On behalf of Flight International, I became the first UK test pilot to evaluate the Rafale in its current F3 production standard, applicable to aircraft for both French air force and French navy frontline squadrons.
The "proof-of-concept" Rafale A first flew in 1986 as an aerodynamic study, leading to the programme's formal launch two years later. The slightly smaller single-seat Rafale C01 and two-seat B01 for the French air force and single-seat M01 and M02 prototypes for the navy flew from 1991.
The first production-standard Rafale flew in 1998, and entered service with the navy's 12F squadron at Landivisiau in 2004 in the F1 (air-to-air) standard. Deliveries of the air force's B- and C-model aircraft started in 2006 in the F2 standard, dubbed "omnirole" by Dassault. Since 2008, all Rafales have been delivered in the F3 standard, which adds reconnaissance pod integration and MBDA's ASMP-A nuclear weapon capability. All aircraft delivered in earlier production standards will be brought up to the F3 configuration over the next two years.
The French forces plan to purchase 294 Rafales: 234 for the air force and 60 for the navy. Their Rafales are set to replace seven legacy fighter types, and will remain as France's principal combat aircraft until at least 2040. To date, about 70 Rafales have been delivered, with a current production rate of 12 a year.
Rafale components and airframe sections are built at various Dassault facilities across France and assembled near Bordeaux, but maintained in design and engineering configuration "lockstep" using the virtual reality, Dassault-patented Catia database also used on the company's Falcon 7X business jet.
Rafale software upgrades are scheduled to take place every two years, a complete set of new-generation sensors is set for 2012 and a full mid-life upgrade is planned for 2020.
The Rafale was always designed as an aircraft capable of any air-to-ground, reconnaissance or nuclear strike mission, but retaining superb air-to-air performance and capabilities. Air force and navy examples have made three fully operational deployments to Afghanistan since 2005, giving the French forces unparalleled combat and logistical experience.
The commitments have also proved the aircraft's net-centric capabilities within the co-ordination required by coalition air forces and the command and control environment when delivering air support services to ground forces. Six Rafale Ms recently carried out a major joint exercise with the US Navy from the deck of the Nimitz-class aircraft carrier the USS Theodore Roosevelt.
The air force's B/C fighters have 80% commonality with the navy's Rafale M model, the main differences being the latter's navalised landing gear, arrestor hook and some fuselage longitudinal strengthening. Overall, the M is about 300kg (661lb) heavier than the B, and has 13 hardpoints, against the 14 found on air force examples.
'OMNIROLE' DESIGN
Dassault describes the Rafale as omnirole rather than multirole. This is derived from the wide variety of air-to-ground and air-to-air weapons, sensor pods and fuel tank combinations it can carry; the optimisation of aircraft materials and construction; and the full authority digital FBW controlling a highly agile (very aerodynamically unstable) platform.
This also gives the aircraft a massive centre of gravity range and allows for a huge combination of different mission stores to be carried, including the asymmetric loading of heavy stores, both laterally and longitudinally.
Other attributes include the wide range of smart and discrete sensors developed for the aircraft, and the way that the vast array of received information is "data fused" by a powerful central computer to reduce pilot workload when presented in the head-down, head-level and head-up displays.
The Rafale is designed for day or night covert low-level penetration, and can carry a maximum of 9.5t of external ordinance, equal to the much larger F-15E. With a basic empty weight of 10.3t, an internal fuel capacity of 4.7t and a maximum take-off weight of 24.5t, the Rafale can lift 140% of additional load, above its own empty weight, into combat.
Added to the "active" elements of the aircraft's design are Rafale's "passive" safety features, which protect the pilot in various ways. These include "carefree handling" and automatic loss of control/airframe overstress protection allowed for by the digital flight control system (DFCS); the visual and audio low speed warning system; the continuously computed "deck awareness/ground watch" system with audio warning and HUD guidance for pull-out; and the pilot-initiated "spatial disorientation" automatic recovery mode from both nose high and nose low situations. Dassault also plans to introduce an automatic "g-loc" recovery mode.
The aircraft has been designed from the outset to take on any role (air, ground, reconnaissance and strike), but still have the flexibility to rapidly switch roles effectively once the sortie is under way if operational requirements change. Dassault calls this concept "fight and forget", which means that the Rafale pilot can concentrate on the tactical situation and weapons delivery, secure in the knowledge that the aircraft's systems are continually guarding his/her back.
Sensors integrated into the Rafale F3 standard include the Thales RBE2 radar, which gives multi-track air-to-air, ship track, terrain following radar (TFR) and synthetic aperture navigation modes. The RBE2 will be upgraded to a fully active electronically scanned array starting in 2012. Dassault's large ownership share of Thales means it can have significant influence on how the radar is tailored to the aircraft and how it can be exported.
The Spectra electronic countermeasures system is fully internal and provides radar warning receiver (RWR), active jamming, infrared missile approach warning, laser detection and chaff/flare. Data from Spectra is also "data fused" and fed into the pilot's tactical display. Additionally, the system can be rapidly reprogrammed by frontline ground technicians, as demonstrated operationally in Afghanistan.
On the aircraft's nose is the front sector optronics (FSO) suite, comprising a high-magnification TV sensor for single-target identification, and an infrared search-and-track sensor for multiple target detection in a "ball type" housing. The Thales Optronique Damocles pod is used for laser designation and can also provide a forward-looking infrared picture into the HUD. The Reco NG/Areos reconnaissance pod, carried centreline, provides long-range optical IR/visual capability by day or night, with datalink transmission of the recorded data to a ground station. The data can also be viewed by the pilot in the cockpit.
Datalinks include NATO's Link 16 standard, the close air support (CAS) Mode M datalink (image) and the CAS Rover datalink (video). The Rafale system enables the pilot to display image or video on either left or right head-down lateral displays, or on the head-level display. The pilot can also choose the cockpit image from whatever sensor source he/she wants, to transmit to a forward air controller, rather than be bound by a single image type fixed to just one sensor pod.
PAYLOAD FLEXIBILITY
The main air-to-air weapon type is the IR or radar homing Mica missile from MBDA. France is also collaborating on the same firm's beyond-visual-range Meteor missile, planned for 2016. An internal 30mm cannon with 125 shells adds short-range firepower.
For interdiction, the long-range weapons carried include the ASMP-A missile and MBDA's modular Scalp-EG, and the main anti-shipping weapon is the MBDA AM39 Exocet. For ground attack, the Rafale is cleared to carry laser-guided bomb types GBU-12 and GBU-22, with GBU-24 planned from 2010.
Sagem's 113kg AASM bomb is the French equivalent of the USA's Boeing JDAM, but has an aft rocket booster for additional range and features GPS or IR terminal guidance. It allows for a pre-programmed individual ground target engagement per bomb and from a multiple release profile, with three carried per bomb rack. In Afghanistan, the French call the AASM "magic bombs".
The Rafale has five "wet" hardpoints for fuel tanks. All five can accept the 1,250-litre (330USgal) (fully supersonic) tank, and the inner three central hardpoints can accept the larger (up to M0.95) 2,000-litre tank. An enhancing feature is that the Rafale can also carry a buddy-buddy refuelling pod.
The cockpit is fully night vision goggle compatible. Pilot helmet-mounted display and direct voice input are available as customer options.
The aircraft is a close-coupled design with two large canards, four leading-edge slats, four trailing elevons and one rudder to optimise lift/drag and reduce side-slip in all flight phases. The hydraulic system powering the flying controls operates at over 345bar (5,000lb/in2). Its DFCS is Dassault designed and manufactured in-house, and is the digital development of the Mirage 2000's analogue FCS.
The new system is better able to map the allowable flight envelope and give the aircraft even higher flying qualities than those of the Mirage 2000. The DFCS has three independent digital channels, with the fourth back-up channel being one of main analogue channels from the Mirage 2000.
The DFCS is a "g" demand system with +9.0g/29° angle of attack (AoA) limit in air-to-air mode and +5.5g/20° AoA limit in both of the two air-to-ground/heavy stores modes (ST1 and ST2) to cater for forward or aft centre of gravity. The aircraft continuously "recognises" the load it carries, but indicates and leaves the final DFCS mode selection to the pilot. Minus g limit in all modes is -3.2.
Engines are two Snecma M88-2E4s generating a combined 22,500lb (100kN) of thrust dry and 34,000lb in full afterburner. Time from idle to full afterburner is just 4s at any altitude. The aircraft has a fixed flight refuelling probe and its canards and elevons operate in conjunction to act as a fully variable airbrake, with both features intended to save weight. Maximum speed is M1.8/750kt (1,390km/h), service ceiling 55,000ft (16,800m), and typical approach speed at mid-weight (15t) and 16° AoA an indicated 125kt.
Powerful carbon brakes allow for landing distances as short as 450m without the need for a brake parachute.
My evaluation aircraft was two-seat Rafale B number B301, the first production model to be delivered, which Dassault retains for test purposes. The cockpit was to full F3 standard, with just a small additional test control panel (telemetry) fitted in the front cockpit. The sortie was flown from Istres, near Marseilles.
I did not have time for any simulator, avionics bench or groundschool training. I received a 1.5h cockpit familiarisation on the ground in a Rafale at Dassault's Istres facility on the day before the evaluation. Other than this, I would fly the complete evaluation myself from the front cockpit. The ease and success with which I could fly and cope with such a massively capable fighter would be a clear indication of the Rafale's "fight and forget" design concept.
TEST OBJECTIVES
My evaluation objectives were threefold. Could the Rafale properly be termed "omnirole" with the range of its on-board sensors and weapons? Was the aircraft truly a fourth-generation fighter in terms of performance? And would its safety features keep me safe in such a demanding flight evaluation profile having had no time for any familiarisation in the simulator?
My safety pilot for the evaluation was Dassault Rafale project test pilot Olivier "Nino" Ferrer, an ex-French navy fighter pilot and highly experienced on Vought F-8 Crusaders and Dassault Super Etendards. A chase Mirage 2000 was used to provide close formation, air-to-air refuelling and tail-chase evaluation, and was flown by Philippe Duchateau, another Dassault project test pilot.
Pre-mission planning was carried out on a standard commercial computer laptop with access to the loaded program (confidential) protected by a security dongle inserted into the laptop USB. The mission plan was then downloaded onto a solid-state mil-spec memory card and loaded by the pilot via a panel on the left side of the aircraft.
I thought this straightforward but simple planning system was a very enhancing design feature, especially when the aircraft would be detached on operations or away from its main base on land-away.
I wore standard French flying clothing, including life preserver and g-suit. With the Rafale's Martin-Baker Mk16 ejection seat raked back at nearly 30°, the French have found there is no operational need for an upper-body pressure suit. Entry and exit to the B/C models is via a ground crew-positioned vertical ladder, but the M model has an integral drop-down step. Seat height and rudder pedal adjustment is electric, and the cockpit is a classic fighter "snug" fit, but with all the required flight switches forward of the 3-9 body line, it fitted me like a glove.
The single throttle and sidestick controller contain over 34 separate switches, many with multifunctions, but the main switches such as airbrake, radio telecommunications, auto pilot and auto throttle were "chunky" and easy to differentiate.
The left and right lateral head-down display screens were touch sensitive with additional L/R rotary and L/R finger switches to designate and control display modes. It is here, for some routine tasks, that a future direct voice input upgrade could be useful.
The head-level display (HLD) allowed for a wide-angle view of the tactical situation and is focused at infinity, so there is no need to refocus your eyes when scanning rapidly between head-up and head-level. Advances in display technology may enable a future HLD to retain the same advantages in a more flat panel display and give more cockpit space.
The wide-angle (30° x 20°) holographic HUD meant the displayed symbology was delightfully uncluttered and sharply focused and could be viewed completely without any head movement away from a design eye point position.
After the sideways-hinged canopy (designed to allow for unrestricted ejection seat removal if required) was closed electrically and with a rapid engine start using the auxiliary power unit completed, we were ready to taxi about 90s after engine stabilisation.
Taxi speed is easily controlled, because the residual ground thrust is limited by keeping both "mini-throttles" (acting as low-pressure cocks) in the "idle" position before setting them to "normal" for take-off. Ground steering was highly accurate and responsive, and the brakes were very smooth and progressive.