SAC - FC-31 Grey Falcon Stealth aircraft for PAF : Updates & Debate

[Falcon26]

Pakistan is working with China on it’s next generation fighter program. Both countries are cooperating in the manufacturing of advanced radars, avionics and other subsystems. This is part of CPEC and was broken by the NY TIMES in December 2018. This gives Pakistan an accelerated path to its stealth fighter program by piggybacking off China’s technological advances.

“a special economic zone under CPEC would be created in Pakistan to produce a new generation of fighter jets. For the first time, navigation systems, radar systems and onboard weapons would be built jointly by the countries at factories in Pakistan.”

https://www.nytimes.com/2018/12/19/world/asia/pakistan-china-belt-road-military.html

 

[Ultima Thule]

F-35(x) Block-3f (approved for mass production) have a uniform RCS of 3.8 mm (0.0003 - 0.0004 m^2 range) in VLO mode = information declassified by the Air Force Magazine source in 2019 recently.

Not as a whole it might be has only front/head on RCS that you refer from side and from below it has much increased RCS due to those bumps @LeGenD

 

[GriffinsRule]

Stealth is more than shaping but also goes deeper than the surface. Internal structure of the airframe is also designed to reduce signature as radar waves penetrate carbon fiber and other composite materials to varying degrees than metal surfaces.
The flat bottom of the FC-31 is probably more reflective than the curved undersides of the F-35.
The aircraft many times stealthier than the F-35 is the B-2 and it's not a flat panel.

Outside of the design, the real strength of America besides the engines is their software, radars, ew and then the interconnectivity of all the various sensors from all sources. This sensor fusion is what gives the Americans the real leg up

 

[LeGenD]

Not as a whole it might be has only front/head on RCS that you refer from side and from below it has much increased RCS due to those bumps @LeGenD

No, it is uniform RCS.

Declassified information at a glance: http://www.airforcemag.com/MagazineArchive/PublishingImages/2019/May 2019/F-15.F-35_Vertical.v30.pdf

RCS reduction measures are numerous, and many of these measures are not thoroughly/properly elaborated in public domain (understandable). There is no such thing as a standard stealth design for every developer to emulate but select-few rcs reduction PRINCIPLES are important considerations in theory. For instance, shaping should be done in the manner as to deflect radar waves in directions away from the emitter and high quality RAM coatings should be applied to the surface to minimize 'surface reflections' by turning the energy into heat.

Shaping might be 90% important and materials might be 10% important for rcs reduction in theory, but this isn't true in practice. Below is some revelation:

"The F-22's RCS was equated to that of a marble (−40 dBsm) during development, but is rumored to have beaten this figure. The F-35's RCS was originally equated to that of a golf ball (−30 dBsm), but more recently insiders have hinted its RCS might have beaten the F-22 with its superior modeling, stealthier intakes and advanced materials." - Aviation Week

Construction secrets HINTED.

F-35's airframe = 42% of composite fiber mat
F-22's airframe = 22% of composite fiber mat
F-16's airframe = 2% of composite fiber mat

Composite construction is essential to reduce 'mismatches and gaps' that create unwanted radar reflections off the aircraft's body and surfaces.

F-35's airframe also feature non-perpendicular corners to suppress 'surface reflections'. Lockeed Martin's revolutionary RAM coatings suppress 'surface reflections' even more.

An important consideration is to limit the number of edges an aircraft has, and to align the existing edges to a small number of directions; parts that stick up with a lot of edges need to be covered by a curved surface. F-35 have blended curves all around accordingly.

Once again, flat body structure is not necessary, might not be technically feasible based on the type of war-fighting capabilities expected from the finalized product, and neither it will make much difference all on its own. A developer need to factor-in various war-fighting technicalities in order to develop a very capable war-machine within a specified budget. Therefore, developer will have to look for additional ways to ensure VLO output, and this is why true VLO aircraft are very expensive and difficult to design on the whole.

Design of engine; exhaust structure; exhaust nozzles; avionics; and RAM coatings = every facet will make difference in the end.

Refer back to my revelations in post # 2410: https://defence.pk/pdf/threads/sac-...-updates-debate.343466/page-161#post-11536231

All of it flew over your head, didn't it?

Chinese LO designs have significant shortcomings which trained eyes can easily notice and pinpoint. FC-31 prototype (31001) is an RC toy in comparison to F-35 in its current form (Block-3f). Provide technical evidence to the contrary, if you can.

 

[Ultima Thule]

No, it is uniform RCS.

Declassified information at a glance: http://www.airforcemag.com/MagazineArchive/PublishingImages/2019/May 2019/F-15.F-35_Vertical.v30.pdf

RCS reduction measures are numerous, and many of these measures are not thoroughly/properly elaborated in public domain (understandable). There is no such thing as a standard stealth design for every developer to emulate but select-few rcs reduction PRINCIPLES are important considerations in theory. For instance, shaping should be done in the manner as to deflect radar waves in directions away from the emitter and high quality RAM coatings should be applied to the surface to minimize 'surface reflections' by turning the energy into heat.

Shaping might be 90% important and materials might be 10% important for rcs reduction in theory, but this isn't true in practice. Below is some revelation:

"The F-22's RCS was equated to that of a marble (−40 dBsm) during development, but is rumored to have beaten this figure. The F-35's RCS was originally equated to that of a golf ball (−30 dBsm), but more recently insiders have hinted its RCS might have beaten the F-22 with its superior modeling, stealthier intakes and advanced materials." - Aviation Week

Construction secrets HINTED.

F-35's airframe = 42% of composite fiber mat
F-22's airframe = 22% of composite fiber mat
F-16's airframe = 2% of composite fiber mat

Composite construction is essential to reduce 'mismatches and gaps' that create unwanted radar reflections off the aircraft's body and surfaces.

F-35's airframe also feature non-perpendicular corners to suppress 'surface reflections'. Lockeed Martin's revolutionary RAM coatings suppress 'surface reflections' even more.

An important consideration is to limit the number of edges an aircraft has, and to align the existing edges to a small number of directions; parts that stick up with a lot of edges need to be covered by a curved surface. F-35 have blended curves all around accordingly.

Once again, flat body structure is not necessary, might not be technically feasible based on the type of war-fighting capabilities expected from the finalized product, and neither it will make much difference all on its own. A developer need to factor-in various war-fighting technicalities in order to develop a very capable war-machine within a specified budget. Therefore, developer will have to look for additional ways to ensure VLO output, and this is why true VLO aircraft are very expensive and difficult to design on the whole.

Design of engine; exhaust structure; exhaust nozzles; avionics; and RAM coatings = every facet will make difference in the end.

Refer back to my revelations in post # 2410: https://defence.pk/pdf/threads/sac-...-updates-debate.343466/page-161#post-11536231

All of it flew over your head, didn't it?

Chinese LO designs have significant shortcomings which trained eyes can easily notice and pinpoint. FC-31 prototype (31001) is an RC toy in comparison to F-35 in its current form (Block-3f). Provide technical evidence to the contrary, if you can.

I consider this propaganda of USAF/Pentagon/western world @LeGenD

 

[LeGenD]

I consider this propaganda of USAF/Pentagon/western world @LeGenD

Sure, bro...

 

[Ultima Thule]

Sure, bro...

whatever suit your boat but its not from neutral source @LeGenD , every country pretend/show/present its weapon system best of the best in the world @LeGenD

 

[LeGenD]

whatever suit your boat but its not from neutral source @LeGenD , every country pretend/show/present its weapon system best of the best in the world @LeGenD

No source is 'neutral' in reality, and your disbelief is irrelevant. I have highlighted numerous VLO-compliant aspects of F-35 in my arguments, and your reaction is plain dismissal (but but flat surface.... ). Therefore, I cannot help you further in developing a better understanding of VLO sciences.

You expect a Chinese source to provide rich insights about VLO characteristics, and output level, of F-35? Best of luck.

Following information is from a Chinese source by the way:

- And this very source admit that F-35 is stealthier than it looks (F-22A range or possibly lower).

Chinese LO designs? Look around PAK-FA (Chinese language).

 

[Ultima Thule]

Ok then, might be in future USAF called their upcoming 6th gen fighter jets will have a RCS of microscopic dust grains from all angle @LeGenD

 

[LeGenD]

Ok then, might be in future USAF called their upcoming 6th gen fighter jets will have a RCS of microscopic dust grains from all angle @LeGenD

This might surprise you but US conceived, developed and fielded extraordinarily advanced and expensive platforms such as B-2 Spirit bomber, TR-3B anti-gravity aircraft and RQ-180 UAV to simulate various aspects of a futuristic combat aircraft over the course of years (road-map set well in advance to achieve a massive leap in war-fighting capabilities at some point). The upcoming B-1 Raider is even more interesting than the already impressive B-2 Spirit, and even the likes of F-22A Raptor and F-35A/B/C are a means to an end. All of these platforms have been fantastic teachers in their respective ways.

B-2 Spirit is VLO across multiple bands (broadband), one of the best VLO designs in existence.

The only official statement regarding the B-2’s RCS comes from Senate testimony by the Air Force chief of staff in 1990. The service had submitted a brochure that listed the RCS of several birds and insects, the latter of which included examples at 0.001, 0.0001 and 0.000063 m2. Asked where the B-2 fell in the chart, the chief answered, “in the insect category” but declined to specify further. Analysts have since assessed the B-2 in the 0.001-0.0001 (-30 to -40-dBsm) range. But by the late 1990s, program officials were hinting that RAM improvements had driven the RCS smaller, and the trend would continue. - Aviation Week

To date, B-2 Spirit is the most frustrating aircraft to notice and obtain a lock upon in existence even in the face of massive advances in the domain of radar systems over the course of years. Its relatively much lesser known cousins in TR-3B and RQ-180 might be equally or even harder to defeat but these are essentially GHOST platforms (lack of advertisement in public domain; classified missions).

Information in relation to VLO sciences is understandably very limited in public domain, but if you know which sources to tap, then you can piece together interesting bits of information to achieve a better understanding of this game.

Edge Treatments, Silver Paint and S-Curves The next stealth aircraft, Northrop Grumman’s B-2, was said to rely more on shape and less on RAM than the F-117. Since the stealth fighter’s fully faceted shape dealt well with specular reflections, this likely referred to surface-wave suppression. With upper and lower surfaces composed entirely of curves, the stealth bomber’s shape has no discontinuities to create strong surface waves except for the edges of the aircraft. But engineers now had a fix for this edge issue. Beginning with the B-2, all U.S. stealth aircraft have sported a distinctive “edge treatment,” visible as a different-colored band around the perimeter of the airframe. Theory suggests what lies beneath. Within the triangular wedge is a lightweight material, such as glass-fiber honeycomb, loaded with carbon in a concentration that increases from tip to base. Impedance therefore decreases from air at the tip to zero at the conductive surface behind it. This allows surface currents to transition slowly rather than abruptly, as well as be absorbed. This arrangement suppresses three contributors to RCS: edge waves by slowing surface current transitions; traveling waves by absorbing the currents; and edge diffraction by absorbing incident radar waves. RCS drops significantly from every angle and particularly at off-normal angles. The B-2 has considerable depth for an effective absorber made of dielectric materials alone but reports also indicate the incorporation of a magnetic material for better VHF-band absorption. To enhance taper and minimize diffraction, the conductive surface beneath may also slowly transition into a narrow wedge. While edge treatments can absorb surface currents, those currents have to reach the edges and any surface discontinuity can prevent that. The B-2 airframe used as few panels as possible to minimize gaps, but channels around doors and access panels were inevitable. Radar energy can even induce surface currents in the doors and panels themselves and, if those currents encounter discontinuities, they emit strong edge and traveling waves because the features have small dimensions. Therefore, those gaps must be bridged with conductive caulks or tapes. Around 3,000 ft. of tape was originally required for each aircraft. In addition, the B-2’s coating included a silver paint. The effect of a discontinuity depends on its size and the conductivity of its sides. Silver is the most conductive metal, so its application might minimize the effect of gaps while also absorbing currents and blocking radar penetration. To suppress engine returns, the B-2 used a serpentine duct lined with RAM. Both shape and material are vital to this RCS reduction technique. The RAM is thin, but the inlet’s curve causes waves to bounce so many times the absorption adds up. Compared to a notional straight duct, an untreated serpentine inlet might achieve a reduction of 30 dB at boresight, but the advantage is zero outside 5 deg. off centerline. Add RAM, and RCS drops another 30 dB at boresight and stays 30-40 dB below unlined ducts, straight or curved, past 10 deg. Changes to the B-2’s RAM scheme since the 1990s have focused on reducing the maintenance burden, as well as RCS. Better tapes were introduced along with stronger caulks with shorter curing times. In 2003-10, B-2s also received the Advanced High- Frequency Material: a magnetic RAM robotically applied to access panels to reduce time required to restore stealth after routine maintenance. Flexible “blade seals” became the conductive bridge for some panels and certain gaps were surrounded with narrow bands of magnetic RAM called “picture frames.” The F-22 continued use of many RCS reduction techniques from the B-2. Its shape is composed of blended facets to minimize surface waves. Edge treatment is evident around wings, control surfaces and engine inlets. The intakes are S-curved and RAM-coated. Magnetic RAM is also used on certain panels and conductive techniques bridge impedance gaps. The “Magic” Layer and the Future of RAM The low-observable materials developed for the B-2 and F-22 kept RCS small, but their maintenance burdens proved heavy. Their durability disappointed, necessitating frequent replacements that ballooned support costs and time while restricting aircraft availability. RAM fillers tend to be spherical, a few to tens of micrometers in size and densely packed, which is good for absorptive qualities but bad for durability. Bonding them to aircraft surfaces also proved troublesome. So, from the beginning of the F-35 program, Lockheed’s goal was to achieve acceptable stealth while reducing maintenance needs. Use of several RAM techniques continued, including S-curved, RAM-lined ducts, edge treatments and what appear to be picture frames abutting many gaps. Early reports also indicated the number of parts making up the skin would be minimized and laser-alignment would fit pieces so precisely “that 99% of maintenance requires no restoration of low-observable surfaces,” Lockheed says. The goal was likely to make the intensive gap-bridging procedures unnecessary. But during development, something happened. First, program officials began hinting the F-35 might be stealthier than the F-22; hard to believe, given its less-disciplined shape. Then officials started referring to a material secret, a “conductive layer . . . where the magic happens.” In May of 2010, Tom Burbage, then executive vice president for the F-35 program, disclosed the incorporation of “fiber mat” technology, describing it as the “biggest technical breakthrough we’ve had on this program.” The fiber mat would replace many RAM appliques by being cured into the composite skin, making it durable. Burbage further specified the mat featured a “non-directional weave”— which would ensure EM properties do not vary with angle. Baked into the skin, this layer could vary in thickness as necessary. Lockheed declined to provide further details, citing classification. Without further evidence, fiber mat would imply use of fibers, rather than particles, which would make for stronger surfaces and the word “conductive” points to carbon-based RAM. But only a month before Burbage’s disclosure, Lockheed filed a patent claiming the first method of producing a durable RAM panel. The patent details a method for growing carbon nanotubes (CNT) on any kind of fiber—glass, carbon, ceramic or metal—with unprecedented precision in control of length, density, number of walls, connectivity and even orientation. The CNT-infused fibers can absorb or reflect radar, and connectivity among the CNTs provides pathways for induced currents. Significantly, the CNTs can be impregnated with iron or ferrite nanoparticles. Fibers can have differing CNT densities along their lengths and homogenous fibers can be layered or mixed. The embodiments described include front layers with impedance matching air, use of quarter-wavelength depths for cancellation, stepped or continuous CNT-density gradients and continuously varying densities at specific depths for broadband absorption. The fibers can be disposed with “random orientation” in materials including “a woven fabric, a non-woven fiber mat and a fiber ply.” The patent claims composites with CNT-infused fibers are capable of absorbing EM waves from 0.1 MHz to 60 GHz, a bandwidth unheard of in commercial absorbers, with particular effectiveness in L- through K-band. The patent does not quantify the absorptivity, but does say the panels would be “nearly a black body across . . . various radar bands.” Also, interestingly, a layer can be composed so an attached computer can read the induced currents in the fibers, making the layer a radar receiver. While the patent mentions stealth aircraft, it does not mention the F-35 specifically, and the manufacturing readiness level of the material at the time it was granted is not known. But the proximity in timing and technology of the filing to the “fiber mat” disclosure is hard to ignore. Asked to comment on whether CNT-infused fiber RAM is in use on the F-35 and whether it is the technology to which Burbage had referred, Lockheed Martin spokesman Mike Rein stated only, “We have nothing to add to what was outlined in the patent submittal.” Even if CNT-infused fibers are not the F-35’s “magic” layer, they may represent the new state-of-the-art in RAM. And while this may be the biggest development in the technology, it is not the only one. New materials are being tested all the time. In particular, metamaterials which use sub-wavelength geometric structures to impart qualities that do not exist in nature have received particular attention for their stealth applications. The future of stealth may be inseparable from the future of RAM. - Aviation Week



The upcoming B-21 Raider is hinted to achieve 0.000001 m^2 rcs mark (equal to mosquito), a functioning prototype will be unveiled soon but will not receive much publicity due to sensitivity factor. B-21 Raider is also American-exclusive platform.

There is another - a major leap from F-22A Raptor.

 

[Ultima Thule]

This might surprise you but US conceived, developed and fielded extraordinarily advanced and expensive platforms such as B-2 Spirit bomber, TR-3B anti-gravity aircraft and RQ-180 UAV to simulate various aspects of a futuristic combat aircraft over the course of years (road-map set well in advance to achieve a massive leap in war-fighting capabilities at some point). The upcoming B-1 Raider is even more interesting than the already impressive B-2 Spirit, and even the likes of F-22A Raptor and F-35A/B/C are a means to an end. All of these platforms have been fantastic teachers in their respective ways.

B-2 Spirit is VLO across multiple bands (broadband), one of the best VLO designs in existence.

The only official statement regarding the B-2’s RCS comes from Senate testimony by the Air Force chief of staff in 1990. The service had submitted a brochure that listed the RCS of several birds and insects, the latter of which included examples at 0.001, 0.0001 and 0.000063 m2. Asked where the B-2 fell in the chart, the chief answered, “in the insect category” but declined to specify further. Analysts have since assessed the B-2 in the 0.001-0.0001 (-30 to -40-dBsm) range. But by the late 1990s, program officials were hinting that RAM improvements had driven the RCS smaller, and the trend would continue. - Aviation Week

To date, B-2 Spirit is the most frustrating aircraft to notice and obtain a lock upon in existence even in the face of massive advances in the domain of radar systems over the course of years. Its relatively much lesser known cousins in TR-3B and RQ-180 might be equally or even harder to defeat but these are essentially GHOST platforms (lack of advertisement in public domain; classified missions).

Information in relation to VLO sciences is understandably very limited in public domain, but if you know which sources to tap, then you can piece together interesting bits of information to achieve a better understanding of this game.

Edge Treatments, Silver Paint and S-Curves The next stealth aircraft, Northrop Grumman’s B-2, was said to rely more on shape and less on RAM than the F-117. Since the stealth fighter’s fully faceted shape dealt well with specular reflections, this likely referred to surface-wave suppression. With upper and lower surfaces composed entirely of curves, the stealth bomber’s shape has no discontinuities to create strong surface waves except for the edges of the aircraft. But engineers now had a fix for this edge issue. Beginning with the B-2, all U.S. stealth aircraft have sported a distinctive “edge treatment,” visible as a different-colored band around the perimeter of the airframe. Theory suggests what lies beneath. Within the triangular wedge is a lightweight material, such as glass-fiber honeycomb, loaded with carbon in a concentration that increases from tip to base. Impedance therefore decreases from air at the tip to zero at the conductive surface behind it. This allows surface currents to transition slowly rather than abruptly, as well as be absorbed. This arrangement suppresses three contributors to RCS: edge waves by slowing surface current transitions; traveling waves by absorbing the currents; and edge diffraction by absorbing incident radar waves. RCS drops significantly from every angle and particularly at off-normal angles. The B-2 has considerable depth for an effective absorber made of dielectric materials alone but reports also indicate the incorporation of a magnetic material for better VHF-band absorption. To enhance taper and minimize diffraction, the conductive surface beneath may also slowly transition into a narrow wedge. While edge treatments can absorb surface currents, those currents have to reach the edges and any surface discontinuity can prevent that. The B-2 airframe used as few panels as possible to minimize gaps, but channels around doors and access panels were inevitable. Radar energy can even induce surface currents in the doors and panels themselves and, if those currents encounter discontinuities, they emit strong edge and traveling waves because the features have small dimensions. Therefore, those gaps must be bridged with conductive caulks or tapes. Around 3,000 ft. of tape was originally required for each aircraft. In addition, the B-2’s coating included a silver paint. The effect of a discontinuity depends on its size and the conductivity of its sides. Silver is the most conductive metal, so its application might minimize the effect of gaps while also absorbing currents and blocking radar penetration. To suppress engine returns, the B-2 used a serpentine duct lined with RAM. Both shape and material are vital to this RCS reduction technique. The RAM is thin, but the inlet’s curve causes waves to bounce so many times the absorption adds up. Compared to a notional straight duct, an untreated serpentine inlet might achieve a reduction of 30 dB at boresight, but the advantage is zero outside 5 deg. off centerline. Add RAM, and RCS drops another 30 dB at boresight and stays 30-40 dB below unlined ducts, straight or curved, past 10 deg. Changes to the B-2’s RAM scheme since the 1990s have focused on reducing the maintenance burden, as well as RCS. Better tapes were introduced along with stronger caulks with shorter curing times. In 2003-10, B-2s also received the Advanced High- Frequency Material: a magnetic RAM robotically applied to access panels to reduce time required to restore stealth after routine maintenance. Flexible “blade seals” became the conductive bridge for some panels and certain gaps were surrounded with narrow bands of magnetic RAM called “picture frames.” The F-22 continued use of many RCS reduction techniques from the B-2. Its shape is composed of blended facets to minimize surface waves. Edge treatment is evident around wings, control surfaces and engine inlets. The intakes are S-curved and RAM-coated. Magnetic RAM is also used on certain panels and conductive techniques bridge impedance gaps. The “Magic” Layer and the Future of RAM The low-observable materials developed for the B-2 and F-22 kept RCS small, but their maintenance burdens proved heavy. Their durability disappointed, necessitating frequent replacements that ballooned support costs and time while restricting aircraft availability. RAM fillers tend to be spherical, a few to tens of micrometers in size and densely packed, which is good for absorptive qualities but bad for durability. Bonding them to aircraft surfaces also proved troublesome. So, from the beginning of the F-35 program, Lockheed’s goal was to achieve acceptable stealth while reducing maintenance needs. Use of several RAM techniques continued, including S-curved, RAM-lined ducts, edge treatments and what appear to be picture frames abutting many gaps. Early reports also indicated the number of parts making up the skin would be minimized and laser-alignment would fit pieces so precisely “that 99% of maintenance requires no restoration of low-observable surfaces,” Lockheed says. The goal was likely to make the intensive gap-bridging procedures unnecessary. But during development, something happened. First, program officials began hinting the F-35 might be stealthier than the F-22; hard to believe, given its less-disciplined shape. Then officials started referring to a material secret, a “conductive layer . . . where the magic happens.” In May of 2010, Tom Burbage, then executive vice president for the F-35 program, disclosed the incorporation of “fiber mat” technology, describing it as the “biggest technical breakthrough we’ve had on this program.” The fiber mat would replace many RAM appliques by being cured into the composite skin, making it durable. Burbage further specified the mat featured a “non-directional weave”— which would ensure EM properties do not vary with angle. Baked into the skin, this layer could vary in thickness as necessary. Lockheed declined to provide further details, citing classification. Without further evidence, fiber mat would imply use of fibers, rather than particles, which would make for stronger surfaces and the word “conductive” points to carbon-based RAM. But only a month before Burbage’s disclosure, Lockheed filed a patent claiming the first method of producing a durable RAM panel. The patent details a method for growing carbon nanotubes (CNT) on any kind of fiber—glass, carbon, ceramic or metal—with unprecedented precision in control of length, density, number of walls, connectivity and even orientation. The CNT-infused fibers can absorb or reflect radar, and connectivity among the CNTs provides pathways for induced currents. Significantly, the CNTs can be impregnated with iron or ferrite nanoparticles. Fibers can have differing CNT densities along their lengths and homogenous fibers can be layered or mixed. The embodiments described include front layers with impedance matching air, use of quarter-wavelength depths for cancellation, stepped or continuous CNT-density gradients and continuously varying densities at specific depths for broadband absorption. The fibers can be disposed with “random orientation” in materials including “a woven fabric, a non-woven fiber mat and a fiber ply.” The patent claims composites with CNT-infused fibers are capable of absorbing EM waves from 0.1 MHz to 60 GHz, a bandwidth unheard of in commercial absorbers, with particular effectiveness in L- through K-band. The patent does not quantify the absorptivity, but does say the panels would be “nearly a black body across . . . various radar bands.” Also, interestingly, a layer can be composed so an attached computer can read the induced currents in the fibers, making the layer a radar receiver. While the patent mentions stealth aircraft, it does not mention the F-35 specifically, and the manufacturing readiness level of the material at the time it was granted is not known. But the proximity in timing and technology of the filing to the “fiber mat” disclosure is hard to ignore. Asked to comment on whether CNT-infused fiber RAM is in use on the F-35 and whether it is the technology to which Burbage had referred, Lockheed Martin spokesman Mike Rein stated only, “We have nothing to add to what was outlined in the patent submittal.” Even if CNT-infused fibers are not the F-35’s “magic” layer, they may represent the new state-of-the-art in RAM. And while this may be the biggest development in the technology, it is not the only one. New materials are being tested all the time. In particular, metamaterials which use sub-wavelength geometric structures to impart qualities that do not exist in nature have received particular attention for their stealth applications. The future of stealth may be inseparable from the future of RAM. - Aviation Week



The upcoming B-21 Raider is hinted to achieve 0.000001 m^2 rcs mark (equal to mosquito), a functioning prototype will be unveiled soon but will not receive much publicity due to sensitivity factor. B-21 Raider is also American-exclusive platform.

ok ok, why not USA didn't try Plasma sh!t Stealth to achieve total stealth or invisible to all electromagnetic radiation mosquito is like a elephant or whale on current modern LF/VLF anti stealth radars @LeGenD

 

[LeGenD]

ok ok, why not USA didn't try Plasma sh!t Stealth to achieve total stealth or invisible to all electromagnetic radiation mosquito is like a elephant or whale on current modern LF/VLF anti stealth radars @LeGenD

One of these supposedly anti-stealth radar systems YJ-20 while deployed in Syria:

https://twitter.com/x/status/1087795248762441728

This was the work of an F-35 operating in VLO mode, a few months ago. Oops...

Dude, if you think that I am exchanging jokes with you, then you are sadly mistaken. Time to wake-up.

Keep in mind that [they] blinded our defenses on the night of May 2, 2011, for the needful. VLO sciences in general, and American conventional war-fighting capabilities at large, are serious business. In fact, a Chinese naval officer admitted that they are like 3 generations behind US in cutting-edge. Have a nice day.

 

[Ultima Thule]

One of these supposedly anti-stealth radar systems YJ-20 while deployed in Syria:

https://twitter.com/x/status/1087795248762441728

This was the work of an F-35 operating in VLO mode, a few months ago. Oops...

Dude, if you think that I am exchanging jokes with you, then you are sadly mistaken. Time to wake-up.

Keep in mind that [they] blinded our defenses on the night of May 2, 2011, for the needful. VLO sciences in general, and American conventional war-fighting capabilities at large, are serious business. In fact, a Chinese naval officer admitted that they are like 3 generations behind US in cutting-edge. Have a nice day.

Ok @LeGenD

 

[Type59]

One of these supposedly anti-stealth radar systems YJ-20 while deployed in Syria:

https://twitter.com/x/status/1087795248762441728

This was the work of an F-35 operating in VLO mode, a few months ago. Oops...

Dude, if you think that I am exchanging jokes with you, then you are sadly mistaken. Time to wake-up.

Keep in mind that [they] blinded our defenses on the night of May 2, 2011, for the needful. VLO sciences in general, and American conventional war-fighting capabilities at large, are serious business. In fact, a Chinese naval officer admitted that they are like 3 generations behind US in cutting-edge. Have a nice day.

Does not prove anything. A surveillance radar can see a flying object but cant shoot it down.

 

[LeGenD]

Does not prove anything. A surveillance radar can see a flying object but cant shoot it down.

I only highlighted a part of the show.

Full story in this link: https://www.thetribunepapers.com/20...sraeli-strike-destroys-air-defenses-in-syria/