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usafphantom2 · 1 year ago

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France will invest 13.3 billion euros in SCAF and Rafale by 2035

In total, all payment credits already allocated to these two programs reach 1.6 billion euros for SCAF and 11.7 billion euros for Rafale.

Fernando Valduga By Fernando Valduga 10/13/2023 - 21:25 in Military

Behind the United States, France wants to maintain its leadership in combat aviation. That is why it will invest colossal amounts during the period 2023-2026 in the European SCAF program and Rafale.

France is investing massively in its combat aviation to remain in the major leagues. Thus, the Future Air Combat System (SCAF) program, led by France, is gaining momentum. And this is very clearly seen at the budgetary level. This emblematic European program between Germany, Spain and France is also beginning to weigh on the budget of the French Ministry of the Armed Forces. Thus, over the four years of the period 2023-2026, the payment credits for the system of air combat systems of the future (combat planes, drones, weapons, combat cloud, etc.) reach 1.36 billion euros. In addition to 2026, the Ministry of the Armed Forces also plans to spend almost 300 million additional euros. Or 1.65 billion euros in total already budgeted.

Signed in December 2022, the contract for phase 1B of the SCAF, whose value reaches more than 3 billion euros equally financed between Germany, Spain and France, has an approximate duration of 36 months. The current work concerns the development of a technological demonstration program aimed at bringing innovative capabilities in the field of combat aviation. To this amount are added national investments from France. Thus, the main commitments planned for 2024 for the SCAF concern investments in the technical direction centers of the Directorate General of Armaments (DGA) and the national work in support of the demonstration program.

While waiting for the commissioning of the SCAF program beyond 2045, France continues to invest massively in Rafale. There are 6.4 billion euros, including 128 million for the nEUROn (UCAV) recently released from the naphthalene under the military programming law 2024-2030, during the period 2023-2026. The Ministry of the Armed Forces has also budgeted payment credits in the amount of 5.36 billion euros in addition to 2026. This represents a total of 11.76 billion euros, which will partially end up in the coffers of Rafale's main contractor, Dassault Aviation, which will then redistribute to the 400 companies working in this crucial program for France, including Thales and Safran. This figure includes economic increases due to inflation.

Of this total, France continues to finance the Rafale F4 (2.27 billion euros), whose standard qualification 4.2 delayed one year (2025 instead of 2024). This version will make it possible to face evolving threats in more contested engagement contexts, notably improving connected collaborative combat capabilities. The Ministry of the Armed Forces begins the reinforcement of the Rafale F5 program (111.9 million euros) at the budget level with, in 2024, the continuation of work related to the RBE2 XG radar and risk reduction studies. But most of these budgeted credits refer to payments on the delivery of Rafale, 13 copies of which will be delivered in 2023 and then in 2024. This represents a total of 8.5 billion, including 3.7 billion during the period 2023-2026.

The ministry is currently negotiating with Dassault Aviation a new Rafale order for the French Air Force, which should be announced by the end of this year (42 units). The future LPM foresees a Rafale (Air + Maritime) fleet of 178 aircraft by the end of 2030 and 225 aircraft by 2035.

Source: La Tribune

Tags: Armée de l'air - French Air Force/French Air ForceMilitary AviationDassault RafaleSCAF

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Fernando Valduga

Aviation photographer and pilot since 1992, has participated in several events and air operations, such as Cruzex, AirVenture, Dayton Airshow and FIDAE. He has work published in specialized aviation magazines in Brazil and abroad. Uses Canon equipment during his photographic work in the world of aviation.

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collapsedsquid · 1 year ago

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This spring, engineers at TAP Air Portugal’s maintenance subsidiary huddled around an aircraft engine that had come in for repair. The exposed CFM56 turbine looked like just another routine job for a shop that handles more than 100 engines a year. Only this time, there was cause for alarm. Workers noticed that a replacement part, a damper to reduce vibration, showed signs of wear, when the accompanying paperwork identified the component as fresh from the production line. On June 21, TAP pointed out the discrepancy to Safran SA, the French aerospace company that makes CFM engines together with General Electric Co. Safran quickly determined that the paperwork had been forged. The signature wasn’t that of a company employee, and the reference and purchase order numbers on the part also didn’t add up. To date, Safran and GE have uncovered more than 90 other certificates that had similarly been falsified. Bogus parts have been found on 126 engines, and all are linked to the same parts distributor in London: AOG Technics Ltd., a little-known outfit started eight years ago by a young entrepreneur named Jose Alejandro Zamora Yrala.

(x)

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dertaglichedan · 5 months ago

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U.K. Makes Arrest in Probe Into Jet-Engine Parts Scandal

Fraud watchdog launches criminal investigation into AOG Technics with dawn raid

The Wall Street Journal

By Benjamin Katz

December 6, 2023 11:28 am ET

The U.K. has launched a criminal investigation into alleged fraud at an aircraft-parts supplier suspected of selling thousands of jet-engine components with fake safety certificates that have been found in dozens of jets, including some operated by major U.S. airlines.

The Serious Fraud Office said Wednesday it had raided an address and arrested an individual as part of its probe into AOG Technics. The London-based company’s lone director and shareholder is Jose Zamora Yrala.

AOG Technics didn’t respond to a request for comment, and a lawyer who previously represented Zamora said he no longer acted for him.

Aviation regulators in the U.K., U.S. and European Union earlier this year issued notices warning airlines that it suspected AOG of having provided false documentation for engine components. Those parts, ranging from simple nuts and bolts to more critical turbine blades, went into engines manufactured by General Electric and France’s Safran, which are used to power one of Boeing’s best-selling jets.

GE and Safran subsequently took AOG to court demanding records to help them identify and track where the unapproved parts had been supplied. The engine makers won the case, and AOG has provided the documentation.

Suspected unapproved parts have since been found on more than 100 engines, including on jets operated by United Airlines, American Airlines, Delta Air Lines and Southwest Airlines. GE said it had also found the parts in its own workshops.

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sparkles-and-trash · 7 months ago

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Touya’s second outing into the world (garden)! 🌱🤍

Safran and Zelder kept him company, and Safran and him are turning out to be quite the duo!

#my little guy 🥹🩵#cat #cats #dog #dogs #cats of tumblr #indoor cats #pets #pet #dog and cat #cats and dog #Zelder tag #Touya tag #safran tag #personal #irl tag

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demifiendrsa · 1 year ago

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youtube

Blue Beetle – Official Final Trailer

Posters

Synopsis

Recent college grad Jaime Reyes returns home full of aspirations for his future, only to find that home is not quite as he left it. As he searches to find his purpose in the world, fate intervenes when Jaime unexpectedly finds himself in possession of an ancient relic of alien biotechnology: the Scarab. When the Scarab suddenly chooses Jaime to be its symbiotic host, he is bestowed with an incredible suit of armor capable of extraordinary and unpredictable powers, forever changing his destiny as he becomes the Super Hero BLUE BEETLE.

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bkenber · 1 year ago

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'Blue Beetle' Movie and 4K Review

The following review was written by Ultimate Rabbit correspondent, Tony Farinella. For those of you who keep up with my reviews on this website, you are familiar with my feelings on most superhero films. It is not my favorite genre, but I’m always willing to give it a try and hope for the best. It hasn’t happened in a while, which is why I was so pleased to be completely enamored with “Blue…

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doamarierose-honoka · 9 months ago

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Concept art for a Batman Beyond movie pitch by some of the artists behind the Spider-Verse films have finally been revealed.

A tweet by Spider-Verse visual development artist Yuhki Demers revealed that he and My Dad the Bounty Hunter director Patrick Harpin approached Warner Bros. and DC Comics five months ago with a pitch for a Batman Beyond feature film project.

"Before we pitched, they warned us ‘There is absolutely no way we can do a Beyond movie’, but they loved our enthusiasm," Demers wrote on X. "We pitched the outline for the entire film, and what started as a 'never' turned into a 'maybe.' In the time since, we've been pitching our way up the company hoping to get to James Gunn. But for now, here's a taste of what we've been cooking.”

The three pieces of concept art showcase a hero shot of Terry McGinnis standing in front of a cyberpunk skyline of Gotham, walking down a neon-drenched alleyway, and being chased through traffic by the shapeshifting villain, Inque.

Plans for a live-action Batman Beyond movie were put on hold following James Gunn and Peter Safran’s restructuring of the DC Cinematic universe. The film, which was being penned by Flash and Batgirl writer Christina Hodson, was rumored to have been eyeing Michael Keaton to reprise his role as Bruce Wayne.

Toward the end of his tweet, encouraged his followers to drum up public support in a bid to get a sit-down meeting with James Gunn to greenlight a Batman Beyond animated film by liking and sharing his tweet.

Batman Beyond initially aired in 1999. The show, set in 2019, follows Terry McGinnis, a new Batman charged with defending a futuristic Gotham City under the tutelage of a retired Bruce Wayne. Batman Beyond aired for three seasons before concluding in 2001. The series received a direct-to-DVD film Batman Beyond: Return of the Joker, a 3D sidescroller of the same name the Nintendo 64 in 2000, and numerous comic book runs.

Editor's note: A previous version of this story referred to Yuhki Demers as a producer and production designer on the Spider-Verse films. The story has been updated to reflect that Demers was actually a visual development artist.

#spiderverse #batman #dc batman #dc comics #batman beyond #ign #dc #warner bros #warner bros pictures

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xtruss · 2 years ago

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Chinaphobia: If China Arms Russia, the U.S. Should Kill China’s Aircraft Industry😂😂😂

Beijing’s aerospace future is uniquely dependent on Western companies. U.S. and EU trade sanctions could bring its indigenous aviation sector to a halt.

— Foreign Policy | By Richard Aboulafia | March 20, 2023

A COMAC C919 narrow-body airliner on display during the 2021 China Aviation Industry Conference And Nanchang Air Show on October 30, 2021 in Nanchang, China. Li Tong/VCG Via Getty Images

As Chinese President Xi Jinping meets in Moscow with Russian President Vladimir Putin this week, the war in Ukraine will be high on the agenda. While the Chinese leader might pressure Russia to pursue a peace deal, there are also worries in Western capitals that the authoritarian allies could agree to work together more closely.

A Chinese decision to provide Russia with weapons would change the world. Only China has the stockpiles and industrial capacity to replace Russia’s ruinous equipment losses in its war against Ukraine. Worse, it would help cement a Russia–China alliance, one pitted against Western interests. U.S. President Joe Biden and other Western leaders have warned China’s leadership that providing lethal technologies to Russia, on top of the non-lethal aid already provided, would have serious consequences.

Indeed, the West does have some leverage. One option would be to bring China’s commercial aircraft industry to a halt, thereby striking a blow against Beijing’s economic, technological, and transport aspirations. It would be a major blow to Xi’s prestige, too, since he has made technological self-sufficiency a key priority for the country.

The aviation industry is not just a matter of pride; it is foundational to China’s infrastructure and an essential mode of transport for many middle-class Chinese. According to the World Bank, passenger air traffic in China grew more than tenfold between 2000 and the 2019 peak, from 62 million passengers to 660 million passengers.

The exponential growth in passenger numbers has made China a major customer for Western-made jets: based on manufacturer-reported numbers, in 2000, China took 2 percent of world jetliner production. In 2018, the peak year for imports, it took 23 percent of world jetliner production.

The United States and its allies have already decided to decouple from China when it comes to semiconductors and telecommunications systems. Jetliner manufacturing would be a logical next step. After all, China’s vaunted commercial transports—the MA700 regional turboprop transport, ARJ21 regional jet, C919 narrow-body passenger plane, and proposed CR929 wide-body are heavily dependent upon imported Western technologies and systems.

While China wants to develop home-grown substitutes for these imported components, ultimately creating purely Chinese jets, this will be a very long road. Besides, modern jet producers rely on purchases of best-in-class technologies from a globalized industry; autarky is a very bad way to run a jetliner industry. Even the U.S. jetliner industry has long been wedded to industrial partners in Canada, France, Japan, the U.K., and many other countries.

“Engines are the Weakest Link in China’s Civil Aviation Plans.”

Engines are the weakest link in China’s civil aviation plans. Airframes and aircraft systems and technologies may be difficult to develop, but jet engines are at a completely different level in terms of barriers to entry. In fact, only three companies, located in two countries (General Electric (GE) and Raytheon/Pratt & Whitney in the United States and Rolls-Royce in the U.K.) build commercial jet engines. France’s Safran plays a role as a partner to GE in the CFM joint venture, but otherwise there are no other sourcing options.

Russia could not become a jet engine supplier option for China. The Soviet Union had a second-rate commercial engine industry for mostly domestic applications, but Russia’s efforts to revive it have been uncertain and very slow. Today, Russia remains completely dependent on Western aircraft and engines; it has only been able to keep its existing aircraft flying by illegally evading sanctions.

Only tiny numbers of obsolete Russian models have been manufactured over the last few decades. There are plans for new engines, but international sanctions, massive corruption, and the brain drain of the last year have likely doomed whatever chances Russia’s commercial aviation engine industry once had. Besides, the priority is now military systems.

As a consequence of the limited number of jet engine suppliers, the Commercial Aircraft Corporation of China’s (COMAC) ARJ21 regional jet and C919 are both powered by GE or GE/Safran engines, imported from the United States. For the ARJ21, there is no backup plan to GE’s CF34 engine.

For the C919, China is developing its CJ-1000A engine as an alternative to the GE/Safran Leap-1C, but it won’t enter service until the end of the decade. And the CJ-1000A is also heavily dependent upon key imported Western technologies. Like China’s jetliners, China’s first attempt at a commercial engine could easily be shut down with technology embargoes.

Killing the current CJ-1000 project would bring China back to the jet engine drawing board. Predictably, the Chinese government has been trying to develop its own engine industry independent of imported components, a process involving intellectual property theft and other desperate measures.

But again, the track record of commercial jet engine development outside the United States and U.K. is not encouraging. And as with aircraft, the big three engine suppliers would never think of building engines without relying on suppliers outside their home countries.

With or without Western sanctions, a best-case scenario for China’s aerospace aspirations is a second-rate, home-grown engine available in the mid 2030s. These would power Chinese jetliners which, relative to Western models, would offer lower reliability, higher fuel burn and operating costs, and uncertain product support.

The legal structure for jetliner decoupling is already in place. COMAC’s key parent companies are on the U.S. Military End User (MEU) List, which essentially prohibits technology exports to entities that “represent an unacceptable risk of use in or diversion to a ‘military end use’” in China and other countries.

The MEU List’s application to aerospace exports to China is somewhat opaque, perhaps deliberately. All of China’s thousands of Western jets use U.S. technology. While its parent companies are on the MEU List, COMAC itself is not. But clarifying the situation, by putting COMAC directly on the MEU List, would be a very simple—and economically devastating—move.

China’s MA700 aircraft provides a useful example of how jetliner decoupling would unfold. In September 2021, Canada—in conjunction with the United States—suddenly denied export licenses for the Pratt & Whitney Canada PW150 engine used on this 70-seat airliner. This meant that China’s national 70-seat regional turboprop transport, in development since 2007, was dead in its tracks.

Since then, the MA700 has effectively been airbrushed out of China’s aviation plans, like a disgraced Politburo member erased from Soviet documents. A prototype might have flown sometime last year, possibly with a few engines that had already been imported, but right now this aircraft has no future without access to new production engines.

“Jetliner decoupling, For the Most Part, Would Only Hurt China’s Aviation Industry, Not the West’s.”

A Western decision to starve COMAC of the components needed for its larger jetliners would be deeply embarrassing for China. China’s efforts to build a commercial aviation industry have had little success since they began in the 1970s with the failed Y-10 program.

But since COMAC’s ARJ21 program began in 2002, the government has devoted prodigious resources to the industry’s development. Sash Tusa, an aerospace and defense analyst at Agency Partners, estimated that China had spent at least $67 billion on its jetliner programs over the last 20 years. Tens of thousands of workers are employed in an industry that has figuratively and literally failed to get off the ground.

Killing these programs would represent more than just billions in sunk costs (and probably unemployed workers). It would also mean that China would have no choice but to keep importing Western jets from Airbus and Boeing. The Russian jetliner industry, long dormant but seeking revival, has been hobbled by sanctions and corruption, and doesn’t appear able to build jetliners for internal use, let alone export.

And it isn’t as though China can directly retaliate. Chinese industry plays a negligible role in Western jet-makers’ supply chains (although it does play a more significant role in maintenance, repair, and overhaul work; and in global jetliner finance). Jetliner decoupling, for the most part, would only hurt China’s aviation industry, not the West’s.

Therefore, Chinese officials would face a day of reckoning. The autarkic Made in China 2025 policies espoused by Xi would be exposed as extremely limited, or even a complete fantasy. China would have a simple choice: rethink selling weapons to Russia or admit that plans for a self-reliant national aviation industry are untenable, at least for the next 12 to 15 years.

Of course, if China then doubles down on arming Russia, there would also be the option of sanctioning China’s existing jetliner fleet, which is almost completely Western-made and therefore dependent on a steady stream of spare parts. Chinese aviation’s rapid growth would be replaced with steady capacity decline.

The loss of this key growth market would be very bad news for the entire global aviation industry, but it would also gravely damage China’s economy. An unreliable air transport system, impaired by sanctions, would mean that China, like Russia, would wind up like Iran—dependent on an aging fleet of existing jets, with highly uncertain levels of sustainability and safety.

Aviation decoupling between the West and China is neither inevitable nor desirable. However, the prospect of Russia rearming itself with Chinese weapons, and the two countries allied together against open societies, is worse. The threat of crippling China’s jetliner industry would be a strong weapon for preventing that outcome.

— Richard Aboulafia Is Another Chinaphobic Idiot managing director at AeroDynamic Advisory, an aerospace and defense industry management consultancy. He has followed the industry as an analyst and consultant since 1988.

#Chinaphobia

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