 350 kilograms (770 lb) heavier than the single-seater, but carried 400 litres (110 US gal) less fuel. The aircraft was used for weapon-systems testing. Later it was tasked with validating weapon separation and, specifically, the carriage of heavy loads. The aircraft's typical loadout consisted of two 2,000-litre (530 US gal) external tanks, two Apache/Scalp cruise missiles, in addition to four air-to-air missiles.
The Navy, meanwhile, sought a carrier-based aircraft to supersede its fleet of ageing Étendard IPVMs, F-8P Crusaders and Super Étendard Modernisés. While the Navy initially modernised the Crusaders, in the long term, the requirement was met with the navalised Rafale M. The M01, the naval prototype, first flew on 12 December 1991, followed by the second on 8 November 1993. Since France had no land-based catapult test facility, catapult trials were initially carried out between during July–August  1992 and early the following year, at NAS Lakehurst in New Jersey. The aircraft then carried out trials aboard the carrier Foch in April 1993. Flown by Dassault's chief test pilot, Yves Kerhervé, M02 made its maiden flight in November that year, while the first prototype completed the third round of testing at Lakehurst in November and December 1993.
The Rafale M features a greatly reinforced undercarriage to cope with the additional stresses of naval landings, an arrestor hook, and "jump strut" nosewheel, which only extends during short takeoffs, including catapult launches. It also features a built-in ladder, carrier-based microwave landing system, and the new fin-tip Telemir system for syncing the inertial navigation system to external equipment. Altogether, the naval modifications of the Rafale M increase its weight by 500 kilograms (1,100 lb) compared to other variants. The Rafale M retains about 95 percent commonality with Air Force variants including, although unusual for a carrier-borne aircraft, being unable to fold its multi-spar wings to reduce storage space. The size constraints were offset by the introduction of Charles de Gaulle, France's first nuclear-powered carrier, which was considerably larger than previous carriers, Foch and Clemenceau.

Production and Upgrades
Initially, the Rafale B was to be just a trainer, but the Gulf War showed that a second crew member was invaluable on strike and reconnaissance missions. Therefore, in 1991 the Air Force switched its preferences towards the two-seater, announcing that the variant would constitute 60 percent of the Rafale fleet. The service originally envisaged taking delivery of 250 Rafales, but this was initially revised downwards to 234 aircraft, made up of 95 "A" and 139 "B" models", and later to 212 aircraft. The Navy, meanwhile, had 60 Rafales on order, down from 86 due to budget cuts. Of the 60, 25 would be M single-seaters and 35 two-seat Ns. The two-seater has been cancelled.
Production of the first aircraft series formally started in December 1992, but was suspended in November 1995 due to political and economic uncertainty. Production only resumed in January 1997 after the Ministry of Defence and Dassault agreed on a 48-aircraft (28 firm and 20 options) production run with delivery between 2002 and 2007. A further order of 59 F3 Rafales was announced in December 2004. In November 2009 the French government ordered an additional 60 aircraft to take the total order for the French Air Force and Navy to 180.
During the Rafale's design phase, Dassault took advantage of Dassault Systèmes' CATIA (Computer Aided Three-dimensional Interactive Application), a three-dimensional computer-aided design, manufacture and engineering software suite that would become standard across the industry. CATIA enabled digitisation and efficiency improvements throughout the Rafale programme, as it implemented recently developed processes such as digital mockup and product data management. It consisted of 15 GB databases of each of the Rafale's components, assisting with various aspects of the design, manufacture and through-life support.
According to the French magazine L'Usine nouvelle, apart from several non-sensitive components sourced from the United States, the Rafale is manufactured almost entirely in France. Different elements are produced in numerous factories across the country, and final assembly takes place near Bordeaux–Mérignac Airport. For example, the flight control surfaces are fabricated in Haute-Savoie, the wings and avionics in Gironde, the centre fuselage in Val-d'Oise, and the engines in Essonne. Roughly 50 percent of the Rafale is produced by Dassault and the other half divided between two major partners, Thales and Safran, who rely on a network of 500 subcontractors. Altogether, the programme employs 7,000 workers. As of 2012, the fabrication process of each fighter took 24 months, with an annual production rate of eleven aircraft.
Deliveries of the Rafale's naval version were a high priority to replace the Navy's considerably aged F-8 Crusaders, and so the first production model for the French Navy undertook its first flight on 7 July 1999. Their first naval deployment was in 2002 on board Charles de Gaulle; by March 2002, the aircraft carrier was stationed in the Gulf of Oman, where its complement of Rafales undertook training operations. In December 2004, the Air Force received its first three F2 standard Rafale Bs at the Centre d'Expériences Aériennes Militaires (CEAM) at Mont-de-Marsan, where they were tasked to undertake operational evaluation and pilot conversion training.
The total programme cost, as of FY2013, was around €45.9 billion, which translated to a unit programme cost of approximately €160.5 million. This figure takes in account improved hardware of the F3 standard, and which includes development costs over a period of 40 years, including inflation. The unit flyaway price as of 2010 was €101.1 million for the F3+ version.
In 2008, French officials were reportedly considering equipping the Rafale to launch miniaturised satellites. In 2011, upgrades under consideration included a software radio and satellite link, a new laser-targeting pod, smaller bombs and enhancements to the aircraft's data-fusion capacity. In July 2012, fleetwide upgrades of the Rafale's battlefield communications and interoperability capabilities commenced.
In January 2014, Defence Minister Jean-Yves Le Drian announced that €1 billion is allocated towards the development of the F3R standard. The standard will see the integration of the Meteor BVR missile, among other weapons and software updates. The standard is to be validated by 2018. The Rafale is planned to be the French Air Force's primary combat aircraft until 2040 or later.

Design
Overview
The Rafale was developed as a modern jet fighter with a very high level of agility; Dassault chose to combine a delta wing with active close-coupled canard to maximize manoeuvrability. The aircraft is capable of withstanding from −3.6g to 9g (10.5g on Rafale solo display and a maximum of 11can be reached in case of emergency). The Rafale is an aerodynamically unstable aircraft and uses digital fly-by-wire flight controls to artificially enforce and maintain stability. The aircraft's canards also act to reduce the minimum landing speed to 115 knots (213 km/h; 132 mph); while in flight, airspeeds as low as 15 knots (28 km/h; 17 mph) have been observed during training missions. According to simulations by Dassault, the Rafale has sufficient low speed performance to operate from STOBAR-configured aircraft carriers, and can take off using a ski-jump with no modifications.
Although not a full-aspect stealth aircraft, the cost of which was viewed as unacceptably excessive, the Rafale was designed for a reduced radar cross-section (RCS) and infrared signature . In order to reduce the RCS, changes from the initial technology demonstrator include a reduction in the size of the tail-fin, fuselage reshaping, repositioning of the engine air inlets underneath the aircraft's wing, and the extensive use of composite materials and serrated patterns for the construction of the trailing edges of the wings and canards. Many of the features designed to reduce the Rafale's visibility to threats remain classified.

Cockpit
The Rafale's glass cockpit was designed around the principle of data fusion – a central computer intelligently selects and prioritises information to display to pilots for simpler command and control. The primary flight controls are arranged in a hands-on-throttle-and-stick (HOTAS)-compatible configuration, with a right-handed side-stick controller and a left-handed throttle. The seat is inclined rearwards at an angle of 29° to improve g-force tolerance during manoeuvring and to provide a less restricted external pilot view. An intelligent flight suit worn by the pilot is automatically controlled by the aircraft to counteract in response to calculated g-forces.
Great emphasis has been placed on pilot workload minimisation across all operations. Among the features of the highly digitised cockpit is an integrated direct voice input (DVI) system, allowing a range of aircraft functions to be controlled by spoken voice commands, simplifying the pilot's access to many of the controls. Developed by Crouzet, the DVI is capable of managing radio communications and countermeasures systems, the selection of armaments and radar modes, and controlling navigational functions. For safety reasons, DVI is deliberately not employed for safety-critical elements of the aircraft's operation, such as the final release of armaments.
For displaying information gathered from a range of sensors across the aircraft, the cockpit features a wide-angle holographic head-up display (HUD) system, two head-down flat-panel colour multi-function displays (MFDs) as well as a central collimated display. These displays have been strategically placed to minimise pilot distraction from the external environment. Some displays feature a touch interface for ease of Human–computer interaction (HCI). A head-mounted display (HMD) for target controlling, while optional according to customer preferences, can also be integrated. The cockpit is fully compatible with night vision goggles (NVG).
In the area of life-support, the Rafale is fitted with a Martin-Baker Mark 16F "zero-zero” ejection seat, capable of operation at zero speed and zero altitude. An on-board oxygen generating system, developed by Air Liquide, eliminates the need to carry bulky oxygen canisters. The Rafale's flight computer has been programmed to counteract pilot disorientation and to employ automatic recovery of the aircraft during negative flight conditions. The auto-pilot and autothrottle controls are also integrated, and are activated by switches located on the primary flight controls.

Avionics and Equipment
The Rafale core avionics systems employ an integrated modular avionics (IMA), called MDPU (modular data processing unit). This architecture hosts all the main aircraft functions such as the flight management system, data fusion, fire control, and the man-machine interface. The total value of the radar, electronic communications and self-protection equipment is about 30 percent of the cost of the entire aircraft. The IMA has since been installed upon several upgraded Mirage 2000 fighters, and incorporated into the civilian airliner, the Airbus A380. According to Dassault, the IMA greatly assists combat operations via data fusion, the continuous integration and analysis of the various sensor systems throughout the aircraft, and has been designed for the incorporation of new systems and avionics throughout the Rafale's service life.
The Rafale features an integrated defensive-aids system named SPECTRA, which protects the aircraft against airborne and ground threats, developed as a joint venture between Thales and MBDA. Various methods of detection, jamming, and decoying have been incorporated, and the system has been designed to be highly re-programmable for addressing new threats and incorporating additional sub-systems in the future. Operations over Libya were greatly assisted by SPECTRA, allowing Rafales to perform missions independently from the support of dedicated Suppression of Enemy Air Defences (SEAD) platforms.
The Rafale's ground attack capability is heavily reliant upon sensory targeting pods, such as Thales Optronics's Reco New Generation/Areos reconnaissance pod and Damocles electro-optical/laser designation pod. Together, these systems provide targeting information, enable tactical reconnaissance missions, and are integrated with the Rafale's IMA architecture to provide analysed data feeds to friendly units and ground stations, as well as to the pilot. Damocles provides targeting information to the various armaments carried by the Rafale and is directly integrated with the Rafale's VHF/UHF secure radio to communicate target information with other aircraft. It also performs other key functions such as aerial optical surveillance and is integrated with the navigation system as a FLIR.
The Damocles designation pod were described as "lacking competitiveness" when compared to rivals such as the Sniper and LITENING pods; so work began on an upgraded pod, designated Damocles XF, with additional sensors and added ability to transmit live video feeds. Thale's Areos reconnaissance pod is an all-weather, night-and-day-capable reconnaissance system employed on the Rafale, and provides a significantly improved reconnaissance capability over preceding platforms. Areos has been designed to perform reconnaissance under various mission profiles and condition, using multiple day/night sensors and its own independent communications datalinks.

Radar and Sensors
The Rafale is typically outfitted with the Thales RBE2 passive electronically scanned multi-mode radar. Thales claims to have achieved increased levels of situational awareness as compared to earlier aircraft through the earlier detection and tracking of multiple air targets for close combat and long-range interception, as well as real-time generation of three-dimensional maps for terrain-following and the real-time generation of high resolution ground maps for navigation and targeting. In early 1994, it was reported that technical difficulties with the radar had delayed the Rafale's development by six months. In September 2006, Flight International reported the Rafale's unit cost had significantly increased due to additional development work to improve the RBE2's detection range.
The RBE2 AA active electronically scanned array (AESA) radar is planned to replace the existing passively scanned RBE2. The RBE2 AA is reported to deliver a greater detection range of 200 km, improved reliability and reduced maintenance demands over the preceding radar. A Rafale demonstrator began test flights in 2002 and has totaled 100 flight hours as of December 2011. By December 2009, production of the pre-series RBE2 AA radars was underway. In early October 2012, the first Rafale equipped with an RBE2 AA radar arrived at Mont-de-Marsan Air Base for operational service (the development was described by Thales and Dassault as "on time and on budget"). By early 2014, the first Air Force front-line squadron were supposed to receive Rafales equipped with the AESA radar, following the French Navy which was slated to receive AESA-equipped Rafales starting in 2013.
To enable the Rafale to perform in the air supremacy role, it includes several passive sensor systems. The front-sector electro-optical system or Optronique Secteur Frontal (OSF), developed by Thales, is completely integrated within the aircraft and can operate both in the visible and infrared wavelengths. The OSF enables the deployment of infrared missiles such as the MICA at beyond visual range distances; it can also be used for detecting and identifying airborne targets, as well as those on the ground and at sea. Dassault describes the OSF as being immune to jamming and capable of providing covert long-range surveillance. In 2012, an improved version of the OSF started being used operationally.

Armaments and Standards
Initial deliveries of the Rafale M were to the F1 ("France 1") standard, these had been equipped for the air-to-air interceptor combat duties, but lacked any armaments for air-to-ground operations. Later deliveries were to the "F2" standard, which added the capability for conducting both air-to-ground and reconnaissance operations; the first F2 standard Rafale M was delivered to the French Navy in May 2006. Starting in 2008 onwards, Rafale deliveries have been to the nuclear-capable F3 standard, and it has been reported that all aircraft built to the earlier F1 and F2 standards are to be upgraded to become F3s.
F3 standard Rafales are capable of undertaking many different mission roles with a range of equipment, namely air defence/superiority missions with Mica IR and EM air-to-air missiles, and precision ground attacks typically using SCALP EG cruise missiles and AASM Hammer air-to-surface armaments. In addition, anti-shipping missions could be carried out using the AM39 Exocet sea skimming missile, while reconnaissance flights would use a combination of onboard and external pod-based sensor equipment. Furthermore, the aircraft could conduct nuclear strikes when armed with ASMP-A missiles. In 2010, France ordered 200 MBDA Meteor beyond-visual-range missiles which will greatly increase the distance at which the Rafale can engage aerial targets when the missile enters service.
For compatibility with armaments of varying types and origins, the Rafale's onboard store management system is compliant with MIL-STD-1760, an electrical interface between an aircraft and its carriage stores, thereby simplifying the incorporation of many of their existing weapons and equipment. The Rafale is typically outfitted with 14 hardpoints (only 13 on Rafale M version), five of which are suitable for heavy armaments or equipment such as auxiliary fuel tanks, and has a maximum external load capacity of nine tons. In addition to the above equipment, the Rafale carries the 30 mm GIAT 30 DEFA cannon and can be outfitted with a range of laser-guided bombs and ground-attack munitions. According to Dassault, the Rafale's onboard mission systems enable ground attack and air-to-air combat operations to be carried out within a single sortie, with many functions capable of simultaneous execution in conjunction with another, increasing survivability and versatility.

Engines
The Rafale is fitted with two Snecma M88 engines, each capable of providing up to 50 kN (11,250 lbf) of dry thrust and 75 kN (16,900 lbf) with afterburners. The engines feature several advances, including a non-polluting combustion chamber, single-crystal turbine blades,powder metallurgy disks, and technology to reduce radar and infrared signatures. The M88 enables the Rafale to supercruise while carrying a loadout of four missiles and one drop tank.
Qualification of the M88-2 engine ended in 1996 and the first production engine was delivered by the end of the year. Due to delays in engine production, some of the early Rafales were temporarily powered by the General Electric F404 engine. In May 2010, a Rafale flew for the first time with the M88-4E engine, an upgraded variant with greater thrust and lower maintenance requirements than the preceding M88-2. The engine is of a modular design for ease of construction and maintenance and to enable older engines to be retrofitted with improved subsections upon availability, such as existing M88-2s being upgraded to M88-4E standard. There has been interest in more powerful M88 engines by potential export customers, such as the United Arab Emirates (UAE). As of 2007, a thrust vectoring variant of the engine designated as M88-3D was also under development.

Specifications
Data from Dassault Aviation, Superfighters, French Navy, International Directory of Military Aircraft.
General characteristics
  • Crew: 1–2
  • Length: 15.27 m (50.1 ft)
  • Wingspan: 10.80 m (35.4 ft)
  • Height: 5.34 m (17.5 ft)
  • Wing area: 45.7 m² (492 ft²)
  • Empty weight:
    • C: 9,500 kilograms (20,900 lb)
    • B: 9,770 kilograms (21,540 lb)
    • M: 10,196 kilograms (22,480 lb)
  • Loaded weight: 14,016 kg (30,900 lb)
  • Max. takeoff weight: 24,500 kg (C/D), 22,200 kg (M) (54,000 lb)
  • Powerplant: 2 × Snecma M88-2 turbofans
    • Dry thrust: 50.04 kN (11,250 lbf) each
    • Thrust with afterburner: 75.62 kN (17,000 lbf) each
  • Fuel capacity: 4,700 kg (10,360 lb) internal
Performance
  • Maximum speed:
    • High altitude: Mach 1.8 (1,912 km/h, 1,032 knots)
    • Low altitude: Mach 1.1 (1,390 km/h, 750 knots)
  • Range: 3,700+ km (2,000+ nmi)  with 3 drop tanks
  • Combat radius: 1,852+ km (1,000+ nmi) on penetration mission
  • Service ceiling: 15,235 m (50,000 ft)
  • Rate of climb: 304.8+ m/s (60,000+ ft/min)
  • Wing loading: 306 kg/m² (62.8 lb/ft²)
  • Thrust/weight: 0.988 (100% fuel, 2 EM A2A missile, 2 IR A2A missile) version M
  • Maximum g-load: +9/–3.6 g
Armament
  • Guns: 1× 30 mm (1.18 in) GIAT 30/M791 autocannon with 125 rounds
  • Hardpoints: 14 for Air Force versions (Rafale B/C), 13 for Navy version (Rafale M) with a capacity of 9,500 kg (20,900 lb) external fuel and ordnance and provisions to carry combinations of:
    • Missiles:
      • MBDA MICA IR or EM or Magic II and
      • MBDA Meteor air-to-air missiles in the future
    • Air-to-ground:
      • MBDA Apache or
      • Storm Shadow-SCALP EG or
      • AASM-Hammer or
      • GBU-12 Paveway II or GBU-49 Enhanced Paveway II
      • GBU-24 Paveway III
      • AS-30L
    • Air-to-surface:
      • AM 39-Exocet
      • CVS401-Perseus
    • Deterrence:
      • ASMP-A nuclear missile
    • Other:
      • Thales Damocles targeting pod
      • AREOS (Airborne Recce Observation System)reconnaissance pod
      • up to 5 drop tanks
      • Buddy-buddy refuelling pod
Avionics
  • Thales RBE2 radar
  • Thales SPECTRA electronic warfare system.
  • Thales/SAGEM-OSF Optronique Secteur Frontal infra-red search and track system.

Variants
Rafale A
Technology demonstrator, first flying in 1986.
Rafale D
Dassault used this designation (D for discrète) in the early 1990s to emphasise the new semi-stealthy design features.
Rafale B
Two-seater version for the French Air Force.
Rafale C
Single-seat version for the French Air Force.
Rafale M
Carrier-borne version for the French Naval Aviation, which entered service in 2001. For carrier operations, the M model has a strengthened airframe, longer nose gear leg to provide a more nose-up attitude, larger tailhook between the engines, and a built-in boarding ladder. Consequently, the Rafale M weighs about 500 kg (1,100 lb) more than the Rafale C. It is the only non-US fighter type cleared to operate from the decks of US carriers, using catapults and their arresting gear, as demonstrated in 2008 when six Rafales from Flottille 12F integrated into the USS Theodore Roosevelt Carrier Air Wing interoperability exercise.
Rafale N
Originally called the Rafale BM, was a planned missile-only two-seater version for the Aéronavale. Budgetary and technical constraints have been cited as grounds for its cancellation.
Rafale R
Proposed reconnaissance-oriented variant.



7 April 2015

Sukhoi Su-35


The Sukhoi Su-35 (Russian: Ð¡ÑƒÑ…ой Су-35; NATO reporting name: Flanker-E) Also known as Super Flanker, is a designation for two separate, heavily upgraded derivatives of the Su-27 'Flanker'. They are single-seat, twin-engine,supermaneuverable multirole fighters, designed by Sukhoi and built by Komsomolsk-on-Amur Aircraft Production Association(KnAAPO).
The first variant was designed during the 1980s, when Sukhoi was seeking to upgrade its high-performance Su-27, and was initially known as the Su-27M. Later re-designated Su-35, this derivative incorporated aerodynamic refinements to increase manoeuvrability, enhanced avionics, longer range, and more powerful engines. The first Su-35 prototype, converted from a Su-27, made its maiden flight in June 1988. More than a dozen of these were built, some of which were used by the Russian Knights aerobatic demonstration team. The first Su-35 design was later modified into the Su-37, which possessed thrust vectoring engines and was used as a technology demonstrator. A sole Su-35UB two-seat trainer was built in the late 1990s that strongly resembled the Su-30MK family.
In 2003, Sukhoi embarked on a second modernization of the Su-27 to produce what the company calls a 4++ generation fighter that would bridge the gap between legacy fighters and the upcoming fifth generation Sukhoi PAK FA. This derivative, while omitting the canards and air brake, incorporates a reinforced airframe, improved avionics and radar, thrust-vectoring engines, and a reduced frontal radar signature. In 2008 the revamped variant, erroneously named the Su-35BM in the media, began its flight test programme that would involve four prototypes, one of which was lost in 2009.
The Russian Air Force has ordered 48 production units, designated Su-35S, of the newly revamped Su-35. Both Su-35 models marketed to many countries, including Brazil, China, India, Indonesia, and South Korea, but so far have not attracted any export orders. Sukhoi originally projected that it would export more than 160 units of the second modernized Su-35 worldwide.


Design And Development
Upgrade Su-27
In the early 1980s, while the Su-27 was entering service with the Soviet Air Forces, Sukhoi looked to develop a follow-on variant. Originally designated "Su-27M" and known internally as the "T10-M", it would be much more agile and feature greatly improved avionics compared to the aircraft considered to be the best contemporary fighter. It was also to carry more armament to improve its Air-to-ground weaponrycapabilities.
The improved variant, the development of which began in the early 1980s, featured a host of changes in aerodynamics, avionics, powerplants, and construction methods, as well as increasing payload capacity. High-strength composites and Aluminium-lithium alloys were used to reduce weight and boost internal fuel volume. One of the distinguishing features of this early design were the canards, which improved airflow over the wings, eliminating buffeting and allowing the aircraft to fly at an angle of attack of 120°. These canards were governed by a new digital fly-by-wire flight-control system. The aircraft was fitted with the Luylka AL-31FM(AL-35F) turbofan engine which is larger, more reliable and, with a thrust of 125 kN (28,200 lbf), more powerful than those found on the Su-27.
Also new was the fire-control system, at the heart of which is the N011 pulse-Doppler radar, which could track up to 15 aerial targets simultaneously and guide up to six missiles simultaneously. The tail "stinger" houses the Phazotron N-012 rear-facing radar. The aircraft could carry various bombs (including napalm, dumb and Cluster munitions) and both air-to-air and air-to-surface missiles; and had two additional underwing pylons. The cockpit was modernized, equipped with multi-function colour LCD screens, and fitted with a K-36DM ejection seat inclined at 30° to improve pilot g-force tolerance. Range was increased to 4,000 km (2,222 nmi), the adoption of an aerial refuelling probe enables further range extension. The aircraft was characterized by its twin nose wheel – as a result of higher payload – and larger tail fins with Carbon-fiber-reinforced polymersquare-topped tips.

Testing And Demonstration
The Su-27M (T-10S-70) prototype first flew on 28 June 1988 piloted by Sukhoi chief test pilot Oleg Tsoi. The first prototype differed slightly from later examples in: retaining standard Su-27 vertical stabilizers without the cropped top; lacking a fire-control system; having a three-tone grey/blue camouflage scheme, along with minor differences. Designated T10M-1 to T10M-10, the first ten prototypes were built by Komsomolsk-on-Amur Aircraft Production Association (KnAAPO) in conjunction with Sukhoi (as the Soviet military-industrial structure separated the aircraft designer and manufacturer). They differed slightly, as four were converted from Su-27s, and the others were new-builds. The second prototype started flying in January 1989, while the third followed in mid-1992. The prototypes were used to validate the canards and new flight-control system.
In 1990, the first prototype was displayed to Ministry of Defence officials at Kubinka Air Base. The aircraft first aerial demonstration occurred on 13 February 1992, in front ofCIS leaders in Machulishi, Minsk, before making its public debut at that year's Farnborough Airshow. The third prototype, T10M-3, appeared at the Dubai Airshow in 1993, by which time Sukhoi had re-designated its fighter the "Su-35". T10M-3 demonstrated its dogfight manoeuvres, including the Pugachev's Cobra, to potential export customers.Viktor Pugachyov subsequently piloted the prototype in a mock fight with an Su-30MK. The Su-35 performed at numerous air shows during the following years, including at the 1993 and 1995 MAKS Airshows and the 1994 ILA Berlin Air Show. In addition to Su-27 conversions, three production Su-35s were completed in 1996 and delivered to Russian Air Force (VVS) for testing.
Throughout the Su-35's flight test programme, active controls during manoeuvres such as the Pugachev's Cobra and tailslide could not be maintained. The eleventh Su-27M (T10M-11) was built by KnAAPO and delivered in 1995 for the installation of exclusive systems to give itthrust-vectoring capabilities. The resultant Su-37 technology demonstrator made its first flight in April 1996. A second Su-35 was modified into an Su-37 in the late 1990s. In 2001, AL-31F engines with fixed nozzles, an upgraded fly-by-wire controls, and improved cockpit systems were fitted to a Su-37 for testing.
In total, 15 airworthy Su-35s (Su-27M) were produced, including an Su-35UB two-seat prototype, along with two static test prototypes. The Su-35UB, powered by two modified AL-31FPs with thrust-vectoring nozzles, made its first flight on 7 August 2000. It was demonstrated to South Korea during that country's F-X replacement fighter tender, before becoming an avionics testbed. The original Su-35 never entered serial production due to a lack of funding, and the VVS continued to use its Su-27 fleet. The Su-35's automatic control of canards and the Su-37's thrust-vectoring technology were applied to the Sukhoi Su-30MKI. One of the Su-35s, T10M-10, served as a testbed for the Saturn 117 (AL-41F1) engine intended for Russia's upcoming PAK FA fifth-generation jet fighter.

Modernization
In 2003, even as Russia aimed to export the Su-27M, Sukhoi launched a project to produce a fighter to bridge the gap between upgraded variants of the Su-27 and Su-30MK, and Russia's fifth-generation Sukhoi PAK FA. The project's aim was a second modernization of the Su-27 airframe (hence its classification as a "4++ generation fighter") by incorporating several characteristics that would be implemented on the PAK FA. Additionally, the aircraft was to be an alternative to the Su-30 family on the export market. The design phase was to take place until 2007, when it would be available for sale. It was later reported that the programme was launched due to concerns that the PAK FA project would encounter funding shortages. The project's in-house designation is T-10BM (Bolshaya Modernizatsiya, "Big Modernization") while the aircraft is marketed as the Su-35.
While the aircraft maintains a strong superficial resemblance to the Su-27, the airframe, avionics, propulsion and weapons systems of the Su-35 have been thoroughly overhauled. Technological advancements have produced more compact and lighter hardware, such as the radar, shifting the centre of gravity to the aircraft's rear. These improvements removed the need for canards and saw the abandonment of the "tandem triplane" featured on several Su-27 derivatives. Also omitted was the Su-27's dorsal airbrake, which was replaced by differential deflection of the vertical stabilizers. Other aerodynamic refinements include a height reduction of the vertical stabilizers, a smaller aft-cockpit hump, and shorter rearward-projecting "sting".
The reinforced airframe sees extensive use of titanium alloys, increasing its durability to some 30 years or 6,000 service hours, and raising the maximum take-off weight to 34.5 tonnes. Internal fuel capacity was increased by more than 20% to 11.5 tonnes, and could be raised to 14.5 tonnes with the addition of drop tanks; in-flight refueling can also be used to extend missions.
Sukhoi has overhauled the avionics suite, at the heart of which is the information management system that greatly enhances man-machine interaction. The system, which has two digital computers, collects and processes data from various tactical and flight-control systems and presents the relevant information to the pilot through the two main multi-function displays, which, together with three secondary MFDs, form the glass cockpit. The aircraft features many other upgrades to its avionics and electronic systems, including digital fly-by-wire flight-control system, and the pilot is equipped with a head-up display and night-vision goggles.
The Su-35 employs an Irbis-E passive electronically scanned array radar that constitutes an essential component of the aircraft's fire-control system. The radar is capable of detecting a 3-square-metre (32 sq ft) aerial target at a distance of 400 km (250 mi), and can track 30 airborne targets and engage eight of them at the same time. The radar can also map the ground using a variety of modes, including the synthetic aperture mode. The Irbis-E is complemented by an OLS-35 optoelectronic targeting system that provides laser ranging, TV, Infra-red search and track (IRST) functionality. The Su-35 is compatible with a multitude of long- and short-range air-to-air missiles, precision and unguided air-to-ground weaponry that include missiles, fuel-air bombs and rockets. A maximum weapon payload of 8 tonnes can be carried on the fourteen hardpoints. Su-35s may use missiles with a range of 200 km and 300 km.
The Su-35 is powered by a pair of Product 117S (AL-41F1S) turbofan engines. Developed jointly by Sukhoi, NPO Saturn and UMPO, the engine is a heavily upgraded AL-31F variant, and draws on the design of the fifth-generation PAK FA's Saturn 117 (AL-41F1) engines. Its thrust output is estimated at 142 kN (31,900 lbf), 20 kN (4,500 lbf) more than the Su-27M's AL-31F. It has a service life of 4,000 hours, compared to the AL-31F's 1,500; the two engines feature thrust-vectoring capability. Each thrust vectoring (TVC) nozzle has its rotational axis canted at an angle, similar to the configuration on the Su-30MKI. The thrust vectoring nozzles operate in one plane for pitch, but the canting allows the aircraft to produce both roll and yaw by vectoring each engine nozzle differently. A similar thrust vectoring system is also implemented on the PAK FA.
The engine gives the Su-35 limited supercruise capability, or sustained supersonic speed without the use of afterburners. Radar-absorbent material is applied to the engine inlets and the front stages of the engine compressor to halve the Su-35's frontal radar cross-section (RCS); the canopy was also modified to deflect radar waves.

Production And Flight Testing
Design work on the Su-35 had been completed by 2007, paving the way for KnAAPO to construct the first prototype in the summer of 2007. Upon completion, Su-35-1 was ferried to the Gromov Flight Research Institute in Zhukovsky Airfield before being placed on static display at that year's MAKS air show. At the time, Sukhoi General Designer Mikhail Pogosyan commented that the aircraft was in great demand abroad, saying Russia was negotiating with several prospective customers and that there were plans to export the aircraft starting in 2010.
Preparations began for the aircraft's maiden flight immediately following the air show. Particular efforts were made to debug the flight-control system and test the engine. By mid-February 2008, Su-35-1 had been rolled out to conduct taxiing tests. On 19 February, Sukhoi test pilot Sergey Bogdan took the aircraft aloft for its first flight from Zhukovsky, accompanied by an Su-30MK2 acting as a chase plane. During the 55-minute flight, the Su-35 reached a height of 5,000 metres (16,000 ft), and tests were carried out on its stability, controllability and engines. The prototype was put on static display for President Vladimir Putin and Prime Minister Dmitry Medvedev the following day.
Approximately 40 flights were conducted before the second prototype took to the air on 2 October from KnAAPO's Dzemgi Airport, again piloted by Sergey Bogdan. The Su-35 had earlier in July made its first demonstration flight in front of Defence Ministry and foreign officials. At the time, Sukhoi estimated that a total of 160 Su-35s would be supplied to customers worldwide, in particular those in Latin America, Southeast Asia and the Middle East. Domestically, the VVS Commander-in-Chief Colonel General Alexander Zelin stated that the service was seeking enough aircraft, estimated to be 24–36 units, to equip "at least two to three regiments".
On 26 April 2009, the fourth Su-35 prototype was destroyed at Dzemgi Airport during a taxi run. The aircraft crashed into a barrier at the end of the runway, burned, and was written off. The pilot, Yevgeny Frolov, ejected and was taken to hospital with burns and other injuries. The aircraft was expected to be the third flying prototype, with its first flight scheduled on 24 April, but which was rescheduled for 27 April. A commission was opened to investigate the crash, but several sources initially speculated that the incident had been the result of a brake failure or a faulty fuel pump.
During the 2009 MAKS air show, the Russian Defence Ministry signed a US$2.5 billion contract for 64 jet fighters, which consisted of a 48-aircraft launch order for the Su-35S ("Serial"). The Russian government promised to provide Sukhoi an additional US$100 million in capital, with additional financial assistance from Sberbank and Vnesheconombank, the latter of which was contracted to provide US$109 million to start the production programme. The Su-35S's estimated price was $40 million each, and the 64-aircraft contract was the largest aircraft order after the collapse of the Soviet Union. All are expected to be delivered by 2015.
In November 2009, KnAAPO started manufacturing the first serial aircraft; Sukhoi estimated that 24 to 30 aircraft would be produced each year from 2010 to 2020. On 11 October 2010, the first production Su-35S had completed general assembly; at this point the preliminary flight test programme had logged 350 flight hours across 270 flights using the two remaining flying prototypes. Sukhoi confirmed that the aircraft had fully met all specifications and parameters, including maximum speed, height, radar detection range and manoeuvrability. The first Su-35S took its maiden flight in May 2011.
Following preliminary tests, the Defence Ministry was expected to initiate state joint tests involving six Su-35s to further scrutinize systems such as weapons. In early 2012, two aircraft were reportedly planned for delivery in 2011, eight in 2012, twelve in 2013 and 2014, and fourteen in 2015; in 2014, the first delivery was now expected to take place that year.

Variants




Su-27M/Su-35 
Single-seat fighter.
Su-35UB 
Two-seat trainer. Features taller vertical stabilizers and a forward fuselage similar to the Su-30.
Su-35BM 
Single-seat fighter with upgraded avionics and various modifications to the airframe. Su-35BM is informal name.
Su-37 
Thrust-vectoring demonstrator.
Su-35S 
Designation of production Su-35BM version for the Russian Air Force.


Specifications (Su-35S)
Data from KnAAPO, Su-27 books, Jane's AWA
General characteristics
  • Crew: 1
  • Length: 21.9 m (72.9 ft)
  • Wingspan: 15.3 m (50.2 ft, with wingtip pods)
  • Height: 5.90 m (19.4 ft)
  • Wing area: 62.0 m² (667 ft²)
  • Empty weight: 18,400 kg (40,570 lb)
  • Loaded weight: 25,300 kg (56,660 lb) at 50% internal fuel
  • Max. takeoff weight: 34,500 kg (76,060 lb)
  • Powerplant: 2 × Saturn 117S (AL-41F1S) turbofan with thrust vectoring nozzle
    • Dry thrust: 8,800 kgf (86.3 kN, 19,400 lbf) each
    • Thrust with afterburner: 14,500 kgf (142 kN, 31,900 lbf) each
  • Fuel capacity: 11,500 kg (25,400 lb) internally
Performance
  • Maximum speed:
    • At altitude: Mach 2.25 (2,390 km/h, 1,490 mph)
    • At sea level: Mach 1.15 (1,400 km/h, 870 mph)
  • Range:
    • At altitude: 3,600 km (1,940 nmi)
    • At sea level: 1,580 km (850 nmi)
  • Ferry range: 4,500 km (2,430 nmi) with 2 external fuel tanks
  • Service ceiling: 18,000 m (59,100 ft)
  • Rate of climb: >280 m/s (>55,000 ft/min)
  • Wing loading: 408 kg/m² (500.8 kg/m² with full internal fuel) (84.9 lb/ft² 50% fuel)
  • Thrust/weight: 1.126 at 50% fuel (0.92 with full internal fuel)
  • Maximum g-load: +9 g
Armament
  • Guns: 1× 30 mm GSh-30 internal cannon with 150 rounds
  • Hardpoints: 12 hardpoints, consisting of 2 wingtip rails, and 10 wing and fuselage stations with a capacity of 8,000 kg (17,630 lb) of ordnance, and provisions to carry combinations of:
    • Rockets:
      • S-25L laser-guided rocket
      • S-25 unguided rocket
      • B-8 unguided S-8 rocket pods
      • B-13 unguided S-13 rocket pods
    • Missiles:
      • Vympel R-27R/ER/T/ET
      • Vympel R-77 – the proposed R-77M, R-77T
      • Vympel R-73E/M, and R-74M
      • R-37 (missile) 300 km
      • Kh-29T/L
      • Kh-31P/A
      • Kh-59ME
    • Bombs:
      • FAB-250 250-kilogram (550 lb) unguided bombs
      • FAB-500 500-kilogram (1,100 lb) unguided bombs
      • KAB-500L laser-guided bomb
      • KAB-1500 laser-guided bomb
    • Other:
      • buddy refueling pod
Avionics
  • Irbis-E passive phased array radar
  • OLS-35 infra-red search and track system
  • L265 Khibiny-M electronic warfare pod