Wednesday, July 31, 2013

Dassault Mirage 2000

Dassault Mirage 2000

The Dassault Mirage 2000 is a French multirole, single-engine fourth-generation jet fighter manufactured by Dassault Aviation. It was designed as a lightweight fighter based on the Mirage III in the late 1970s for the French Air Force (Armée de l'Air). The Mirage 2000 evolved into a multirole aircraft with several variants developed, with sales to a number of nations. The variants include the Mirage 2000N and 2000D strike variants, the improved Mirage 2000-5 and several export variants.[3] Over 600 aircraft were built[3] and it is in service in nine countries as of 2009



Development

Previous projects

The Mirage 2000 evolved from a series of Dassault projects performed from 1965 to 1975. The first in this series was a project known as the "Anglo-French Variable Geometry" (AFVG) swing-wing aircraft, begun in 1965. The collaboration was a fiasco, with the French pulling out in 1967. The British stayed with the concept and formed another collaboration with the Germans and Italians, which eventually produced the Panavia Tornado multirole combat aircraft.[citation needed]
Dassault then worked on several new concepts evolved from the "Mirage G" variable-geometry experimental prototype, resulting in a sophisticated design with the designation "Avion de Combat Futur (ACF / Future Combat Aircraft)". The French Air Force developed a requirement for developing the Avion de Combat Futur (ACF) (French: "Future combat aircraft") in the early 1970s.[4] Dassault offered its twin-engine Super Mirage for the ACF requirement. However, the Super Mirage was to be too costly and was canceled in 1975.[5]

Mirage 2000 project

Mirage 2000 C/B/D/N/5F
Dassault had been working on other fighter options in the meantime, partly because the export potential of the ACF was not promising. These alternatives were smaller, simpler, and cheaper than the ACF, and took the form of a number of "Mini-Mirage (Mimi)" concepts. These concepts congealed into an aircraft known at first as the "Super Mirage III", then the "Delta 1000", "Delta 2000", "Super Mirage 2000", and finally just "Mirage 2000".[citation needed]
The ACF was a strike aircraft first and an interceptor second, while the Mirage 2000 was exactly the reverse, but the Mirage 2000 was much more affordable. So When the ACF was cancelled, Dassault offered the single-engine Mirage 2000 as an alternative and was given approval to proceed by the French government on 18 December 1975.[4] This was a return to the first generation Mirages, but with several important innovations that tried to solve their shortcomings. Project chiefs were B.C. Valliéres, J.Cabrière, J.C. Veber and B.Revellin-Falcoz.[6][volume & issue needed]
There was another important reason for Dassault to push the Mirage 2000. Development of this small aircraft would also give the company a competitor to the General Dynamics F-16 Fighting Falcon, which had defeated the Dassault Mirage F1 in a contest for a new fighter for the air forces of Belgium, Denmark, Netherlands and Norway. Small single-engined fighters were clearly the most appreciated by foreign customers, as experience with the larger, twin-engined Mirage 4000 would show.[citation needed]

Design phase

Radar development was critical in the Mirage 2000 project. Despite many obstacles, Marcel Dassault felt that a prototype could be flying in a year and a half, with operational introduction in 1982. In fact, the program was delayed, but by the standards of modern defense programs it was not all that big a schedule slip.[citation needed]
The prototype made its first flight in 10 March 1978[1] with test pilot Jean Coreau at the controls. Despite all the new technologies applied, basing the new aircraft on the Mirage III allowed the development of a prototype in only 27 months from the program start to the first flight.[citation needed]
In that summer, at the Farnborough Airshow, this machine displayed not only excellent handling capabilities, but also a full control at 204 km/h and 26 degree angle of attack. This was totally unexpected in a delta-wing fighter, and proved how CCD[expand acronym] controls were capable of overcoming the delta wing shortcomings related to poor low-speed control, while retaining the advantages, such as low-drag, low radar cross section, ideal high speed aerodynamics, and large internal volume, as well as simplicity, provided by the absence of horizontal tail surfaces.[citation needed] The Mirage 2000 was one of the stars of that airshow and became the direct adversary for the F-16, which shared the CCD control and relaxed stability.[7][broken citation] The 02 Prototype followed in 18 September 1978 and 03 in 26 September 1979. After 400 hours of flight, they were sent to CEV (Centre d'Essais en Vol). The 04 Prototype was a demonstrator made by Dassault for its own purposes, and finally the first dual-seat Mirage 2000B flew in 11 October 1980.[citation needed]
The first production example flew on 20 November 1982,[4] and the aircraft went into operational service in November 1982.[2] They were practically pre-production aircraft, because they had no SARH missiles (RDM-1 radar) and the first model of SNECMA 'Super Atar' M-53-2 engine.[citation needed]


Overview

French Air Force Mirage 2000D taxis for takeoff at the Royal International Air Tattoo.
The Mirage 2000 features a low-set thin delta wing with cambered section, 58 degrees leading-edge sweep and moderately blended root; area-ruled; two small canard wings, fixed, placed just behind the air intakes. The flight controls on the wings are: four elevons (+15/−30°), four slats.
Its neutral point is in front of its center of gravity, giving the fighter relaxed stability to enhance maneuverability. It incorporated negative stability and fly-by-wire controls with four analog computers.[9] An airbrake is fitted above and below each wing in an arrangement very similar to that of the Mirage III. A noticeably taller tailfin allows the pilot to retain control at higher angles of attack, assisted by the small strakes mounted along each air intake.

Armament and payload

French Air Force Mirage 2000C armament
The Mirage 2000 is equipped with built-in twin DEFA 554 (now GIAT 30–550 F4) 30 mm revolver-type cannons with 125 rounds each. The cannons have selectable fire rates of 1,200 or 1,800 rounds per minute. Each round weighs 275 grams (9.7 oz) and has a muzzle velocity of around 800 metres per second (2,600 ft/s).
The Mirage 2000 can carry up to 6.3 tonnes (14,000 lb) (or 7 tonnes for −9 version) of stores on nine pylons, with two pylons on each wing and five under the fuselage. External stores can include Matra Super 530 medium-range semi-active radar-guided air-to-air missile on the inboard wing pylons and underbelly, and Matra Magic short-range infrared-seeking AAM on the outboard wing pylons. Other short-range missiles such as the AIM-9J/L/P are compatible and are often used on Mirages which have been exported, because Magic itself was meant as 'Sidewinder compatible'. The Mirage 2000C and later versions can carry the lighter, more advanced MBDA MICA instead of the Super 530D.

Avionics

Avionics for the Mirage-2000B/C include the Sagem ULISS 52 inertial navigation system (INS), TRT radio altimeter, Dassault Electronique Type 2084 central digital computer, Digibus digital data bus and Sextant Avionique Type 90 air data computer. The communication equipment package includes the LMT NRAI-7A IFF transponder, IO-300-A marker beacon receiver, TRT ERA 7000 V/UHF com transceiver, TRT ERA 7200 UHF or EAS secure voice communications.
The aircraft has a redundant fly-by-wire automatic flight control system, providing a high degree of agility and easier handling, together with stability and precise control in all situations. The fighter's airframe is naturally unstable, and so it is coupled with FBW commands to obtain the best agility; however, in override mode it is still possible to exceed a 270 deg/sec roll rate and allows the aircraft to reach 11 g (within the 12 g structural limit), instead of 9 g when engaged. The system is reliable with no known losses due to its failure.
The Mirage 2000 is equipped with the Thales Serval Radar warning receiver (RWR) with antennas on the wingtips and on the rear of the top of the tailfin. It is also equipped with the Dassault Sabre RF jammer in a pod below the bottom of the tailfin, with the antenna in a fairing on the front of the tailfin. The Dassault Éclair dispenser system under the tail was eventually replaced by a pair of Matra Spirale dispensers, each fitted on the extensions behind the rear of each wingroot, giving a total capacity of 224 cartridges.

Cockpit

The Mirage 2000 is available as a single-seat or two-seat multi-role fighter. The pilot flies the aircraft by means of a centre stick and left hand throttles, with both incorporating hands-on-throttle-and-stick (HOTAS) controls. The pilot sits on a SEM MB Mk10[10][11] zero-zero ejection seat (a license-built version of the British Martin-Baker Mark 10). Unlike in the F-16, the pilot sits in a conventional position, without the steep backward slope of the F-16 seat. The cockpit is quite small, however the visibility is acceptable for purpose.
The instrument panel (in the Mirage 2000 C) is dominated by a Sextant VE-130 Heads Up Display which presents data relating to flight control, navigation, target engagement and weapon firing, and the VMC-180 radar screen located centrally below it. To the lower left is a stores management panel, above which are the navigation instruments and altimeter. The right half of the instrument panel accommodates the engine and systems displays. Located on the left side of the cockpit, just ahead of the throttle, are controls for the communications equipment, including the Have Quick secure radio.

Engines

The new and powerful SNECMA M53 afterburning bypass turbojet engine was developed for the ACF, and was available for the Mirage 2000 project. The Mirage 2000 is powered by a SNECMA M53 low-bypass ratio turbofan engine, which provides 64 kilonewtons (14,000 lbf) of thrust dry and 98 kilonewtons (22,000 lbf) in afterburner. The first 37 Mirage 2000 aircraft were equipped with the SNECMA M53-5 engine version; later aircraft were equipped with the SNECMA M53-P2 version. The air intakes are fitted with an adjustable half-cone-shaped centerbody, which provides an inclined shock of air pressure for highly efficient air intake. Total internal fuel capacity is 3,978 litres (1,051 US gal) in the Mirage 2000C and E, and 3,904 litres (1,031 US gal) in the Mirage 2000B, N, D and S. There are also provisions for a jettisonable 1,300-litre (340 US gal) centerline fuselage fuel tank and for a 1,700-litre (450 US gal) drop tank under each wing.

Radar

Thomson-CSF RDM multi-mode radar or Dassault Electronique/Thomson-CSF RDI pulse-Doppler radar for the Mirage 2000C/D, each with an operating range of 54 nm (100 km / 62 miles). This unit was an evolution of Cyrano radars, with more modern processing units and look-down/shoot-down capabilities. The effective range is around 60–70 km with modest capabilities against low-level targets. It is linked with Super R.530F missiles, and equipped the first 37 aircraft delivered to the French Air Force and most exported Mirages. It has multirole capabilities that enable its use in air-to-surface tasks, including anti-ship roles. The very early RDM were still not linked with the Super R.530F missiles, but it was solved quickly. Some recent export versions of the aircraft carry the Thales RDY (Radar Doppler Multitarget) developed for the Mirage 2000-5.

Structure

Dassault Mirage 2000C at Paris Air Show 2007
Multi-spar metal wing; elevons have carbon-fiber skins with AG5 light alloy honeycomb structure cores; carbon-fiber/light alloy honeycomb panel covers avionics bay; most of the tailfin and all of the rudder are skinned with boron/epoxy/carbon; the rudder has a light alloy honeycomb core.
The aircraft uses a retractable tricycle type landing gear by Messier-Dowty, with twin nosewheels and a single wheel on each main gear. The landing features a hydraulic retraction mechanism and electrohydraulic steering of the nosewheel (+/-45 degrees); the nosewheel can caster through 360 degrees for ground towing while under manual control. A runway arresting hook or a fairing for a brake parachute can be fitted under the tail, which can operate in conjunction with the landing gear's carbon brakes to shorten landing distances. A removable refueling probe can be attached in front of the cockpit, offset slightly to the right of center.


Variants

Mirage 2000C

Mirage 2000C
The first Mirage 2000 to go into service was the single-seat Mirage 2000C interceptor, C stands for Chasseur (Fighter) variant. There were four single-seat prototypes, including the initial Mirage 2000 prototype. The first production Mirage 2000C flew in November 1982. Deliveries began in 1983. The first operational squadron was formed in 1984, the 50th anniversary of the French Air Force. A total of 124 Mirage-2000Cs were obtained by the AdA.
The first 37 Mirage 2000Cs delivered were fitted with the Thomson-CSF RDM (Radar Doppler Multifunction) and were powered by the SNECMA M53-5 turbofan engine. The 38th Mirage 2000C had an upgraded SNECMA M53-5 P2 turbofan engine. The Radar Doppler Impulse (RDI) built by Thales for the Mirage 2000C entered service in 1987. It has a much improved range of about 150 km, and is linked to Matra Super 530D missiles, which are much improved compared to the older Super 530F. Look-down/shoot-down capabilities are much improved as well, but this radar is not usually used for air-to-surface roles. (Note that "look-down/shoot-down" often refers to being able to track and target another flying object at a lower altitude, rather than targeting an object on the surface itself.)
Upgrades includes the addition of the Non-Cooperative Target Recognition (NCTR) mode to the RDI Radar to allow identification of airborne targets not responding on IFF, integration for the Matra MICA IR heat-seeking missile, and the ability to carry air-to-ground stores such as Matra 68 mm rocket pods (18 each), Mk 80 series or French 250, 400, and 1000 kg iron bombs, and cluster bombs such as the Belouga or non-French models. Some variants, especially those equipped with the RDM radar (mainly used in export models) have the capability to use the Exocet anti-ship missile. Also, Indian Mirage 2000s have been integrated to carry the Russian R-73AE Archer missile and the indigenous Indian built Astra missile.

Mirage 2000B

Mirage 2000B at RIAT 2010
The Mirage 2000B is a two-seat operational conversion trainer variant which first flew on 11 October 1980. The French Air Force acquired 30 Mirage 2000Bs, and all three AdA fighter wings each obtained several of them for conversion training.

Mirage 2000N and 2000D

Main article: Dassault Mirage 2000N/2000D
The Mirage 2000N is the nuclear strike variant which was intended to carry the Aerospatiale Air-Sol Moyenne Portee (ASMP) nuclear stand-off missile. Initial flight tests of two prototypes began on 3 February 1983, and the Mirage 2000N entered operational service in 1988. A total of 75 were built.
The Mirage 2000D is a dedicated conventional attack variant developed from the Mirage 2000N. Initial flight of the Mirage 2000D prototype, a modified Mirage 2000N prototype, was on 19 February 1991. The first flight of a production aircraft occurred 31 March 1993, and service introduction followed in April 1995. A total of 86 were built.

Mirage 2000-5

By the late 1980s, the Mirage 2000 was beginning to age compared with the latest models of U.S. F-16 fighters, so Thomson-CSF began work on a privately funded update of the Mirage 2000C which was to be named the Mirage 2000-5. A two-seat Mirage 2000B prototype was extensively modified as the first Mirage 2000-5 prototype, and it first flew on 24 October 1990. A Mirage 2000C prototype was also reworked to a similar standard, making its initial flight on 27 April 1991. The production aircraft entered operational service in 1997.[30] A two-seat version was developed as well, whose rear seat has a HUD but not an associated head-level display and lacks a built-in cannon, although cannon pods can be carried.
Improvements included the Thales TV/CT CLDP laser designator pod as well as the Thales multimode RDY (Radar Doppler Multitarget), which allows detection of up to 24 targets and the ability to simultaneously track 8 threats while guiding 4 MICA missiles to different targets. Updates to defensive systems included the ICMS 2 countermeasures suite and the Samir DDM missile warning system. ICMS 2 incorporates a receiver and associated signal processing system in the nose for detecting hostile missile command data links, and can be interfaced to a new programmable mission-planning and post-mission analysis ground system. Avionics were also updated, using a new Night vision-compatible glass cockpit layout borrowed from the Rafale, a dual-linked wide-angle Head-up display, and HOTAS controls. The Mirage 2000-5 can also carry the oversized drop tanks developed for the Mirage 2000N, greatly extending its range.
Dassault needed an order from the AdA to help promote foreign sales and, in 1993, the AdA decided to upgrade 37 of their existing Mirage 2000s to the 2000-5 specification as a stopgap before the arrival of the Rafale in AdA service. The upgraded aircraft were redesignated Mirage 2000-5F, and became operational in 2000. They retained the old countermeasures system with the Serval/Sabre/Spirale units and did not receive the ICMS 2 system. The AdA is now considering upgrades for the type, including the MIDS datalink, MICA IR support, and the Thales Topsight helmet-mounted display and sighting system.

Mirage 2000-5 Mark 2

Dassault further improved the Mirage 2000-5, creating the Mirage 2000-5 Mark 2 which is currently the most advanced variant of the Mirage 2000. Enhancements to offensive systems included a datalink for the targeting of MICA ER missiles, the addition of the Damocles FLIR targeting pod, and a newer, stealthier Thales RDY-2 all-weather synthetic aperture radar with moving target indicator capability, which also grants the aircraft improved air-to-ground capability. The avionics were further updated with higher resolution color displays, an optional Topsight helmet-mounted display, and the addition of the Modular Data Processing Unit (MDPU) designed for the Rafale. A new Thales Totem 3000 inertial navigation system with ring laser gyroscope and GPS capability was added, providing much greater accuracy, higher reliability, and shorter alignment time than the older ULISS 52 navigation system which it replaced. Other upgrades included the addition of an on-board oxygen generation system (OBOGS) for the pilot and an ICMS 3 digital countermeasures suite.
Further planned upgrades will include Thales AIDA visual identification pod, a GPS receiver, MIDS datalink, new long-range sensors, and the Topsight E helmet-mounted display. Other technology developed for the Rafale will also be integrated into the Mirage 2000, including infrared and optical sensors for IFF and targeting.

Mirage 2000E

"Mirage 2000E" was a blanket designation for a series of export variants of the Mirage 2000. These aircraft were fitted the M53-P2 engine and an enhanced "RDM+" radar, and all can carry the day-only ATLIS II laser targeting pod.

Mirage 2000M (Egypt)

The Mirage 2000M is the version purchased by Egypt. Two-seat Mirage 2000BM trainers were also ordered.

Mirage 2000H (India)

Indian Air Force Mirage 2000TH.
India has acquired a total of 51 Mirages, which include 41 single-seater Mirage 2000Hs and 10 two-seater Mirage 2000TH trainers. Since India wanted the fighter quickly, the first part of an initial batch of 26 single-seaters and 4 two-seaters was shipped to the IAF beginning in 1985 with the older M53-5 engines. These aircraft were given the designations of Mirage 2000H5 and Mirage 2000TH5. The second part of this initial batch consisted of 10 more single-seaters with the M53-P2 engine, with these aircraft designated Mirage 2000H. All the first batch was reengined with the M53-P2, with the single-seaters re-designated "Mirage 2000H" and the two-seaters re-designated Mirage 2000TH. A second batch of six Mirage 2000H single-seaters and three Mirage 2000TH two-seaters was shipped in 1987–1988. A Total of 49 fighters were received.
In 2004, the Indian government (during NDA tenure), approved purchase of ten more Mirage 2000Hs, with improved avionics. The Mirage 2000-5 was a contender for a planned Indian Air Force 126 fighter aircraft procurement in which it was competing with the Mikoyan MiG-35, F-16 Fighting Falcon and JAS 39 Gripen for the Indian MRCA competition. However, Dassault replaced the Mirage 2000 with the Rafale as its contender since the Mirage 2000 production line was to be closed. India received all 10 around 2007 during UPA tenure. The total purchase went up to 59.
India has announced a $1.9 billion program to arm 51 of its Mirage 2000 aircraft with the MBDA AIM-132 ASRAAM dogfighting missile beginning in 2007. Installation will require new radar, electronic warfare equipment, and updates to the cockpit and data bus. Pilot helmets will require addition of a helmet-mounted sight. These will be the first Mirage aircraft to carry the British missile and Dassault, Thales, and MBDA are to participate in the effort.[31]
In March 2010, India and France finalized the long delayed deal to upgrade all of India's Mirage-2000H to Mirage-2000-5 Mk 2 variant with new radar systems, a new weapon suite, missiles, electronic warfare system etc., at the cost of 43.9 million dollars per plane.[32] The first four to six Mirages will be upgraded in France, with the rest 50 or so being upgraded in India by Hindustan Aeronautics under transfer of technology. Under the upgrade, the entire airframe will be stripped down to be re-wired and re-equipped with new avionics, mission computers, glass cockpits, helmet-mounted displays, electronic warfare suites and weapon systems to extend and enhance the operational life of the multi-role fighters by around 20 years.[33] In July 2011, India approved an upgrade to the avionics and other systems on its Mirage 2000s.[22]

Mirage 2000P (Peru)

Peru placed an order for 10 single-seat Mirage 2000Ps and 2 Mirage 2000DP trainers. The Peruvians ordered a set of munitions similar to that ordered by Egypt, along with ATLIS II targeting pods.

Mirage 2000-5EI (Republic of China)

ROCAF Mirage 2000-5EI at Gangshan base
ASTAC pod
Mirage 2000-5, at the Paris Air Show, 2005
France announced in 1992 that it would offer Mirage 2000-5 fighters to the Republic of China (Taiwan). The number of aircraft was rumoured to be 120, but the deal was finalized at 60 aircraft on 17 November of that year. Of the 60 fighters, the Republic of China Air Force (ROCAF) would receive 48 single-seat Mirage 2000-5EI interceptors and 12 Mirage 2000-5DI trainers. The Taiwanese ordered a set of ASTAC electronic intelligence (ELINT) pods for their Mirages. This version of Mirage 2000-5 had the mid-air refuel ability as well as its ground attack ability deleted. This marks the first ROCAF purchase of French fighters since the arrival of 24 Dewoitine D.510C piston-engine monoplanes in 1937. The program was given the codename "Fei Lung" (Flying Dragon).
The ROCAF also obtained 960 MICA medium-range and 480 Magic II short-range air-to-air missiles from Matra. The former provides the Mirage with the BVR capability needed for its role as front-line interceptor. A number of centerline twin gun pods with DEFA 554 cannons were also acquired and fitted on the two-seaters, as they do not have an internal gun armament. Other support equipment, such as auxiliary fuel tanks, helmets, and G-suits, have also been procured.
The first batch of ROCAF Mirage 2000-5s, consisting of five aircraft, arrived at Hualien Harbor on the east coast of Taiwan by sea on 6 May 1997. After being unloaded, they were towed to Hualien AB, where they were unpacked and checked, and then flown to Hsinchu AB. Subsequent deliveries also followed the same procedure. The last ROCAF Mirage 2000-5 was delivered in an official ceremony on 26 November 1998.
All Mirage 2000-5s are operated by the 499th TFW at Hsinchu. The first unit to convert to the type, the 41st TFS, was commissioned on 1 December 1997. Subsequently the 42nd TFS was commissioned on 26 November 1998. The 499th TFW achieved initial operating capability (IOC) status on 10 May 2001, and the 48th TFS was commissioned on the same day.
On 1 November 2004, the 41st and 42nd TFSs were upgraded to the "Tactical Fighter Group" status, while the 48th TFS became the 48th Training Group, in the largest restructure undertaken by the ROCAF since 1999. At the same time, the original 11th TFG went into history.
There have been reports about the high costs and the low operational readiness for the RoCAF Mirages. Harsh environment and high operational tempo have put higher-than-expected wear and tear on Mirage 2000. The problems were also spare parts costs and operational expenses (around double than a F-16 or an IDF), flying costs, and faults with turbine blades. Minister of Defence Kao Hua-chu in October 2009 considered mothballing the entire fleet of Mirages. The fleet currently has 56–57 examples, with several already mothballed due to lack of spare parts.[citation needed] Rupture of engine blades has been a recent problem, dropping the amount of flying hours for Mirage pilots to only six in April 2009.[34][35]
Recent efforts between the RoCAF and Dassault have managed to raise the operational readiness of the Mirages and have allowed the fleet to return to their normal training operations of 15 hours a month, which had dipped to 8 hours due to engine damage.[24] Dassault compensated Taiwan in 2010 for engine damage to its Mirage 2000s, and the fighter jets have since been returned to their normal training operations

Mirage 2000-5EDA (Qatar)

In 1994, Qatar ordered nine single-seat Mirage 2000-5EDAs and three Mirage 2000-5DDA trainers, with initial deliveries starting in late 1997.

Mirage 2000EAD/RAD (UAE)

A UAE Mirage 2000 multi-role fighter
In 1983, the United Arab Emirates (UAE) purchased 22 single-seat Mirage 2000EADs, 8 unique single-seat Mirage 2000RAD reconnaissance variants, and 6 Mirage 2000DAD trainers, for a total order of 36 machines. The order specified an Italian-made defensive avionics suite that delayed delivery of the first of these aircraft until 1989.
The Mirage 2000RAD reconnaissance variant does not have any built-in cameras or sensors, and the aircraft can still be operated in air combat or strike roles. The reconnaissance systems are implemented in pods, including the Thales "SLAR 2000" radar pod, Dassault "COR2" multi-camera pod with visible and infrared imaging capability, and the Dassault "AA-3-38 HAROLD" telescopic long-range optical camera pod. The UAE is the only nation operating such a specialized reconnaissance variant of the Mirage 2000 at this time.

Mirage 2000EG (Greece)

Hellenic Mirage 2000EG climbing.
Beginning in March 1985, Greece ordered 30 single-seat Mirage 2000EGs and 10 Mirage 2000BG two-seat trainers, as a part of the "Talos" modernization project. They feature an ICMS 1 defensive countermeasures suite, which is an updated version of the standard Mirage 2000C countermeasures suite and is characterized by two small antennas near the top of the tailfin. These Mirage 2000s were later modified in the field to carry the Aerospatiale AM39 Exocet anti-ship missile. In 2000, Greece ordered a batch of 15 new Mirage 2000-5 Mk.2 fighters, and had 10 existing Mirage 2000EGs upgraded to Mirage 2000-5 Mk. 2 standards. The Greek Mirage 2000-5 Mk. 2s feature the SATURN secure radio.

Mirage 2000BR (Brazil)

Dassault participated in a competition to replace the Brazilian Air Force's aging Mirage IIIEBR/DBRs with the Mirage 2000BR, another variant of the Mirage 2000-9. However, due to Brazilian fiscal problems, the competition dragged on for years until it was suspended in February 2005. Later in July 2005, however, Brazil agreed to purchase 10 Mirage 2000C and 2 Mirage 2000B trainer aircraft[36] which had been retired from French service under the designation "F-2000". The first two Mirage 2000C and Mirage 2000B were delivered to the FAB base at Anápolis on 4 September 2006, and the last two were delivered on 26 August 2008.

Mirage 2000-9

Mirage 2000-9 is the export variant of Mirage 2000-5 Mk.2. The UAE was the launch customer, ordering 32 new-build aircraft, comprising 20 Mirage 2000-9 single-seaters and 12 Mirage 2000-9D two-seaters. Initial deliveries of the UAE Mirages began in the spring 2003. A further 30 of Abu Dhabi's older Mirage 2000s will also be upgraded to Mirage 2000-9 standard.
The UAE's Mirage 2000-9s are equipped for the strike mission, with the Shehab laser targeting pod (a variant of the Damocles) and the Nahar navigation pod, complementing the air-to-ground modes of the RDY-2 radar. They are also equipped with a classified countermeasures system designated "IMEWS", which is comparable to the ICMS 3. The UAE is also obtaining the "Black Shaheen" cruise missile, which is basically a variant of the MBDA Apache cruise missile similar to Storm Shadow.

 




General characteristics
Performance
Armament
Avionics

 
From Wikipedia

Posted by at No comments:

Dassault Rafale

Dassault Rafale

The Dassault Rafale (French pronunciation: ​[ʁafal], squall)[3] is a French twin-engine, canard delta-wing, multirole fighter aircraft designed and built by Dassault Aviation. Dassault described the Rafale as being an omnirole fighter,[4][5] with a high level of agility,[6] capable of simultaneously performing air supremacy, interdiction, reconnaissance, and airborne nuclear deterrent missions. The Rafale is distinct from other European fighters of its era in that it is almost entirely built by one country, involving most of France's major defence contractors, such as Dassault, Thales and Safran.
In the late 1970s, the French Air Force and Navy were seeking to replace and consolidate their current fleets of aircraft. In order to reduce development costs and boost prospective sales, France entered into an arrangement with four other European nations to produce an agile multi-purpose fighter, but subsequent disagreements over workshare and differing requirements led to France's pursuit of its own development program. Dassault built a technology demonstrator which first flew in July 1986 as part of an eight-year flight-test programme, paving the way for the go-ahead of the project.
The Rafale's design and production processes exploited the unprecedented advancements in software technology; these have enabled the integration of formerly individual components and combined with intelligent automated analysis processes, known collectively as data fusion. Many of the aircraft's avionics and features, such as direct voice input (DVI), the RBE2 AA active electronically scanned array (AESA) radar and the Optronique secteur frontal (OSF) infra-red search and track sensor, were indigenously developed and produced for the Rafale programme. Originally scheduled to enter service in 1996, post-Cold War budget cuts and changes in priorities contributed to significant delays to the programme.
Introduced in 2001, the Rafale is being produced for both the French Air Force and for carrier-based operations in the French Navy. It has also been marketed for export to several countries, including selection by the Indian Air Force.[7] The Rafale has been used in combat over Afghanistan, Libya, and Mali; features such as the SPECTRA integrated defensive-aids system have been crucial advantages in these theatres. Several upgrades to the radar, engines, and avionics of the Rafale are planned to be introduced in the near-future.


Origins

Logo with black stylised word "Rafale" against white background
The logo of the Dassault Rafale programme
In the mid-1970s, both the French Air Force (Armée de l'Air) and Navy (Marine nationale) had requirements for a new generation of fighters to replace those in or about to enter service.[8] Because their requirements were similar, and to reduce cost, both departments issued a common request for proposal.[9] In 1975, the French Ministry of Aviation initiated studies for a new aircraft to complement the upcoming and smaller Mirage 2000, with each aircraft optimised for differing roles.[10]
In 1979, Dassault joined the MBB/BAe "European Collaborative Fighter" (ECA) project which was renamed the "European Combat Aircraft".[11] The French company contributed the aerodynamic layout of prospective twin-engine, single-seat fighter; however, the project collapsed in 1981 due to differing operational requirements of each partner country.[10] In 1983, the "Future European Fighter Aircraft" (FEFA) programme was initiated, bringing together Italy, Spain, West Germany, France and the United Kingdom to jointly develop a new fighter, although the latter three had their own aircraft developments.[12]
A number of factors led to the eventual split between France and the four countries. Around 1984 France reiterated its requirement for a carrier-capable version and demanded a leading role; moreover, France demanded a swing-role fighter that was lighter than a design desired by the other four nations. West Germany, UK and Italy opted out and established a new EFA programme.[8][13] In Turin on 2 August 1985, West Germany, UK and Italy agreed to go ahead with the Eurofighter; and confirmed that France, along with Spain, had chosen not to proceed as a member of the project.[14][15] Despite pressure from France, Spain rejoined the Eurofighter project in early September 1985.[16] The four-nation project would eventually result in the Eurofighter Typhoon.

Design phase and prototype

In France, the government proceeded with its own programme. The French Ministry of Defense required an aircraft capable of air-to-air and air-to-ground, all-day and adverse weather operations. It would perform roles previously filled by an assortment of dedicated platforms, including the Jaguar, F-8P Crusader, Mirage F1C/R/T, Mirage 2000/N, Etendard IVPM and Super Etendard.[8] As the Rafale would replace such a wide range of aircraft in the French Armed Forces, it justifies the high cost of exclusive French development of the airframe, avionics, propulsion system and armament, unlike other contemporary European fighter projects that required some level of international collaboration.[17]
During October–December 1978, prior to France's joining of the ECA, Dassault received contracts for the development of project ACT 92 (Avion de Combat Tactique). The following year, the National Office for Aviation Studies and Research began studying the possible configurations of the new fighter under the codename Rapace. By March 1980, the number of configurations had been narrowed down to four, two of which had a combination of canards, delta wings and a single vertical tail-fin.[10] In October 1982, the French Ministry of Defense announced that Dassault would build a technology demonstrator named Avion de Combat eXpérimental (ACX). France wanted to collaborate with West Germany and the UK on the project, but was prepared to build the ACX by itself. In 1984, the government decided to proceed with a combat variant of the ACX due to the conflicting technical criteria of the respective FEFA participant nations.[10][18]
The Dassault "Rafale A" technology demonstrator in 2006
The resultant Rafale A technology demonstrator was a large-delta winged fighter, with all-moving canards, embodying fly-by-wire (FBW) flight control system.[8] Construction of the demonstrator commenced in March 1984, even before a contract was signed with the DGA, France's defense procurement agency.[10] The technology demonstrator was rolled out in December 1985 in Saint-Cloud, and took its maiden flight on 4 July 1986 from Istres-Le Tubé Air Base in southern France.[8] During the one-hour flight, the project's chief test pilot Guy Mitaux-Maurouard took the aircraft to an altitude of 11,000 metres (36,000 ft) and a speed of Mach 1.3. The 9.5-tonne (21,000 lb) demonstrator stopped in 300 metres (980 ft) upon landing.[19]
Throughout the flight test programme, the Rafale A performed numerous day and night take-offs and landings aboard the carriers Clemenceau and Foch to investigate the pilot's field of view during carrier operations. It reached a speed of Mach 2 and a height of 13,000 metres (42,000 ft).[20] The demonstrator was initially powered by General Electric F404-GE-400 afterburning turbofans found on the F/A-18 Hornet, instead of the Snecma M88, to reduce the risk that often comes with a first flight, and since the M88 was not considered sufficiently mature for the initial trials programme.[3][8] It was not until May 1990 when the M88 replaced the port F404 in the demonstrator; thereafter, it reached Mach 1.4 and demonstrated supercruise, sustained supersonic flight without engagement of the afterburners. After 865 flights with four pilots, Rafale A was retired in January 1994.[8][20]
At the time of the Rafale A's maiden flight, France entered unsuccessful talks with Belgium, Denmark, the Netherlands and Norway about a possible collaboration on the Rafale as a multinational project; at the time, Belgium was reportedly interested in the Rafale B. In June 1987, prime minister Jacques Chirac declared that the country would proceed with the US$30 billion project; subsequently, on 21 April 1988, the French government awarded Dassault a contract for four Rafale prototpes—one Rafale C, two Rafale Ms and one Rafale B. The first out of an expected 330 Rafales was scheduled to enter service in 1996.[21][22][23][24] However, with the fall of the Berlin Wall and the subsequent collapse of the Soviet Union, signalling the end of the Cold War, the French government drastically reduced its defense budget. The French Air Force was reorganised, the Mirage 5F was completely phased out and a total of 55 Mirage F1Cs were upgraded to a tactical fighter configuration, redesignated as Mirage F1CT. The budgetary cuts prolonged the Rafale's development considerably.[8]
During the Rafale A flight test programme, the French government in 1989 looked at the F/A-18 Hornet as a potential replacement for the rapidly aging F-8 Crusader, which has been serving since the 1950s. The French Navy entered talks regarding the purchase of second-hand F/A-18s with Australia, Canada and the US, after the decision was made not to upgrade the Crusaders. The US Navy agreed to supply two F/A-18s to the French Navy for "interoperability testing" aboard the carrier Foch.[25][26] The French government would not proceed with a purchase of the twin-engine fighter.

Testing

A two-seater "Rafale B" during an aerial refueling
To meet the various roles expected of the new aircraft, the Air Force required two variants: the single-seat "Rafale C" (chasseur, meaning fighter) and the "Rafale B" (biplace, or two-seater). The prototype of the C model (designated C01) completed its first flight on 19 May 1991, signalling the start of a test programme which primarily aimed to test the M88-2 engines, man/machine interface and weapons, and expand the flight envelope.[27] Due to budget constraints, the second single-seat prototype was never built.[28]
The C01 differed significantly from the Rafale A. Although superficially identical to the technology demonstrator, it was smaller and more stealthy through the coating the canopy with gold, re-designing the fuselage-fin joint, and the addition of radar-absorbent materials (RAM). This aircraft also saw extensive application of composite and other materials, which both reduce the radar cross-section (RCS) and weight. Moreover, Dassault opted to reject variable engine inlets and a dedicated air brake, which lessens maintenance loads and saves weight.[29] The B01, the only prototype of the two-seat B variant, made its maiden flight on 30 April 1993.[27] It is 350 kilograms (772 lb) heavier than the single-seater, but carries 400 litres (106 US gal) less fuel. The aircraft was used for weapon-systems testing. Later it saw validation roles regarding weapon separation and, specifically, the carriage of heavy loads. The aircraft normally flies with 2,000-litre (528 US gal) external tanks, two Apache/Scalp cruise missiles, in addition to four air-to-air missiles.[30]
A French Navy "Rafale M" with tail hook deployed during landing aboard USS Theodore Roosevelt (CVN-71)
The Navy, meanwhile, sought a carrier-based aircraft to supersede its fleet of ageing Etendard IPVMs, F-8P Crusaders and Super Etendard Modernisés. While the Navy initially carried out a modernising program of the Crusaders, in the long term, the requirement was met with the Rafale M, a navalised variant. The M01, the naval prototype, first flew on 12 December 1991, followed by the second on 8 November 1993.[27][31] Since France had no land-based catapult test facility, catapult trials were initially carried out between during July–August  1992 and early the following year, at NAS Lakehurst in New Jersey. The aircraft then carried out trials aboard the carrier Foch in April 1993. Flown by Dassault's chief test pilot, Yves Kerhervé, M02 made its maiden flight in November that year, while the first prototype completed the third round of testing at Lakehurst in November and December 1993.[32]
The Rafale M features a greatly reinforced undercarriage to cope with the additional stresses of naval landings, an arrestor hook, and "jump strut" nosewheel, which only extends during short takeoffs, including catapult launches.[27] It also features a built-in ladder, carrier-based microwave landing system, and the new fin-tip Telemir system for syncing the inertial navigation system to external equipment.[30] Altogether, the naval modifications of the Rafale M increased its weight by 500 kilograms (1,100 lb) compared to other variants.[32] The Rafale M retains about 95% commonality with Air Force variants including,[33] although unusual for a carrier-borne aircraft, being unable to fold its multi-spar wings for reducing storage space. The size constraints were eased by the introduction of the Charles de Gaulle, France's first nuclear-powered carrier, which was considerably larger than previous carriers, the Foch and Clemenceau.



Production and upgrades

Initially, the Rafale B was to be just a trainer, but the Gulf and Kosovo Wars showed that a second crew member is invaluable on strike and reconnaissance missions; thus, in 1991 the Air Force switched its preferences towards the two-seater, announcing that 60% of the Rafale fleet would be made up of the variant.[34] The service originally envisaged taking delivery of 250 Rafales, but this was revised downwards to 234 aircraft, made up of 95 "A" and 139 "B" models";[31][35] this was further reduced to 212 aircraft.[34] The Navy, meanwhile, had 60 Rafales on order, down from 86 due to budget cuts.[31][34] Of the 60, 25 would be M single-seaters and 35 two-seat Ns.[35]
Production of the first aircraft series formally started in December 1992, but was suspended in November 1995 due to political and economic uncertainty. Production only resumed in January 1997 after the Ministry of Defense and Dassault agreed on a 48-aircraft (28 firm and 20 options) production run with delivery between 2002 and 2007.[34] A further order of 59 F-3 Rafales was announced in December 2004.[36] In November 2009 the French government ordered an additional 60 aircraft to take the total order for the French Air Force and Navy to 180.[37] As of 2011, a total of 180 Rafales has been ordered by France.[38] The Rafale is planned to be the French Air Force's primary combat aircraft until 2040 or later.[39]
During the Rafale's design phase, Dassault took advantage of Dassault Systemes' CATIA (Computer Aided Three-dimensional Interactive Application), a three-dimensional computer-aided design, manufacture and engineering software suite that would become standard across the industry.[40] CATIA enabled digitisation and efficiency improvements throughout the Rafale programme, including implementing recently developed processes such as digital mockup (DMU) and product data management (PDM). It consists of 15 GB databases of each of the Rafale's components, assisting with various aspects of the design, manufacture and through-life support. The use of such software made the Rafale a "truly virtual aircraft", according to Dassault officials.[40]
The Rafale final assembly site is located adjacent to Bordeaux–Mérignac Airport
According to the French magazine L'Usine nouvelle, apart from several non-sensitive components sourced from the United States, the Rafale is manufactured almost entirely in France. Different elements are produced in numerous factories across the country, and final assembly takes place near Bordeaux–Mérignac Airport. For example, the flight control surfaces are fabricated in Haute-Savoie, the wings and avionics in Gironde, the centre fuselage in Val-d'Oise, and the engines in Essonne.[41] Roughly 50% of the Rafale is produced by Dassault and the other half divided between two major partners, Thales and Safran; they rely on a network of 500 subcontractors. Altogether, the programme employs 7,000 workers. As of 2012, the fabrication process of each fighter took 24 months, with an annual production rate of eleven aircraft.[41]
Deliveries of the Rafale's naval version was a high priority to replace the Navy's considerably aged F-8 Crusaders; the first production model for the French Navy undertook its first flight on 7 July 1999.[42] Their first naval deployment was in 2002 on board the Charles de Gaulle; by March 2002, the aircraft carrier was stationed in the Gulf of Oman, where its complement of Rafales undertook training operations.[43] In December 2004, the Air Force received its first three F2 standard Rafale Bs at the Centre d'Expériences Aériennes Militaires (CEAM) at Mont-de-Marsan, where they were tasked to undertake operational evaluation and pilot conversion training.[31]
The total programme cost, as of 2010, was around €40.690 billion, which translated to a unit programme cost of approximately €142.3 million. The unit flyaway price as of 2010 was €101.1 million for the F3+ version.[1] The following year, the French Senate revised the programme cost up to €43.56 billion for 286 fighters, which translates to a unit price of €152 million. This figure takes in account improved hardware of the F3 standard, and which includes development costs over a period of 40 years, including inflation.[44]
Diagram showing the employment of different construction material
In 2008, French officials were reportedly considering equipping the Rafale to launch miniaturised satellites.[45] In 2011, upgrades under consideration included a software radio and satellite link, a new laser-targeting pod, smaller bombs and enhancements to the aircraft's data-fusion capacity.[46] In July 2012, fleetwide upgrades of the Rafale's battlefield communications and interoperability capabilities commenced


Overview

The Rafale was developed as a modern jet fighter with a very high level of agility; Dassault chose to combine a delta wing with active close-coupled canard to maximize maneuverability, the aircraft is capable of withstanding 9 g or −3.6 g. The Rafale is an aerodynamically unstable aircraft, thus digital fly-by-wire flight controls are employed to artificially enforce and maintain stability.[49][N 1] The aircraft's canards also act to reduce the minimum landing speed to 115 knots (213 km/h; 132 mph), while in flight, airspeeds as low as 15 knots (28 km/h; 17 mph) have been observed during training missions.[49] According to simulations by Dassault, the Rafale's has sufficient low speed performance to operate from STOBAR-configured aircraft carriers, and can take off using a ski-jump with no modifications.[51]
Although not a full-aspect stealth aircraft, the cost of which was viewed as unacceptably excessive, the Rafale was designed for a reduced radar cross-section (RCS) and infra-red signature.[52][53] In order to reduce the RCS, changes from the initial technology demonstrator include a reduction in the size of the tail-fin, fuselage reshaping, repositioning of the engine air inlets underneath the aircraft's wing, and the extensive use of composite materials and serrated patterns for the construction of the trailing edges of the wings and canards.[39][52] Many of the features designed to reduce the Rafale's visibility to threats remain classified.[50]

Cockpit

The Rafale's glass cockpit was designed around the principle of data fusion – a central computer intelligently selects and prioritises information to display to pilots for simpler command and control.[N 2] The primary flight controls are arranged in a hands-on-throttle-and-stick (HOTAS)-compatible configuration, with a right-handed side-stick controller and a left-handed throttle.[55] The seats is inclined rearwards at an angle of 29° to improve g-force tolerance during maneouvering and to provide a less restricted external pilot view.[56] An intelligent flight suit worn by the pilot is automatically controlled by the aircraft to counteract in response to calculated g-forces.[57]
Forward section of Rafale on display at the Paris Air Show, 2005
Great emphasis has been placed on pilot workload minimisation across all operations.[50] Among the features of the highly digitised cockpit is an integrated direct voice input (DVI) system, allowing a range of aircraft functions to be controlled by spoken voice commands, simplifying the pilot's access to many of the controls.[55] Developed by Crouzet, the DVI is capable of managing radio communications and countermeasures systems, the selection of armaments and radar modes, and controlling navigational functions.[58] For safety reasons, DVI is deliberately not employed for safety-critical elements of the aircraft's operation, such as the final release of armaments.[59]
For displaying information gathered from a range of sensors across the aircraft, the cockpit features a wide-angle holographic head-up display (HUD) system, two head-down flat-panel colour multi-function displays (MFDs) as well as a central collimated display; these displays have been strategically placed to minimise pilot distraction from the external environment.[60] Some displays feature a touch interface for ease of HMI.[10] Multiple types of head-mounted displays (HMD) for target controlling can also be integrated; a HMD system is available as optional equipment as of 2013.[61][62] The cockpit is fully compatible with night vision goggles (NVG).[55]
In the area of life-support, the Rafale is fitted with a Martin-Baker Mark 16F "zero-zero” ejection seat, capable of operation at zero speed and zero altitude. An on-board oxygen generating system, developed by Air Liquide, eliminates the need to carry bulky oxygen canisters.[63] The Rafale's fight computer has been programmed to counteract pilot disorientation and to employ automatic recovery of the aircraft during negative flight conditions;[clarification needed] auto-pilot and auto-throttle controls are also integrated, and are activated by switches located on the primary flight controls.[55]

Avionics and equipment

The Rafale core avionics systems employ an integrated modular avionics (IMA), called MDPU (modular data processing unit). This architecture hosts all the main aircraft functions such as the flight management system, data fusion, fire control, and the man-machine interface.[50][N 3] The total value of the radar, electronic communications and self-protection equipment is about 30% of the cost of the entire aircraft.[64] The IMA has since been installed upon several upgraded Mirage 2000 fighters,[65] and incorporated into the civilian airliner, the Airbus A380.[66] According to Dassault, the IMA greatly assists combat operations via data fusion, the continuous integration and analysis of the various sensor systems throughout the aircraft, and has been designed for the incorporation of new systems and avionics throughout the Rafale's service life.[50]
Annotated diagram of SPECTRA's elements
The Rafale features an integrated defensive-aids system named SPECTRA, which protects the aircraft against airborne and ground threats, developed as a joint venture between Thales and MBDA.[67] Various methods of detection, jamming, and decoying have been incorporated, and the system has been designed to be highly re-programmable for addressing new threats and incorporating additional sub-systems in the future.[68][N 4] Operations over Libya were greatly assisted by SPECTRA, which allowed the Rafale to perform missions independently from the support of dedicated Suppression of Enemy Air Defenses (SEAD) platforms.[69]
The Rafale's ground attack capability is heavily reliant upon sensory targeting pods,[70] such as Thales Optronics's Reco New Generation/Areos reconnaissance pod and Damocles electro-optical/laser designation pod.[64] Together, these systems provide targeting information, enable tactical reconnaissance missions, and are integrated with the Rafale's IMA architecture to provide analysed data feeds to friendly units and ground stations, as well as to the pilot.[71] Damocles provides targeting information to the various armaments carried by the Rafale and is directly integrated with the Rafale's VHF/UHF secure radio to communicate target information with other aircraft; it also perform other key functions such as aerial optical surveillance and is integrated with the navigation system as a FLIR.[71]
An upgraded pod, designated as Damocles XF, features additional sensors and added the ability to transmit live video feeds.[72] Thale's Areos reconnaissance pod is an all-weather, night-and-day-capable reconnaissance system employed on the Rafale, and provides a significantly improved reconnaissance capability over preceding platforms.[73][N 5] Areos has been designed to perform reconnaissance under various mission profiles and condition, using multiple day/night sensors and its own independent communications datalinks.[71]

Radar and sensors

The Rafale is typically outfitted with the Thales RBE2 passive electronically scanned multi-mode radar. Thales claims to have achieved unprecedented levels of situational awareness through the earlier detection and tracking of multiple air targets for close combat and long-range interception, as well as real-time generation of three-dimensional maps for terrain-following and the real-time generation of high resolution ground maps for navigation and targeting.[74] In early 1994, it was reported that technical difficulties with the radar had delayed the Rafale's development by six months.[53] In September 2006, Flight International reported the Rafale's unit cost had significantly rose due to additional development work to improve the RBE2's detection range.[75]
The OSF is visible upfront, below the cockpit and to the side of the refueling boom
The RBE2 AA active electronically scanned array (AESA) radar is planned to replace the existing passively scanned RBE2. The RBE2 AA is reported to deliver a greater detection range, improved reliability and reduced maintenance demands over the preceding radar.[76] A Rafale demonstrator began test flights in 2002 and has totaled 100 flight hours as of December 2011. By December 2009, production of the pre-series RBE2 AA radars was underway.[73] In early October 2012, the first Rafale equipped with an RBE2 AA radar arrived at Mont-de-Marsan Air Base for operational service; the development was described by Thales and Dassault as "on time and on budget".[76] By early 2014, the first Air Force front-line squadron will receive Rafales equipped with the AESA radar; the French Navy is slated to receive AESA-equipped Rafales from 2013.[77]
To enable the Rafale to perform in the air supremacy role, it includes several passive sensor systems. The front-sector electro-optical system or Optronique Secteur Frontal (OSF), developed by Thales, is completely integrated within the aircraft and can operate both in the visible and infrared wavelengths.[78] The OSF enables the deployment of infrared missiles such as the MICA at beyond visual range distances; it can also be used for detecting and identifying airborne targets, as well as those on the ground and at sea.[79] Dassault describes the OSF as being immune to jamming and capable of providing covert long-range survelliance.[74] In 2012, an improved version of the OSF entered into operational use on the Rafale.[76]

Armaments and standards

Initial deliveries of the Rafale M were to the F1 ("France 1") standard, these had been equipped for the air-to-air interceptor combat duties, but lacked any armaments for air-to-ground operations.[80] Later deliveries were to the "F2" standard, which added the capability for conducting both air-to-ground and reconnaissance operations; the first F2 standard Rafale M was delivered to the French Navy in May 2006.[81] The Rafale M is the only fixed-wing combat aircraft flown by the Aviation Navale, and plans are to upgrade all airframes to the "F3" standard, with terrain-following 3D radar and nuclear capability, from early in the decade following 2010.[82] Starting in 2008 onwards, Rafale deliveries have been to the F3 standard, it has been reported that all aircraft built to the earlier F1 and F2 standards are to be upgraded to become F3s.[55]
Weapons of the Rafale
F3 standard Rafales are capable of undertaking many different mission roles with a range of equipment: air defence/superiority missions with Mica IR and EM air-to-air missiles, precision ground attacks typically using SCALP EG cruise missiles and AASM Hammer air-to-surface armaments, anti-shipping using the AM39 Exocet sea-skimming missile, reconnaissance via a combination of onboard and external pod-based sensor equipment, and nuclear deterrence operations when armed with ASMP-A missiles.[83] In 2010, France ordered 200 MBDA Meteor beyond visual range missiles, greatly increasing the distance at which the Rafale can engage aerial targets.[4][84]
For compatibility with armaments of varing types and origins, the Rafale's onboard store management system is Mil-Std-1760 compliant, enabling customers to choose to readily incorporate many of their existing weapons and equipment.[50] The Rafale is typically outfitted with 14 hard points, five of which are suitable for heavy armaments or equipment such as auxiliary fuel tanks, and has a maximum external load capacity of nine tons. In addition to the above equipment, the Rafale can be outfitted with a range of laser-guided bombs and ground-attack munitions; all versions of the Rafale also carry the 30 mm GIAT 30 DEFA cannon.[50] According to Dassault, the Rafale's onboard mission systems enable ground attack and air-to-air combat operations to be carried out within a single sortie, with many functions capable of simultaneous execution in conjunction with another, increasing survivability and versatility.[50]

Engines

Main article: Snecma M88
Closeup of the rear of the airframe and the two engine nozzles
The Rafale is fitted with the Snecma M88 engine, capable of providing up to 50 kN (11,250 lbf) of dry thrust and 75 kN (16,900 lbf) with afterburners. The engines feature several advances, including a non-polluting combustion chamber, single-crystal turbine blades and powder metallurgy disks, and technology to reduce electromagnetic and infrared signatures; Dassault describe the engine as providing "exceptional controllability, especially during acceleration".[50] The M-88 enable the Rafale to supercruise at speeds of up to Mach 1.4 while carrying a loadout of six MBDA MICA air-to-air missiles.[85][86]
In 1996, production of the M88-2 engine began and the first production engine was developed within that year.[87] Due to delays in engine production, some of the early Rafales were temporarily powered by the General Electric F404 engine.[88] In May 2010, a Rafale flew for the first time with the M88-4E engine, an upgraded variant with greater thrust and lower maintenance requirements than the preceding M88-2.[89] The engine is of a modular design for ease of construction and maintenance; it also has enabled older engines to be retrofitted with improved subsections upon availability, such as existing M88-2s being upgraded to M88-4E standard.[87] There has been considerable interest in improved M88 engines by potential export customers, such as the United Arab Emirates.[90] As of 2007, a thrust vectoring variant of the engine designated as M88-3D was also under development.


Variants

Rafale B/C and M
Rafale A
Technology demonstrator, first flying in 1986.
Rafale D
Dassault used this designation (D for "discret") in the early 1990s to emphasise the new semi-stealthy design features.
Rafale B
Two-seater version for the French Air Force
Rafale C
Single-seat version for the French Air Force.
Rafale M
Carrier-borne version for the Aéronavale (French Navy), which entered service in 2002. The Rafale M weighs about 500 kg (1,100 lb) more than the Rafale C. For carrier operations, the M model has a strengthened airframe, longer nose gear leg to provide a more nose-up attitude, larger tailhook between the engines, and a built-in boarding ladder.
Rafale N
Originally called the Rafale BM, was a planned two-seater version for the Aéronavale (French Navy). Budget constraints and training costs have been cited as grounds for its cancellation.
Rafale R
Proposed reconnaissance-oriented variant.[52]




General characteristics
  • Crew: 1–2
  • Length: 15.27 m (50.1 ft)
  • Wingspan: 10.80 m (35.4 ft)
  • Height: 5.34 m (17.5 ft)
  • Wing area: 45.7 m² (492 ft²)
  • Empty weight:
    • C: 9,500 kilograms (21,000 lb)
    • B: 9,770 kilograms (21,500 lb)
    • M: 10,196 kilograms (22,480 lb[175])
  • Loaded weight: 14,016 kg (30,900 lb)
  • Max. takeoff weight: 24,500 kg (C/D), 22,200 kg (M) (54,000 lb)
  • Powerplant: 2 × Snecma M88-2 turbofans
    • Dry thrust: 50.04 kN (11,250 lbf) each
    • Thrust with afterburner: 75.62 kN (17,000 lbf) each
  • Fuel capacity: 4,700 kg (10,000 lb) internal
Performance
Armament
Avionics



 From Wikipedia

Posted by at No comments:
Subscribe to: Posts (Atom)