Do you understand the concept of sensor fusion at all?

Nic

I do, that is why I am pointing out the issue. It’s obvious you don’t since you can’t seem to comprehend the problem with DDM-NG not being “fused” within the MDPU. It is a drop in replacement without additional software added to the mission computers. Now what does tell you about sensor fusion?

The forces of terrorists in Palmyra and their Western advisers will be destroyed after the capture of Aleppo

Yes, hundreds of western advisors embedded in ISIS, where do you get your news “I hate the west and NATO is going to invade Russia Weekly”?

Guess it means, Russia does not have enough force projection in and around Syria, to deal with this new situation in Palmyra.

Problem is, with the regime forces/Russia concentrated on Aleppo and Iraqi/Coalition forces concentrated on Mosul, and Turkish forces preoccupied and preoccupying the Kurds. There is a void of attention on eastern central Syria that ISIS is using to consolidate.

I thought the Russians had a clutch design the engineers at Lockheed Martin wanted to get their hands on.

The swivel idea has been around in sheet metal duct work for several decades. I doubt they wanted the swivel nozzle technology.

Possible, sure as h*ll wasn’t the 3bs nozzle that seems to come up in every thread regarding the lift system. Obviously there was some value in partnering.

Quite on the contrary, conceptually they are practically identical.. and rightfully so.. it would be outright lunacy for the P&W/RR not to use all that available experience from the Yak-141. Only morons would dwell on artificial supremacy and false pride..

True, tell paralay that his claim is hubris. Not only was the 3bs nozzle not patented on the yak-141, but the X-35 already had said nozzle design before before L-M or Pratt ever got to inspect the Yak-141. The rest is internet pseudo-history.

No doubt US designers were curious about the Russian swivel design to see if there were any improvements that could be implemented.

. Harrier definitely enjoyed an advantage here, the question is whenever it was really that much important in operational use. Does anyone know how this problem is solved in F-35B?

Some would argue that the problem isn’t solved with the F-35B. The LHA/LHD and QE class have Thermion- aluminum and ceramic coating used for VL spots. The MCAS Beaufort had concrete landing pads modified to accomodate the F-35B.

Take off is not much of an issue since the F-35B incorporates rolling take-off.

2 Super Hornets collided, and another was lost earlier in the year IIRC?

2 supers collided, not sure about other loss. Didn’t include them in above total.

They are not the same by principle, but they are the same by the outcome.. Whether two separate RD-41 engines (~84kN) or a shaft-driven lift fan (~89kN), both represent a lift-only dead weight.. The LiftSystem has more similarities to the Yak-141 than to the Harrier.

As for a dead weight, absolutely. Separate lift engines are problematic for a host of other reasons. Interestingly the only weight I was able to find on the RD-41 was 290kg (with 9,000+ lbs thrust). Find that thrust to weight hard to believe, anyone have a hard number on RD-41 weight?

Indeed the catapult system has not been keeping such relevance with this matter, since the nuclear aircraft carrier Charles de Gaulle has been equipped with catapults capable to launch an aircraft with max take off weight of 25 t, which will put at the same max weight of the Su 33 has been launched through the sky jump system from Kuznetsov.

Also the F 14 Tomcat has never been operational aboard all US aircraft carrier classes because of its weight and dimensions even though it were equipped with catapults.

The CdG has C-13-3 cats that can launch a 70,000 lb aircraft at roughly 120 knots (similar to the C-13-0 on the earlier Kitty Hawk Class). Given sufficient WoD, the CdG can launch the Rafale M at MTOW.

The Midway class were the only two carriers unable to operate the F-14 (excluding the few SCB-125 mod Essex that were in the process of decommissioning as the F-14 reached IOC). Midway class limitations were due as much to deck design/Elevators as cats.

Catapults not only allow for aircraft to launch at higher weights, they allow for launches with more weight over a wider variety of meterological conditions, quicker launch cycles (mostly due to deck positioning), and do allow for “flex deck” operations (even though rarely used).