Layarteb
14-09-2004, 18:42
F-30 Comet
Role: Multirole fighter
Crew: 1
Cost: $80M
Length: 49.00 ft.
Wingspan: 70.58 ft.
Height: 9.18 ft.
Empty Weight: 19,550 lb.
Maximum Weight: 51,500 lb.
Fuel Weight: 10,825 lb.
Armament Weight: 21,000 lb.
Powerplant: two General Electric F405-100 afterburning turbofans
Maximum Thrust: 39,100 lb
Maximum Speed S/L: 850 mph
Maximum Speed @ Altitude: 1,188 mph
Initial Climb Rate: 30,000 ft/min
Service Ceiling: 75,000 ft.
Range: 800nm [combat]; 1,225nm [ferry]
G-Limits: -3 / +8
Gun: 4 BK27 27MM Cannons with 400 rounds per gun
Stations: 2 internal bays and up to 8 wing hardpoints
Air-to-Air Missile: Up to 6 AIM-120 in internal bays or 4 AIM-120 and 2 AIM-9 or up to 8 AIM-120 and 4 AIM-9 externally
Air-to-Ground Weaponry: Up to 18,000 lb. on external hardpoints and 3,000 lb. in internal bays for up to 4 AGM-88 or AGM-65 internally as well as 2 GBU-32/35 or 4 GBU-38 or 8 GBU-39 internally; externally can carry 8,000 lb. on the inner most hardpoints, 4,000 lb. on the middle two hardpoints, and 2,000 lb. on the outermost hardpoints for bombs, missiles, rockets, and other ordinance
Avionics: AN/APG-80 radar, AN/ASQ-28 IFTS, HTS
ECM: AN/ALQ-165 ASPJ; 120 chaff, 120 flare
Radar Signature: Same as B-2
http://67.18.37.17/1431/14/upload/p3954810.jpg
Avionics
AN/APG-80 "Agile Beam Radar": AESA (Active Electronically Scanned Array) Multi-Mode Radar (based on AN/APG-68); manufactured by Northrop Grumman; intended for F-16 Block 60. In addition, this radar has a lower signature than the AN/APG-77 for the F/A-22. The AN/APG-80 is the newest, most state-of-the-art radar in the world for a small fighter. This digital radar provides top-notch air and ground targetting in both cluttered environments and those with heavy jamming.
AN/ASQ-28 IFTS: With state-of-the art components and packaging technology, the Internal FLIR Targeting System (IFTS) incorporates an advanced multi-functional FLIR/laser system into the F-16 nose to improve lethality and survivability with lower weight and drag. The elimination of bulky pods also enhances stealthiness.
AN/ASQ-213 HTS: The AN/ASQ-213 HARM Targeting Systems (HTS) Pod has opened up a whole new mission for the F-16. With HARM/HTS, the F-16 picked up the demanding mission of suppression of enemy air defenses (SEAD), once performed primarily by the F-4G Wild Weasel aircraft. The F-16 is truly a multirole unit – in addition to the primary SEAD mission, it also flies air superiority, defense counter air, and air interdiction missions. Originally developed by Texas Instruments under a program to provide new modular targeting systems for USAF aircraft, it is the key to USAF's effort in SAM hunting now and in the 21st century. The pod is 8 inches in diameter, 56 inches long and weighs 85 pounds. Most important of the HTS' capabilities is the ability to rapidly generate ranges to target radars, as well as to provide greater discretion between different types of enemy radars.
The retirement of the F-4G "Wild Weasel" has affected SEAD most. F/A-18s, EA-6Bs, and F-16s equipped with the HARM Targeting System have independent targeting capability similar to that of the F-4G, but with less coverage in both frequency and location. Although F-18s and EA-6Bs are HARM capable, the F-16 provides the ability to use the HARM in its most effective mode. The original concept called for teaming the F-15 Precision Direction Finding (PDF) and the F-16 HTS. Because this teaming concept is no longer feasible, the current approach calls for the improvement of the HTS capability. The improvement will come from the Joint Emitter Targeting System (JETS), which facilitates the use of HARM's most effective mode when launched from any JETS capable aircraft.
AN/ALQ-165 ASPJ: The ASPJ contributes to full-dimensional protection by improving individual aircraft probability of survival. The AN/ALQ-165 ASPJ is an automated modular reprogrammable active radar frequency (RF) deception jammer designed to contribute to the electronic self protection of the host tactical aircraft from a variety of air to air and surface to air RF threats. The ASPJ was designed to accomplish threat sorting, threat identification, and jamming management in a dense signal environment to counter multiple threats. The modular architecture supports internal integration with other avionics/weapons systems in a variety of aircraft. The ALQ-165, a joint venture between Northrop Grumman and ITT Avionics, is now in production for the US Marine Corps and Navy's F/A-18s and F-14. The ASPJ was selected by the USAF for a planned F-111 upgrade during the late-1980s, though this upgrade was cancelled when the USAF decided to retire its F-111s.
The basic system consists of five weapons replaceable assemblies/line replaceable units (WRAs/LRUs) which include two receivers, two transmitters, and one processor. Each WRA is interchangeable among different tactical aircraft. Additional transmitters can be installed on aircraft with larger radar cross sections to increase the effective radiated power. Key to this architecture are the WRA installation racks which are of necessity unique for the particular type of aircraft in which the system is installed. These racks include a multitude of multi-pin connectors providing the interfaces between ASPJ WRAs and between the ASPJ and the host aircraft /other systems.
ASPJ entered FSD in 1979 and LRIP in 1989. Five OT&E phases were conducted with ASPJ FSD systems in 1988 and 1989. Flight testing on DoD electronic warfare (EW) ranges was in the F/A-18A and F-16A. Key performance criteria for effectiveness and suitability were not met and the FSD systems were not considered production representative. In 1990 the DAB agreed to revised ASPJ effectiveness measures. The Joint Requirements Oversight Council (JROC) validated these measures in August 1991, and USD(Acquisition) approved the Acquisition Program Baseline (APB) incorporating them in December 1991.
Subsequent phases of DT and OT, including hardware-in-the-loop and open air range tests, were conducted with production representative systems and the F/A-18C. Testing was completed in May 1992 with OT-IID (OPEVAL) consisting of 301 sorties and 499.5 flight hours. DOT&E assessed the ASPJ as not operationally effective because it did not meet the requirement threshold value for increasing the survivability, in robust multi-threat mission scenarios, of an ASPJ equipped F/A-18 strike force over that of a non-ASPJ baseline F/A-18 strike force. DOT&E also assessed ASPJ as not operationally suitable because it did not meet required criteria for mission reliability or built-in-test (BIT) effectiveness. BIT inadequacies were a significant factor in failing to meet mission reliability requirements.
The ASPJ program was canceled and production was terminated. Sufficient ASPJs (about 100 systems) had already been delivered to equip the entire planned F-14D (ground attack upgrade) fleet. The F-14D was specifically equipped to carry the ASPJ and it was not considered economically feasible to modify the aircraft to carry another self protection jammer. In 2QFY93 the Navy obtained permission to field the existing ASPJ systems in the F-14D contingent upon satisfactory performance during FOT&E in the F-14D. Because no production decision would be involved, and no more feasible self protection alternative was available, a limited operational effectiveness criteria for ASPJ was articulated in an F-14D survivability critical operational issue as, "Is the F-14D more survivable with ASPJ than without it?".
In late FY95 an Air Force F-16 was shot down over Bosnia by a SAM. The operational commander urgently requested deployment of a developmental self protection system to improve survivability of F-16s and F/A-18C/Ds in the Bosnian theater of operations. Although successfully integrated on the F-16 and immediately available in limited numbers, the requested system was not compatible with the F/A-18C/D. The only system rapidly available to improve F/A-18C/D survivability against the threat of interest was the ASPJ. Contingency F/A-18C/D deployments continued as F-14D deployments began, resulting in potentially competing demands in the near term for available ASPJ systems. ASPJ was approved for export after the earlier Navy program cancellation, and the production line has remained open filling foreign military orders. The FY97 Defense appropriation provided $48.4M with direction that the Navy procure an additional 36 ASPJ systems with spares and support. The Navy intends to use these systems as a rotatable pool to equip three squadrons of USN/USMC F/A-18C/D aircraft, forward deployed for contingency operations, thereby not impacting on ASPJ availability for the F-14D.
Limited testing by the Navy and COMOPTEVFOR in late FY95 and early FY96, monitored by DOT&E, supported the Secretary of Defense decision to deploy available ASPJ systems from storage to the F/A-18C/Ds conducting the contingency operations. The Navy was responsive to DOT&E suggestions concerning the scope of these tests. These tests focused on confirming aircraft integration (since the aircraft baseline had changed after the FY92 OPEVAL), and on confirming that operational effectiveness remained consistent with the FY92 OPEVAL results against threats of interest in Bosnia. In addition, with on-site monitoring by COMOPTEVFOR and DOT&E, the USMC F/A-18 squadron in Aviano, Italy collected data during 4QFY95 to support an assessment of ASPJ suitability.
In 3QFY96, an early operational assessment by COMOPTEVFOR supported deployment of ASPJ in the F-14D. ASPJ testing, monitored by DOT&E, was conducted by COMOPTEVFOR during F-14D FOT&E (OT-IIIA) primarily in 1Q-2QFY96. The last F-14D OT-IIIA ASPJ flight testing was completed late 4QFY96.
No formal OT&E was conducted during FY97. COMOPTEVFOR tasked ASPJ equipped F/A-18 deployed carrier squadrons to report their assessment of ASPJ suitability. Feedback was negative, primarily due to excessive maintenance hours associated with removal and replacement of WRAs, which was required to meet stringent rack structural and installation inspections, imposed by the Navy to mitigate against the possibility of undetected rack cracking.
The F/A-18C/D with ASPJ was demonstrated during the FY92 OPEVAL, and since, to be more effective against selected modern threats than the F/A-18C/D with the AN/ALQ-126B. During the 4QFY95 shore based deployment which was evaluated, the suitability of ASPJ was adequate for the requirements placed on it during the contingency operations.
The ASPJ deployment in the Balkans did not yield quantifiable effectiveness data because there was no ground truth data collection of threat engagements of F/A-18s in Bosnia. During the initial contingency deployment, BIT "false indications" were a continuing problem with little understanding of cause and effect. They may be attributable in part to poor WRA seating, and it was recommended that the complex rack-to-WRA connector interface design be investigated, possibly related may be rack structural integrity and flexure. Subsequent F/A-18C/D carrier based deployments have experienced structural cracking of the ASPJ installation racks for which the Navy is seeking a solution. In the interim, some retrofit strengthening of the installation racks has been done by the Navy, and a rigorous periodic inspection program has been required to detect rack cracking. The Navy has determined that the specification for "G"-loading in the F/A-18 avionics bay is substantially exceeded during catapult launch. The ASPJ racks were designed to the incorrect specification.
DOT&E cannot certify that the ASPJ is effective against the original ASPJ requirement. The Navy has not defined their current requirement for an improvement to the defensive electronic countermeasures system on the F/A-18C/D. DOT&E could evaluate new effectiveness criteria against the extensive testing already conducted, to determine if additional effectiveness testing was required to support further procurement.
The F-14D ASPJ FOT&E, completed 4QFY96, was conducted in accordance with a DOT&E approved TEMP update and OTP, and was adequate to demonstrate the ASPJ was effective (it was evaluated against the F-14D requirement which was in essence to be better than not having a self protection jammer), and that it was suitable when installed in the F-14D. The F-14D uses a different rack and the installed arrangement of WRAs is substantially different than in the F/A-18. Operational ASPJ equipped F-14Ds have not reported rack problems.
Weaponry
Cannons: The F-30A is loaded with 4 BK27 27MM Mauser cannons. These cannons are used on the Tornado, Grippen, and Typhoon fighters featured in Europe. The revolver style cannon has a quicker spin-up time than the Gatling type M61. It provides considerable accuracy and has a significant firing rate at 1,700 rpm. The Mauser will have fired over 8.8 lb. of projectiles in 0.5 seconds while the M61 scores around 4.4 lb. The M61 will only exceed the BK27 after a full second of firing, by which time the target may well have moved. With HE and AP shells, the BK27 allows for both air to air and air to ground roles, especially CAS for anti-tank and each of the four guns has a magazine capacity of 400 rounds for 1,600 rounds total.
Air to Air: The F-30 is equipped with an internal bay that can hold up to six air to air missiles. These can consist of the short-range IRIS-T, AIM-9, or AIM-132 missiles or medium to long range AIM-120 or BVRAAM missiles. Externally, on the six outermost pylons, each of the four middle pylons can hold a pair of AIM-120 or BVRAAM missiles with an additional four AIM-9, IRIS-T, or AIM-132 missiles held on the outermost and the outer middle hardpoint. Datalink for the AIM-120 and BVRAAM is capable as well through the radar. The F-30 is wired to carry all Western air to air weapons available except the AIM-54 Phoenix.
Air to Ground: The F-30A can hold, on the six inner hardpoints a total of 18,000 lb. The innermost pylons can each hold 4,000 lb. The middle pylons can all hold up to 2,000 lb. per pylon. The outermost pylon, strictly for air-to-air can hold only 1,000 lb. per pylon. Internally, each bay can hold up to 1,500 lb. Internally, up to four AGM-65 Maverick, four AGM-88 HARM, four Alarm, two AGM-154 JSOW, two GBU-32/35 JDAM, four GBU-38 JDAM, or eight GBU-39 SDB JDAM. Externally, all of these weapons and additionally, rockets, laser-guided bombs, other missiles, and other weapons including fuel and ECM pods can be carried. The F-30 is wired to carry all Western air to ground weapons available.
Poweplant & Performance
The General Electric F405-100 afterburning turbofan provides up to 19,550 lb. of thrust in afterburning mode and up to 14,665 lb. in military mode. The F-30 is equipped with two, spaced apart so that airflow can cool the engines and therefore reduce the IR signature of the aircraft. Special gas systems and thrust controls allow the F-30 to have the IR signature of a propellar plane in military mode and that of a F-117 in afterburning mode. In afterburning mode, the engines, together use 420 gallons per minute and in military mode they use 140 gallons per minute.
The two engines push the F-30 to a speed of 850 mph at sea level and 1,188 mph at an altitude of 36,000 feet. The ceiling is 75,000 feet and normal operating altitude is 60,000 feet, at which the top speed is 1,150 mph. With a climb rate of 30,000 ft/min the F-30 can reach operational altitude in a mere two minutes. With its design and power, G limits are -3 and +8.
The F-30 has a ferry range of 1,225 nautical miles and a combat range of 800 nautical miles.
Lastly, the F-30 has a radar signature of 0.02 square feet. In comparison, the B-52 has a radar signature of 1,071 square feet and the F-16 has a radar signature of 53.82 square feet.
General Notes
The F-30 is an excellent multi-role fighter for the battlefield. It can switch from air to air to air to ground in a few button pushes. It's low-observable radar signature provides it with a distinctive advantage over the battlefield and allows for deep penetration of hostile airspace in heavy jamming environments with ease. The F-30 is cheap, small, and easy to maintain. Approximately 10 man/hours per week are needed to maintain this aircraft for normal wear and tear. Each airframe is stresses for tens of thousands of hours, 20,000+ without any MLU or airframe extension programs. The F-30 should be your first choice for the battlefield and it is here at the availability of the Layarteb Defense Corporation.
1. We do not sell to socialist, communist, or other general left-wing nations or those on the Layarteb Blacklist.
2. Do your own math!
3. If you see any broken links please report them to Layarteb@theforsakenoutlaw.com
4. 1 Nation-State year = 1 real-life week
5. October Alliance members and only October Alliance members will recieve 25% off with proof of membership shown.
6. There is a region discount of 10% to those in the New York region with proof of stay.
7. Members of the Right-Wing collective with proof of membership will recieve 15% off.
8. This is only a limited time offer.
9. The price tag is $80M per aircraft but any order over $40B or 500 aircraft will be met with a 10% discount.
Role: Multirole fighter
Crew: 1
Cost: $80M
Length: 49.00 ft.
Wingspan: 70.58 ft.
Height: 9.18 ft.
Empty Weight: 19,550 lb.
Maximum Weight: 51,500 lb.
Fuel Weight: 10,825 lb.
Armament Weight: 21,000 lb.
Powerplant: two General Electric F405-100 afterburning turbofans
Maximum Thrust: 39,100 lb
Maximum Speed S/L: 850 mph
Maximum Speed @ Altitude: 1,188 mph
Initial Climb Rate: 30,000 ft/min
Service Ceiling: 75,000 ft.
Range: 800nm [combat]; 1,225nm [ferry]
G-Limits: -3 / +8
Gun: 4 BK27 27MM Cannons with 400 rounds per gun
Stations: 2 internal bays and up to 8 wing hardpoints
Air-to-Air Missile: Up to 6 AIM-120 in internal bays or 4 AIM-120 and 2 AIM-9 or up to 8 AIM-120 and 4 AIM-9 externally
Air-to-Ground Weaponry: Up to 18,000 lb. on external hardpoints and 3,000 lb. in internal bays for up to 4 AGM-88 or AGM-65 internally as well as 2 GBU-32/35 or 4 GBU-38 or 8 GBU-39 internally; externally can carry 8,000 lb. on the inner most hardpoints, 4,000 lb. on the middle two hardpoints, and 2,000 lb. on the outermost hardpoints for bombs, missiles, rockets, and other ordinance
Avionics: AN/APG-80 radar, AN/ASQ-28 IFTS, HTS
ECM: AN/ALQ-165 ASPJ; 120 chaff, 120 flare
Radar Signature: Same as B-2
http://67.18.37.17/1431/14/upload/p3954810.jpg
Avionics
AN/APG-80 "Agile Beam Radar": AESA (Active Electronically Scanned Array) Multi-Mode Radar (based on AN/APG-68); manufactured by Northrop Grumman; intended for F-16 Block 60. In addition, this radar has a lower signature than the AN/APG-77 for the F/A-22. The AN/APG-80 is the newest, most state-of-the-art radar in the world for a small fighter. This digital radar provides top-notch air and ground targetting in both cluttered environments and those with heavy jamming.
AN/ASQ-28 IFTS: With state-of-the art components and packaging technology, the Internal FLIR Targeting System (IFTS) incorporates an advanced multi-functional FLIR/laser system into the F-16 nose to improve lethality and survivability with lower weight and drag. The elimination of bulky pods also enhances stealthiness.
AN/ASQ-213 HTS: The AN/ASQ-213 HARM Targeting Systems (HTS) Pod has opened up a whole new mission for the F-16. With HARM/HTS, the F-16 picked up the demanding mission of suppression of enemy air defenses (SEAD), once performed primarily by the F-4G Wild Weasel aircraft. The F-16 is truly a multirole unit – in addition to the primary SEAD mission, it also flies air superiority, defense counter air, and air interdiction missions. Originally developed by Texas Instruments under a program to provide new modular targeting systems for USAF aircraft, it is the key to USAF's effort in SAM hunting now and in the 21st century. The pod is 8 inches in diameter, 56 inches long and weighs 85 pounds. Most important of the HTS' capabilities is the ability to rapidly generate ranges to target radars, as well as to provide greater discretion between different types of enemy radars.
The retirement of the F-4G "Wild Weasel" has affected SEAD most. F/A-18s, EA-6Bs, and F-16s equipped with the HARM Targeting System have independent targeting capability similar to that of the F-4G, but with less coverage in both frequency and location. Although F-18s and EA-6Bs are HARM capable, the F-16 provides the ability to use the HARM in its most effective mode. The original concept called for teaming the F-15 Precision Direction Finding (PDF) and the F-16 HTS. Because this teaming concept is no longer feasible, the current approach calls for the improvement of the HTS capability. The improvement will come from the Joint Emitter Targeting System (JETS), which facilitates the use of HARM's most effective mode when launched from any JETS capable aircraft.
AN/ALQ-165 ASPJ: The ASPJ contributes to full-dimensional protection by improving individual aircraft probability of survival. The AN/ALQ-165 ASPJ is an automated modular reprogrammable active radar frequency (RF) deception jammer designed to contribute to the electronic self protection of the host tactical aircraft from a variety of air to air and surface to air RF threats. The ASPJ was designed to accomplish threat sorting, threat identification, and jamming management in a dense signal environment to counter multiple threats. The modular architecture supports internal integration with other avionics/weapons systems in a variety of aircraft. The ALQ-165, a joint venture between Northrop Grumman and ITT Avionics, is now in production for the US Marine Corps and Navy's F/A-18s and F-14. The ASPJ was selected by the USAF for a planned F-111 upgrade during the late-1980s, though this upgrade was cancelled when the USAF decided to retire its F-111s.
The basic system consists of five weapons replaceable assemblies/line replaceable units (WRAs/LRUs) which include two receivers, two transmitters, and one processor. Each WRA is interchangeable among different tactical aircraft. Additional transmitters can be installed on aircraft with larger radar cross sections to increase the effective radiated power. Key to this architecture are the WRA installation racks which are of necessity unique for the particular type of aircraft in which the system is installed. These racks include a multitude of multi-pin connectors providing the interfaces between ASPJ WRAs and between the ASPJ and the host aircraft /other systems.
ASPJ entered FSD in 1979 and LRIP in 1989. Five OT&E phases were conducted with ASPJ FSD systems in 1988 and 1989. Flight testing on DoD electronic warfare (EW) ranges was in the F/A-18A and F-16A. Key performance criteria for effectiveness and suitability were not met and the FSD systems were not considered production representative. In 1990 the DAB agreed to revised ASPJ effectiveness measures. The Joint Requirements Oversight Council (JROC) validated these measures in August 1991, and USD(Acquisition) approved the Acquisition Program Baseline (APB) incorporating them in December 1991.
Subsequent phases of DT and OT, including hardware-in-the-loop and open air range tests, were conducted with production representative systems and the F/A-18C. Testing was completed in May 1992 with OT-IID (OPEVAL) consisting of 301 sorties and 499.5 flight hours. DOT&E assessed the ASPJ as not operationally effective because it did not meet the requirement threshold value for increasing the survivability, in robust multi-threat mission scenarios, of an ASPJ equipped F/A-18 strike force over that of a non-ASPJ baseline F/A-18 strike force. DOT&E also assessed ASPJ as not operationally suitable because it did not meet required criteria for mission reliability or built-in-test (BIT) effectiveness. BIT inadequacies were a significant factor in failing to meet mission reliability requirements.
The ASPJ program was canceled and production was terminated. Sufficient ASPJs (about 100 systems) had already been delivered to equip the entire planned F-14D (ground attack upgrade) fleet. The F-14D was specifically equipped to carry the ASPJ and it was not considered economically feasible to modify the aircraft to carry another self protection jammer. In 2QFY93 the Navy obtained permission to field the existing ASPJ systems in the F-14D contingent upon satisfactory performance during FOT&E in the F-14D. Because no production decision would be involved, and no more feasible self protection alternative was available, a limited operational effectiveness criteria for ASPJ was articulated in an F-14D survivability critical operational issue as, "Is the F-14D more survivable with ASPJ than without it?".
In late FY95 an Air Force F-16 was shot down over Bosnia by a SAM. The operational commander urgently requested deployment of a developmental self protection system to improve survivability of F-16s and F/A-18C/Ds in the Bosnian theater of operations. Although successfully integrated on the F-16 and immediately available in limited numbers, the requested system was not compatible with the F/A-18C/D. The only system rapidly available to improve F/A-18C/D survivability against the threat of interest was the ASPJ. Contingency F/A-18C/D deployments continued as F-14D deployments began, resulting in potentially competing demands in the near term for available ASPJ systems. ASPJ was approved for export after the earlier Navy program cancellation, and the production line has remained open filling foreign military orders. The FY97 Defense appropriation provided $48.4M with direction that the Navy procure an additional 36 ASPJ systems with spares and support. The Navy intends to use these systems as a rotatable pool to equip three squadrons of USN/USMC F/A-18C/D aircraft, forward deployed for contingency operations, thereby not impacting on ASPJ availability for the F-14D.
Limited testing by the Navy and COMOPTEVFOR in late FY95 and early FY96, monitored by DOT&E, supported the Secretary of Defense decision to deploy available ASPJ systems from storage to the F/A-18C/Ds conducting the contingency operations. The Navy was responsive to DOT&E suggestions concerning the scope of these tests. These tests focused on confirming aircraft integration (since the aircraft baseline had changed after the FY92 OPEVAL), and on confirming that operational effectiveness remained consistent with the FY92 OPEVAL results against threats of interest in Bosnia. In addition, with on-site monitoring by COMOPTEVFOR and DOT&E, the USMC F/A-18 squadron in Aviano, Italy collected data during 4QFY95 to support an assessment of ASPJ suitability.
In 3QFY96, an early operational assessment by COMOPTEVFOR supported deployment of ASPJ in the F-14D. ASPJ testing, monitored by DOT&E, was conducted by COMOPTEVFOR during F-14D FOT&E (OT-IIIA) primarily in 1Q-2QFY96. The last F-14D OT-IIIA ASPJ flight testing was completed late 4QFY96.
No formal OT&E was conducted during FY97. COMOPTEVFOR tasked ASPJ equipped F/A-18 deployed carrier squadrons to report their assessment of ASPJ suitability. Feedback was negative, primarily due to excessive maintenance hours associated with removal and replacement of WRAs, which was required to meet stringent rack structural and installation inspections, imposed by the Navy to mitigate against the possibility of undetected rack cracking.
The F/A-18C/D with ASPJ was demonstrated during the FY92 OPEVAL, and since, to be more effective against selected modern threats than the F/A-18C/D with the AN/ALQ-126B. During the 4QFY95 shore based deployment which was evaluated, the suitability of ASPJ was adequate for the requirements placed on it during the contingency operations.
The ASPJ deployment in the Balkans did not yield quantifiable effectiveness data because there was no ground truth data collection of threat engagements of F/A-18s in Bosnia. During the initial contingency deployment, BIT "false indications" were a continuing problem with little understanding of cause and effect. They may be attributable in part to poor WRA seating, and it was recommended that the complex rack-to-WRA connector interface design be investigated, possibly related may be rack structural integrity and flexure. Subsequent F/A-18C/D carrier based deployments have experienced structural cracking of the ASPJ installation racks for which the Navy is seeking a solution. In the interim, some retrofit strengthening of the installation racks has been done by the Navy, and a rigorous periodic inspection program has been required to detect rack cracking. The Navy has determined that the specification for "G"-loading in the F/A-18 avionics bay is substantially exceeded during catapult launch. The ASPJ racks were designed to the incorrect specification.
DOT&E cannot certify that the ASPJ is effective against the original ASPJ requirement. The Navy has not defined their current requirement for an improvement to the defensive electronic countermeasures system on the F/A-18C/D. DOT&E could evaluate new effectiveness criteria against the extensive testing already conducted, to determine if additional effectiveness testing was required to support further procurement.
The F-14D ASPJ FOT&E, completed 4QFY96, was conducted in accordance with a DOT&E approved TEMP update and OTP, and was adequate to demonstrate the ASPJ was effective (it was evaluated against the F-14D requirement which was in essence to be better than not having a self protection jammer), and that it was suitable when installed in the F-14D. The F-14D uses a different rack and the installed arrangement of WRAs is substantially different than in the F/A-18. Operational ASPJ equipped F-14Ds have not reported rack problems.
Weaponry
Cannons: The F-30A is loaded with 4 BK27 27MM Mauser cannons. These cannons are used on the Tornado, Grippen, and Typhoon fighters featured in Europe. The revolver style cannon has a quicker spin-up time than the Gatling type M61. It provides considerable accuracy and has a significant firing rate at 1,700 rpm. The Mauser will have fired over 8.8 lb. of projectiles in 0.5 seconds while the M61 scores around 4.4 lb. The M61 will only exceed the BK27 after a full second of firing, by which time the target may well have moved. With HE and AP shells, the BK27 allows for both air to air and air to ground roles, especially CAS for anti-tank and each of the four guns has a magazine capacity of 400 rounds for 1,600 rounds total.
Air to Air: The F-30 is equipped with an internal bay that can hold up to six air to air missiles. These can consist of the short-range IRIS-T, AIM-9, or AIM-132 missiles or medium to long range AIM-120 or BVRAAM missiles. Externally, on the six outermost pylons, each of the four middle pylons can hold a pair of AIM-120 or BVRAAM missiles with an additional four AIM-9, IRIS-T, or AIM-132 missiles held on the outermost and the outer middle hardpoint. Datalink for the AIM-120 and BVRAAM is capable as well through the radar. The F-30 is wired to carry all Western air to air weapons available except the AIM-54 Phoenix.
Air to Ground: The F-30A can hold, on the six inner hardpoints a total of 18,000 lb. The innermost pylons can each hold 4,000 lb. The middle pylons can all hold up to 2,000 lb. per pylon. The outermost pylon, strictly for air-to-air can hold only 1,000 lb. per pylon. Internally, each bay can hold up to 1,500 lb. Internally, up to four AGM-65 Maverick, four AGM-88 HARM, four Alarm, two AGM-154 JSOW, two GBU-32/35 JDAM, four GBU-38 JDAM, or eight GBU-39 SDB JDAM. Externally, all of these weapons and additionally, rockets, laser-guided bombs, other missiles, and other weapons including fuel and ECM pods can be carried. The F-30 is wired to carry all Western air to ground weapons available.
Poweplant & Performance
The General Electric F405-100 afterburning turbofan provides up to 19,550 lb. of thrust in afterburning mode and up to 14,665 lb. in military mode. The F-30 is equipped with two, spaced apart so that airflow can cool the engines and therefore reduce the IR signature of the aircraft. Special gas systems and thrust controls allow the F-30 to have the IR signature of a propellar plane in military mode and that of a F-117 in afterburning mode. In afterburning mode, the engines, together use 420 gallons per minute and in military mode they use 140 gallons per minute.
The two engines push the F-30 to a speed of 850 mph at sea level and 1,188 mph at an altitude of 36,000 feet. The ceiling is 75,000 feet and normal operating altitude is 60,000 feet, at which the top speed is 1,150 mph. With a climb rate of 30,000 ft/min the F-30 can reach operational altitude in a mere two minutes. With its design and power, G limits are -3 and +8.
The F-30 has a ferry range of 1,225 nautical miles and a combat range of 800 nautical miles.
Lastly, the F-30 has a radar signature of 0.02 square feet. In comparison, the B-52 has a radar signature of 1,071 square feet and the F-16 has a radar signature of 53.82 square feet.
General Notes
The F-30 is an excellent multi-role fighter for the battlefield. It can switch from air to air to air to ground in a few button pushes. It's low-observable radar signature provides it with a distinctive advantage over the battlefield and allows for deep penetration of hostile airspace in heavy jamming environments with ease. The F-30 is cheap, small, and easy to maintain. Approximately 10 man/hours per week are needed to maintain this aircraft for normal wear and tear. Each airframe is stresses for tens of thousands of hours, 20,000+ without any MLU or airframe extension programs. The F-30 should be your first choice for the battlefield and it is here at the availability of the Layarteb Defense Corporation.
1. We do not sell to socialist, communist, or other general left-wing nations or those on the Layarteb Blacklist.
2. Do your own math!
3. If you see any broken links please report them to Layarteb@theforsakenoutlaw.com
4. 1 Nation-State year = 1 real-life week
5. October Alliance members and only October Alliance members will recieve 25% off with proof of membership shown.
6. There is a region discount of 10% to those in the New York region with proof of stay.
7. Members of the Right-Wing collective with proof of membership will recieve 15% off.
8. This is only a limited time offer.
9. The price tag is $80M per aircraft but any order over $40B or 500 aircraft will be met with a 10% discount.