NOTÍCIAS DO RAFALE

[prp]

CDG está dando ré.

[saullo]

60 nós de ré em 1ª marcha...

Abraços

[P44]

Digam o que quiserem, que não dá, que é ruim, que não leva nada. Mas esse treco no SP, ia ser show de bola...

Quem? O Sarko????

Bourne, vc saqueou o password do joão fernando?????

[Bender]

CDG está dando ré.

60 nós de ré em 1ª marcha...

Talha mode on:

Exclusividade da marinha francesa,dispositivo inversor automático a grande velocidade,quando se ouve alguem gritar: "RECUAAAARRRR!!".

Talha mode off.

SDS.

[Cougar_PH]

kkkkkkkkkkkkkkkkkkkkkkk

[Carlos Mathias]

Quanta maldade no coração...

[joao fernando]

Olha, o Sarko tem assim, um jeito sex que pegou aquele mulherão

Já o nosso Lula, só Dona Marisa Leticia mesmo...

Se tiver que vir o Sarko pra vir Rafale, que seja. Saimos da idade da pedra (bruta) e com um pouco de sorte, entramos na era da pedra polida

[soultrain]

Captain Romain: Rafale pilot in Afghanistan

Ring , july 5


Captain Romain, you have served in Afghanistan with the Rafale. In real operations, what are the qualities of the aircraft? What does it bring to you in situations of stress ?

In real operation, the Rafale pilot enjoys first the interoperability of its data connection (called Link 16), which allows him to easily find an eye contact [visual] on other planes and especially tankers. In an environment where the rule is “seing and avoiding”, it is very important ...
The autonomy of our new aircraft make undeniably a contribution: we can stay longer in support of the troops who seek our assistance.
For a infantryman in the heart of Afghanistan, it is not a detail if he knows he can count on us for a long time... This winter, we will be equipped with a laser designation pod [Damocles] which we will enable us to inform from the air the troops on the ground about their environment or to gain autonomy if we had to rescue them.


Do the preparation and the execution of a mission with Rafale differ from those with an aircraft like the Mirage 2000?

The preparation and the execution of a mission with a Rafale does not differ, though everything is easier and safer for the Rafale aircrew, thanks to the plane: to have two engines instead of one, it counts, in France and in operation, it is much safer.


In such a complex machine in terms of technology, what are the aids to maintenance? What is the availability rate of the aircraft in comparison with the Mirage 2000 also present in Afghanistan?

Maintenance is computerized and is done very quickly and very effectively:
In 12 months of presence in Afghanistan, the Rafale has canceled only one mission because of a technical problem, which is really very good in terms of availability...


You mention in your book the obsession about fratricide or fatal shooting on population. In a theater of operations like Afghanistan where the Taliban are closely mixed with the population, the firing of weapons seems to be impossible. What are the procedures to be observed by a pilot? And does he have the right to refuse to deliver his weapons if he judges that the situation requires it?

I can not reveal here the rules of engagement that we are required to follow in Afghanistan.
What is certain is on one side our rules of engagement prevent this kind of disaster and on the other side crews are very careful not to commit the irreparable.


Your squadron participated Red Flag in 2008, in order to prepare the French air forces in tactical interoperability. Were you present? What did you retain from this exercise?

Our allies were clearly amazed by our new GPS-powered bomb (called AASM for Armement Air-Sol Modulaire ), our autonomy and our total versatility.


In a video debriefing, Col. Terrence Fornof clearly stated that the Rafale did not really involve during this exercice but have especially scanned other aircraft emissions.
Any clarification on this?

http://canadadefencesovereignty.blog...-critique.html
Red Flag is the absolute dream for a French fighter pilot. To think only one second that a French pilot might have a chance to participate without a total commitment is just proof of ignorance of our frame of mind.


Before this exercise , a detachment went on the Luke airbase in Arizona. A SIRPA [French army information and public relations service] video shows some F-16 in bad shape. US pilots were very impressed by the aggressiveness of the Rafale in dogfight. An officer praised the men and the aircraft with an unambiguous term: "outstanding". Beyond political differences between governments, it seems there are very strong ties beween French and US pilots. What do you think ?

Our nations are linked by history: we are the first U.S. allies.
In the end, beyond nationalities, the same passion animates all fighter pilots. And as this job is our favorite talking point, bonds are always promptly formed .





After the Dubai Airshow in 2009, an exercise called Advanced Tactical Leadership Course (ATLC) opposed, for the first time, the most modern aircrafts at Al Dhafra. Informations have filtered about the results and they are very surprising about the capabilities of the Rafale. Surprising because the habit is rather to hear or read in the French press unflattering remarks about the French aircraft. How to interpret this phenomenon?

An exercise like ATLC is a litmus test for aircraft, crews and mechanics. Leaning on men who serve, the Rafale has shown in this exercise all its combat effectiveness.
France has a great aeronautical history, it is normal that we produce excellent aircraft and it is clearly the case with the Rafale.


Let’s talk now about the results of this exercise. Your squadron commander speaks of " to have put sheets" to the British participants equipped with Eurofighter with a ratio of 7 victories for 1 defeat, with degraded armament on the side of the Rafale. What is called degraded armament and which were the rules of engagement?

During an ATLC engagement, 2 Rafale engaged, using their whole system but simulating a weapon that requires taking more risk than normal, 4 Eurofighter. The 2 Rafale killed the 4 Typhoon which used all their normal capacities, without loss.

The rules of engagement were "beyond visual range".

(For the experts, the Rafale had then simulated the use of a semi-active missile while the missile normally used by the Rafale is an active missile, which allows to take cover more quickly after a shot.)


What are the differences between the two weapon systems, whether in terms of sensors and situation awareness for the pilot?

All have always dreamed of hundreds of Mirage F1 and Mirage 2000 pilots became reality in the Rafale. It is the result of a long common adventure between Dassault and the French Air Force. The Rafale is the culmination of decades of experience in military aviation.

Finally, the Rafale fighter is a very complete aircraft:

The rafale is extremely maneuvering and thus awesome in dogfight. For example, confronted with a Eurofighter, engaged in a within visual range combat with a neck to neck start, we know we need a few dozens of seconds to validate a 'gun kill'.

In BVR air combat (beyond visual range, ie at ranges of several dozens of kilometers), the Rafale system provides synthetic information coming from multiple sensors. This information is therefore more accurate. We can do without 1 or 2 sensors during a whole combat while remaining extremely dangerous for the enemy. This gives us access to new tactics of particular interest.

And with an greater extension than the previous generation aircraft, the Rafale carries twice more air-ground weapons.

The AASM, the new auto-powered GPS French bomb, gives a Rafale the ability to replace several Mirage while being more efficient and taking less risk.
The Eurofighter is a plane built for aerial combat and it fares worse than the Rafale, which is a versatile aircraft (air combat, bombing, reconnaissance).


And about the aerodynamic capabilities of French plane?

Dassault has a know-how which is at the forefront of what is done worldwide in matter of combat aircraft, thanks to its latest Mirage. This expertise can not be decreed, it is maintained.


The most impressive part of the ATLC is the confrontation between members of your squadron and the American F-22 Raptor, described by all observers as a kind of ultimate air weapon, largely in advance on all levels, without rival. Little information filtered about the Franco-American face to face. Why have Americans restricted the battle to “gun pass” only and what were the carrying configuration of the 2 aircrafts?

What is certain is that limiting a close-combat to a combat gun only, it does not really make sense today: even very close to another aircraft and face-to-face, our infrared Mica missiles are able to destroy their target.
So, during various combat gun against the Raptor, the Rafale has had many opportunities to shoot Mica IR, unannounced as not being a part of the framework agreed by the Americans for these engagements. Both planes were smooth.


What told you your colleagues about the US fighter? What represents such an advanced aircraft for you?


The Rafale is a very successful aircraft which does not need its radar to fight “beyond visual range”.

It's a plane with which everything is easy, probably the masterpiece of Dassault.
The Raptor is a beautiful plane, but the Rafale is clearly an excellent choice for France.


An Emirati Mirage 2000-9 piloted by a French did a gun pass on an F-22. This would give reason to Eric Gerard [former Rafale solo display pilot] when he said that thrust vectoring is not useful in combat. You are talking about close air combat as a random exercise, subject to factors independant of the qualities of the aircraft. What do you mean?


In a close combat, one teaches that "sight is life." Indeed, if we see a little too late the other aircraft, the battle may be lost before it started.
To have the "tally" (i see another plane) in time is a random exercise even with the sight of a fighter pilot: aircraft approach each other at about 2000 km/h and the other aircraft may also come from the sun ... This is an example, there are other random factors.

Finally, i think that Eric Gerard is right to say that the thrust vectoring is useless: we noted it.





You have a unique instrument known as front sector optronics. What is this tool and which benefits can you use in air combat?

This is a camera equipped with a telemetry laser and located on the nose of our plane. So with good weather, we can do completely without the radar.
We can also visually identify an aircraft we have locked at distance ensuring our safety.


The Rafale is the first truly omnirôle aircraft. That is to say that he is able to perform all the functions previously assigned to aircraft specialized in a single type of missions in a single flight. Do you have a concrete illustration implementing the panoply of tools available on the Rafale, including electronic warfare?

Every day we train to exploit the versatility of the Rafale.
For example, few times ago, i worked with a young pilot in a scenario for which we had to move to within a territory defended by aircrafts to perform radar mapping, find 12 targets, simulate their bombardment with our AASM and leave. So, within a few minutes, my young team-mate and me have simulated the firing of 5 air-to-air missiles and 12 air-to-ground bombs using all the capabilities of our radar and while jamming.
We have not suffered losses and we have inflicted some kills to our adversaries.


Captain Cedric "Rut" Ruet [current Rafale solo display pilot] said sometimes he’s dealing with load factors up to 11 G depending on the configuration of the demonstration. How is a pilot undergoing such accelerations without losing consciousness? Have you been subjected to such strong acceleration during your mission?

The Rafale is the most comfortable aircraft i know. The angle of its seat enables us to deal with G more easily than in a Mirage 2000, for example.
We may need to deal with so many G in the beginning of a dogfight: the first turn often determines the outcome of the battle...
[…]

How is going your daily training in Saint-Dizier?

When we start our day, we organize our work according to the flight in which we are planned.
We are dedicated to it, at least two hours before takeoff. This minimum period allows us to be aware of weather conditions, to determine the teaching objectives of the flight, to choose the tactics we will use and to prepare the mission and the pre-flight briefing.
In a complex preparation, the time of preparation can quickly exceed an half-dozen hours.
The flight lasts about one hour. Frequently we train to refuel in flight, mechanically delaying our landing. Those who have read my book will understand that this training is not superfluous...
Sometimes we also train in long flights, exceeding 5 hours.
Once the flight completed, we unload the flight data for each aircraft involved in an analysis system that allows us to draw all the lessons of our mission for all crew members. This phase may take from 1 to 2 hours.
Thus a standard flight monopolizes us on average during 5 hours.
Our training is part of our daily activity. If we are programmed in flight once in a day on average, it is also certain that experienced fighter pilots spend most of their time to train younger.
This is true on all combat aircraft and this is particularly true for the Rafale: This aircraft is a real leap forward in technology and new possibilities that are open to us, lead us to rethink and rewrite our training programs and our tactics. It is a volume close to 2000 pages ,very technical, that have already been rewritten and we strive to ever refine it for more efficiency.
While some may write the other, younger, use their ‘free’ time to learn this documentation.
[…]

To finish, what’s up at 15,000 meters and Mach 1.6?

It is a moment of great calm and a rare experience.
At this altitude, it is not crowded and the air traffic controller did not need to multiply radio messages to coordinate our flight with other aircraft in the vicinity: all our natural environment becomes quieter.
The less dense air does not allow the aircraft to move with the same vivacity that at low-level: all its movements are slower.
At this height, flying at Mach 1.60 is not really seen, but is measured with pleasure. For example, i had the opportunity to fly over the city of Dijon, six minutes after leaving the city center of Lyon...
So while you move clearly faster, everything seems slow.
But what i like most at this altitude is that you can see, by looking 360 degrees at the horizon, it has a slightly round form ... Then of course, i would like to go a little higher.

[soultrain]

Radar revolution: the arrival of gallium nitride components opens up new applications for radars, including jamming and telecomm
By Jean Dupont | Interavia Business & Technology - Summer, 2007

Print ShareThis Get the Mag Weekly Updates [-] Text Size [+]
The active array antenna has virtually taken over the radar market--having won a berth on every new fighter or surveillance aircraft programme launched over the past 10 years. Even earlier programmes, such as the Rafale, Gripen, Typhoon or MiG-35 are preparing for the transition to active-array technology. The pressure do to so has been stepped up following the first US export sales of aircraft equipped with active-array radars--F-15s to Singapore in 2005, followed by Australia's recent order for the F/A-18E/F Super Hornet.

Weapons labs around the globe, however, are already gearing up for the next generation--antenna with the power and bandwith to perform offensive jamming and communications in addition to the radar function, and with a sufficiently compact and modular design to be housed not only in the nose of the fighter aircraft but also in conformal units elsewhere on the airframe surface.

The trigger for this revolution is a semiconductor material called gallium nitride (GaN), which, like the gallium arsenide (GaAs) used in current active antennas, is composed of elements from columns 3 and 5 of the periodic table and can be used to produce high frequency amplifiers.

The emergence of GaN from the laboratory has been delayed by epitaxy issues--growth of the semi-conductor layer on the silicon (Si) substrate, or silicon carbide (SIC) in the case of cutting-edge military applications. GaN and the substrate are made of crystals with different interatomic distances, hence the difficulty in assembling the two materials at a microscopic scale. The largest slices of high-performance GaN that have been obtained to date have a diameter of three inches, compared with six inches for GaAs and up to twelve inches for silicon. The size of the slice determines the number of chips that the machine can produce in a single pass.

GaN is clearly destined to remain expensive and its utilisation unlikely to expand beyond a limited number of applications, particularly since suppliers of SiC substrates are themselves limited. This situation could change, however, as GaN slices are expected to increase to four inches in the near future, and the arrival of new players should help to drive prices down, predicts Dominique Pons who heads the Alcatel Lucent/Thales III-V Lab. (The name reflects the columns of the periodic table mentioned above.) In any case, the intrinsic qualities of GaN have convinced the US Defense Advanced Research Projects Agency (Darpa) to invest heavily--tens of millions of dollars per year--in the technology.

The involvement of telecommunications giant Alcatel Lucent reflects the inherent duality of the technology--GaAs components are widely used in cell phones. Though power applications, such as radar, are largely confined to the military and space sectors, they are gradually finding their way into the civil domain. In the 1990s, EADS and Thales formed a joint company, United Monolithic Semiconductors (UMS), to produce GaAs chips and monolithic microwave integrated circuits (MMICs) for their new-generation radars.

Series production

UMS launched series production of MMICs for S- and C-band radars at the beginning of this decade, followed more recently by X-band radars like the active-array RBE2 AA that will equip the Rafale starting in 2012. On the civil side, lead times between technology incubation and application are much shorter, and the company has managed to find GaAs applications in a number of professional or top-end civil markets, such as wireless telecom infrastructures and anti-collision radars for cars.

In this way the military potential of GaAs has opened up an industrial capability that has found market openings in Europe ... the same openings that GaN will be able to exploit in its turn. Agreements are already in place with NXP (ex-Philips Semiconductors), explains Thierry Laboureau, UMS sales and marketing director, to develop power components for base stations for third- and fourth-generation cell phone networks and for WiMax base stations for mobile internet users. Ultimately, once prices have come down far enough, GaN could conceivably make its way into the kitchen, replacing the magnetron in the micro-wave oven.

However, these longer-term commercial perspectives will not be enough to cover the investment required to launch foundry operations. Nor is there any prospect of procuring components for military applications from the US or Japan--both countries have already placed an embargo on GaAs circuits, and there is no reason for them to be any more flexible concerning GaN. This explains why the defence procurement authorities in France and Germany are both helping to support industrial research efforts.

According to Dominique Pons, the III-V Lab should produce its first X-band or wide-band GaN MMICs this year. Following validation and industrialisation by UMS, series production should get under way by 2009.

EDA funding

GaN is also one of the very first research areas to receive funding from the European Defence Agency (EDA) under a 40 million [euro] programme called Korrigan that brings together 23 companies and laboratories in seven countries to accelerate the development of one or more European GaN foundries with associated supply chain by 2009. The programme leader is Thales Airborne Systems. Other participants include EADS, Selex Sistemi Integrati, Saab Ericsson and BAE Insyte. Their role initially is to define requirements for the foundries, before becoming directly involved, from 2008 onwards, in integrating the microchips into a variety of specialised modules covering a range of land-based and airborne radar applications, as well as self-protection or offensive jammers.

In this way, explains Thales Airborne Systems technical director Pierre Fossier, it should be possible to launch the first system applications in 2010. In France, one of the leading candidates for the new technology is the offensive jammer, a capacity that the French Air Force has had its eyes on for several years, and which has already given rise to the Carbone airborne demonstrator. The performance of the system attracted a lot of attention at NATO's Mace X electronic warfare exercise in the year 2000.

The DGA procurement branch of the French MoD is continuing to provide limited funding for exploratory work by Thales while awaiting for national budgets to kick in to complete development. GaN would allow for a reduction in the size of the jammer, potentially clearing the way for integration into a combat aircraft. One of the first European acquisition programmes to integrate GaN technology could well be the Maritime Airborne Surveillance and Control (MASC) programme to replace Royal Navy Sea King Mk7 airborne surveillance helicopters, as required for the future CVF aircraft carriers. The three candidates for this mission are the Hawkeye aircraft, the EH-101 helicopter and the tiltwing V-22, though the Hawkeye would appear to be ruled out by the absence of a catapult in the current CVF definition. Both the other candidates would require a compact and powerful radar to meet missions requirements. The potential advantages of a GaN radar in this context have prompted the British MoD to finance some upstream development work in preparation for a programme launch in the 2009 timeframe--the same year that the first European GaN modules are scheduled to come off the production line.

Rafale lead

As far as Europe's combat aircraft programmes are concerned, the Rafale seems to have established a lead over Typhoon and Gripen in the race to integrate an active array antenna. This is primarily because--unlike its competitors--the transition to active-array technology on the Rafale's electronically scanned RBE2 was planned from the outset, avoiding the need for the more extensive (and expensive) modifications required on the mechanical antennas of the Typhoon and Gripen. The increase in range that the new technology will bring is deemed essential if the aircraft is to fully exploit the potential of the future ramjet-powered Meteor missile, due to enter service in the early years of the next decade. Without it, pilots will rely on target designation from another platform to strike targets at the limits of the Meteor envelope.

All aircraft will benefit from the collaborative work accomplished under the trinational Airborne Multirole Solid State Active Array Radar (AMSAR) programme, which was launched in 1993 to develop a European capability in GaAs power devices and subsequently gave rise to UMS (EADS/Thales). Work under AMSAR is currently focused on beam forming through computation. The goal is to cancel reception in jammed sectors and improve rejection of parasitic ground echos, though at the cost of a more complex antenna architecture.

In France, Thales launched its own active antenna radar demonstrator programme in the late 1990s incorporating US components. The resulting mockup was tested at the CEV flight test centre in 2002 on a Mystere XX test bed, and the following year on Rafale. In February 2004, the French MoD's DGA procurement branch awarded 85 million [euro] under the DRAMA programme to develop a prototype active-module radar representative of an operational system.

Thales is currently working on its first DRAMA antenna featuring UMS components. The antenna is scheduled to be delivered to the CEV test centre in midyear for flight testing on the Mystere XX and Mirage 2000 through 2009. The objective is to complete qualification of the new radar by 2009 and deliver two prototypes to Dassault the following year for integration into the aircraft and validation of the full standard. The first two production radars are currently scheduled for delivery in 2011; they will equip the last two Rafales in the current production batch. Half of the 400 million [euro] in funding for the Rafale "Roadmap"--the development of additional capabilities beyond the F3 standard--has been earmarked for the introduction of an active array antenna on the RBE2. This will involve an array of around 1,000 GaAs transmit/receive modules to replace the existing passive scanning antenna and the travelling wave tube (TWT) on the transmitter. The goal is to have the resulting AA version of the RBE2 ready for series production to equip Rafales delivered from 2012 under the next multi-year order, which is expected to be signed in early 2009.
According to Thales, the RBE2 AA will offer 50% greater range than the current RBE2 and a huge increase in reliability--major overhaul every 7-10 years, compared with a current TWT service life of around 100 hours. It will also be possible to generate SAR images in air-to-ground mode with 1 m resolution or better, and to detect at long range low-reflection airborne targets, including stealthy UAVs and UCAVs.

No state funding has yet been made available to fund the active-array transition for Typhoon and Gripen. Euroradar (Selex SAS/EADS/Galileo Avionica/Indra) launched its own Caesar demonstrator programme for Typhoon in 2003. The demonstrator made its first flight on a BAC 1-11 testbed in February 2006. Caesar combines the back end from the existing Captor with an antenna partially featuring active GaAs modules from UMS (Germany) and Filtronic (UK). Captor air-to-air modes have been partially adapted to the new antenna. Caesar was flight tested on a Typhoon development aircraft (DA5) in May.

Industry is hopeful of an order as part of the Tranche 3 batch of Eurofighters, currently due to be ordered in 2009 for delivery starting in 2012. According to industry officials, the operating cost gains due to improved reliability would compensate for the extra cost due to development of the new antenna.

In Sweden, Saab Microwave Systems (the former Ericsson) is following a similar path, also without government funding. Saab, which hopes to start flight demonstrations this summer, aims to have an active antenna radar on Gripen by 2015, slightly later than the offer European programmes but with more ambitious technology goals. The antenna for its so-called Not Only Radar (NORA) concept would be mounted on a vertical axis allowing the scan angle (120[degrees] in pure electronic mode) to be extended to 200[degrees]. Nora would also offer jamming and data link functions, similar to what the Americans are testing today on the F-22's APG-77.

RELATED ARTICLE: Multifunction radars.

Much of the potential offered by GaN can be seen today with GaAs. It is already possible to produce very-high-bandwidth medium-power amplifiers for self-protection jammers covering the entire upper portion of the the electronic warfare spectrum (618-GHz). Thanks to a major technology investment, industry can now produce more powerful amplifiers, delivering around 10W at the high efficiency levels (around 50%) required for airborne X-band (8-12GHz) radar applications. In doing so, however, bandwidth has dropped to around 10% of the operating frequency. The experts predict that, within a relatively short timeframe, it will be possible to produce still more powerful GaN amplifiers ... with at least twice the bandwidth. The US Defense Advanced Research Projects Agency (Darpa) is targeting a six-fold increase in power compared with existing GaAs modules.

In Europe, the Korrigan project (see main article) aims to develop X-band power amplifiers in excess of 20W (i.e. suitable for radar and long-distance telecom applications) and with a bandwidth of around 2GHz, sufficient to jam other transmitters in the same frequency band.

In theory, modules with twice as much power could be used to produce radars with twice as much power, i.e. twice the range. However, engineers could well select another avenue, initially at least, since the useful range of a radar is related to the range of the weapons that it is being used to control. On the other hand, if the power of GaN is used to trim the number of modules, this means that the size of the antenna--and the nose section of the aircraft--can be significantly reduced, with an obvious payoff in terms of aerodynamics and stealth. The aircraft's stealth characteristics would be further improved by the fact that, by sharing the same antenna for radar, jamming and communications functions, there would be a reduction in the number of reflectors for enemy radars.

Another consequence of the smaller antenna is on increase in beam width. The tradeoff is a slight loss of resolution, but this is not a major problem in air-to-air situations where missiles have their own active seekers that can compensate for shortcomings in target designation. In air-to-ground modes, however, a wider beam enables a given area to be covered more quickly to establish cartography. Also, in jamming mode, the aiming accuracy in relation to a hostile transmitter would be less demanding.

The combination of all these modes (radar, communications jamming) on a GaAs radar is also possible. In the US, trials have been performed using the Northrop Grumman APG-77 radar on the F-22 and the Raytheon APG-79 on the F/A-18E/F Block 2. However, local media reports have highlighted the limits of what can be achieved. First-generation APG-77s reached their temperature limits already in radar mode. This problem seems to have been resolved on more recent versions, but in jamming mode the APG-77 cannot transmit for more than one second without damaging the radar. Also, experts have commented that jamming is effective over a frequency band that is too narrow to effectively counter all airborne threats.

This helps to explain why the US, despite their lead in GaAs technology, is currently accelerating research into a future alternative.

RELATED ARTICLE: Power plus bandwith.

The intrinsic properties of gallium nitride (GaN) make it the designated successor to gallium arsenide (GaAs) for radar applications. The three major properties are: substrate thermal conductivity and breakdown electric field 10 times greater than GaAs, and a very high output impedance, allowing GaN transistors to operate across very large bandwidths.

The higher breakdown electric field means that components will be able to operate at higher voltages (typically 20 and 40V, compared with 10V for X-band GaAs components) and will possess greater tolerance to impedance mismatch, rendering them less sensitive to hyperfrequency aggressions.

Operating at higher voltages, GaN amplifiers should reduce heat losses--which the good thermal conductivity of the substrate will help to evacuate more effectively. Hence the possibility of either deriving more power from components, or reducing component size for the same power.

GaN can be used to produce amplifiers up to several hundred watts which could be used to replace travelling wave tubes on telecommunications satellites. A major advantage in this case would be the elimination of very-high-voltage power supplies and the risk that these represent for the onboard environment. Transmit/receive modules for radar antenna (which today measure 6-7cm in length, with a 15mm section) could be packaged in 13mm cubes ... small enough to insert into conformal antenna and open the way to "smart skin".

Finally, the high breakdown voltage of the semiconductors means that the low-noise amplifiers in the reception stages of the radar will be less sensitive, i.e. more resistant to external aggression, such as offensive jamming and leakage from the transmit circuit at the antenna stage. Today, GaAs receive module stages require protection in the form of bulky and expensive ultra-rapid ferrite circulators. These circulators could be replaced by simple switches, also using GaN technology. In this way, all the high-frequency components of the radar antenna modules could be built using the same process, thus further reducing production costs.
http://www.entrepreneur.com/tradejou...6091651_2.html

[knigh7]

Olá, pessoal!

Alguém teria fotos do Rafale com tanque ventral de 3.000L?

Abracos!

[Carlos Mathias]

3000l?
Nem sabia que existia...

[PRick]

Olá, pessoal!

Alguém teria fotos do Rafale com tanque ventral de 3.000L?

Abracos!

Pelo que sei ele foi homologado, agora, nunca vi uma foto! Na verdade, nem procurei também.

[]´s

[Wolfgang]

Olá, pessoal!

Alguém teria fotos do Rafale com tanque ventral de 3.000L?

Abracos!

Caraca, usam Rafale para apagar incêndio agora?

[nveras]

Olá, pessoal!

Alguém teria fotos do Rafale com tanque ventral de 3.000L?

Abracos!

Caraca, usam Rafale para apagar incêndio agora?

Não é pra apagar, é pra provocar. Se acabarem as bombas o rafale joga o tanque de 3000 e provoca um baita incendio no alvo. By Prick.

[knigh7]

Olá, pessoal!

Alguém teria fotos do Rafale com tanque ventral de 3.000L?

Abracos!

Pelo que sei ele foi homologado, agora, nunca vi uma foto! Na verdade, nem procurei também.

[]´s

É que estou juntando fotos, em várias configuracões e pinturas, do futuro caca da FAB

aproveitando, segue o link da página da Dassault para o pessoal, que contém as publicacões sobre o Rafale, a FOX3.


http://www.dassault-aviation.com/fr/def ... tions.html

a cada ano, surge 1 ou 2 publicacões.