A-12

[Degan]

Si amigo...solo "complementaba" tus datos....

Saludos,

[P44]

Planos do Foch
http://www.servicehistorique.sga.defens ... php?id=189

[Paisano]

Planos do Foch
http://www.servicehistorique.sga.defens ... php?id=189

Para quem gosta de engenharia naval esses arquivos são um tesouro.

[luis F. Silva]

Paisano escreveu:

Para quem gosta de engenharia naval esses arquivos são um tesouro.

Se os chineses sabem desses planos!!!!!!

[P44]

Planos do Foch
http://www.servicehistorique.sga.defens ... php?id=189

Para quem gosta de engenharia naval esses arquivos são um tesouro.

descobri ao navegar por um forum de modelismo

Tem uma lista de todos os tipos de navios franceses, já saquei os dados das Riviere (=João Belo)

[soultrain]

Planos do Foch
http://www.servicehistorique.sga.defens ... php?id=189

Para quem gosta de engenharia naval esses arquivos são um tesouro.

descobri ao navegar por um forum de modelismo

Tem uma lista de todos os tipos de navios franceses, já saquei os dados das Riviere (=João Belo)

Vamos construir uma frota, P44?

[[]]'s

[P44]

Por acaso gostava de construir o modelo da João Belo , mas já não tenho pachorra nem disposição para fazer kits

[Rui Elias Maltez]

A MB comprou no escuro? Ninguém foi lá no Kwait verificar o estado do material?

Isso é elementar! Principalmente se tratando de material usado POWS!

Deixem lá, que não são os únicos.

Noutra área, a Argentina gastou um porradão de dinheiro a comprar umas automotoras eléctricas a Portugal (as UTE 2000), já com perto de 40 anos de uso, embora reformadas e reabilitadas, e só depois de desembarcadas em Buenos Aieres é que se deram conta que a corrente eléctrica da catenária deles não compatível com essas automotoras.

Ou seja, ficaram paradas.



Por isso, se os A-4 não servirem, e uma vez que o A-12 está renovado e com um horizonte de vida de mais uns anos, pode ser que entretanto se comprem uns aviões mais moderno para operar lá.

[cabeça de martelo]

A MB comprou no escuro? Ninguém foi lá no Kwait verificar o estado do material?

Isso é elementar! Principalmente se tratando de material usado POWS!

Deixem lá, que não são os únicos.

Noutra área, a Argentina gastou um porradão de dinheiro a comprar umas automotoras eléctricas a Portugal (as UTE 2000), já com perto de 40 anos de uso, embora reformadas e reabilitadas, e só depois de desembarcadas em Buenos Aieres é que se deram conta que a corrente eléctrica da catenária deles não compatível com essas automotoras.

Ou seja, ficaram paradas.



Por isso, se os A-4 não servirem, e uma vez que o A-12 está renovado e com um horizonte de vida de mais uns anos, pode ser que entretanto se comprem uns aviões mais moderno para operar lá.

Estás a gozar comigo!!!

[P44]

olhem se água do Mar do Uruguai não fôr compativel com a portuguesa... xiiiiiiiiiiiiiuuuuuuuuuuuuuuuuu

[Rui Elias Maltez]

A sério.

As automotoras depois de quase 15 anos encostadas no Entroncamento foram reablitadas, fizeram testes, e foram pelos seus meios desde o Entroncamento até Setúbal onde foram embarcadas.
A ideia dos argentinos era fazer com elas um tipo de metropolitano de superfície entre o aeroporto e uma estação central em Buenos Aires.

Agora estão lá paradas e o melhor que eles têm a fazer será fazerem catenária nova e com corrnte compatível.

É incrível, mas aconteceu.

[PRick]

Olha depois de ficar sabendo dos problemas nas turbinas dos A-4, nem pensar em comprar mais A-4.

Não existe o que pensar, para comprar A-4´s usados, com upgrade, é muitooooooooo melhor comprar os SUE com upgrade, capazes de ataque naval, algo que os A-4 modernizados não fazem.

[ ]´s

SUPER ETENDARD
* The Etendard IVM was beginning to appear behind the times in the late 1960s, and so the Aeronavale started to cast around for a replacement. There were a number of good candidates, a prominent one being the US Vought A-7 strike fighter; the Aeronavale was an enthusiastic operator of the A-7's cousin, the Vought F-8 Crusader, and the admirals had no strong reason to turn up their noses at the A-7 simply because it was made in the USA. They also had a partly French-built candidate, a navalized version of the Anglo-French SEPECAT Jaguar, the "Jaguar M".

However, although Vought and SEPECAT had excellent products, and some sources claim that the Aeronavale was leaning towards the A-7, it seems that Dassault had superb salesmen who gave a pitch that was unarguably hard to turn down on the face of it: why not just update the Etendard IVM? The improved version would be "90% compatible", making it a cheap solution, and it would be an all-French product as well. What wasn't to like? The "Super Etendard", as it was known, won the competition in January 1973.

* Three Etendard IVMs were used as developmental aircraft in the program, with the first true prototype performing its initial flight on 3 October 1975. The first production machine performed its initial flight on 24 November 1977, with the first deliveries of what would turn out to be a total of 71 Super Etendards to the Aeronavale the next year.

One of the major changes in the Super Etendard, or "SuE" as it was called, was fit of the improved SNECMA Atar 8K50 non-afterburning turbojet, with a maximum thrust of 49.0 kN (5,000 kgp / 11,025 lbf). It was also supposed to have better specific fuel consumption, but it seems it was little or no improvement in that regard. Internal fuel capacity was increased to 3,270 liters (845 US gallons) in some compensation. The Atar 8K50 was derived from the 9K50 turbojet used on the Dassault Mirage F1, with corrosion protection and the afterburner removed. It had a fixed exhaust nozzle, unlike the "eyelid" nozzle of the Atar 08B fitted to the Etendard IVM. Bigger engine intakes were fitted to the SuE to provide adequate airflow to the uprated engine.



Another major change was fit of an updated avionics suite, including:


A Thomson-CSF Agave I radar in the nose. The Agave was a multimode radar, with navigation and air combat capabilities, but optimized for maritime strike. It was fitted in a relatively prominent, slightly drooping nose radome that provided an instant recognition feature relative to the Etendard IVM.

A SAGEM-Kearfott ETNA navigation-attack system, which integrated an inertial reference system, a Thomson-CSF head-up display (HUD), a navigation display, an armament control system, a radio altimeter, and a TACAN beacon navigation system. (Antennas for the comparable civilian VOR beacon navigation system were also fitted to each side of the tailfin.) ETNA would be aligned before takeoff from a carrier and was accurate to within 2.2 kilometers (1.4 miles) per flight-hour -- enough to get the aircraft within range of TACAN at the end of a mission.

A Thomson-CSF BF RWR, with the antennas in the tailfin as with the Etendard IVPM.
The third major change was fit of a new wing to compensate for increased takeoff weight. The wing looked much like the old, but featured leading-edge wingroot extensions, with a slightly enhanced sweep; leading-edge flaps running all the way to the wingtip, instead of out to the wingtip fold as with the Etendard IV; and double slotted flaps with greater droop.

DASSAULT SUPER ETENDARD:

spec
_____________________
wingspan 9.6 meters
wing area 28.4 sq_meters
length 14.31 meters
height 3.9 meters

empty weight 6,500 kilograms
MTO weight 12,000 kilograms

max speed at altitude 1,380 Km/H
service ceiling 15,500 meters
combat radius 850 kilometers



* Outside of these changes, the Super Etendard was very much like the Etendard IVM, with four underwing pylons and a centerline pylon; twin DEFA cannon; a retractable inflight refueling probe on top of the nose; and so on. In fact, if it weren't for the different nose, it would be difficult to tell the Etendard IVM and Super Etendard apart. However, the notion that the Super Etendard was going to be "90% compatible" with the Etendard IVM was replaced by the reality that the two were more like "90% different", and the supposed cost benefits didn't materialize. The Aeronavale had wanted 100 Super Etendards but cost escalation reduced the quantity to the 71 mentioned above. For the same money, the Aeronavale could have obtained more aircraft with greater warload capability and radius of action.
That said, the Super Etendard was effectively state-of-the-art in terms of its technical sophistication, in particular providing a platform for carriage and launch of the Aerospatiale AM39 Exocet solid-fuel antiship missile, with the Agave radar providing targeting. The usual flight configuration for the antiship attack mission was an Exocet on the inner pylon of one wing and an external tank under the inner pylon of the other, with AAMs or defensive aids optionally carried on the outer pylons. The empty external tank was dropped before missile launch to maintain trim.

In the early 1980s, most of the Super Etendard fleet was updated to support the nuclear strike mission, with the flight configuration much like that used with the Exocet -- a nuclear store on one inner pylon, an external tank on the other, and optionally AAMs (usually the Matra Magic) or defensive aids on the outer pylons. Nuclear stores included the AN52 tactical nuclear free-fall bomb, with a yield of about 15 kilotonnes; or the ramjet-powered "Air-Sol Moyenne Portee (ASMP)" missile, with a yield of over 100 kilotonnes, a speed in the range of Mach 2 to Mach 3 depending on altitude, and a standoff range of about 100 kilometers (60 miles). Carriage of the Exocet or ASMP required removal of the 30 millimeter cannon to make room for "black boxes".

Of course, conventional stores like those carried by the Etendard IVM could also be employed, such as dumb bombs and unguided rocket pods, with a munition on each outer pylon and an external tank on each inner pylon.

A bigger external tank, with a capacity of 1,100 liters (290 US gallons), was introduced for the Super Etendard, taking advantage of the SuE's greater carriage capacity. However, a pair of the big tanks were too heavy if a full combat load was also being carried, and if so, the old 625 liter tanks were fitted instead. Since an Exocet strike configuration included only one tank, the 1,100 liter tank was usually carried in that case. The Super Etendard could also carry the old 600 liter centerline tank, though again it is unusual to find pictures with it fitted. Of course the old Douglas tanker pod could be carried as well.

Maximum external load with full internal fuel was 2,100 kilograms (4,360 pounds). Initially colors were the same as for the earlier Aeronavale Etendards -- dark gray-blue on top, white on bottom -- but were later changed to the overall two-tone gray-blue disruptive pattern also given to the Etendard IVP/PM.


[4] SUPER ETENDARD IN COMBAT / SUPER ETENDARD MODERNIZE
* Although the Etendard IVM never got involved in serious fighting, the Super Etendard quickly found itself in combat. On 22 September 1983, Super Etendards operating in support of French peacekeeping forces in Lebanon performed airstrikes against gun emplacements of the Lebanese Druze militia.

More was to come. Argentina was the only foreign country to buy the Super Etendard, ordering 14 machines in 1981, with five delivered, along with five Exocet missiles, by the outbreak of the Falklands War in 1982; the French then suspended deliveries. On 4 May 1982, Argentine Super Etendards launched two Exocets, damaging the British destroyer HMS SHEFFIELD badly enough that it had to be scuttled, and then firing two more Exocets against the container ship ATLANTIC CONVEYOR on 25 May 1982, with the same result. These successes were among the few enjoyed by the Argentines during the conflict.

The last Exocet was expended without result on 30 May 1982. Deliveries of Super Etendards from France resumed after the end of the war. Argentine Super Etendards carried the locally-built Pescador missile, a radio-guided weapon somewhat along the lines of the old US Bullpup-A. At last notice, the surviving Argentine SuEs were still in service.

Iraq also operated Super Etendards during the Iran-Iraq War in the 1980s, though the Iraqis never bought them. Saddam Hussein had purchased Exocets from France but didn't have an adequate launch platform for them, and so the French agreeably loaned him five Aeronavale Super Etendards in secret in 1983 as a stopgap until the Iraqis obtained Exocet-configured Dassault Mirage F1s in 1985. The Iraqi Super Etendards went into combat in 1984 and performed dozens of attacks on tankers in the Persian Gulf during their stint in the conflict. One SuE was lost in the fighting.

* In the late 1980s, a series of enhancements were implemented for the Super Etendard, resulting in the "Super Etendard Modernise (SEM)". The initial SEM configuration, known as "Standard 2" -- the original Super Etendard being "Standard 1" -- involved modification of the cockpit layout, the new scheme being built around a modern HUD, and fit of the Thomson-CSF (now Thales) Anemone radar in place of the old Agave radar. The Anemone provides about twice the range of the Agave and has an enhanced set of modes, including more air-to-air modes. First flight of a Standard 2 SEM was in October 1990, with initial service delivery in June 1993.

The Standard 2 was quickly followed by the "Standard 3" SEM, which introduced carriage of the ATLIS laser targeting pod on the centerline station. Once again, the cannon had to be removed to accommodate black boxes when ATLIS was carried. ATLIS is a daylight targeting pod with a TV camera featuring 2.5/5/10/20 magnification zoom boresighted to a laser, and the ability to track a target after being locked -- a useful feature when employed with a single-seat aircraft like the Super Etendard.

When carrying an ATLIS pod, a SEM could perform precision targeting for an AS-30L missile -- a laser-guided derivative of the old radio-guided AS-30 -- or laser-guided bombs (LGBs). For some unclear reason the Standard 3 SEM could not designate its own LGBs and could only be used for "buddy lasing" of such weapons, with a SEM targeting LGBs for another strike aircraft.

The "Standard 4" SEM was a big step forward, featuring:


An updated countermeasures suite, most significantly including a state-of-the-art Thales Sherloc RWR with rectangular antennas on the front and back of the tailfin, replacing the "spike" antennas of the old BF RWR.
Since pylon-mounted external defensive countermeasures pods are usually relatively lightweight, a new stores pylon was added to each wing inboard of the existing stores pylons, just forward of the extended main landing gear, solely for countermeasures pods. The latest countermeasures pods can be carried by the Standard 4 SEM, including the Barracuda NG (New Generation) RF jammer and the Alkan LL5081 chaff-flare dispenser. The Alkan LL5081 has a capacity of 90 40 millimeter cartridges or 40 60 millimeter cartridges.

Most significantly, the entire countermeasures system is integrated to permit automatic operation of a jammer or flare dispenser pod when the RWR identifies a threat.


Carriage of the CRM280 centerline reconnaissance module, where CRM stands for "Chassis de Reconnaissance Marine / Marine Reconnaissance Module)". This includes an AP40 panoramic camera and an SDS250 electro-optic imager, where "SDS" stands more or less for "Short Distance Sensor".
The AP40 is a wet-film camera, capable of using grayscale or color film, and is mounted vertically. The SDS250 can be adjusted to observe vertically or 22 degrees, 30 degrees, or 60 degrees to either side. The data obtained by the SDS250 is dumped to magnetic tape. SDS250 imagery also comes up on the pilot's HUD, allowing him to monitor the reconnaissance system. The pilot has a simple "viewfinder" for the reconnaissance system on each side of the cockpit.


The capability to self-designate LGBs.
All SEMs were up to Standard 4 by the end of 2002, with the "Standard 5" introduced the next year. Standard 5 was intended to provide a "night attack" capability, built around the new Damocles targeting pod. The Damocles not only uses an infrared imager, permitting night operations, but also has higher image resolution, permitting greater standoff range.

The Standard 5 SEM cockpit has also been modified with lighting compatible with night vision goggles (NVGs). Aeronavale pilots trained for NVG flight operations are called "Hiboux (Owls)" and wear owl patches. A pilot cannot eject with current NVGs in place, since the unbalanced weight might snap his neck, or they might tear off and slam into his vitals. A pilot has to remove the NVGs before punching out, but new NVGs have been developed that automatically blow off when the ejection seat is activated.

Another major innovation with the Standard 5 SEM was the PCN90 flight computer and the associated UNI40 inertial navigation system (INS) with a Global Position System (GPS) satellite receiver subsystem. The PCN90/UNI140 system allows up to 63 navigation waypoints to be preprogrammed before a mission.

* More improvements are under consideration:


A "kneeboard" display with navigation data, there being no space to put another display on the dashboard. The technology is in use by French military helicopter pilots, but an NVG-compatible display is required for the SEM.

A small optical telescope system to permit long-range target identification, since the greater standoff range of modern guided weapons makes "friendly fire" incidents more likely.

A solid-state recorder for the CRM280 pod.

New functionality for the Anemone radar, including the ability to cue Matra Magic AAMs to the radar, and an improved autopilot.
* The Aeronavale's SEMs saw combat action during the Balkan Wars in the late 1990s and in the invasion of Afghanistan in 2002. With all the updates, the Super Etendard will remain in service to 2011 at least. The airframe is very strong and airframe life is not a major concern.



Weapons loads include the latest versions of the Exocet, the ASMP, the AS-30L, LGBs, and the Matra Magic II AAM. The classic SNEB 68 millimeter unguided rocket pod is no longer in service since the pilot had to fly straight in towards the target and the rocket's short range brought the aircraft too close to adversary defenses. It should be noted that when operating from a carrier, weapons like the Exocet and AS-30L are too heavy for landings and have to be discarded if they weren't otherwise expended.


THE COMPLETE BOOK OF FIGHTERS by William Green & Gordon Swanborough, Salamander Books, 1994.

THE WEST'S MODERN FIGHTERS by Doug Richardson, Military Press, 1984.

"The Aeronavale Spearhead" by Pierre-Henri Grolleau, AIR INTERNATIONAL, January 2003, 38:45.
Useful materials on the somewhat obscure Etendard IVM/P were obtained from the "French Fleet Air Arm" website in France, which considerately provides English translations of the pages, as well as from a JANE'S from 1960.

Se eles ficarem disponíveis com preços módicos, não existe porque modernizar os A-4, com estes problemas nas turbinas, que pelo jeito é grave.

[ ]´s

[Bolovo]

Mais tralha?

[alex]

Acho que devemos colocar sobre os portões das bases navais:
"Compramos sucata"

Que tal olharmos para frente em vez de para trás? Chega de refugo!!

[Pablo Maica]

Salim faz brecim gamarada!


Um abraço e t+