u_fokkerU_Fokker,
Labour would have had to have made some cuts regardless, even they couldn’t have kept on spending how they were. The Conservatives want to reduce the deficit, and I agree with them, they should. All that money going on interest is not a good thing, that could pay for the defence budget, or nearly the education budget. If anything should be stopped, its having parties like Labour get elected on the back of big public spending, at a future governments financial expense. Now if Labour made big public spending on the back of massive economic growth, great, but its not, its on the back of a credit card.
I do agree with you on where the cuts fell, they do seem quite ill thought out, and certainly not based on making efficient use of capital already invested (looking at Nimrod and Sentinel R1 here in particular). Its hard to find any other things to cut that either don’t have worse effects (e.g Carriers, SSNs) or which don’t have their costs spread over long periods (e.g FSTA). Shareholders of defence companies like BAE should be made to suffer though.
Labour recommended a more cautious approach to cuts without jeopardising economic recovery, instead the Tories think that putting 500K people out of work will somehow stimulate recovery!
As for ASTOR and NIMROD, i’m utterly dumbfounded as to why they want to scrap something which has already been paid for.
Also, don’t forget the 3 x F35B’s the MoD has already purchased!
u_fokkerYou are kidding aren’t you. I’m not a tory by any measure or means but this cut was inevitable given what has been going on with the MODs budget for the last decade. The mass of orders that the Brown government placed last year were probably nothing more than half electioneering and half addiction to writing cheques.
And I suppose the financial crisis was Labour’s doing? I’m sorry but the Tories would have propped up the banks in exactly the same way as Labour did. Blame Thatcher’s de-industrialisation policies of the 80’s as the reason why the UK fared far worse than most other European nations. We have a one dimensional economy centred around financial services, period!
What Brown ordered was UOR’s, funded directly by the treasury.
u_fokkerAre you happy now?
Without getting too political all those people who said that HM Armed Forces would fare better under a conservative Government have got what they asked for!
I very much doubt we would have had such nonsensical strategic cuts had Labour remained in power.
All these savings will achieve is to permit the ConDem’s to balance the books such that they can offer huge tax cuts on the eve of the 2015 General Election, thus ensuring re-election.
u_fokkerUnmanned U.S. Navy Jet Gets More Punch
Ok, it’s not a European story but interesting all the same
A small, experimental jet intended to demonstrate a UAV’s ability to operate off aircraft carriers just might see operational action, according to two top U.S. Navy officials.
The aircraft is the X-47B, being developed by Northrop Grumman under the Navy Unmanned Combat Air System (N-UCAS) program. Roughly $2 billion has been added by the Pentagon over the next five years to give the program a major boost. Most of that money, said Rear Adm. Bill Burke, was at the behest of the new Quadrennial Defense Review (QDR).
Related Topics
“What we think it ought to do is deliver some sort of capability,” Burke, the Navy’s QDR director, told reporters Feb. 4 at the Pentagon. “It would be a real program; it wouldn’t be a demo. We’d like it to be able to deliver kinetic effects or do [intelligence, surveillance and reconnaissance] missions for us.”
Burke cautioned that many decisions still lie ahead.
The first of two X-47Bs is scheduled to be delivered by Northrop early this year, with the second to follow late in 2010. Carrier-based tests are to begin next year.
Unlike other unmanned aerial vehicles, the X-47B – which looks like a miniature B-2 Stealth bomber – is intended as a strike aircraft that can operate from aircraft carrier flight decks.
X-aircraft are generally intended as technology demonstrators and not prototypes of operational aircraft, although both contenders for the Joint Strike Fighter (JSF) program came from the X line. The N-UCAS program has been envisioned as leading to an operational Navy aircraft in about a decade, but the QDR may have spurred an effort to accelerate that timeline.
“There is a lively debate over whether or not the N-UCAS demonstrator should result in a penetrating, ISR strike bird, or be more of a strike fighter,” Navy Undersecretary Bob Work said during a Feb. 2 interview. “That debate has not quite been resolved. Having this extra $2 billion added to the budget is going to help us resolve that debate.”
The Navy needs to work to solidify the F-35 JSF program, Work said.
“Then the next thing we’ll focus on like a laser beam is N-UCAS. What is that going to be? An A-12-like platform that’s extremely low-observable, more of a bomber ISR penetrator, or more like a strike fighter? That’s going to be an issue we’re going to resolve by the next QDR, because the timing will be such that we’re going to have the demonstration program done, we will have proven whether we can operate these unmanned systems on board the big deck, we will have more technology maturation, we’ll have a lot better understanding on the requirements for the system.
“I’m very bullish on N-UCAS,” Work added. “I just don’t know exactly what it’s going to look like, but I think we’re going to resolve that over the next three or four years.”
u_fokkerAny idea what the 3 appendages are sticking out of the nose?
u_fokkerNot aviation related I know, but what rifle are those special forces troops carrying? I don’t believe I’ve seen it before.
Israeli IMI Tavor TAR-21
u_fokkernEUROn Takes Shape
(Source: Dassault Aviation; issued Jan. 19, 2009)
With Dassault Aviation now a full-fledged player in unmanned aircraft, or drones, it’s time to take a closer look at the nEUROn unmanned air combat vehicle (UCAV) program.
On February 9, 2006, French defense procurement agency DGA, the program executive agency, named Dassault Aviation as prime contractor in charge of developing nEUROn, a European combat aircraft vehicle demonstrator. This signaled the active launch of the project.
85% of the total budget has now been awarded to Industry by [French procurement agency] DGA, which acts on behalf of the six Partner States (France, Sweden, Italy, Spain, Greece and Switzerland).
During the first half of 2008, all major nEUROn systems underwent design reviews with our industrial partners, thus ensuring overall program consistency. Interface design is almost complete, paving the way for more detailed work on the systems and airframe.
Development tests and demonstration flights
Ruag, the Swiss partner in this program, carried out two specific wind tunnel tests in 2008. The first helped identify the conditions which could affect aerodynamics when the vehicle is near the ground (ground effect), while the second analyzed the consequences of a bird strike on the leading edge of the wing. Results of these tests were very positive, enabling engineers to freeze the final shape of the vehicle.
At the same time, the AVE-C drone carried out a demonstration flight on June 30, 2008. Since this drone features a general design similar to nEUROn, this test helped confirm the likelihood of the new UCAV performing a successful automatic takeoff and landing right from its first flight. On October 10, 2008, as part of tests of new control surfaces, the AVE-C drone flight tested yaw control using thrust vectoring.
Under construction
Since a stealth configuration is one of the primary technological goals of this program, nEUROn requires the development and integration of new structural technologies to reduce both radar and infrared signature.
The most critical subassemblies have now been produced, to support the development and validation of manufacturing and assembly processes.
A complete nozzle, which could be considered a trial run for the program, has now been assembled by the Greek partner Hellenic Aerospace Industry (HAI), which also makes the aft fuselage section. Once mated to the Rolls-Royce Turbomeca Adour jet engine, this exhaust assembly was to undergo mechanical and integration tests in January 2009.
The experimental development center at Dassault Aviation’s Argenteuil plant has produced an inlet demonstrator, while the Biarritz plant is making a complete leading edge section, about two meters long.
Similar solutions have been applied throughout the production and design process to meet the stealth requirement, in particular very tight tolerances on final shapes, and the use of special devices.
Collaborative working methods
Capitalizing on the experience acquired in recent projects, the program will gradually transition this year from shared premises to a streamlined virtual platform bringing together the industrial partners: Alenia Aeronautica, Saab, EADS Casa, HAI and Ruag. Through this platform, all teams can work simultaneously, securely and in real time, using the same database no matter where they are.
The maiden flight of nEUROn is scheduled for the end of 2011. Test flights will be carried out over a period of about 18 months, in France (Istres), then Sweden and Italy.
In other words, not only is nEUROn beginning to take shape, but so it a real pan-European military aviation industry.
u_fokkerOh, and if anyone has any info on how EMALS is progressing, I’d love to read it, thanks.
Interesting paper on the technology behind EMALS
u_fokkerIn terms of costs the rafale is still profitable for dassault they manage to have a very flexible assembly line with workers which can work either for the rafale or the falcon jets. So it is not an industrial failure for Dassault or the french government. At least on a financial point of view.
.
Ironic quote!:o
Dassault to increase stake in Rafale partner as business jet slowdown bites
DATE:02/12/08
SOURCE:Flight International
What a difference a global financial crisis makes. As recently as late August, Dassault Aviation executive chairman Charles Edelstenne was adamant that his company had no interest in increasing its 5% stake in Thales. However, late November brought a U-turn, when it was revealed that Dassault had entered negotiations to buy the 20.8% Thales stake held by telecommunications group Alcatel-Lucent.
The change of heart was prompted by a sudden darkening of the business jet forecast, argues defence analyst Francis Tusa. He notes that “last year, everything was riding high with business jets”, but adds that enough has happened since July/August for the current outlook to be “arguably the single biggest thing” behind Dassault’s move.
The news from October’s National Business Aviation Association convention was grim, certainly. Worryingly few big order deals were signed and exhibitors reported aisle traffic substantially down on last year.
The onset of recession in the business jet market has sharpened the need to win export orders for Dassault’s Rafale combat aircraft, for which Thales produces €15 million ($19 million) of equipment per shipset. Thus far, the Rafale sales effort has struggled to get out of the blocks internationally, a situation which is causing “a degree of desperation in France”, says Tusa.
In his view, Dassault’s move for a bigger stake in Thales is partly driven by “a belief that they will not be able to see any Rafale exports unless there is a shake-up of how Rafale as a concept is managed”. He adds: “If the assumption is that there has been a dislocation of sales attempts on Rafale, this should provide a better focus than we’ve seen to date.”
As part of efforts to grow the Rafale’s appeal, Thales Airborne Systems has begun production of Europe’s first active electronically scanned array radar. It will start delivering AESA RBE-2 radars to the French air force from 2010 under a €200 million contract covering final development and the initial production of up to four units.
Beyond Rafale, a bigger stake in Thales offers Dassault “broader exposure to the French defence market, but also a broader exposure internationally, which has appeal and interest”, says Ben Fidler, an analyst at Deutsche Bank. Among Thales’ major defence projects is the UK’s €1 billion Watchkeeper UAV, for which it is the prime contractor.
EADs interest
Dassault’s €38-per-share bid, which values the Thales stake at €1.57 billion, came after EADS reportedly submitted a €44-per-share bid but failed to follow through. Of EADS’s temporary interest, Tusa says: “It always seemed pretty obvious that the French state would say no.”
The French state holds a 27% stake in Thales, and hence its government has a veto over any deal. “Were EADS to take it over, the belief, certainly in France, is that they would split the group up,” says Tusa. “Is that something France would like to see? No.”
EADS arguably has its hands full given delays to the A400M military transport and A380 and the need to finalise design of the A350 XWB. There is also the possibility that a move for the Thales stake would have met internal opposition.
“The German side of EADS was not particularly happy with this,” Tusa suggests. “It was seen as a bit of an attempt to inflate the French side of EADS.”
Either way, EADS holds a 46% stake in Dassault and is consequently set to gain indirect ownership of a Thales stake when the talks conclude on 15 December. One would expect no hitches, given that Thales Alenia Space chief executive Reynald Seznac has already been vocal in his support for Dassault’s bid.
The deal will be seen as a response to the French government’s defence white paper published in June, which envisaged consolidation of the national defence industry.
“The white paper is actually yielding some concrete results, something many did not expect,” says Olivier Brochet, an analyst at Natixis Securities.
Meanwhile, Alcatel-Lucent is striving to overturn seven consecutive quarters of losses. On 25 November it named its third chief financial officer in less than a year. It is now the task of one Paul Tufano to ensure that the Thales stake sale goes smoothly.
Has business jet slowdown led Dassault to prioritise Rafale exports?
u_fokkerFact sheet — M88 engine highlights (March 2008)
1/ The M88 at a glance Designed for the Rafale multirole fighter, the M88 is the first member of a family of new-generation engines designed to power advanced combat and training aircraft for the 21st century.
The first production engine was delivered in 1996, and the M88-2 powers both the air force and naval versions of the Rafale. It is especially well suited to low-altitude penetration and high-altitude interception missions. The M88-2 is a state-of-the-art combat engine, with non-polluting combustor, single-crystal turbine blades and powder metallurgy disks, as well as the latest technologies to reduce electromagnetic and infrared signatures. Developing 50 to 75 kN of thrust with afterburner (11,250 to 17,000 lb), the M88-2 is a very compact engine with a high power-to-weight ratio and exceptionally carefree handling, with outstanding acceleration.
End of 2007, a total of 193 M88-2 engines have been delivered to date to the French naval air arm and air force, logging more than 59,000 hours of flight on Rafale aircraft in service.
The M88 features a very recent, highly modular design (comprising 21 major mobiles), for quick return-to-service after maintenance, since the module in question can be removed for maintenance or overhaul without grounding the aircraft. Furthermore, the M88 is the only engine of its kind that can be returned to service after changing modules without requiring a new ground acceptance test – all it needs is a simple leaktightness test.
Snecma’s extensive capabilities in research, technology, development and engineering underpin the company’s leadership in all of its core markets.
Snecma applies a sustained R&D policy to support the continuous improvement of engine performance, and the M88 is a perfect reflection of the company’s innovative mindset. At the same time, Snecma conducts basic research to achieve new technology breakthroughs for tomorrow’s engines. #
2/ M88 ECO technology program The ECO technology program, designed to demonstrate new technologies that could reduce operating costs and increase dispatch reliability, was completed at the end of 2007. It also aimed to study the feasibility of increasing the engine’s thrust without changing its weight or fuel consumption.
In the fall of 2004, Snecma kicked off tests of a technology demonstrator designed to reduce the M88’s total cost of ownership and lay groundwork for future enhancements.
The M88 ECO demonstrator focuses on several areas of improvement: low-pressure compressor with a “blisk” – integrally-bladed disk – offering higher flowrates and compression ratio; a new afterburner system with a ceramic matrix composite (CMC) nozzle to reduce weight; and a new high-pressure turbine architecture with cooled blades to increase mean time between inspections. All in all, the ECO program concerns about 60% of the parts on the M88.
Two M88 engines were dedicated to this program, one for performance testing and the other for endurance testing. The M88 ECO program satisfied all of its initial objectives, spanning increased engine part life, lower cost of ownership (including reduced operating costs) and higher performance (4,000 total accumulated cycles/TAC).
The test engines logged more than 150 hours of flight tests, and the equivalent of 1,800 hours of flight under Rafale mission conditions. This program also checked out the feasibility of increasing M88 engine thrust to about 20,000 lb.
ECO will guarantee the competitiveness of all evolved versions of the Rafale fighter, including both maximum takeoff weight (MTOW) for higher payload capacity and performance throughout the flight envelope.
3/ THEO advanced technology program The aim of the THEO advanced technology program, launched in 2003, is to design new HP turbine technologies for application towards 2015. New designs have already been developed and produced, but it is still too early to reach any conclusions concerning their impact on performance and durability.
http://www.snecma.com/IMG/pdf/Fact_sheet_Snecma_M88_pack_CGP_VA_OK.pdf
Snecma Contact presse :
10, allée du Brévent Vincent Chappard
CE1420 Courcouronnes tel.: + 33 (0)1 69 87 09 29
91019 Évry Cedex – France fax : +33 (0)1 69 87 09 22
http://www.snecma.com [email]vincent.chappard@snecma.fr[/email]
u_fokkerpoor Mr Lake, it seems first that you lack of knowledges to talk about aeronautics, and mostly on basis, being a fan doesn’t mean you even resolved a equation algebric, each time you comes to states that you heard this , saw that, told to your pilots “friends”, all this is bull****, you prove nothing at all, only spin around the topics in your way, lord gets datas, explan basic physics, get studies on phenomenes, he doesn’t follow as a poodle what’s make the hightly AFM or any other national biased articles as “realities”, even pilots doesn’t knows about all what makes a fighter!
i got a advice for you, keep on your dream drama magazines and “pilots” friends “that you never met” pathetic mythomania, and next time you want to defend a point , gets on datas, explan it in physics basis, and you’ll get somes credit!
Lord is a lil harsh and maybe could be seen as agressive language sometimes, but it wasn’t meant to, his basis are stronger on aerodynamics bases and aeronautical knowledges than all of the punks who claims the win over the internet “knowledges” based on journalism spining articles , taking articles by non objective ppl as true facts is as ridiculous as beleiving that Elvis is still alive!
all this makes me laffin, now it would be nice to talk about FACTS, from manufacturers, and engeneers from R&D or foreign objective sources on Rafale , rather than taking for granded the brit spining press, who needs no adds to exposing thier ridiculness all over the world!
Typhoon best as Rafale? buzzzzzzzzzzzzz!
Facts? Foreign no clients of both manufacturer Korea and singapore and brazil said Rafale was better!
And never get the ridiculous arguments of engines “stronger” or radar range!
Typhoon is no more a 9.75t aircraft, and everyone knows that mec radar system aren’t whats plan to fit the best manufacturers in their futur planes!
see ya
My god thunder, you really should seek help. You are logging in as Lord Ass spinning your usual Rafale fanboy diatribe then complimenting Lord Ass under the login Global Press.
u_fokkerLordassap is unable to follow a civilised discussion. I bet that he will be banned soon !
He has really a big behavior issue… Sad for him.
I’m not sure GlobalPress will be happy about that! Wait a minute……..aren’t they the same person?:rolleyes:
u_fokkerExclusif: sérieux coup de frein sur les commandes de Rafale
22/10/2008
Exclusif: sérieux coup de frein sur les commandes de Rafale
Le ministère de la Défense pourrait ne commander que cinquante avions de combat Rafale, au cours des six prochaines années. Selon nos informations, la loi de programmation militaire (2009-14), qui a été approuvée le 10 octobre lors d’un Conseil de défense à l’Elysée – et qui sera à l’ordre du jour du Conseil des ministres du mercredi 29 octobre, prévoit l’acquisition d’environ cinquante Rafale, soit un peu plus de huit par an. Il s’agit toutefois d’un chiffre plancher, car la loi de programmation laisse la porte ouverte à des commandes plus importantes, jusqu’à soixante-six avions, soit onze par an. Le rythme actuel de livraison est d’une quinzaine par an.
L’ajustement se fera, sans doute en 2010, en fonction des succès de l’appareil à l’exportation. Deux contrats sont en cours de discussion, l’un avec les Emirats arabes unis (60), l’autre avec la Libye (14). Si ces contrats sont signés, la commande de l’Etat français sera plus faible – pouvant descendre donc jusqu’à 50. En revanche, si le Rafale enregistre de nouveaux échecs à l’export [ce qui est aujourd’hui peu probable], l’Etat français augmentera ses commandes afin de maintenir les cadences de production. Celles-ci baisseront, quoi qu’il advienne, passant de 14 avions construits par an actuellement à 11 au maximum.
La baisse prévue du rythme de livraison de cet avion de combat provoque de sérieuses tensions entre l’Armée de l’air et la Marine nationale, qui en sont, toutes les deux, équipées. La Marine fait valoir que ses Super-Etendard arriveront en fin de vie en 2015, et qu’il faudra alors une quarantaine de Rafale Marine, afin de pouvoir armer un Groupe aérien embarqué de trente avions. Dans le même temps, l’Armée de l’air transforme ses escadrons sur Rafale. Si les appareils ne sont livrés qu’au compte-gouttes, il faut plusieurs années pour mettre sur pied un escadron opérationnel de 20 appareils.
Pour en débattre, le forum de Secret Défense sur liberation.fr
http://secretdefense.blogs.liberation.fr/defense/2008/10/exclusif-srieux.html
Sign In
