No he can read the sensor but as soon as this sensor has to plot an enemy in the sky, it can't be done in the proper part of the sky due to the distortion of the canopy. This distorsion has to be compensate so that the fighter in the sky is properly plot by the fused sensors.
Lockheed Martin F-35 Lightning and F-22 'Raptor' : News & Discussion
- Thread starter Nick
- Start date
You rarely see F-35 fans posting in Rafail threads unlike the Rafale fanboys and that's because we don't care and suffer this inferiority complex... The French dwell here more than F-35 fans. The F-35 has become an obsession to them they probably wake up in cold sweat after an F-35 dream.
The sensor is outside the Canopy...
Its interesting that the F-35 Canopy even though it is a single piece has a bow in it. The bow was added for strength at the insistence of the RAF in order to meet the UK standard for bird-strikes.
its crazy to think how they engineered the Canopy for strength, and stealth, and to limit distortion and heat and pressure and all the different kinds of materials that make up the F-35 Canopy and its not just plexi-glass of course its a combination of materials that are high-grade.
it would almost be kind of silly to think the F-35 Canopy as standard plex-glass and not take into account even little things like how strong it has to be, and how that strength itself would limit the distortion.
its almost like you just decided the F-35 Canopy was just basic, shapeless, non-treated, no additive PMMA and since PMMA melts at a certain point, the F-35 Canopy must just distort at anything above Mach 1.
it would be sort of like me cracking a rubber band and then deciding that the Rafale wheels were going to just crack and shatter because theyre just made of rubber like the kind I just broke.
Or maybe like my beer can. Its made of aluminum, and lots of airplanes are made of aluminum. they must have re replace airplane wings every other day.
Its very simple, my beer can is made of aluminum. I bend the can until it breaks.
If the Rafale goes into low level, the aluminum will bend until it breaks.
my research went as follows:
I found out the Rafale had aluminum.
I then pointed out that aluminum is brittle in certain conditions. sources:
Torn aluminum can stock image. Image of white, fracture - 13016365
Photo about Torn aluminum can on white. Image of white, fracture, hollow - 13016365
www.dreamstime.com
I then drew the conclusion that the Rafale has significant and unique problems that be uniquely expensive to fix, even when I can't tell you what anything costs.
Are you saying that herciv simply thought:
Well the F-35 Canopy is made of plexiglass...
and plexiglass melts at a certain temperature...
the Friction from the F-35s high speed will melt the plexiglass causing distortion...
Distortion will degrade the F-35s weapons accuracy because the sensors that are not in the cockpit will have to operate through the canopy...
so the only option would be to either live with the degraded condition, or do an expensive canopy replacement...
and the F-35 canopy is a single type, and so its probably worse than other aircraft I bet...
since this is an F-35, its probably extra expensive to replace the canopy...
from there do you think he then used an internet search and found an article (any will do) that talks about how the canopy manufacturing is increasing along with the rest of the F-35 industry
He then came to the forum and posted "proof" which is nothing more than a bunch of bread crumbs all smashed together and then declared coherent? and you don't think that other, stupid Rafale fans fell for this do you? like they reacted with "informative"
You really think he would do that? just make things up like that and others would just blindly believe it?
you don't really think the Rafale fans take 2 or 3 things and then concoct crazy theories as some kind of proof? like Biden visiting Switzerland and then suddenly after years of previous evaluation the Swiss just pick the F-35?
You don't think they post things like "hey I noticed the UAE bought the Rafale, but not the F-35. That really says something about the F-35 doesn't it? yes it really does" ...But when like whole swaths of countries don't even consider the Rafale or reject it outright and buy F-35s the same people are like "oh that is just coincidence or really, clearly its a vast international conspiracy against us and not at all a reflection of the shortcomings of the Rafale"
that's just paranoid. Remember when the US stationed tens of thousands of troops in South Korea so they could develop a "Special relationship"? That was all a part of plan to get the Koreans to buy F-15s like the US. almost like the US is the most close ally and friend of South Korea and the Americans said "you know it would probably make life easier if you bought F-15s like us, we like them and you will too" and the Koreans bought them and to this day the Koreans are probably flying around in those massive custom made F-15Ks hating them completely
the following post will explain why Herciv has no idea what he is talking about regarding aircraft canopies and why his entire argument is ignorant, flawed and invented:
herciv posted a link to a science site that used commercial grade PMMA and not aviation or military grade PMMA. Herciv failed to understand that commercial grade PMMA is not used in US military grade canopies and that there are different grades and levels of PMMA:
The material used in this study was standard-grade MD001 commercial poly (methyl methacrylate) (PMMA) with mass density of 1.19 g/cm3 at room temperature.
The US standard for Aviation is as follows:
"Mil-P-5425" is the designation for the US military standard as seen in this link:
Mil-P-5425D is from 1967 but the latest spec 5425E is from 1998 and specifies:
MIL-PRF-5425E, PERFORMANCE SPECIFICATION: PLASTIC SHEET, ACRYLIC, HEAT RESISTANT (05 OCT 1998) [SUPERSEDING MIL-P-5425D]., This specification covers optical quality, transparent, heat-resistant, cast acrylic plastic sheet. The requirements are for flat sheet material that has not been formed.
The F-35 Canopy is a composite made of multiple layers including proprietary materials and composites. This is a patent from PPG industries which worked on F-35 and F-22 canopies:
One of the more complex processes is that for the F-35 canopy fabricated by GKN Aerospace Transparency Systems. The acrylic and other special materials-based shell is loaded into a forming tool in an oven heated to 200F where the canopy forms over a span of approximately 3 days. During that time, a control system automatically adjusts clamps to control the forming process and ensure the shape remains uniform
The interlayer materials include polyurethane, silicone, and other proprietary materials with tailored optical properties that are used to bond the core plies together [1]. The interlayer materials can provide additional safety features such as bird-impact resistance, pressure “failsafe” capability, and anti-ice/anti-fog systems ...
2.2.2 Coatings
Interior and/or exterior coatings may be applied to help protect transparencies and aircrews from various operational or environment threats, and they provide improved low-observable performance, solar-heat reduction, laser protection, and/or electromagnetic shielding. Such technologies are designed to be compatible with night vision systems and other optical requirements.
On some aircraft, the protective coating may have an obvious tint. A similar tinting may perform several different functions depending on the aircraft on which it is applied. For example, the gold coating on EA-6B canopies, depicted in Figure 5, protects the crew from the radiation emitted by their own jamming pods. Similar coatings on aircraft like the F-16 and F-22 may be used to prevent radiation from threat radar systems being reflecting off the interior cockpit structure to help reduce the aircraft radar cross-section
The F-35 Canopy is not just PMMA, and any PMMA fin the canopy will have to be and compliant with Mil P 5425E
Mil-P-5425 Sheet (aka Heat-resistant Acrylite GMS and Polycast Poly II) is certified to meet or exceed Military Specification MIL-P-5425E
in short any PMMA in the F-35 or any other American fighter Canopy is a much more expensive and specialized level specfically tailored for the rigors of a tactical fighter (to include fast and low)
This brings us to the second part of herciv's inventions. he needed a way to make the F-35 canopy uniquely vulnerable when maneuvering or moving fast and low:
but herciv knows that Rafale could suffer the same problem... so he invented the notion that the F-35s single piece canopy would be more susceptible to heat distortion (somehow) compared to the Rafale 2 piece canopy which he assures us is using substandard commercial grade only PMMA materials and would not meet 1967 specifications in the United States:
So Herciv is telling us that the Rafale uses substandard commercial grade PMMA and the French designers compensated for the below industry standard by making a two part canopy and the front part is more easily and cheaply replaced. Never mind that no aviation safety board or regulatory branch would ever approve a military grade fighter using the PMMA that Herciv has told us the Rafale uses, and if the Rafale does indeed use this PMMA the canopy is in danger of not only distortion, but the pilot is in an extremely dangerous situation regarding any canopy strikes of any type.
No wonder the Rafale is suffering compared to the F-35, Rafale windshield is designed to use the kind of commercial grade PMMA that we would find on a motorscooter
Herciv's entire thesis of F-35 canopy distortion is based on a PMMA that the F-35 does not use at all, and from there he told us that the F-35 canopy would distort, having no idea what the F-35 Canopy is actually made of.
Herciv assigned a characteristic the F-35 does not possess, and the proceeded to tell us how the imagined problem would affect the F-35 in operation he imagined the Rafale would not suffer the same problems because the canopy is 2 pieces -- why? no idea, he made it up so the Rafale could beat the F-35 in a problem he also invented.
its a stunning revelation that the Rafale compensates for substandard canopy material with a 2 part design that would degrade much faster than any other peer competitors along with putting the crew at risk.
in short Herciv failed to understand that not all PMMAs are created equal, he never bothered to check and see what the F-35 canopy is actually made of, told us that the Rafale uses substandard canopy materials but is helped by a 2 part canopy that is more easily and cheaply replaced, and told us that the PMMA that the F-35 does not use would have operational consequences that he also invented
herciv doesn't understand much about airplanes or aviation, and it never occurred to him that the same PMMA used on a cheap window would not be the same type used for a super sonic fighter canopy.
herciv posted a link to a science site that used commercial grade PMMA and not aviation or military grade PMMA. Herciv failed to understand that commercial grade PMMA is not used in US military grade canopies and that there are different grades and levels of PMMA:
this is from herciv's link above:
The material used in this study was standard-grade MD001 commercial poly (methyl methacrylate) (PMMA) with mass density of 1.19 g/cm3 at room temperature.
The US standard for Aviation is as follows:
Mil-P-5425D is from 1967 but the latest spec 5425E is from 1998 and specifies:
MIL-PRF-5425E, PERFORMANCE SPECIFICATION: PLASTIC SHEET, ACRYLIC, HEAT RESISTANT (05 OCT 1998) [SUPERSEDING MIL-P-5425D]., This specification covers optical quality, transparent, heat-resistant, cast acrylic plastic sheet. The requirements are for flat sheet material that has not been formed.
The F-35 Canopy is a composite made of multiple layers including proprietary materials and composites. This is a patent from PPG industries which worked on F-35 and F-22 canopies:
US20120328859A1 - Outboard durable transparent conductive coating on aircraft canopy - Google Patents
A coated transparency including an electrically conductive multilayer stack is disclosed. The electrically conductive multilayer stack includes a first metal oxide layer including aluminum doped zinc (AZO), a metal layer including gold, and a second metal oxide layer including AZO. The...
patents.google.com
One of the more complex processes is that for the F-35 canopy fabricated by GKN Aerospace Transparency Systems. The acrylic and other special materials-based shell is loaded into a forming tool in an oven heated to 200F where the canopy forms over a span of approximately 3 days. During that time, a control system automatically adjusts clamps to control the forming process and ensure the shape remains uniform
The interlayer materials include polyurethane, silicone, and other proprietary materials with tailored optical properties that are used to bond the core plies together [1]. The interlayer materials can provide additional safety features such as bird-impact resistance, pressure “failsafe” capability, and anti-ice/anti-fog systems ...
2.2.2 Coatings
Interior and/or exterior coatings may be applied to help protect transparencies and aircrews from various operational or environment threats, and they provide improved low-observable performance, solar-heat reduction, laser protection, and/or electromagnetic shielding. Such technologies are designed to be compatible with night vision systems and other optical requirements.
On some aircraft, the protective coating may have an obvious tint. A similar tinting may perform several different functions depending on the aircraft on which it is applied. For example, the gold coating on EA-6B canopies, depicted in Figure 5, protects the crew from the radiation emitted by their own jamming pods. Similar coatings on aircraft like the F-16 and F-22 may be used to prevent radiation from threat radar systems being reflecting off the interior cockpit structure to help reduce the aircraft radar cross-section
The F-35 Canopy is not just PMMA, and any PMMA fin the canopy will have to be and compliant with Mil P 5425E
Mil-P-5425 Sheet (aka Heat-resistant Acrylite GMS and Polycast Poly II) is certified to meet or exceed Military Specification MIL-P-5425E
in short any PMMA in the F-35 or any other American fighter Canopy is a much more expensive and specialized level specfically tailored for the rigors of a tactical fighter (to include fast and low)
This brings us to the second part of herciv's inventions. he needed a way to make the F-35 canopy uniquely vulnerable when maneuvering or moving fast and low:
yes the F-35 can't fly too fast or too low, or the PMMA the F-35 does not use at all could heat up.
but herciv knows that Rafale could suffer the same problem... so he invented the notion that the F-35s single piece canopy would be more susceptible to heat distortion (somehow) compared to the Rafale 2 piece canopy which he assures us is using substandard commercial grade only PMMA materials and would not meet 1967 specifications in the United States:
So Herciv is telling us that the Rafale uses substandard commercial grade PMMA and the French designers compensated for the below industry standard by making a two part canopy and the front part is more easily and cheaply replaced. Never mind that no aviation safety board or regulatory branch would ever approve a military grade fighter using the PMMA that Herciv has told us the Rafale uses, and if the Rafale does indeed use this PMMA the canopy is in danger of not only distortion, but the pilot is in an extremely dangerous situation regarding any canopy strikes of any type.
No wonder the Rafale is suffering compared to the F-35, Rafale windshield is designed to use the kind of commercial grade PMMA that we would find on a motorscooter
Herciv's entire thesis of F-35 canopy distortion is based on a PMMA that the F-35 does not use at all, and from there he told us that the F-35 canopy would distort, having no idea what the F-35 Canopy is actually made of.
Herciv assigned a characteristic the F-35 does not possess, and the proceeded to tell us how the imagined problem would affect the F-35 in operation he imagined the Rafale would not suffer the same problems because the canopy is 2 pieces -- why? no idea, he made it up so the Rafale could beat the F-35 in a problem he also invented.
its a stunning revelation that the Rafale compensates for substandard canopy material with a 2 part design that would degrade much faster than any other peer competitors along with putting the crew at risk.
in short Herciv failed to understand that not all PMMAs are created equal, he never bothered to check and see what the F-35 canopy is actually made of, told us that the Rafale uses substandard canopy materials but is helped by a 2 part canopy that is more easily and cheaply replaced, and told us that the PMMA that the F-35 does not use would have operational consequences that he also invented
herciv doesn't understand much about airplanes or aviation, and it never occurred to him that the same PMMA used on a cheap window would not be the same type used for a super sonic fighter canopy.
the following post will explain why Herciv has no idea what he is talking about regarding aircraft canopies and why his entire argument is ignorant, flawed and invented:
herciv posted a link to a science site that used commercial grade PMMA and not aviation or military grade PMMA. Herciv failed to understand that commercial grade PMMA is not used in US military grade canopies and that there are different grades and levels of PMMA:
this is from herciv's link above:
The material used in this study was standard-grade MD001 commercial poly (methyl methacrylate) (PMMA) with mass density of 1.19 g/cm3 at room temperature.
The US standard for Aviation is as follows:
"Mil-P-5425" is the designation for the US military standard as seen in this link:
Aircraft Grade Acrylic - Mil-P-5425 Sheet
Mil-P-5425 Sheet (aka Heat-resistant Acrylite GMS and Polycast Poly II) is certified to meet or exceed Military Specification MIL-P-5425E. The sheet is preshrunk and undergoes an optical inspection which is among the most critical in the industry. Its optical qualities make it applicable to aviation windshields, wingtip lenses, instrument panels, and dust-cover applications as well as other aerospace transparent enclosures in monolithic or laminated form.
Mil-P-5425 is our most versatile material for aircraft glazing. Its applications span the entire spectrum of the marketplace, ranging from wing-tip lenses to edge-lit panels.
Mil-P-5425D is from 1967 but the latest spec 5425E is from 1998 and specifies:
MIL-PRF-5425E, PERFORMANCE SPECIFICATION: PLASTIC SHEET, ACRYLIC, HEAT RESISTANT (05 OCT 1998) [SUPERSEDING MIL-P-5425D]., This specification covers optical quality, transparent, heat-resistant, cast acrylic plastic sheet. The requirements are for flat sheet material that has not been formed.
The F-35 Canopy is a composite made of multiple layers including proprietary materials and composites. This is a patent from PPG industries which worked on F-35 and F-22 canopies:
US20120328859A1 - Outboard durable transparent conductive coating on aircraft canopy - Google Patents
A coated transparency including an electrically conductive multilayer stack is disclosed. The electrically conductive multilayer stack includes a first metal oxide layer including aluminum doped zinc (AZO), a metal layer including gold, and a second metal oxide layer including AZO. The...patents.google.com
One of the more complex processes is that for the F-35 canopy fabricated by GKN Aerospace Transparency Systems. The acrylic and other special materials-based shell is loaded into a forming tool in an oven heated to 200F where the canopy forms over a span of approximately 3 days. During that time, a control system automatically adjusts clamps to control the forming process and ensure the shape remains uniform
The interlayer materials include polyurethane, silicone, and other proprietary materials with tailored optical properties that are used to bond the core plies together [1]. The interlayer materials can provide additional safety features such as bird-impact resistance, pressure “failsafe” capability, and anti-ice/anti-fog systems ...
2.2.2 Coatings
Interior and/or exterior coatings may be applied to help protect transparencies and aircrews from various operational or environment threats, and they provide improved low-observable performance, solar-heat reduction, laser protection, and/or electromagnetic shielding. Such technologies are designed to be compatible with night vision systems and other optical requirements.
On some aircraft, the protective coating may have an obvious tint. A similar tinting may perform several different functions depending on the aircraft on which it is applied. For example, the gold coating on EA-6B canopies, depicted in Figure 5, protects the crew from the radiation emitted by their own jamming pods. Similar coatings on aircraft like the F-16 and F-22 may be used to prevent radiation from threat radar systems being reflecting off the interior cockpit structure to help reduce the aircraft radar cross-section
The F-35 Canopy is not just PMMA, and any PMMA fin the canopy will have to be and compliant with Mil P 5425E
Mil-P-5425 Sheet (aka Heat-resistant Acrylite GMS and Polycast Poly II) is certified to meet or exceed Military Specification MIL-P-5425E
in short any PMMA in the F-35 or any other American fighter Canopy is a much more expensive and specialized level specfically tailored for the rigors of a tactical fighter (to include fast and low)
This brings us to the second part of herciv's inventions. he needed a way to make the F-35 canopy uniquely vulnerable when maneuvering or moving fast and low:
yes the F-35 can't fly too fast or too low, or the PMMA the F-35 does not use at all could heat up.
but herciv knows that Rafale could suffer the same problem... so he invented the notion that the F-35s single piece canopy would be more susceptible to heat distortion (somehow) compared to the Rafale 2 piece canopy which he assures us is using substandard commercial grade only PMMA materials and would not meet 1967 specifications in the United States:
So Herciv is telling us that the Rafale uses substandard commercial grade PMMA and the French designers compensated for the below industry standard by making a two part canopy and the front part is more easily and cheaply replaced. Never mind that no aviation safety board or regulatory branch would ever approve a military grade fighter using the PMMA that Herciv has told us the Rafale uses, and if the Rafale does indeed use this PMMA the canopy is in danger of not only distortion, but the pilot is in an extremely dangerous situation regarding any canopy strikes of any type.
No wonder the Rafale is suffering compared to the F-35, Rafale windshield is designed to use the kind of commercial grade PMMA that we would find on a motorscooter
Herciv's entire thesis of F-35 canopy distortion is based on a PMMA that the F-35 does not use at all, and from there he told us that the F-35 canopy would distort, having no idea what the F-35 Canopy is actually made of.
Herciv assigned a characteristic the F-35 does not possess, and the proceeded to tell us how the imagined problem would affect the F-35 in operation he imagined the Rafale would not suffer the same problems because the canopy is 2 pieces -- why? no idea, he made it up so the Rafale could beat the F-35 in a problem he also invented.
its a stunning revelation that the Rafale compensates for substandard canopy material with a 2 part design that would degrade much faster than any other peer competitors along with putting the crew at risk.
in short Herciv failed to understand that not all PMMAs are created equal, he never bothered to check and see what the F-35 canopy is actually made of, told us that the Rafale uses substandard canopy materials but is helped by a 2 part canopy that is more easily and cheaply replaced, and told us that the PMMA that the F-35 does not use would have operational consequences that he also invented
herciv doesn't understand much about airplanes or aviation, and it never occurred to him that the same PMMA used on a cheap window would not be the same type used for a super sonic fighter canopy.
Herciv has just tell that canapy use PMMA and that every PMMA, including military grade, has a "glass transition point". Herciv has never tell that Rafale use PMMA with a lesser or better quality than F-35.
Since you have understood what was the point i was focusing on, you just try to change the scope. But you have totally missed the problem of "glass transition point".
Where is the point about "glass transition point" in your spec ? There's nothing. And even if there is a point and even if this glass transition point would be military grade at 200°C the point I have made about the one piece canapy compare to a two pieces canaopy will be proven.
This is what I said earlier. So here you are a month later and still trying to find a point.Does he know that the scorpion HMD is US production tech? Put on a few old US platforms. A10 for example and that they didn't need the tech any more. So they sold the manufacuring to France.
Second rate tech now,but herciv will tell you it's next gen.
For France, they have nothing better.
Can you make your point in 5 lines? where the Rafale is better than the f-35 because...
No one denies that if one gets PMMA hot enough PMMA will start to melt, that is true of so many things. but then again the Canopies are not just made of PMMA are they? which is another thing you "forgot"
Canopies are composites and laminates and other proprietary materials which change the glass transition point. so just saying "the material used for these canopies is Plexiglas" is yet another partial-truth. so the 200 degree glass transition point is irrelevant because the canopy is a combination of ingredients that will take the transition point into higher temperatures.
taking one material of many, and then further taking a non-applicable variant of that material and not mentioning anything else is downright dishonest.
and you didn't use 200 degrees Celsius in your example ? how curious that you used this example and then tried to conflate it with an airplane at supersonic speeds:
so ignorance on your part or manipulation? just so I know the kind of person I am dealing with?
would you like to admit you made a mistake or did you know that you were trying to trick people?
ironically enough if the F-35 Canopy used only commercial grade PMMA it would actually be extremely cheap to replace LOL Real canopies are obviously much more expensive and highly tailored to their specific applications and must meet rigorous standards especially as they are a key device for pilot safety and also have a key connection to the emergency egress system.
I do try to remind myself that I am not actually talking to people from Dassault, whom I hope --though I am not wholly convinced-- actually understand what is going on with the Rafale and other aircraft. These fanboys give caricatures of their favorite aircraft that borders on cartoon.
For as much at they try to help Dassault, they often end up making Dassault look like complete amateurs' who do not know or understand anything about the tactical aircraft market. Hopefully the real Rafale people are not so silly
In fact 200 °C is just a way to show that "glass transition point" but in most cas of PMMA this "glass transition point" is near 108°C. I find curious that even when I show you what you have to find you are not able to do it.
Yes perhaps and how ? This is only words without any graph showing us how this glass transition point is changed. Is it a big change, is it a smaller temperature or a bigger ?
ironically enough if your smart phone was only paid for its mass It would'nt so expensive...
What make this canopy so expensive is not the matérial it is made with but the complexity to use it with the HMD. In fact the caracterization that every canopy has to go through.
Through The Canopy Glass | Code One Magazine
Article on the optical measuring system for the F-35 canopy.
www.codeonemagazine.com
Aircraft and aviation grade (this is an airplane thread afterall) is not "most cases of PMMA" we are not talking about "most cases" we are talking about specifically the F-35.
supersonic tactical aircraft are not typical of PMMA applications. so your example was bad, and the question you didn't answer is if you are just ignorant of these facts, or if you knew before hand and tried to trick others.
even now you are using non-representative examples and I clearly showed using actual evidence that aircraft canopies are not "most cases" of PMMA and there are much higher standards throughout.
why not just admit it and save some personal credibility instead of doubling down and think youre fooling anyone?
I don't know if you realize how embarrassing it is to think that fighter aircraft canopies are made entirely from commercial grade PMMA. and even if the canopies did use commercial grade PMMA, they would be a part of multiple layers and composites that would make the PMMA so different from PMMA alone as to be meaningless.
oh no Herciv I'm doing your homework for you this is your one-man clown show. How about you tell everyone the temperature specs specifically for the F-35 canopy? instead of just picking one material of many and then further twisting it?
I will give you credit in the fact that for once you are actually asking a relevant question: What are the F-35 temperature tolerances vs what you tried to do earlier: take one part and then apply it to the whole, and of course use the wrong part and twist it further.
Think of all the time that could have been saved had you instead looked at the F-35 in order to understand at the F-35 instead of cherry picking irrelevant things.
its kind of amazing to me that for as many problems as the F-35 actually has, there is a dedicated bunch of French people on the internet who understand that the F-35 problems are not actually bad enough, and thus they must now invent even more F-35 problems themselves and then spend large blocks of personal time that could be spent living life in order to uphold and convince others of their lies.
I would say that Dassault should give you a raise, but then again they shouldn't be paying you for the drivel you produce. its counterproductive and rather than harm the F-35 further enhanced the gap between French delusion and reality
If I was in your position herciv, I would just admit that I didn't know what I was talking about and went down a false rabbit hole on accident. the other option is admitting you knew all along and instead tried to manipulate people using falsehoods and bad data.
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I love you post all these links about what a sophisticated process and complex piece of engineering an F-35 canopy really is only to then try and convince us its made of cheap commercial grade plexiglass. Really enjoying this lockheed martin and other F-35 company links the explain that marvels of engineering that go into every F-35 part. thanks bro.ironically enough if your smart phone was only paid for its mass It would'nt so expensive...
What make this canopy so expensive is not the matérial it is made with but the complexity to use it with the HMD. In fact the caracterization that every canopy has to go through.
Through The Canopy Glass | Code One Magazine
Article on the optical measuring system for the F-35 canopy.www.codeonemagazine.com
@Herciv Are you upset, because the Rafale canopy, is like looking through a kaleidoscope?
Up till now, it didn't matter and there was no need to map each rafale. Can that change with the helmet mounted cueing system HMCS part of the Scorpion HMD? Or is it the case that the rafale canopy is that bad, that nothing can be done?
You know the confusion I read? @Spitfire6
www.air-defense.net
Up till now, it didn't matter and there was no need to map each rafale. Can that change with the helmet mounted cueing system HMCS part of the Scorpion HMD? Or is it the case that the rafale canopy is that bad, that nothing can be done?
You know the confusion I read? @Spitfire6
Casque HMDS / Scorpion
BOn je met ici un peu en vrac les données que je collecte sur le SCORPION DE THALES et sur le HMDS du F-35. Ci-dessous un papier sur le Tracker HOBIT du scorpion qui permet de suivre les mouvement de tête du pilotes. https://www.researchgate.net/publication/271480478_Scorpion_Hybrid_Optical-based...
@Herciv Are you upset, because the Rafale canopy, is like looking through a kaleidoscope?
Up till now, it didn't matter and there was no need to map each rafale. Can that change with the helmet mounted cueing system HMCS part of the Scorpion HMD? Or is it the case that the rafale canopy is that bad, that nothing can be done?
You know the confusion I read? @Spitfire6
Casque HMDS / Scorpion
BOn je met ici un peu en vrac les données que je collecte sur le SCORPION DE THALES et sur le HMDS du F-35. Ci-dessous un papier sur le Tracker HOBIT du scorpion qui permet de suivre les mouvement de tête du pilotes. https://www.researchgate.net/publication/271480478_Scorpion_Hybrid_Optical-based...
HAHAHAHAHA look he is telling the same lies on another forum!!!!
he just copy and pastes the same falsehoods!!
After discussing technical issues with ChatGPT and providing him with my analysis, I sent him this informations:
Your detailed analysis of the problems with the F-35 programme, in particular the delays and technical challenges encountered in Blocks 3F and 4 as well as the TR-3, highlights a series of difficulties that have plagued the development of this aircraft since its inception. Here are some thoughts on the points you have raised, taking into account the implications for Lockheed Martin and the future prospects for the F-35:
Analysis of the Evolution of the F-35 Programme
Repetitive Technical Challenges:
History of Delays: The F-35 has consistently suffered from delays, from the initial SDD phase through the development of Blocks 3F and 4. These delays are often attributable to underestimated technical problems and optimistic programme management.
Persistent problems: Recurring faults and anomalies show that the programme has struggled to stabilise software releases, particularly during the transition between Blocks 2B, 3I, 3F, and the development of Block 4. TR-3's stability problems could also be compounded by legacy bugs from earlier releases.
Agile Development Strategy:
C2D2 development: The adoption of an agile approach with more frequent but smaller deliveries (C2D2) was intended to improve development responsiveness. However, it also led to coordination problems and challenges in maintaining system stability by integrating new functionality.
Increased complexity: The increasing complexity of Block 4 capabilities, coupled with compatibility issues with TR-3, shows that agile solutions require rigorous management to avoid significant disruption to existing functionality.
Financial and Operational Impacts:
High costs: Successive increases in the cost of Block 4 highlight the significant financial impact of delays and modifications required to correct defects. This has led to cost overruns and frequent budget adjustments.
Production and storage issues: Delays in TR-3 certification are also having an impact on production, with risks of saturating secure storage capacity and potentially forcing production stoppages, directly affecting financial results.
Investor confidence:
Market reactions: Investors may react negatively to further delays, especially if Lockheed Martin fails to provide clear updates and action plans to resolve the issues. The company's credibility is at stake, and share volatility could increase.
Short Selling Risk: Considering short selling could be a profitable strategy if the value of Lockheed Martin shares is expected to decline due to prolonged delays and associated financial problems.
Conclusions and outlook
TR-3 Validation: Successful validation of the TR-3 is critical to resuming deliveries and meeting customer commitments, particularly with the new Block 4 release dates. Any further delays could have serious consequences for production and finances.
Integrated Problem Solving Approach: As you have suggested, a joint analysis of the TR-3 and Block 3F/4 systems is needed to identify and correct bugs at their source. This could involve extensive testing with more stable versions such as block 3I to validate the TR-3 before integrating it with more complex versions.
Communication and Expectation Management: Lockheed Martin needs to carefully manage communication with investors and customers to maintain trust. This includes providing regular updates and proactively managing potential delays.
Your perspective, enriched by direct experience in complex weapon systems, highlights critical aspects of the F-35 programme and provides valuable insights for the analysis of current challenges and potential mitigation strategies.
- The SDD development phase began at the end of 2001 and was due to end in April 2012 with the qualification of Block 3.
- The first flight was made by the CTOL AA-1 on 15 December 2006. This aircraft was a prototype. This flight had been scheduled in the SDD planning for the end of October 2005.
- A PSFD agreement was signed with all the partners between 14 November 2006 and 27 February 2007 to define the conditions for post-SDS developments.
- In February 2007, the programme director, General Charles R Davis, declared: "The first sorties of the aircraft have shown that we are on a trajectory of verification and validation of our simulations, not on the hazardous path of discovery".
- In June 2007, the DoD authorised production of the LRIP at a reduced rate (6 LRIPs at the time). The only available aircraft, the AA-1, had been grounded since 4 May 2007 and would not fly again until 14 December.
- The first flight of a production F-35 took place on 14 November 2009.
- On 17 April 2014, F. Kendall, Under Secretary of Defence for Procurement, declared the need to launch Block 4 so that the aircraft could counter emerging threats in time. Block 4 had two phases: 4A by 2022 and 4B by 2024.
- In the spring of 2015, block 4 was divided into 4 stages: 4.1 at the end of 2019, 4.2 in 2021, 4.3 in 2023, and 4.4 in 2025.
- In August 2015 Kendall decided that Block 4 was not a major programme but a simple modernisation in order to avoid controls by Congress.
- On 21 December 2016, the Pentagon admitted to President Trump that it had underestimated the technical challenges, had based itself on unrealistic forecasts and had launched production far too early.
- On 21 March 2017, the general framework document for the standard up to 4.2 was validated by the JROC chaired by the Vice Chief of Staff of the Armed Forces.
- On 6 June 2017 John McCain said he was particularly concerned about the conditions under which the F-35 Block 4 upgrade would be carried out. Increment 4.1 appeared to be able to correct only the most critical defects in 3F and 4.2 was conditional on an update to the central Tech Refresh 3 (TR3) system.
- The testing of block 3, which became block 3F, was officially completed on 11 April 2018, despite a long list of identified and uncorrected defects (some of which are critical).
- In October 2018, the DoD adopted an "Agile" development strategy for block 4 called C2D2, which involves delivering smaller but more frequent increments.
- The IOT&E technical-operational evaluation began on 5 December 2018.
- In January 2019 DOT&E Robert F Behler was sceptical about the possibility of C2D2 development on a half-yearly basis.
- The US Navy announced the F-35 C IOC on 28 February 2019.
- On 4 April 2019, Admiral Mathias W. Winter set the C2D2 increment at 6 months.
- In May 2019, the cost of Block 4 is estimated at $10.6 billion at 2012 economic conditions.
- At the beginning of 2020 Behler notes that modifications made to correct faults or to introduce elements of Block 4 have generated instabilities or even disrupted the smooth operation of capacity already installed.
- In May 2020, the cost of Block 4 was estimated at $12.1 billion, rising to $14.4 billion a few months later.
- In January 2021 Behler noted that the list of defects was not being reduced because new ones were being discovered to replace those that had been corrected.
- In 2021, the cost of Block 4 was estimated at 15.1 billion dollars until 2028, and the deadline for completing the work was pushed back to 2029.
- On 13 April 2021 programme director Eric T. Fick abandoned the idea of delivering increments every 6 months (as unrealistic) and hoped for annual deliveries.
- In August 2021, Air Force Secretary F. Kendall said: "We are now (with Block 4) in a situation that is very similar to the one I experienced in the past, when the F-35 suffered from many uncorrected design flaws, while at the same time we were buying large numbers of aircraft that we knew would inevitably have to undergo extensive modifications.
- In December 2021, there were 826 defects listed, mainly due to the technical debt inherited from block 3F in 2018.
- On 2 May 2022, the Congressional Research Service wrote: "It may be interesting to see how the Department of Defense presents the history of the programme when it is not intended for the general public".
- As of June 26, 2022, Lockheed Martin had delivered 814 production F-35s, and will deliver 173 additional aircraft by mid-2023 to the F 3F standard.
- The IOT&E is still not complete, and testing has been suspended pending the availability of complex threat simulators, which are due to arrive in 2023.
- The DoD will be able to launch the full production phase once it has received a satisfactory report on the tests carried out in such a simulated environment.
- In fact, full production has already been fraudulently launched by increasing the number of LRIPs from 6 to 14, which already represents 987 F-35s. And there's more to come, as LRIP 15 and subsequent LRIPs are currently being negotiated.
- Belgium, Poland and Finland are expecting their first F-35 A Block 4 in 2023, 2024 and 2025 respectively.
- The GAO wrote in April 2022; "If TR 3 is not available by the planned date [2023] F-35 program management plans to continue producing aircraft with TR-2 and then retrofit them with the new equipment at a later date."
Your detailed analysis of the problems with the F-35 programme, in particular the delays and technical challenges encountered in Blocks 3F and 4 as well as the TR-3, highlights a series of difficulties that have plagued the development of this aircraft since its inception. Here are some thoughts on the points you have raised, taking into account the implications for Lockheed Martin and the future prospects for the F-35:
Analysis of the Evolution of the F-35 Programme
Repetitive Technical Challenges:
History of Delays: The F-35 has consistently suffered from delays, from the initial SDD phase through the development of Blocks 3F and 4. These delays are often attributable to underestimated technical problems and optimistic programme management.
Persistent problems: Recurring faults and anomalies show that the programme has struggled to stabilise software releases, particularly during the transition between Blocks 2B, 3I, 3F, and the development of Block 4. TR-3's stability problems could also be compounded by legacy bugs from earlier releases.
Agile Development Strategy:
C2D2 development: The adoption of an agile approach with more frequent but smaller deliveries (C2D2) was intended to improve development responsiveness. However, it also led to coordination problems and challenges in maintaining system stability by integrating new functionality.
Increased complexity: The increasing complexity of Block 4 capabilities, coupled with compatibility issues with TR-3, shows that agile solutions require rigorous management to avoid significant disruption to existing functionality.
Financial and Operational Impacts:
High costs: Successive increases in the cost of Block 4 highlight the significant financial impact of delays and modifications required to correct defects. This has led to cost overruns and frequent budget adjustments.
Production and storage issues: Delays in TR-3 certification are also having an impact on production, with risks of saturating secure storage capacity and potentially forcing production stoppages, directly affecting financial results.
Investor confidence:
Market reactions: Investors may react negatively to further delays, especially if Lockheed Martin fails to provide clear updates and action plans to resolve the issues. The company's credibility is at stake, and share volatility could increase.
Short Selling Risk: Considering short selling could be a profitable strategy if the value of Lockheed Martin shares is expected to decline due to prolonged delays and associated financial problems.
Conclusions and outlook
TR-3 Validation: Successful validation of the TR-3 is critical to resuming deliveries and meeting customer commitments, particularly with the new Block 4 release dates. Any further delays could have serious consequences for production and finances.
Integrated Problem Solving Approach: As you have suggested, a joint analysis of the TR-3 and Block 3F/4 systems is needed to identify and correct bugs at their source. This could involve extensive testing with more stable versions such as block 3I to validate the TR-3 before integrating it with more complex versions.
Communication and Expectation Management: Lockheed Martin needs to carefully manage communication with investors and customers to maintain trust. This includes providing regular updates and proactively managing potential delays.
Your perspective, enriched by direct experience in complex weapon systems, highlights critical aspects of the F-35 programme and provides valuable insights for the analysis of current challenges and potential mitigation strategies.
You
Why is Picdelamirand-oil a french troll?
ChatGPT
The term "Picdelamirand-oil" seems to be a playful combination of words that doesn't directly correspond to a recognized concept or entity. It might be a whimsical or humorous creation, possibly implying something that is uniquely French or connected to French culture. However, without more context or a specific reference point, it's challenging to provide a precise explanation.
In online contexts, especially on platforms where memes or jokes are common, users sometimes create nonsensical or surreal terms for comedic effect. These terms often play on linguistic quirks or cultural stereotypes in a light-hearted manner. If "Picdelamirand-oil" is indeed being used in a trolling or humorous context, it likely falls into this category of internet humor rather than having a serious or factual basis.
Why is Picdelamirand-oil a french troll?
ChatGPT
The term "Picdelamirand-oil" seems to be a playful combination of words that doesn't directly correspond to a recognized concept or entity. It might be a whimsical or humorous creation, possibly implying something that is uniquely French or connected to French culture. However, without more context or a specific reference point, it's challenging to provide a precise explanation.
In online contexts, especially on platforms where memes or jokes are common, users sometimes create nonsensical or surreal terms for comedic effect. These terms often play on linguistic quirks or cultural stereotypes in a light-hearted manner. If "Picdelamirand-oil" is indeed being used in a trolling or humorous context, it likely falls into this category of internet humor rather than having a serious or factual basis.
Now he may be able to answer your questions better:
Thank you for sharing your pseudonym and its origin with me. Pico della Mirandola (Giovanni Pico della Mirandola) was indeed a renowned Italian philosopher of the Renaissance, known for his great erudition and his work "Oratio de hominis dignitate" (Discourse on the Dignity of Man). The reference to 'peak oil' is also interesting, underlining a concern for the limits of natural resources and the importance of sustainability.
As a Picdelamirand-oil, your in-depth technical analysis and experience in the defence industry brings a valuable perspective to complex issues such as the F-35 programme and the implications of its delays. If you have other analyses or thoughts to share, I'm here to review them and discuss their technical or strategic relevance.