Perhaps some more unpractically for ground handling.
Where is my Raptor?;)

For GBU need the Rafale a laser disignator.

[QUOTE=FullTrottel;1053986]Please stop your whining and let’s get back
on track.

Rafale F2 : terrain following throught database (radar mode not yet
implemented but capability exists),
/QUOTE]

Thus is no terain follow with the RBE-2!
Maybe with F3 with maybe RBE2-AA (ASEA).

Only stupid when someone placed a strawberry searcher (low flier search
Radar) in your flight path. Against low flier strained steel cable. For
this is a digital terrain map less useful.

The RBE2 is surely less efficient compared with a Tornado Nose Radar!
The Tornado Nose Radar (BAE Systems) is a real ASEA and a real terrain
follow Radar. One should not survey is the fact that the RBE2 has only a
opening angle of max. +-60°, to the edges with rapid sloping
sensitivity. A mechanical Radar can reached +-90° and more, to the edges
with same sensitivity.
PESA has a range problem, because the transmitting power is lowered by
the phase shifters. Once in transmission direction and once in receiving
direction.

The term omnirole (Latin English ) means nothing else as a
egg-laying-wool-milk-pig. Or is a omnibus a better passenger car as a
bus? Omnibus came from the marketing term “Omnes omnibus”;)

Or why should a Rafale omnirole and a F/A-18 not?
Rafale B, C, M, N are four different typ of airplanes!
Or can a Rafale B or C operate from a Carrier?

We summarize once.
Maybe real terrain following with F3.
Maybe a supercruiser.
Maybe another weapons as frence typs.
Maybe drop Paveway.
Maybe Rafale is a mayberole fighter.
Maybe sell it to Saudia Arabia.
Maybe maybe…

France Tanker Top Gun 😮
http://www.flightglobal.com/Articles/2006/12/01/Navigation/177/210889/Video+Confusion+over+location+of+KC-135+tanker+flight+over+desert+at+10ft.html

Old 😉

It’s better to speak as take your hand frome stick or trottle.
Particularly with high g-numbers.
Where we are then already with the Libelle G-Multiplus. As restrictively Germany remains for the export licences for this suit to handle. It is a piece of key technology it makes possible the efficiency multi-million-dollar of an expensive weapon system fully to to the constructional borders. That promises an increase in output of up to 30% within some ranges already simply because each pilot is now able reach the full potential of its combat aircraft. France is practically excluded from it.

At the heart of this rift – as ever – are the illustrious French, who have been banned from taking part in export sales promotions for this aircraft. The reason, to put it bluntly, is that no one on the Eurofighter sales team trusts them not to use the information gained in sales negotiations to push their own rival, the Rafale fighter.

That is the situation revealed by The Business, which reports that the procurement ministers of the Eurofighter partner countries – UK, Spain, German and Italy – have put the block on the French because they believe they are undermining Eurofighter’s export potential by putting their national interests – and products – first.

Although France is not a partner in the Eurofighter project, the situation arises because it is involved in the programme through EADS, one of the industry partners making the aircraft, as well the Rafale. The ban means that only German and British nationals associated with Franco-German EADS, Berlin’s partner, can work on export sales

Dassault Catia is traditionally weakly with cables.:D

Wrong.
He retired from active participation when the planes …and company grew. Anyway, he was always the financial backer, not an engineer.

Retirement is the fine rewriting for expropriation.
William Edward Boeing (Böing) whose only 53 years old, a litle bit to young for retirement. In 1934, the United States government accused William Boeing of monopolistic practices. The Air Mail Act ordered him to break up his company into three separate entities: United Aircraft Company, Boeing Airplane Company, and United Air Lines.

http://www.flug-revue.rotor.com/FRHeft/FRHeft06/FRH0612/FR0612b.htm
A380 cable problems threaten Airbus

Apparently the problems arise above all from the use of different software versions of the market leading 3D design program, (Dassault Systems) CATIA. Whereas the Airbus factories in Germany and Spain were using the tried and tested older version 4, the factories in France and the UK converted to the latest version 5 during the A380 development period.

The differences between the two versions of the software are far-reaching: whereas the older version was coded in the Fortran programming language and runs under UNIX on relatively powerful workstation computers, the more recent version 5, which is outwardly geared towards Windows and can also run on PCs, uses the programming language C++.

http://www.electronicaviation.com/aircraft/Dassault_Rafale/819

According to Defence Analysis (p.17, Vol 8.No.12 December 2005) Dassault have called the RBE2 radar ‘fatally flawed’ alleging that its range was “inadequate” and averring that the Rafale therefore relied on AWACS support to overcome this. 😀

The DGA also described Rafale’s OSF (“Optronique Secteur Frontal”) as “obsolescent” and production has been cut back to just 48 units, rather than the planned number, which was to have been sufficient to equip all F1 and F2 versions. 😉

According to Defense News, Air Force Gen. Eric Rouzaud revealed that early deliveries of the Rafale were prone to a software glitch that cut out part of the flight system, requiring the pilot to hit the reset button. The fault has been fixed, Rouzaud said. 😮

There were reports that problems with the “Central Processor” led to only three of five Rafales being delivered during 2004, and suggestions that the same problem led to a shortfall of deliveries (against the planned schedule) in 2005. :dev2:

There have, however, been increasingly critical comments about Rafale from members of the National Assembly’s Finance and Defence Commissions, and there have been reports of disagreements between Dassault and DGA about cost increases and obsolescence. According to Defence Analysis (p.17, Vol 8.No.12 December 2005) Dassault have called the RBE2 radar ‘fatally flawed’ alleging that its range was “inadequate” and averring that the Rafale therefore relied on AWACS support to overcome this. The DGA also described Rafale’s OSF (“Optronique Secteur Frontal”) as “obsolescent” and production has been cut back to just 48 units, rather than the planned number, which was to have been sufficient to equip all F1 and F2 versions.

While UK and German newspapers have been energetic in their criticism of Typhoon, Rafale has enjoyed a much gentler ride, and many of Rafale’s problems (which have been similar in nature, scope and extent to those suffered by the rival Eurofighter) have seldom emerged until long after they were solved, or remain unsubstantiated rumour, though there have been exceptions. According to Defense News, Air Force Gen. Eric Rouzaud revealed that early deliveries of the Rafale were prone to a software glitch that cut out part of the flight system, requiring the pilot to hit the reset button. The fault has been fixed, Rouzaud said.

There were reports that problems with the “Central Processor” led to only three of five Rafales being delivered during 2004, and suggestions that the same problem led to a shortfall of deliveries (against the planned schedule) in 2005.

There was a two year delay in signing the production contract for the 59 F2 standard Rafales, and the order due to be placed in 2006 has dropped from 82 aircraft (65 AdlA, 17 Aéronavale) to just 66 (48 AdlA, 18 Aéronavale) (according to the Vincon Senate report). The Pintat report indicated that this reduced order has also been slipped to 2007.

Still subject to delays, the Rafale (once progressing well ahead of the rival Eurofighter) has still not entered full operational service with the Armée de l’Air, and less than a dozen are in use with the French Air Force for trials, evaluation and conversion training with EC330. Though the aircraft entered operational service with the Aéronavale in 2004 Flotille 12 still has only 9 Rafales (less than a full Flotille) and is currently limited to Air-to-Air combat (F1 software/hardware standard). There are concerns that operational loads (especially in the long range air to surface role) will be limited by the present engine’s relatively modest thrust.

According to Defence Analysis and Flight Daily News, the Singapore evaluation also reportedly revealed problems with Rafale’s reliability and availability, and that the aircraft failed to demonstrate claimed radar performance or its claimed ability to supercruise. Singapore was also reportedly unimpressed by Rafale’s much vaunted “Omni role” capability. “Show us, properly” was said to have been the reaction, according to Defence Analysis. The lack of official comment by Singapore leads many to dismiss such criticism as unreliable hearsay, however.

If criticism of under-powered engines and the passive electron-scan radar (which Defence Analysis say is viewed by many as a technological dead end) is to be overcome, Dassault badly need to fund the advanced F3 variant, but this is unlikely to happen quickly without an export customer (according to Aviation Week and Space Technology). A fully-developed F3 would, however, seem much more likely to gain export success. In January 2005 it was announced that eight aircraft would be cut from French orders specifically to free up funding for advanced radar development, while Meteor integration is also being accelerated.