NationStates Jolt Archive

Detmerian Aerospace Dynamics, plc (DAS)
Fennerby, Detmere, UKIN

[OOC: A little RP, even just "My air force/navy would like..." is preferred. Also, one RL day = one NS year for the purposes of this storefront.]

New to NationStates? Please check out the brief Notes on Defence Procurement (http://forums2.jolt.co.uk/showpost.php?p=7151333&postcount=2) section.


Greetings!
Welcome to Detmerian Aerospace Dynamics (DAS), the United Kingdom of Isselmere-Nieland’s foremost manufacturer of military aircraft. DAS is a joint venture of Fennerby Aerotechnics, which has been manufacturing aircraft both under licence and its own designs since 1923, and Lyme and Martens Industries, one of the world’s leading manufacturers of unmanned autonomous vehicles. DAS products currently serve in several armed forces, including those of the UKIN, of Jimnam, of Praetonia, and of Sarzonia. Please feel free to advance submissions suited to your needs. We also consider alternative payment schedules.

Our Design Philosophy
DAS has a firm commitment to providing its customers with the finest possible products we can build. All of our aircraft have digital fly-by-wire (fibre-optic cable) flight control operated through a hands on throttle and stick (HOTAS) or hands on collective and stick (HOCAS) interface and managed by multiple redundant systems. The aircraft have predominantly glass cockpits (i.e., the control interfaces are dominated by multifunction, multichromatic long-lived and ruggedised LCD displays, head-up-displays, and similar devices) that give pilots and other aircrew the information they need in a clear and concise fashion. Electronic systems are frequently updated to provide the purchaser with the latest in sensors and countermeasures. And if you don’t see what you need here, please feel free to present us with a request proposal outlining your requirements and we’ll see what we can do!

Senior Management
Lewis Felsham - Director-General

Discounts
2.5% - Frequent purchaser discount
5% - Bulk purchase discount; Favoured nation discount; Package discount
6% - Most favoured nation discount (Al-Sabir, Beta Aurigae VII, Illior, Kay Son)
7.5%+ - Most honoured nation discount (Jimnam, Sarzonia)

Copyrights
All vehicles, systems, and other devices not manufactured by a RL or NS producer are assumed to have been registered and patented in the UKIN by DAS and/or its associated domestic suppliers [OOC: barring any forthcoming information] and fall under international legislation governing intellectual property. Do not copy statistics here and post them as your own. There are plenty of decent web sites out there providing RL examples of aircraft, in particular http://www.airforce-technology.com. Production, reverse engineering, sale, and/or lease of the aforementioned vehicles, systems, and other devices not conforming to the express permission granted by a legally binding licence agreement between the licensee and the licensor (DAS) is an infringement of international law that shall be met with appropriate legal or other measures.

Policy (http://forums2.jolt.co.uk/showpost.php?p=7151333&postcount=2)
All prices listed in United States of American/NationStates’ dollars (USD; confusing phrasing, I admit). Using Pipian (http://www.pipian.com/stuffforchat/gdpcalc.php?), the Thrace-Tailteann budgetary calculator (http://members.fortunecity.com/thracetailteann/html/gnp.html), the Thirdgeek economic calculator (http://nseconomy.thirdgeek.com/nseconomy.php?nation=), or other budgetary/economic/GDP calculator used by your nation (if other, please provide a link) so long as that calculator is not grossly inaccurate, a nation's purchasing power is assumed to be based on a standard rate of 4% of the national budget (i.e., a 12% defence budget divided by 3 assuming the services receive equal funding) unless otherwise indicated by the purchaser and the level of defence spending as stated on the nation's index page (http://www.nationstates.net/cgi-bin/index.cgi/90521/page=display_nation). (Four-percent is the assumed service budget for a nation without mention of defence spending on their index page.) Please do not order more than you can afford, unless we agree to spread out your payments over several NS years in accordance with a previously arranged payment schedule. Background checks will be made.

Fixed Wing Aircraft
Fighters
DAS-2 Spectre multirole fighter (http://forums2.jolt.co.uk/showpost.php?p=7662403&postcount=2)
Land-based
DAS-2A/FG.3 (single-seat) - $62 million
DAS-2B/FGR.4 (tandem two-seat) - $64 million
DAS-2BT/T.6 (tandem two-seat, dual control trainer) - $67 million
Maritime
DAS-2M/FA.1 (single-seat) - $64 million
DAS-2N/FA.2 (tandem two-seat) - $66 million
DAS-2NT/T.5 (tandem two-seat, dual control trainer) - $67 million
DAS-3 Sea Fury multirole vertical/short take-off and landing (V/STOL) fighter (http://forums2.jolt.co.uk/showpost.php?p=7667310&postcount=3)
DAS-3/FA.1 (single-seat) - $45 million
DAS-3T/T.2 (tandem two-seat trainer/light attack) - $47 million
DAS-6 Scimitar air superiority fighter (http://forums2.jolt.co.uk/showpost.php?p=7738834&postcount=9)
DAS-6A/F.1 (land-based) - $84 million
DAS-6M/F.2 (maritime) - $87 million
DAS-15 Tiger interceptor (http://forums.jolt.co.uk/showpost.php?p=9752553&postcount=47)
DAS-15/F.1 - $125 million
DAS-19 Pantagruel high speed interceptor
DAS-19/F.1 - tba[/size]
Strike
DAS-4 Swordfish interdiction strike aircraft (http://forums2.jolt.co.uk/showpost.php?p=7674420&postcount=6)
DAS-4A/S.2 (land-based) - $85 million
DAS-4M/S.1 (maritime) - $88 million
DAS-5 Angrboda strategic bomber (http://forums2.jolt.co.uk/showpost.php?p=7714795&postcount=7)
DAS-5/B.1 - $300 million
DAS-17 Terrier close air support aircraft
DAS-17/GR.1 - in development
Surveillance
DAS-7E Thisby airborne early warning (AEW) aircraft - in development
DAS-7E/AEW.1 - tba
DAS-7M Njord long range maritime patrol (LRMP) aircraft (http://forums.jolt.co.uk/showpost.php?p=8020521&postcount=27)
DAS-7M/MRA.1 - $200 million
DAS-8W Heimdall airborne early warning (AEW) aircraft
DAS-8W/AEW.1 - $132 million
Specialist
DAS-2R Banshee air defence suppression aircraft (http://forums.jolt.co.uk/showpost.php?p=7759202&postcount=10)
DAS-2BR/ADS.2 (land-based) - $74 million
DAS-2NR/ADS.1 (maritime) - $75 million
DAS-2E Wraith electronic warfare aircraft (http://forums.jolt.co.uk/showpost.php?p=7764264&postcount=11)
DAS-2BE/EF.2 (land-based) - $74 million
DAS-2NE/EF.1 (maritime) - $75 million
Training
DAS-14 Skua advanced jet trainer/light attack aircraft
T.1 – in development
DAS-18 Squirrel primary trainer
T.1 - in development
DAS-23 Gosling basic trainer
T.1 - in development
Support
DAS-7 multipurpose transport aircraft
DAS-7C Sirius (C.1) multipurpose transport - tba
DAS-7P Atlantis (K.1) aerial refuelling aircraft - tba
DAS-8 multipurpose light transport
DAS-8C Gannet (C.1) carrier on-board delivery aircraft - tba
DAS-16 Meridian tactical transport
DAS-16/C.1 - in development
DAS-21 high speed transport aircraft
DAS-21/C.1 - in development
DAS-22 regional jet liner
DAS-22/C.1 - in development

Helicopters
Attack/Gunship
Attack
DAS-9/HA.1 Sparrow (http://forums2.jolt.co.uk/showpost.php?p=8996328&postcount=35) attack helicopter - $26 million
Transport
Utility
DAS-11C/HU.2 Swallow (http://forums.jolt.co.uk/showpost.php?p=9918979&postcount=56) light utility helicopter - $10.4 million
DAS-12C/HU.1 Swift utility - $22.4 million
Medium and Heavy Lift
DAS-10C/HC.3 Cormorant (http://forums.jolt.co.uk/showpost.php?p=9918979&postcount=56) medium-lift helicopter (MLH) - $30 million
DAS-13C/HC.1 Condor heavy lift helicopter (HLH) (http://forums.jolt.co.uk/showpost.php?p=9918979&postcount=56) - $48 million
Surveillance
Maritime Patrol
DAS-11M/HM.1 Swallow (http://forums.jolt.co.uk/showpost.php?p=9918979&postcount=56) light maritime helicopter - $18.4 million
DAS-10M/HM.1 Cormorant (http://forums.jolt.co.uk/showpost.php?p=9918979&postcount=56) anti-submarine helicopter (ASH) - $44 million
Heliborne Early Warning and Surveillance
DAS-12E/HE.2 Swift electronic countermeasures - $38.5 million
DAS-12S/HE.3 Swift stand-off targeting and surveillance - $38.5 million
DAS-10E/HE.4 Cormorant (http://forums.jolt.co.uk/showpost.php?p=9918979&postcount=56) signals intelligence/surveillance helicopter (SISH) - $50 million
DAS-10W/HEW.2 Cormorant (http://forums.jolt.co.uk/showpost.php?p=9918979&postcount=56) heliborne early warning (HEW) - $48 million
Specialist
DAS-12N/HR.4 Swift nuclear, biological, chemical reconnaissance - $40 million

Weapons, Drones, and Other Equipment
General purpose
30 x 173mm Royal Isselmere-Nieland Ordnance ACA.41 aircraft cannon ammunition (0.36 kg/shell, 0.89 kg/complete round)
Air-to-air
GWS.65Aa Kite infra-red guided close range missile - $225,000
GWS.65Ab Kite dual-mode radar-guided close range missile - $225,000
GWS.66A Lark very short range infra-red guided missile - $80,000
GWS.74A Kestrel beyond visual range dual-mode radar-guided missile - $325,000
GWS.75A Goshawk long range dual-mode radar-guided missile - $525,000
GWS.84A Peregrine long range dual-mode radar-guided missile – $750,000
Air-to-surface (General)
GWS.47A Robin small diameter bomb (SDB) - $30,000
GWS.48A Starling low-cost autonomous attack missile (LCAAM) - $30,000
GWS.58A Hurricane long-range surface attack missile (ASM-LR) - $2.25 million
Anti-radar
GWS.50A Pigeon anti-radar missile - $250,000
GWS.73A Ptarmigan anti-radar missile - $1.22 million
Anti-ship
GWS.52A Pelican - $1.38 million
GWS.70A Petrel - $375,000
GWS.71A Fulmar - $275,000
GWS.72A Heron - $625,000
Countermeasures
ALE.212 Cuckoo fibre-optic cable towed countermeasures decoy - $60,000
--ALE.212a radar decoy
--ALE.212b infra-red decoy
ALQ.220 Flamingo autonomous decoy (122 kg) - $125,000
ALQ.222 Finch transceiver/jamming pod - $1.75 million
Chaff
Flares
Devices
Pylons, racks, etc.
To be entered
Fuel tanks
600-litre (553.37 kg full, 86 kg empty)
1000-litre (922.3 kg full, 143.33 kg empty)
1500-litre (1383.43 kg full, 215 kg empty)
2000-litre (1844.57 kg full, 286.66 kg empty)
2250-litre (2075.14 kg full, 322.5 kg empty)
2500-litre (2305.71 kg full, 358.32 kg empty)
2700-litre (2490.17 kg full, 387 kg empty)
3000-litre (2766.85 kg full, 430 kg empty)
Conformal fuel tanks
1500-litre (1527.95 kg full, 359.52 kg empty)
2000-litre (2037.27 kg full, 479.36 kg empty)
2500-litre (2546.6 kg full, 599.2 kg empty)
2700-litre (2750.32 kg full, 647.13 kg empty)
Mach 2+ capable jettisonable fuel tanks
1500-litre (1472.23 kg full, 303.8 kg empty)
2500-litre (2453.71 kg full, 506.32 kg empty)
Mach 2+ capable conformal fuel tanks
1500-litre (1565.7 kg full, 397.27 kg empty)
Buddy-buddy refuelling systems
1900 kg (DAS-2 centreline)
2500 kg (DAS-4 centreline-bay)

Packages
Air Force
Squadrons
Fighter
Light attack - 18 Sea Fury FA.1 + 4 Sea Fury T.2
Fighter - 18 Spectre FG.3 + 4 Spectre FGR.4
Tactical Fighter - 22 Spectre FGR.4
Interceptor - 18 Scimitar F.1
Fast Interceptor - 18 Tiger F.1
Airborne Early Warning - 9 Thisby AEW.1
Naval
Naval Air Groups


Products from co-partners
Isselmere Motor Works (http://forums.jolt.co.uk/showpost.php?p=9830793&postcount=51)
Low-bypass ratio turbofans
Isselmere Motor Works ATG-8F - $3.12 million
Isselmere Motor Works ATG-9F - $3.24 million
Isselmere Motor Works ATG-11F - $3.44 million
Isselmere Motor Works ATG-23F - $4.52 million
Isselmere Motor Works ATG-24F2 - $2.32 million
V/STOL capable, mid-bypass ratio turbofans
Isselmere Motor Works ATG-10F - $3.44 million

Services
General maintenance costs
For most aircraft, basic general maintenance costs are assumed to be 7% of airframe cost
Conversion training
Typically 2% of cost of aircraft per ten pilots/systems operators, with a minimum annual cost of $1.225 million

[OOC: Sorry, no picture for I haven’t a scanner and my computer drawing skills are rather poor.]

DAS-2 Spectre multi-role fighter aircraft

Introduction
The DAS-2 aircraft, nicknamed the Spectre in the Royal Isselmere-Nieland Navy’s Fleet Air Arm (RINN-FAA) and the Royal Isselmere-Nieland Air Force (RINAF), provides both services and the Jimnam Grand Navy with a powerful, manoeuvrable, and incredibly capable swing fighter able to fly great distances for intercepts or strike missions, or to stay aloft for extended periods defending your airspace and fleets.

Development
The DAS-2 emerged from a private venture by Fennerby Aerotechnics to offer the United Kingdom of Isselmere-Nieland’s Defence Forces (UKIN-DF) with a cheaper yet still potent alternative to Zoogie Aerospace’s incomparable ZaS-27 Firebird series – nicknamed the Tempest and Sea Tempest in UKIN service – that the firm was then manufacturing under licence. Fearing the loss of contracts at a time of diminishing defence budgets, Fennerby’s board of directors prompted Sir Hugh Dashwood, head of the Military Projects Division, to examine the feasibility of producing a locally built fighter. Dashwood’s team of engineers devised what would become the UKIN’s first domestically designed and produced military aircraft, which was then known as Indigenous Design Prototype, Number 23 (IDP-23).

Computer and wind tunnel models showed that the design had a great deal of promise. Sir Hugh and the IDP-23 engineers faced several grave difficulties, however. First was the cold disinterest of both the RINAF and the RINN. While both services had been campaigning for a new light fighter-bomber to replace their Boeing/BAe Harrier IIs, neither wanted to replace the ZaS-27 with what they feared was a much less capable design. Second was the absence of sufficient funding.

As might be expected, the latter problem was resolved before the former. Lyme and Martens Industries, the UKIN-DF’s primary provider of guided weapons as well as unmanned and autonomous vehicles, expressed an interest in the project. Negotiations between Fennerby Aerotechnics and Lyme and Martens led to the creation of Detmerian Aerospace Dynamics (DAS) and the beginning of an innovative partnership.

With Lyme and Martens’s help, DAS presented the Harpy DFP.1 (Drone, Fighter prototype, Mark 1) to the world, an unmanned aerial vehicle (UAV) that was a 1:6 replica of the refined IDP-23, subsequently renamed DAS-1 (Detmerian Aerospace, Model 1). The Harpy was put through an extensive series of tests simulating flight characteristics and potential operational loadings, eventually culminating in mock stores separation tests. Those final tests were conducted before the Minister of State for Defence Procurement and the Director-General for Aeronautics, both of whom were mightily impressed at the lengths to which the new firm had gone.

Having secured the interest of the minister and the director-general, DAS was able to secure a contract for three full-scale manned prototype aircraft, provisionally named the Joint Service Multi-role Fighter, Model 2 (JMF-2, the ZaS-27 being JMF-1) by the Defence Procurement Agency (DPA). Despite their reticence, the RINN and the RINAF were pressed by their civilian superiors to witness the Harpy’s progress and were impressed by the UAV’s performance. Thus, when DAS rolled out the first JMF-2 prototype (Development Aircraft, Number 1 or DA1), the DPA, the RINN, and the RINAF awaited to discover what the improved manned version could do. Soon afterward, the DPA ordered a further three development aircraft and three years later, the DAS-2 entered full-scale production as the Spectre, with the FA.1 (single-seat) and FA.2 (tandem two-seat) serving in the RINN and the FG.3 (single-seat) and FGR.4 (tandem two-seat) in the RINAF.

Construction
Airframe
DAS built the Spectre series to be a lightweight and stealthy but rugged aircraft capable of being operated in rudimentary conditions. Sturdy carbon fibre composites comprise the majority of the materials used to construct the airframe, keeping the DAS-2 light but able to carry heavy loads or to sustain battle damage yet still fly, whilst high strength radar absorbent materials (RAM) are used for parts more prone to reflecting radar signals, such as the variable air inlets and the leading edges of the airfoils. Titanium alloys are used in parts subject to high heat stress or requiring great strength, such as the engine bays, the tail, landing gear fixtures, and the airfoil joins (including the wing folds on naval models). High strength and high temperature resistant aluminium alloys comprise much of the remainder of the airframe.

In its clean state, the DAS-2’s airframe offers few angles that emphasise its radar cross-section (RCS). The decision to equip the Spectre series with conformal and underslung weapons stations rather than internal weapons bays does mean it is not nearly so stealthy as the ZaS-27 it replaced, but the choice allows the Spectre and variants to carry more internal fuel and permits a far wider range of munitions and other stores to be fitted to the aircraft.

To give the aircraft its long legs, much of the vast internal volume of the aircraft is dedicated to self-sealing fuel cells, including the twin vertical tail fins. Indeed, over thirty-percent of the aircraft’s clean weight is devoted to fuel. This potentially volatile situation has been minimised by the addition of lightweight composite armour to the fuel cells and other critical systems. While weight concerns require the Spectre to be not nearly so well protected as the Sparrow HA.1 attack helicopter, the additional layer of material improves the aircraft’s, and your pilot’s, chances of survival. Furthering these safety measures is an on-board nitrogen generation system (OBNGS) - part of the DAS-2’s atmospheric reduction kit (ARK) - that fills the empty volume of the fuel tanks with non-combustible nitrogen gas.

All versions of the DAS-2 have a retractable in-flight refueling probe and all may serve as in-flight refueling aircraft when equipped with buddy-buddy refueling pods.

Airfoils
The Spectre series has three pairs of horizontal airfoils – all-moving slab tail stabilisers, wings, and all-moving canards – and twin canted vertical tails, all of which give the aircraft exceptional manoeuvrability and lift generation capability.

The wing itself is provided with a range of surfaces for lift-generation, rapid response, and quick manoeuvres. Full-span leading edge slats generate increased lift at low speeds and improve airflow over the wing at all flight regimes. Spoilers and flaps serve to maintain lift and airflow during low speed flight, particularly during landing. Ailerons ensure the aircraft is able to perform rapid manoeuvres even at very high speeds. The wing offers the best compromise between low level performance with its naturally high wing loading (at clean take-off, 376 kg/m2), while the mid-range aspect ratio adaptive wing ensures high lift and superlative roll-rates.

During the design process, discussions around the usefulness of the tail slab or all-moving stabilisers pointed to improved low speed response essential for operations from an aircraft carrier and from rough airfields. Though neither the Dassault Rafale – which the ZaS-27 replaced – nor the Saab Gripen JAS-39 used horizontal tail surfaces, the DAS design team felt that any increase in a pilot’s safety margin was a vast improvement.

The foreplanes or canards attached to the chines themselves generate lift and improve roll and pitch rates further. The canards serve to lower landing speeds to a modest 115 kt., while the engines provide exceptional response in case you need to bolter or to surprise your enemies.

The twin vertical tailplanes are canted outward to misdirect radar signals further reducing the aircraft’s RCS.

Powerplant
Propelling the Spectre are two mighty ATG-8F twin-shaft, axial flow, low-bypass ratio augmented turbofans from Isselmere Motor Works Aeronautical Division (IMW-AD). The IMW-AD designers decided upon an engine that provided the best possible compromise between low level capability and very high speed at altitude that could withstand frequent changes in settings, could be readily maintained, and could be built with the minimum of parts. The resulting ATG-8F is a small engine for the power it provides, delivering 90 kN of dry thrust (20,252 lb st) and 140 kN (31,474 lb st) in full reheat.

The low-pressure compressor (LPC) module of the ATG-8F is composed of a three stage blade/disc (blisk) fan that compresses the air to a 1:4.3 ratio. The blisk fans drastically reduce the number of parts used in the engine. The comparatively high compression ratio in the LPC section and the low bypass ratio – the amount of air not passing from the LPC to the high pressure compressor (HPC) module – does mean slightly higher specific fuel consumption (SFC) at dry ratings, but it permits the engine to achieve the highest compression temperature thereby enabling the DAS-2 to achieve supercruise. Supercruise allows the Spectre to travel at supersonic speed whilst still in military power settings, enabling the aircraft to save fuel during engagements whilst minimising detection when conducting interception or interdiction missions. The LPC is operated by a single-stage low-pressure (LP) turbine situated abaft the high pressure (HP) turbine.

The air passes through the LPC stages, an intermediate module connected to the gearbox, and the variable inlet guide vanes (VIGV) that regulate air entering the HPC module. The five-stage HPC module further compresses the air up to a total compression ratio (TCR) of 1:26.3. The first two stages of the HPC may function at lower speeds providing increased efficiency at varying flight regimes. The entire HPC module is operated by a single-stage HP turbine.

Next are the fuel injection modules. Past the HPC module is the combustor module consisting of an annular air spray or atomising combustor that offers the greatest combustion efficiency as well as the minimal production of both smoke and emissions. Following the two turbines is the five-stage reheat module that is comprised of radial hot stream and separate cold stream burners that ensure the maximum amount of airflow passing through the reheat process is utilised.

The entire propulsion process does not end simply with a standard axisymmetric convergent-divergent (con-di) nozzle but a three-dimensional thrust-vector control (TVC) nozzle consisting of three concentric rings forming a single Cardan or universal joint similar to that tested on the Eurojet EJ200-01A engines since 1998. The inner ring of nozzle petals is connected to the engine nozzle throat area similar to conventional con-di nozzle. A cross-joint connection attaches the inner ring with the outer ring permitting it to pivot and guide by dual-point hinged connecting struts the final ring, the divergent section, that vectors the thrust upwards of +/- 30-degrees in all directions. As with the vane-vectored thrust used by NASA’s F/A-18 high-alpha research vehicle (HARV), the ATG-8F’s TVC nozzle requires very few actuators – between three and four – to enjoy the full range of movement. The nozzle assembly is manufactured entirely from titanium alloys ensuring great sturdiness and low weight. Lightweight shrouds protect both the outer ring and the divergent section from damage and radar reflections. With IMW’s the TVC ATG-8F, the Spectre can immediately change both its vertical and horizontal positioning either to make the kill or to avoid being killed itself.

Every effort has been made to reduce the engines’ signature as much as possible. The need for high transit speed occasions the use of variable area intakes, although some design improvements and the use of materials that are less reflective of radio waves as on the Eurofighter Typhoon has decreased their radiated signature somewhat. The engine ducts wind and are fitted with baffles to reduce radar reflections from the turbine blades. The infra-red signature is minimised by bleeding cool air through flush vents atop and below the fuselage into the final stages of the exhaust to lower its temperature. Whilst this latter technology does reduce the thrust provided, it does permit more stealthy ingress and egress to and from the target. The visual light spectrum has not been ignored. Under normal operating circumstances, the ATG-8 engines are smokeless as well.

Electronics
The electronics aboard the Spectre are comprised of line replaceable units (LRU) and shop replaceable items (SRI) capable of being swiftly repaired or replaced. The systems are cooled by an environmentally-sound or ‘green’ liquid cooling system that allows the digital equipment to maintain peak performance throughout the widest possible range of climates and flight operations.

General automated systems
The DAS-2, like most modern fighters, is flown-by-wire (FBW), specifically several hundreds of metres of fibre-optic cable. Three computers (AEP.13) manage the pilot’s commands relayed by the control stick, the throttle, and direct voice input (DVI) to provide nearly instantaneous responses. Pilots can override the soft limits established by the computers by ‘pushing through’ the limiting signal in order to evade hazards such as enemy attack or environmental factors (ground, other aircraft, etc.). The AEP.13 computers manage the aircraft’s damage control systems as well, ensuring the pilot is aware of any difficulties the aircraft is having and automatically correcting faults or re-routing systems when possible.

The pilot’s welfare is overseen by the AEQ.11 environmental awareness module (EAM). The EAM monitors cockpit pressurisation, cockpit lighting and controls, the on-board oxygen generation system (OBOGS), the pilot’s acceleration response reduction gear (anti-g suit and similar), and nuclear, biological, or chemical (NBC) environment alerts and countermeasures (such as overpressure air conditioning).

Three computers (AEL.12) serve to orchestrate the aircraft’s fuel and stores management systems. The AEL.12 will automatically redirect commands from damaged systems when necessary to ensure the pilot is able to prosecute a target with an operable weapon.

An eighth computer (AEL.14) is the ground crew accessible module (GCAM) that performs self-diagnostics for all systems allowing artificers to identify modules requiring immediate replacement by either LRU or SRI, devices needing immediate overhaul, and aircraft systems history information.

Sensors and related systems
A multi-role fighter requires an effective multi-function radar. The DAS-2’s ARG.231 Hel active electronically scanned array (AESA) ultra wide band modulation (UWB) time hopping spread spectrum (THSS) radar operating within the L, X, and Ku bandwidths fulfills the multitude of tasks demanded of it perfectly. Consisting of over 2000 individual transceiver modules arranged into sub-arrays, the ARG.231 is able to simultaneously search for and track both aerial and ground targets using agile beam steering; that is, each sub-array is capable of performing independently of the array as a whole. With agile beam steering, the ARG.231 can penetrate deception and other forms of jamming to eliminate false signals and to provide the pilot with accurate information. Since the array and sub-arrays transmit at centrimetric wavelengths along a very broad bandwidth, the Hel radar is extremely difficult to detect (i.e., low probability of intercept or LPI) by conventional means. Despite the low power requirements of the separate modules, which along with the short wavelength and automatic frequency hopping of the AESA serves to reduce the RCS of the array, the entire ARG.231 is a remarkably powerful and as astoundingly compact and light system capable of long range active detection of midsized targets at ranges of over 200 nm (370+ km) and able to track small RCS targets at over 130 nm (240+ km). In its passive receiver or active/passive modes, in which the ARG.231 collects and processes all available signals, filtering them through the DAS-2 extensive electronic support measures (ESM) library, the possible detection ranges are much, much greater (over 500+ km) whilst permitting the aircraft to minimise its own RCS.

The ARG.231 Hel possesses many modes, the selection of which is managed by the DAS-2’s voice, throttle, and stick (VTAS) control interface, from terrain mapping and following to dogfight or close air combat mode with automatic gun aiming. In these roles, the ARG.231 benefits from synthetic aperture technology. Synthetic apertures are generated when a sub-array takes a radar snapshot of a target area. The images of successive snapshots are then collated to produce a three-dimensional picture of the target area thereby revealing previously hidden targets or, in the case of aerial targets, a precise picture of the targeted aircraft. In air-to-ground modes for use against static targets, direct synthetic aperture technology (SAR) is used with the targeting aircraft providing the necessary Doppler shift to produce accurate imagery of the environs. Against moving targets, inverse synthetic aperture technology (ISAR) is used, with the moving target itself providing the Doppler shift. By using synthetic aperture radar technology – whether through SAR or ISAR – the DAS-2 can better avoid blue-on-blue kills by cross-referencing the recently produced image against a stored library of known radar pictures contained within the AMX.255 Glower target recognition system (TRS).

Yet the ARG.231’s virtues do not end there. The Hel radar may serve as a powerful electronic countermeasures (ECM) device over its entire bandwidth, with each sub-array either attending to individual threats or arranged to counter one significant threat. The ARG.231 may be used as a communications device as well, using sub-arrays to conduct high-speed, secure communications with friendly forces.

The ARG.231 isn’t the DAS-2’s only sensor, however. The Spectre may employ its front sector optronics (FSO) suite as well, consisting of the long-range AAS.233 infra-red search and tracking (IRST) turret and the APQ.240 joint optronic device with the AJQ.229 laser designator/rangefinder (LDRF) and the AVS.230 charge-coupled device (CCD). The AAS.233 and APQ.240 are mounted side-by-side, forward of the cockpit, just behind the AUX.254 combined interrogator transponder (CIT; see below).

The AAS.233 has an impressively sensitive and discerning seeker (1284 x 1284 pixels), capable of separating potential targets from ground radiation or individual targets even at long range (upwards of 100 km). Target information from the AAS.233 is cross-referenced and filtered by the DAS-2’s AMX.255 TRS, and may be used to guide beyond visual range (BVR) munitions onto target in conjunction with the ARG.231 radar, the latter sensor serving as a low-powered, secure, LPI datalink aerial.

The APQ.240 is capable of detecting and illuminating targets at ranges of 36 km and of 24-power magnification. The AJQ.229 has an ‘eyesafe’ mode as well as a more powerful mode for longer range rangefinding and target illumination. The AVS.230 is able to act as a low-light level camera for limited all-weather service.

Information from the AAS.233 and the APQ.240 may be displayed on the AVQ.63 head-up display (HUD) or on the AVQ.71 helmet-mounted display system (HMDS), and both sensors may be slaved to the HMDS.

It is the HMDS that gives most pilots nightmares about modern dogfights, and with good reason. Helmet-mounted sights have been in service with the air force of the former Soviet Union since the 1980s. With an HMDS, a pilot can acquire far-off-boresight targets and, given an agile enough missile, prosecute it rather than to risk having to secure an advantageous position against an enemy. The AVQ.71 HMDS may be used to communicate with one’s squadron mates or other aircraft using the helmet’s cueing system and the DAS-2’s DVI system.

Yet the DAS-2 need not rely on its own systems. Should the IRST or other systems be damaged, or simply to perform stealthy attacks, the pilot can use data provided by a weapon’s seeker head, such as that of the GWS.65Aa Kite infra-red intermediate range missile. This flexibility makes the Spectre incredibly dangerous.

Threat management
The Spectre series has been equipped with a wide range of threat detection, assessment, and countering systems. Foremost among those systems are the AEQ.239 threat management system (TMS) and the AMX.255 Glower TRS.

The AEQ.239 TMS provides multi-source integration (MSI) for the DAS-2. In other words, the AEQ.239 collates and processes the data collected by the Spectre’s various sensors (such as the radar, the infra-red sensor, the APQ.240, and the HMDS), signals passively received by its ECM and ESM systems, or provided through the CSZ.17Ab secure datalink (or multifunction information distribution system, MIDS). The AMX.255 – a library of sensor information and signals – and the AUX.254 CIT, which replaces earlier identification friend or foe (IFF) system, filter the data to eliminate the possibility of blue-on-blue kills. The AUX.254 CIT uses beam steering to collect positional data on a target, which may be fed into the AEQ.239 to improve the targeting solution. The processed information is then presented to the pilot on the HUD, the HMDS, and the multi-function head-down displays (MFHDD) in readily comprehensible symbology permitting rapid reaction to dangers and opportunities.

The ECM and ESM systems for the DAS-2 cover a wide range of bases. As modern air combat becomes even more dangerous, the warning receivers and countermeasures become increasingly more sensitive and discerning. The Spectre’s ALR.217 Sif radar warning receiver (RWR) and ALR.218 laser warning receiver (LWR) systems serve as direction finders and, based on the strength of the emitted signal, range finders as well, including the new LPI systems. Indeed, so capable are the ALR.217 and ALR.218 systems that both the RINAF and the RINN had to be convinced with great difficulty that they would in fact require a dedicated air defence suppression version – the Vampire and Sea Vampire ADS.1 – of the DAS-2.

But the Spectre’s passive detection systems do not end there. The ALR.227 launch detection system and the AAR.219 missile plume detectors arranged along the aircraft allow the pilot to react immediately to missile threats. The ARG.231 can also detect missiles launched at the aircraft whilst in tracking or search while tracking (SWT) modes.

To actively defend against enemy air defences, the Spectre possesses a host of countermeasures. First is the ALQ.228 self-protection jammer (SPJ) that can act in conjunction with the ARG.231 to baffle a wide range of systems with blanket, cancellation, or deception jamming. The system’s passive receivers, located on the tails, provide it with the signal ranges to be countered. The automated ALQ.228 is adept at undermining enemy electronic counter-countermeasures (ECCM) such as frequency hopping and LPI systems.

Should the ALQ.228 fail, there are six ALE.209 flare and chaff ejectors and two ALQ.212 Cuckoo towed deception jammers. The six ALE.209 expendable countermeasures ejectors, each with thirty-two cells for chaff and flare canisters, may be used to fend off enemy missiles. The ALE.209 may either be placed on automatic or be directed by pilot input. The ALQ.212 decoys, released from wingtip pods, are towed behind the aircraft on very high strength fibre-optic cables that also serve to permit rapid setting changes to defeat enemy ECCM systems.

The DAS-2’s welter of passive receiving aerials permit the aircraft to add to the AMX.255’s library, and, once streamed through the AEQ.239’s ALI.261 integrated countermeasures system (ICMS), allows the pilot to react swiftly against threats.

Communications and Navigation
The Spectre has been provided with the usual assortment of HF, VHF, and UHF aerials, including navigational aerials such as those for TACAN and ILS and one for the automated distress module (i.e., ADF aerial). That plethora of radio aerials are merely the beginning of the DAS-2’s systems. As noted above, a Spectre is connected to its flight mates and friendly aircraft through the CSZ.17Ab secure, jam-resistant datalink that allows the flight, AEW aircraft, or ground control to share targeting and other sensor data with one another to minimise multiple selection of a target by the flight whilst maximising the chance of one-shot kills, thereby enhancing the lethality of the aircraft.

In addition to the general datalink, or MIDS, is the UAV control datalink, the ASP.259. Generally used to relay initial navigational data to the ALQ.220 Flamingo autonomous deception jammer, the ASP.259 can also convey information to and from other aerial drones, such as the Lyme and Martens’s Rook, Tern, and Thrush drones.

Complimenting the Spectre’s sources of information is the AUZ.223 secure satellite communications array, an extremely useful system when the enemy has blanket jammed all other communications. Combined with the AMN.252 hybrid navigation system (HNS) – comprising the AUN.250 global positioning system (GPS) and the AJN.249 laser ring gyro inertial navigation system (LINS) – the AUZ.223 provides high command with accurate information on the location and status of an aircraft.

The Spectre takes advantage of improved altimeter technology as well. Working on their experience with UCAVs and surface attack missiles, Lyme and Martens equipped the DAS-2 with a terrain profiling and matching (TERPROM) system - the AEN.254 - that combines stored digital map data of the region with that from the AMN.252 as well as terrain following and terrain avoidance modes of the ARG.231.

The Spectre’s autopilot (ASP.262) is incredibly effective and able to operate under all flight regimes, including combat. The automatic gun aiming (AGA) mode – previously implemented on such aircraft as the AJS.37 Viggen and the F-15 Eagle – is selectable through the AEQ.239 TMS and is able to guide the aircraft behind an enemy for a quick and deadly shot. Landing has not been neglected either. The autopilot is able to guide the aircraft to within 60 m above ground level (AGL; for carriers above deck level or ADL), at which point the microwave landing system (MWLS; APN.263) may take over.

Future Capabilities
Future variants of current marks of the DAS-2 will introduce a rear-facing multi-spectral array (AMG.281), consisting of an ARG.270 radar with an APQ.282 rear sector optronics array. There is the possibility for side-mounted arrays for the ARG.231 in later marks as well. The side-mounted arrays will, however, have to contend with underwing-mounted stores or other issues.

Cockpit
The DAS-2 has been provided with a VTAS man-machine interface (MMI) to further reduce the aircrew’s workload. VTAS allows the aircrew to change displays, select items of interest on those displays, and contact flight mates via MIDS in conjunction with the HMDS using simple voice commands or DVI, thereby avoiding the need to hunt for the requisite button. VTAS, based on voice recognition technology, was successfully employed on the Eurofighter Typhoon and is an extension of hands on throttle and stick (HOTAS) technology that has been in service since the 1970s.

As with most modern fighters, the Spectre is equipped with a glass cockpit, i.e. one dominated by graphical displays rather than the ‘steam gauge’ instruments of previous generations. The entire cockpit is fully night vision goggle (NVG) compatible. The pilot has at his or her disposal three low-weight, low-power consumption AVQ.66 polychromatic active-matrix liquid crystal (PAMLC) MFHDD delivering necessary sensor and flight information as well as one AVQ.65 monochromatic active-matrix liquid crystal (AMLC) horizontal situation display (HSD) below the AVQ.63 HUD. The HSD delivers information from the FSO suite and the HNS for terrain avoidance. Alternatively, the HSD can provide radar and threat information. The HUD is a 35-degree by 25-degree holographic sight that indicates targeting solutions, exhaust nozzle positioning, fuel state, navigational information, and expected time on target. Three smaller monochromatic displays provide information on threat alerts (AVQ.57), on fuel and engine status (AVQ.64), and from the HNS (AVQ.62). An AVL.12 damage control indicator panel located on the lower right-hand side informs the pilot of damage or systems malfunctions.

Designed with VTAS in mind, the pilot has a host of buttons and switches conveniently situated for him or her on the twin throttle levers and control stick to readily manage flight operations. The control stick is positioned between the pilot’s legs to allow flight control should the pilot’s right arm be injured. The control stick provides the pilot with sufficient and instantaneous ‘feel’ thanks to force feedback and fibre-optics to minimise possible overcorrections or other potentially hazardous pilot input. The operation of the three-dimensional thrust vector control nozzles requires no additional control devices and is directed by pilot input through the control stick and by the flight control computers.

In the two-seater variants (DAS-2B for the RINAF and DAS-2N for the RINN), the backseater or weapons systems operator (WSO) has three AVQ.66 MFHDD as well as one larger central AVQ.67 MFHDD below the AVQ.65 HSD. The WSO may refer to the AVQ.57, AVQ.62, and AVQ.64 displays as well as a smaller AVQ.61 HUD. Sensor specific information is presented upon an AVL.14 display that allows the WSO to allocate power resources and to redirect resources from damaged systems. The WSO has a joystick to fine tune the operations of the radar and other sensors.

The AVQ.71 HMDS, however, is likely the most important display either the pilot or WSO will have. Like the other displays, the HMDS provides information in easy to understand symbology, allowing the crew to react immediately to threats or opportunities. So as to not clutter the pilot or WSO’s sight with conflicting imagery and to save on power, the HUD and HSD may be put on standby when the HMDS is in operation. Alternatively, the HMDS can serve to cover all aspects of visual coverage excepting the boresight view, in which case the HMDS will provide information not offered on either the HUD or HSD. The HMDS serves not simply as a display and targeting system, but as a night vision system as well, thereby obviating the need for an additional system.

The cockpit canopy has but one visible support - that connecting the windscreen to the canopy proper - thereby providing the aircrew the best compromise in visibility and safety. Both the canopy and the windscreen have been coated in gold to minimise radar returns and as a small measure of defence against lasers.

In case the worst happens, aircrew of the Spectre and variants have the zero-zero Kirke-Bairns ejector seat. The ejection process is fed through the AEQ.11 EAM and the AMN.252 HNS to ensure that the aircrew leaves the aircraft safely. Both seats have been angled at thirty-degrees to improve aircrew performance at high-g ratings.

The cockpit is fully pressurised – overpressurised in case of NBC environments – and air conditioned to cope with inhospitable environments. Containers for easy and safe in-flight food and drink consumption have been provided, as well as suggestions developed from specifications by the DPA should your armed forces require it. Rudimentary facilities for waste disposal have similarly been provided for the aircrew for long distance voyages in conjunction with the ABP.45 combat flightsuit.

Future Cockpit
Future marks of the Spectre may employ a touch screen guided user interface (TSGUI) as used by the Lockheed Martin F-35, providing successful testing by the DPA and DAS. At present, however, aircrew have expressed reservations regarding the safety of such an interface even with VTAS.

Stores
Seven hardpoints and six missile stations enable the DAS-2 to carry an incredible range of weapons and other stores. All of the hardpoints and stations are stressed to sustain at least 6-g sustained.

The two wingtip stations for short-to-medium range air-to-air missiles or additional light equipment also house the ALQ.212 Cuckoo towed deception jammers and RWR and LWR aerials. Since the missiles are located under the station, the aerials for the ALR.217 and ALR.218 systems have the widest possible field of reception.

Three hardpoints are located under each wing. All three are plumbed for fuel tanks as well as a wide variety of arms. The two hardpoints inboard of the wingfold on the maritime models are capable of bearing 2700 kg exclusive of the support pylon, including such loads as a 3000-litre fuel tank and either two ALARM anti-radar missiles or two GWS.74A Kestrel air-to-air missiles.

The outermost wing hardpoints, other than the wingtip mounts, can bear up to 575 kg exclusive of the support pylon. The hardpoints may be used to launch unmanned vehicles such as an air-dropped Cuttlefish DSR.1 submersible drone or the ALQ.220 Flamingo autonomous decoy.

Four conformal stations are located under the fuselage for missiles, additional navigational equipment (such as LANTIRN pods), imaging and designation pods, and countermeasures including the ALQ.220. Two further stations above the wing root have been plumbed for conformal fuel tanks (CFT) and wired for sensor pods. The centreline station can support buddy-buddy refueling equipment, a large ferry tank, or a large anti-ship missile like the GWS.52A Pelican.

Internally, the Spectre carries an ACA.41 30 x 173 mm calibre cannon with a revolving chamber developed by the Royal Isselmere-Nieland Ordnance factories (RINO). Though the single-barrelled 30mm cannon may not fire as quickly as a Gatling-style gun, every hit it makes is much more powerful. The revolving chamber mechanism also permits a higher rate of fire than most single-barrelled cannons. The cannon has a 250-round magazine that may be filled with various types of ammunition.

Variants
First to enter production were the maritime or carrier-based single-seat DAS-2M and tandem two-seat DAS-2N models for the Fleet Air Arm, followed closely by the land-based single-seat DAS-2A and two-seat DAS-2B for the RINAF. Subsequently, the FAA and the RINAF purchased two further variants, the two-seat DAS-2R air defence suppression model and DAS-2E electronic warfare version, nicknamed the (Sea) Vampire and (Sea) Wraith respectively, which are discussed in a following entry.

The two-seat Spectres possess the same great performance as the single-seat versions, albeit with slightly less range owing to the displacement of some fuel to make room for the second crewman. The second crewmember or weapons systems operator (WSO), however, reduces pilot workload during attack missions or high priority intercepts against heavy jamming, other countermeasures, or stealth aircraft. The addition of a WSO enhances the DAS-2’s role as a UAV controller, allowing it to guide UCAV to attack or defend against targets the WSO assigns.

Characteristics (for Spectre FA.1 except as noted)
Crew: (FA.1/FG.3): 1; (FA.2/FGR.4): 2, pilot and weapons system operator (WSO)
Variants:
Maritime:
FA.1 (single-seat): $64 million
FA.2 (tandem two-seat): $68 million
Land-based:
FG.3 (single-seat): $62 million
FGR.4 (tandem two-seat): $67 million
Wings: span: 13.2 m; folded width: 10 m; area: 60.23 m2
Fuselage: length: 19.45 m; height: 4.96 m
Powerplant: 2 x Isselmere Motor Works ATG-8F (140 kN max. (31,474 lb st) max. a/b, 90 kN max. dry (20,252 lb st) each)
Mass: Empty: 14,758 kg (32,541 lb); Clean take-off: 22,972.69 kg (50,646 lb); Maximum take-off: 33,582 kg (74,036 lb)
Performance (FA.1): Operational maximum velocity at altitude Mach 2.54, velocity in supercruise Mach 1.62; Standard maximum velocity (clean, at altitude): 2700 km/h, (clean, sea level): 1450 km/h; Range (maximum, at altitude): 3800 km; (maximum, at low altitude): 1475 km; Service ceiling: 20,000 m (65,617 ft).
Weapons: RINO 30mm ACA.41 cannon (250 rds, 30 x 173 calibre)
Payload: maximum: 11,500 kg (25,353 lb)
Hardpoints/Stations: 15; 2 wingtip stations (300 kg), 2 outboard of wing-fold (575 kg), 4 inboard of wing-fold (2700 kg), 2 conformal over-wing-root stations for 2700-litre CFT, 4 conformal fuselage stations (400 kg), centreline (3000 kg).
Fuel fraction: 0.33 (internal fuel only)
Thrust loading: maximum: 1.24 (clean) – 0.85 (max. load); military: 0.8 (clean) – 0.55 (max. load)
Wing loading: 381.42 kg/m2 clean take-off; 557.56 kg/m2 maximum take-off
Electronics suite
Computers: AEQ.11 environmental awareness module (EAM); AEL.12 fuel and stores management computers (3); AEP.13 flight control computers (3); AEL.14 ground crew accessible module (GCAM); AEQ.239 threat management system
Computer systems: AEI.8 operating system
Displays: AVL.12 damage control; AVL.14 sensor management (WSO); AVQ.57 threat management; AVQ.61 HUD (WSO); AVQ.63 HUD (pilot); AVQ.62 HNS; AVQ.64 fuel and engine; AVQ.65 HSD; AVQ.66 MFHDD (3); AVQ.67 MFHDD (WSO); AVQ.71 HMDS
Sensors: AAS.233 IRST; ARG.231 Hel AESA radar; APQ.240 optronic array (AJQ.229 LDRF, AVS.230 CCD)
Navigation: ARN.206 millimetric Doppler altimeter; AWN.225 UHF/TACAN; AMN.252 HNS (AJN.249 LINS and AUN.250 GPS); AWN.253 ILS aerial; AEN.254 TERPROM; ASP.262 autopilot; APN.263 MWLS
Communications: CSZ.17Ab multifunction information distribution system (MIDS); AUZ.223 satellite communications system; ASP.259 secure drone control datalink; AWZ.291 HF aerial; AWZ.292 VHF antenna; AWQ.293 ADF aerial; AWZ.301 UHF aerials (2); AWZ.302 L-band aerial; AWZ.303 S-band aerials (2)
ECM/ESM:
Assessment: AUX.254 combined interrogator transponder (CIT); AMX.255 Glower target recognition system (TRS)
Warning: ALR.217 Sif RWR; ALR.218 LWR; AAR.219 missile plume detectors; ALR.227 launch warning indicators
Countermeasures: ALE.209 countermeasures ejectors (6 x 32 cells); ALQ.212 Cuckoo towed deception jammers (2 x 3 decoys); ALQ.228 self-protection jammer; ALI.261 integrated countermeasures system (ICMS)

Mission Loads
Fleet Air Defence
Wingtip stations: GWS.65Aa Kite (IR)
Wing hardpoints: Outboard: GWS.75A Goshawk; Inboard #2: 2 x GWS.75A Goshawk; Inboard #1: 2500-litre fuel tank, GWS.65Aa Kite (IR), GWS.65Ab Kite (RF)
Fuselage stations: 4 x GWS.74A Kestrel (1 each)

Combat Air Patrol
Wingtip stations: GWS.65Aa Kite (IR)
Wing hardpoints: Outboard: GWS.74A Kestrel; Inboard #2: 2 x GWS.74A Kestrel; Inboard #1: 2500-litre fuel tank, GWS.65Aa Kite (IR), GWS.65Ab Kite (RF)
Fuselage stations: 4 x GWS.74A Kestrel (1 each)

Maritime Strike
Wingtip stations: GWS.65Aa Kite (IR)
Wingtip hardpoints: Outboard: GWS.73A Ptarmigan; Inboard #2: 2 x GWS.72A Heron; Inboard #1: 2500-litre fuel tank, GWS.65Aa Kite (IR), GWS.65Ab Kite (RF)
Fuselage stations: 4 x GWS.74A Kestrel (1 each)
Centreline hardpoint: GWS.52A Pelican

[Based loosely on the Boeing F/A-18E/F and F-15E, the Dassault Rafale, the Lockheed Martin F/A-22, and the Sukhoi Su-33. RL costs for the F/A-18E are listed as $60 million per unit, and for the Eurofighter Typhoon, ca. $120 million. The F/A-22 goes for much more.]

DAS-3 Sea Fury

Based on the RINN's experience with the Sea Harrier FRS.1 and the Harrier II FA.3, the Senior Service demanded to have another V/STOL or STOVL aircraft succeed it. Of existing designs, the Yakovlev Yak-41M, the Lockheed Martin F-35, and Sarzonia's Avalon Aerospace SZ-1 Vulture offered the best values. Yet all three designs used additional lift engines that minimised the great flexibility and surprising manoeuvrability offered by the ducted fan Pegasus engines.

In keeping with the desire to maintain the Harrier's exceptional manoeuvrability without compromising on the superlative characteristics offered by the Vulture design -- the latter a top-class fighter and light attack aircraft in its own right -- the Detmerian Aerospace team opted for an afterburning hybrid fan design with plenum chamber burning for the forward pair of ducted fans. The overpowered engine is slightly less efficient than that in the Vulture but permits "viffing" (vectoring in forward flight) and other moves that will cause your enemies' eyes to water.

The Sea Fury has two internal bays for 1,000 lb. (454 kg), 500 kg, or smaller bombs and two missile bays for either a GWS.74A Kestrel or similarly sized missile, allowing the aircraft to venture swiftly and steathily into enemy airspace to dispatch its targets. The Sea Fury may carry an external payload as well, granting a larger radius of action and weapons carrying capabilities.

The Sea Fury possesses the ARG.232 fire-control radar. The ARG.232 is a scaled-down version of the ARG.231 Hel radar used in the Spectre and is optimised for finding low-level air and surface targets over both sea and ground. The same electronic scanning technology allows false signals to be banished from the pilot's radar display, while providing a more in-depth view of targets, including finding alternates that might have otherwise remained hidden by use of synthetic apertures. Like the Hel, the ARG.232 can be used as a receiver, allowing it to track enemy aircraft or radar sites through their emissions, and as a jammer over its frequency range. And that frequency range is broad, permitting the ARG.232 to jump between frequencies minimising the possibility of intercept. The ARG.232's range as an active array is 110nm (204km).

The Sea Fury has an AAS.233 forward looking infrared array with a wide focal plane to target enemy aircraft and positions for quick and stealthy attacks. The aircraft possesses its own laser designator with which it may illuminate a target for attack with its own laser guided munitions, removing the requirement of endangering two aircraft or forward observation teams on each run.

The Sea Fury, like the Spectre, is equipped with the standard Link 17 datalink permitting coordinated attack and defence strategies and tactics. Linked aircraft can assign targets for other aircraft so that munitions are not wasted.

In terms of defences, the Sea Fury is remarkably well-equipped. The aircraft possesses the same electronic countermeasures systems as the Spectre, notably the ALR.217 Sif radar warning system, the ALR.218 laser warning receiver, the ALR.227 launch detection system, and the ALQ.228 self-protection jammer. The Sea Fury may carry two Cuckoo towed countermeasures, deployed from the wing-folds. The two outermost wing stations are able to carry the ALQ.220 Flamingo autonomous decoy. There is also room for four thirty-two cell countermeasures ejectors. These systems are tied into the AEQ.239 threat management system (TMS) which can operate automatically or in conjunction with pilot input, and the AMX.255 Glower target recognition system (TRS) to process and prosecute enemy threats.

Characteristics (single-seat DAS-3 unless noted)
Crew:
DAS-3F (FA.1): 1
DAS-3T (T.2): 2, trainee and trainer (tandem) or pilot and observer
Variants
DAS-3F (FA.1): Lightweight fighter-bomber: $45 million
DAS-3T (T.2): Combat-capable trainer: $46 million
Wings: Span: 10.7 m, 8.7 m (folded); Wing area: 33.23 m2
Fuselage:
DAS-3F: Length: 15.27 m; Height: 4.45m
DAS-3T: Length: 16.70 m; Height: 4.45m
Powerplant: Isselmere Motor Works ATG-10F hybrid fan with plenum chamber burning (PCB) (142 kN mil. (14480kgf, 31,965 lb), 164 kN (16723 kgf, 36,917 lb) with PCB)
Mass:
DAS-3F: Empty: 8803 kg (19,407.3 lbs); Clean take-off: 13671.25 kg (30,139.95 lbs); Maximum vertical take-off: 13365.1 kg (29,465 lbs) w/o PCB, 15611.29 kg (34,417 lbs) w/ PCB; Maximum conventional take-off: 21000 kg (46,297 lb)
DAS-3T: Empty: 9337 kg (20,584.56 lbs); Clean take-off: 14035.25 kg (30,942.43 lbs); Maximum conventional take-off: 21000 kg
Performance: Maximum velocity (clean, at altitude): 2,017 km/h+ (1,254 mph, Mach 1.9+), (with AAMs) Mach 1.65+, (clean, sea level): 1,300 km/h; Range (maximum, hi-lo-hi): 650 nm (1,204 km), (ferry) 4,000 km+
Payload: Maximum (STO w/ PCB): 7350 kg (16,204 lb), generally 6804 kg (15,000 lb)
Weapons (internal): RINO ACA.41 30×173mm cannon (125 rounds), 2 bomb bays (575 kg each), 2 missile bays (200 kg each, capable of housing 1 × GWS.74A Kestrel)
Hardpoints/stations: 8, 4 each wing (300 kg (outboard), 250 kg (wing-fold), 2 × 2000 kg each (inboard))
Fuel fraction: 0.32
Thrust loading:
DAS-3F: Military: 1.12 (clean)-0.69 (max. take-off); PCB: 1.29 (clean)-0.80 (max. take-off)
DAS-3T: Military: 1.03 (clean)-0.69 (max. take-off); PCB: 1.19 (clean)-0.80 (max. take-off)
Wing loading:
DAS-3F: Clean take-off: 411.4 kg/m2; Maximum take-off: 632 kg/m2
DAS-3T: Clean take-off: 422.4 kg/m2; Maximum take-off: 632 kg/m2
Electronics suite (DAS-3F)
Computers: AEQ.11 environmental awareness module; 3 × AEL.13 fuel and stores management modules; 4 × AEP.14 flight control modules; AEL.14 ground crew accessible module; 3 × AEQ.16 engine control and monitoring units; AEQ.239 threat management system
Computer systems: AEI.6 operating system
Displays: AVL.15 damage control; AVQ.57 threat management display; AVQ.63 head-up display; AVQ.62 hybrid navigation system; AVQ.72 fuel and engine; AVQ.65 horizontal situation display; 3 × AVQ.66 multifunction displays; AVQ.71 helmet-mounted display/sight
Radars: ARG.232
Optronics: AAS.233 infra-red search and tracking turret; APQ.240 forward sector optronics (AJQ.229 laser designator/range-finder,AVS.230 charge-coupled device)
Navigation: ARN.207 millimetric Doppler altimeter; AWN.225 TACAN aerial; AMN.252 hybrid navigation system (AJN.249 laser ring gyro INS, AUN.250 GPS); AWN.253 ILS aerial; AEN.255 terrain profiling and matching; ASP.264 autopilot; APN.265 microwave landing system
Communications: CSZ.17Ab multifunction information distribution system (MIDS); AUZ.223 satellite communications system; ASP.259 secure drone control datalink; AWZ.291 HF aerial; AWZ.292 VHF antenna; AWQ.293 ADF aerial; 2 × AWZ.301 UHF aerials; AWZ.302 L-band aerial; 2 × AWZ.303 S-band aerials
Electronic countermeasures/Electronic support measures:
Assessment: AUX.254 combined interrogator transponder (CIT); AMX.255 Glower target recognition system (TRS)
Warning: ALR.217 Sif RWR; ALR.218 LWR; AAR.219 missile plume detectors; ALR.227 launch warning indicators
Countermeasures: ALE.209 countermeasures ejectors (6 × 30-cell); ALQ.212 Cuckoo towed deception jammers (2 × 3-cell); ALQ.228 self-protection jammer; ALI.261 integrated countermeasures system (ICMS)

[Based on BAe's Sea Harrier FA.2, Boeing/BAe's Harrier II+, Boeing's XF-32, Lockheed Martin's F-35, McDonnell Douglas's 293-3, and the Yakovlev Yak-41]

To: Director-General, Detmerian Aerospace, UKIN
From: Grand Admiral Jim, Commander in Chief, Jimnam
Subject: Sea Spectre order

Sir

The Jimnam Grand Navy is interested in purchasing a number of your Sea Spectre aircraft. We require the following.

500x Sea Spectre FA.1 $27 billion
500x Sea Spectre FA.2 $27 billion

Grand total of $54 billion

We thank you in advance.

Grand Admiral Jim

To: Director-General, Detmerian Aerospace, UKIN
From: Grand Admiral Jim, Commander in Chief, Jimnam
Subject: Sea Spectre order

Sir

The Jimnam Grand Navy is interested in purchasing a number of your Sea Spectre aircraft. We require the following.

500x Sea Spectre FA.1 $27 billion
500x Sea Spectre FA.2 $27 billion

Grand total of $54 billion

We thank you in advance.

Grand Admiral Jim
To: Grand Admiral Jim, Commander-in-Chief, Jimnam
From: Lewis Felsham, Director-General, Detmerian Aerospace, UKIN
Subject: Re: Sea Spectre order

Your Exalted Excellency,

I am greatly honoured to receive our first order from your illustrious Grand Navy. I will personally ensure that the 1,000 aircraft you have ordered will be built immediately. The total cost of this procurement, after most trusted and favoured nation discount, will be $44,550 million.

I thank you for your generous interest in our products and hope that Your Exalted Excellency, our great ally, will revisit this storefront soon.

Long live Grand Admiral Jim!

Sincerely,

Lewis Felsham
Director-General
Detmerian Aerospace
Fennerby, Detmere, UKIN

[This will eventually receive the same treatment as that I gave the DAS-2 Spectre, time permitting. Within this document nm refers to “nautical miles”, not nanometres.]

DAS-4 Swordfish interdiction strike aircraft

Introduction
Like the DAS-3 Sea Fury, the DAS-4 Swordfish began with an official request for proposals from the Royal Isselmere-Nieland Navy’s Fleet Air Arm (FAA). Naval Aircraft Requirement, Number 29 (NAR-29) specified an aircraft that could perform low level attack missions at either supersonic or high trans-sonic speed at ranges in excess of 800 nm (about 1500 km) carrying its main strike armament within an internal weapons bay and equipped with at least two short range self-protection missiles and with a measure of stealth.

Though there was a host of aircraft suitably conforming to some of those specifications, in particular Dat’ Pizdy Corporation’s F-225A Kestril, Avalon Aerospace Corporation’s SZ-1 Vulture and SZ-70 Valkyrie, and Praetonia’s L-82 Hussar, none entirely fit the NAR-29 requirements. The General Dynamics F-111, though with characteristics similar to those of the NAR-29, failed in terms of engine reliability and response time and had an exceptionally large radar cross-section (RCS). The electronics suite of the F-111 was also woefully obsolete. Lockheed Martin’s FB-22 fulfilled most of the NAR-29 specifications, but not that for low altitude flying: the large wing had too great a gust response.

Detmerian Aerospace Dynamics’s design, the DAS-4, did not have the speed of the Valkyrie or the Hussar or such advanced features as pulse detonation gas turbine engines or electro-thermal chemical (ETC) cannons, but it met the range and reliability requirements established by the FAA and the foreign aircraft were not as able to fly comfortably at low level. Consequently, the FAA requested that Detmerian Aerospace produce six working prototypes – the Harridan DSP.1 one-sixth scale uncrewed strike aircraft prototype, the full-scale crewed Indigenous Design Prototype, Number 31 (IDP-31), as well as four of the finalised NAR-29 prototypes.

Development
With the success of the Harridan DSP.1 and the crewed IDP-31, the NAR-29 prototypes advanced to the airframe, engine, electronics, and weapons testing phases. The first of the development aircraft, DA1, was powered by the DAS-2’s ATG-8F engines and was modestly underpowered. Still, it managed to break the sound barrier on its first flight and showed the general suitability of the DAS-4 airframe. The mission adaptable wing fitted with spoilers, full-span leading edge slats, and low-speed flaps was shown to generate sufficient lift to reduce the landing speed to an acceptable 130 knots.

DA2, with two of Isselmere Motor Works Aeronautical Division’s ATG-9F augmented low bypass ratio three-dimensional thrust vectoring twin-shaft turbofans installed, gave the NAR-29 swift engine response and more than enough power to propel the Swordfish at well over twice the speed of sound – DA2 achieved Mach 2.52 in its sixth flight. This speed was, of course, in clean condition and without the complete electronics suite of the production aircraft.

To save funds during one of the UKIN’s economic recessions, the FAA was forced to do away with DA4 and conducted both electronics and weapons testing on DA3. Electronics testing on the sensors, electronics countermeasures, and electronic support measures passed without revealing significant interference or electronic noise problems. Weapons testing indicated initial problems with the release mechanism in the internal weapons bay when operating at maximum speed, which was corrected in a subsequent software upgrade: the bay doors failed to close owing to a conflict between the fire control computer and the signature self-detection system. Once that conflict had been resolved, the DAS-4 passed into the production phase.

Construction
Airframe
The Swordfish had to be lightweight in order to ensure rapid acceleration from the ATG-9F, strong enough to transport a massive payload over a long distance, and sturdy to withstand the stresses of high speed low level flight. Modern materials science, miniaturisation, and clever engineering combined to craft the DAS-4.

In terms of materials, forty percent of the Swordfish’s weight comes from composites, thirty-eight percent from titanium alloys, ten percent from high temperature aluminium alloys, and the final twelve percent from high quality steels with low reflective indices. The composites serve several functions. A sandwich of composite honeycomb and fabric form the wings and much of the skin of the fuselage, the wings stiffened by composite spars interspersed with spars of high strength titanium alloys used primarily for the wing hardpoints. A thin layer of Hauberk composite-ballistic ceramic armour providing additional protection to the self-sealing tanks adds strength to the wings as well. Much of the composites are radar absorbent materials (RAM) that reduce the DAS-4’s large physical cross-section to a very modest RCS.

Titanium alloys are utilised in areas subject to high physical and thermal stress such as the wing folds and roots, the engine bays and within the engines themselves, and a thin layer protecting the pilots and certain key components. Aluminium alloys with improved thermal resistance are used in the remainder of the Swordfish’s skin and support structures within the aircraft itself.

Flight control is entirely digital. Like most modern combat aircraft, the DAS-4 control surfaces and systems are managed by four flight control computers that receive and transmit commands by light signals through fibre-optic cables, known commonly as fly-by-wire. Electronic commands to the control surfaces are received by the high pressure hydraulic system fed by three distributed reservoirs enabling the aircraft to react almost instantaneously to aircrew and computer input.

Although the high top speed of the Swordfish requires the use of variable incidence intakes, the reflections potentially caused by those protuberances has been kept to a minimum. The engines are hidden deep within the fuselage minimising the infra-red signature of the aircraft and vents to the final stages of the exhaust on the upper fuselage of the aircraft may be opened to further minimise emissions. Baffles further serve to mask possible radar reflections from the fan and compressor blades.

Future designs may take advantage of research conducted on new fixed intakes to minimise both the DAS-4’s radar signature and weight.

Airfoils
The Swordfish has a small wing with a small chord for an aircraft of its size. This wing gives very low gust response – that is, the DAS-4 is not as susceptible to low altitude turbulence – making low level flight far more comfortable for the aircrew than in multirole fighters whilst prolonging the airframe’s lifetime. The small wing in no way diminishes the Swordfish’s low altitude manoeuvrability. Quite the reverse, as the fly-by-wire command-to-control surface interface and direct voice input (DVI) with hands-on-throttle-and-stick (HOTAS) man-machine interface (MMI) as well as a design that is naturally unstable in subsonic flight and with superb lift-generation devices on the wings themselves make the aircraft an extremely agile and deadly low level performer.

The wings are fixed, unlike many modern strike aircraft designs. Though fuel efficiency and manoeuvrability in all flight regimes may have been sacrificed, so has the weight penalty incurred by the variable sweep mechanism. To compensate for these purported deficiencies in a fixed wing design, the wings are stronger.

Like the DAS-2, the DAS-4 has twin canted tail surfaces to maximise supersonic stability and to reduce the chance of radar return reflections and two slab all-moving tailerons or stabilisers. The tails themselves host an array of aerials for electromagnetic signals receivers and transmitters for the ALI.261 integrated countermeasures system (ICMS).

The wings and vertical tail surfaces both support self-sealing fuel tanks allowing the Swordfish to carry an incredible quantity of fuel to conduct long range operations deep into enemy territory. Indeed, fuel may comprise to thirty-six percent (10800 kg) of the DAS-4’s clean take-off weight, though usually the Swordfish takes off with 8200 kg.

Powerplant
The Swordfish’s engines are 150 kN (96.4 kN dry thrust) IMW ATG-9F augmented low bypass ratio three-dimensional thrust-vectoring turbofans that permit the aircraft to fly at Mach 2.24 or to supercruise at Mach 1.32 (clean and at altitude in both conditions). The engines are necessarily separated by a short distance in order to accommodate the fuselage weapons bay, granting some protection against both engines being disabled by a single blow whilst the ATG-9F’s thrust vectoring can minimise the difficulties of controlling the aircraft on a single engine, which can be aggravated by widely spaced engines.

The ATG-9F, like the ATG-8F, is a modular design permitting rapid exchange of damaged components rather than of entire engines. The use of powder metallurgy – which facilitates the manufacturing of single crystal structures that are more resistant to thermal stress fractures – and of blended blade-disc (blisk) fans offer exceptional weight savings and give the engine a thrust-to-weight ratio of 1:9.34.

The thrust-vectoring mechanism is that used on the ATG-8F, with a modified universal joint to direct engine thrust up to thirty degrees off the engine’s axis not simply up and down, but through a three-hundred-and-sixty degree arc, offering superb handling capabilities and the precision release of iron bombs.

Each of the ATG-9F turbofans are controlled and monitored by two AEQ.15b computers giving the pilot full-authority digital engine control (FADEC). Engine performance from each is closely monitored and recorded to prolong engine life and to ensure maximum fuel efficiency.

Electronics
General automated systems
As noted above, the Swordfish operates in accordance with pilot and computer inputs to maintain artificial stability in subsonic flight and quick reactions in all flight regimes. A quadruplex flight control system of AEP.15 computers manages the control surfaces to give the DAS-4 its surprising agility along with the four AEQ.15b computers that administer the engines. To these eight computers are a further three for fuel and stores management (AEL.15), two for the aircrew environmental control system (AEQ.11) that distributes aircrew inputs to the appropriate systems, and one for the ground crew to perform tests and evaluation of the DAS-4’s many systems. A final pair of computers – AEQ.242 threat management systems (TMS) – serve as the Swordfish’s integrated fire control and defensive systems management. All computers use dual-core processors that are capable of in-flight recovery in case of corrupted software and are monitored by built-in test and evaluation (BITE) equipment. The computers use an open architecture operating system that permits rapid in-flight updating of mission information and swift upgrading of systems and functions in the field.

The safeguards provided by redundant computers and systems monitoring are buttressed by another hardware advantage. All of the computers use gallium arsenide chips, which are more resistant to electromagnetic pulses (EMP) that silicon-based chips. Mission critical systems such as the four flight control computers are further hardened against EMP so that the Swordfish can effectively perform free-fall nuclear bombing missions if necessary.

Sensors and related systems
The DAS-4 is bristling with sensors and electronic support measures in order to perform low-level attack missions at high speed both day and night in all weathers.

First and foremost among these systems is the ARU.235 Loki multifunction radar. The Loki is a low probability of intercept active electronically scanning array (AESA-LPI) optimised for low-level operations. With over 2000 transceiver modules arranged into sub-arrays the ARU.235 permits the Swordfish to speed along at tree-top level whilst using ground mapping radar (GMR) with moving target indication (MTI) and terrain following radar (TFR) scans to successfully avoid obstacles and to navigate using terrain reference points. GMR with MTI along with synthetic aperture radar (SAR) technology allows the DAS-4 to detect surface targets, picking out even moving targets from ground clutter, including those hidden by obstacles. The low power of each transceiver module makes the ARU.235 very difficult to detect whilst being incredibly capable.

Despite the ARU.235’s main role as a surface attack system, it can make an enemy pilot’s life a misery as well. The Loki can simultaneously detect and track surface and air targets, allowing the Swordfish to prosecute foes in the air as well as on the ground. Inverse synthetic aperture radar (ISAR) technology can cut through stealth technology and electronic countermeasures, using a target’s own movement to reveal it for termination.

Enemy emitters, rather than giving the Swordfish’s foes an advantage, simply permit the DAS-4 to either avoid or attack them. The ARU.235, with sub-arrays in either operating in a active-passive mode or purely passive reception role, can detect and classify specific emitters at much greater than their detection range. Using that information, the Swordfish can respond with anti-radar or air-to-air missiles as required. Alternatively, the DAS-4 can simply sneak its way under and around those enemy radars to perform surprise strikes against heavily defended targets.

The Loki can instead use the electronic intelligence it receives to respond with electronic countermeasures (ECM) by jamming those emitters. The ARU.235 can serve as a noise or deception jammer (using range gate stealing or active cancellation) over its wide range of bandwidths (X-band and the higher end of L-band and the lower bandwidth of the K-bands).

In addition to the ARU.235, the Swordfish is equipped with a rear passive electronically scanned array (PESA), forward and rear sector optronics, and the helmet-mounted display/sight (HMDS) system.

The AVQ.71 HMDS in conjunction with direct voice input (DVI) makes the pilot-weapons system operator (WSO) team in a Swordfish an exceptionally deadly pair. The HMDS conveys information collated by the AEQ.242 and the AEQ.11 computers to the aircrew in simple to understand symbology permitting rapid response to threats and targets of opportunity without having to divert their attention to the HUD or other displays. The AVQ.71 is fitted with night vision equipment (NVE) giving the aircrew full visibility during night missions.

Target cueing using the AVQ.71 is achieved either through DVI or by depressing a button on the control relay mechanisms such as the control stick and throttle or the WSO’s joysticks. The pilot or WSO maintains the object of interest – which need not be an object presently detected by either the sensors or the ESM – in sight until it is noted by a targeting caret. Noting of previously unidentified objects can occur within milliseconds, depending on the object in question.

The DVI system at present has a vocabulary of approximately 500 words attuned to the speech patterns of the aircrew. This working dictionary is usually developed over several training missions and is stored in secure, transferable data transfer devices.

Size restrictions necessitated the use of a PESA rather than an AESA in the aft quarter, but the ARQ.284 can still perform most of the functions of a shorter ranged version of the ARU.235. The X-band PESA usually serves as a passive receiver for enemy interceptor radars though it may be used to provide a short sharp burst of radio waves to overwhelm the seeker heads of active radar homing missiles. Doing so does severely diminish the service life of the unit and may cause damage to friendly radars, but line replaceable units (LRU) and shop replaceable items (SRI) are far easier to exchange than aircrew. The range of the ARQ.284 against small fighter-sized targets is approximately 60 km in active tracking mode.

The Swordfish sports a wide assortment of optronics as well. Its forward optronics array consists of an AAS.233 infra-red search-and-track (IRST) turret and an APQ.240 multifunction detection and ranging array. The IRST can passively acquire and track air and surface targets or to assist in low-level navigation day or night in all weather conditions. In low-light and nighttime conditions, the AAS.233 may feed its view to the aircrew’s HMDS or other displays.*

Should the AAS.233 be rendered inoperable, a GWS.65Aa Kite infra-red missile seeker head may be used as an IRST.

The APQ.240 consists of an AJS.229 laser designator/range-finder (LDRF) and an AVS.230 low-light capable charge-coupled device (CCD). Unlike the APQ.240 on the Spectre, that on the Swordfish is chin-mounted to identify and illuminate ground targets. Imagery from the APQ.240 may likewise be forwarded to the HMDS or other displays.

In the rear sector, the Swordfish has tail-mounted aerials for the AAS.243 infra-red (IR) search arrays to detect incoming missiles and approaching fighters as well as two further low-light level capable CCDs used primarily for battle damage assessment (BDA). The AAS.243 has entered a new age of usefulness with the introduction of the new rear-firing missile hardpoints: in air exercises, a number of fighter pilots have been “destroyed” by supposedly vulnerable Swordfish.

Threat management
To attack the most heavily defended targets and protect itself against foes determined to remove it from the sky, the Swordfish has been given a threat management suite capable to detecting and defeating a broad variety of enemy systems.

The basis of the AEQ.242 threat management system (TMS) are two computers that compile the immense volume of data coming from the active and passive arrays detailed above, such as the ARU.235 and the AAS.243, as well as the receiver systems, notably the ALR.217 radar warning receiver (RWR) and ALR.218 laser warning receiver (LWR) arrays that detect and home on emitters, and the missile approach warning system (MAWS), comprising of the AAR.219 missile plume detector and the ALR.227 launch warning indicator arrays that monitor radiated radio and infra-red energy coming from emitters and launchers as well as the missiles themselves.

Data to the AEQ.242 comes from the DAS-4’s identification and classification systems as well. The AUX.254 combined interrogator transponder (CIT) is the Swordfish’s identification friend or foe (IFF) aerial. The CIT set uses beam steering not only to identify whether a bogey or land unit is friendly or hostile, but may provide additional targeting data such as altitude and speed as well. The AMX.255 target recognition system (TRS) vets both returned queries from the CIT or by other IFF units as well as from the DAS-4’s radar, infra-red, and optical sensors and emission receivers, cross-referencing that data with information within its threat library. New threats may be catalogued in-flight by the AMX.255 and passed along to fellow flight members using a secure datalink (covered below).

With this information, the AEQ.242 presents the aircrew with a concise but thorough visual description of known threats through the HMDS as well as the HUD and head-down displays as desired by the aircrew. This allows the Swordfish to navigate around the worst threats as well the means by which to foil the others.

Should avoidance not be possible, the Swordfish has an elaborate countermeasures suite, starting with the ALQ.228 self-protection jammer (SPJ). The ALQ.228 is capable of receiving a broad spectrum of radio bandwidths and of countering the most commonly used surface-to-air missile (SAM) control and fighter radars and of noise and deception jamming on the S, L, and X-bands – an expanded capability model is currently in service with the RINN and the JGN – as well as a limited capacity to jam communications.

If the ALQ.228 SPJ and the ARU.235 and ARQ.284 radars fail to dissuade an enemy attack, the Swordfish can respond with an assortment of expendable countermeasure decoys. Though not an integral part of the DAS-4, the ALQ.220 Flamingo autonomous aerial decoy is certainly the cornerstone of the aircraft’s defence. Equipped with a modest laser ring gyro inertial navigation system (LINS), a secure datalink relay with the launching aircraft, a radar reflector and a small set of short range warning receivers of its own, the 250 kg Flamingo adopts the flight characteristics of the launching aircraft. The Flamingos may be used to feint in an alternative direction or to fill the sky with a host of alternative, more seductive radar targets for active radar guiding missiles and air defence radars. The Swordfish usually carries three ALQ.220 during strike missions. Flamingos with improved infra-red deception capability will be entering service in the near future.

Next in the DAS-4’s arsenal of deception is the ALE.212 towed deception decoy (TDD) unit. The Swordfish sports two three-cell ALE.212 units on its wingtips. When released, the ALE.212 decoys trail one hundred metres (100 m) behind the DAS-4 on thermally insulated fibre-optic cables capable of withstanding +6/-3 g manoeuvres. Connected to the ALI.261 integrated countermeasures system (ICMS) by the fibre-optic cable, the decoy may be configured in flight to counter specific incoming threats, forcing SAM and air-to-air missiles to detonate prematurely. There are two models of the ALE.212 decoys: the ALE.212a radar decoy and the ALE.212b IR decoy. The ALE.212b has just entered RINN and RINAF service and will soon be appearing in JGN aircraft. It emits pulses of IR radiation invisible to the naked eye to fool even the more discerning IR-seeking missiles.

When even the ALE.212 fails, the Swordfish still has six 32-cell ALE.209 expendable aerial countermeasures ejectors (EACME) for chaff canisters and flares. Improved radar and IR decoys – including non-incandescent ‘flares’ – capable of fooling even modern highly sensitive missile seeker heads may be used as well and are currently in service with the UKIN-DF.**

The ALI.261 ICMS manages all of these varied countermeasure systems. The ICMS may be configured to operate entirely autonomously of aircrew-input, in conjunction with pilot or WSO commands, or strictly in accordance with aircrew input. Effectively a sub-system of the AEQ.242, the software of the two systems and that of the AMX.255 – another AEQ.242 sub-system – has been rigorously tested to avoid command conflict. The aircrew is thus left only with an incredibly clear picture of their flying environment.

Communications
The communications equipment on the Swordfish is diverse, covering the HF to UHF bands as well as the S- and L-bands. All of the radios aboard the DAS-4 are designed to operate over secure channels, although for intercepts of civil aircraft, open channels may be used. There is a secure satellite communications aerial for the embedded global positioning satellite (GPS) system and to maintain contact with higher echelons as well.

Yet the most common means of communication between flight mates and uncrewed aerial vehicles (UAV) is through multi-function information distribution systems (MIDS) or datalinks. The Swordfish is equipped with two datalinks. The CSZ.17Ab general purpose datalink allows the DAS-4 to communicate with fellow flight members or with similarly equipped aircraft. The ASP.259 provides tactical control to UAV, which the WSO or the pilot may use to reconnoitre targets or to provide a diversion or additional support. With both systems, the Swordfish can coordinate devastating attacks and mutual support against the enemy, overwhelming him or her with aerial targets and overwhelming firepower.

Navigation
The ARU.235 Loki is a multipurpose low probability of intercept active electronic scanning array (AESA-LPI) optimised for low-level operation and attack, offering Swordfish crews superlative information for nape-of-the-earth (NOE) flight in all conditions, day or night. The ARU.235’s ground mapping and terrain following functions (GMR and TFR) use synthetic aperture radar (SAR) technology to identify targets that might otherwise be hidden by obstructions. Along with the AMN.252 hybrid navigation system (HNS) – comprising of an AJN.249 laser ring gyro inertial navigation system (LINS) and an AUN.250 embedded GPS system – the ARU.235 provides the Swordfish crew with terrain profiling and matching (TERPROM) capability managed by the AEN.256 computer, allowing the aircraft to fly accurately, safely, and with the minimum of electronic emissions over dangerous terrain.

With the ARU.235’s ability to act as a passive receiver for enemy radars allow the Swordfish to keep below enemy air defences while not endangering the crew. The TFR system delivers information immediately to the head-up display and the helmet mounted display/sight (HMDS) system permitting the pilot to retain perfect situational awareness. The TFR may be used to automatically correct the aircraft’s flight path to counter obstacles or enemy air defences. The Loki uses synthetic aperture radar technology to assign optimal attack vectors, ingress and egress points, as well as to define otherwise unseen targets.

As well as these systems, the Swordfish sports aerials for an LPI millimetric wavelength Doppler radar altimeter, tactical air navigation (TACAN), and an instrument landing system (ILS). But devices are not the end to the DAS-4’s navigational avionics.

The Swordfish is equipped with a superlative autopilot and microwave landing system (MWLS) that allows for complete automatic control of flight operations from wheels up to touchdown. The ASP.263 autopilot in automatic gun aiming mode combines data from the ARU.235 and the front sector optronics (AAS.233 and the APQ.240) with that from the AEP.15 flight control computers to give the DAS-4 a one-shot kill capability with the ACA.41 automatic cannon.

Cockpit
The cockpit stations for the pilot and the WSO are dominated by polychromatic active matrix liquid crystal displays (AMLCD). The so-called glass cockpits present flight data, threat information, and targeting solutions to the aircrew using easy to understand symbols, minimising the need to hunt for this or that steam gauge-style instrument. The pilot also has use a large, wide-angle HUD that may be disengaged in preference to the HMDS. The WSO’s station has been optimised for sensor and weapons control with additional mechanisms to facilitate UAV control.

The arrangement of the displays was arrived at after much ergonomic testing for ease of use and interpretation whilst in the midst of aerial combat.

Stores
The aircraft has an internal weapons bay has been stressed for 2500 kg with room enough for two 1000 kg precision guided munitions (PGM) such as laser guided bombs (LGB). Two smaller internal missile bays are located on the side of each air intake. Each missile bay may carry either one medium-sized beyond visual range missile such as the AIM-120C AMRAAM or the GWS.74A Kestrel or two intermediate-to-short range missiles such as the AIM-9X Sidewinder, the ASRAAM, the IRIS-T, or the GWS.65A Kite. The Swordfish sports an ACA.41 30 x 173mm automatic cannon with 250 rounds capable of accurately striking targets at almost two kilometres (1.83 km to be precise) that is still quite deadly against some armoured vehicles.

The fuselage bears three external hardpoints as well. After the recent air battles in Inkana, two further recessed hardpoints for rear-firing intermediate-range missiles were added to provide the aircraft with rare off-boresight killing capability. The recesses, designed for GWS.65A missiles, but which may be altered to conform to the short-to-intermediate range missiles used by the purchasing nation, generate very little additional drag when the missile is in place. A piston safely propels the missile from the aircraft before the motor ignites. The final fuselage hardpoint is aft of the weapons bay and fore of the arrestor hook. This centreline hardpoint primarily serves to launch ALQ.220 Flamingo autonomous deception decoys, although it may be used to carry one ALQ.222 Finch electronic countermeasures pod.

Atop each wing-root are connections for two large (2700-litre) conformal fuel tanks (CFT) or additional avionics. The CFT and the internal weapons bays permit the Swordfish to prosecute targets at extreme range with minimal drag or radar cross-section (RCS) penalties. The CFT have been constructed to withstand the entire range of the DAS-4’s flight envelope whilst the internal weapons bay can maintain its integrity to over +7/-3 gravities (g) sustained.

Each wing has four hardpoints. The two innermost hardpoints on each wing are each stressed to carry 3000 kg in flight regimes of greater than +6/-3 g sustained. The outer two hardpoints on each wing have been stressed for 575 kg (inner) and 400 kg (outermost). The outermost pylon has been wired for the launching of the ALQ.220 Flamingo decoy.

In terms of weapons functionality, the Swordfish can easily carry most aerial weapons systems currently produced by Lyme and Martens Industries – with the sole exception of the massive GWS.58A Hurricane long-range surface attack missile -- and may easily be configured to fire a very wide assortment of other devices.

Characteristics (for DAS-4M unless otherwise noted)
Crew: 2, pilot and weapons system operator
Variants:
DAS-4A (land-based): $85 million
DAS-4M (maritime): $88 million
Wings: span: 16.42m; folded width: 12.5m; area: 62.74 m2
Fuselage: length: 24.02m (nose folded, 21.83m); height: 5.64m
Powerplant: 2 x Isselmere Motor Works ATG-9F augmented low bypass ratio three-dimensional thrust-vectoring turbofans (150 kN max. reheat (33,766 lb st), 96.4 kN max. military/dry (21,711 lb st) each)
Mass: Empty: 18,672 kg (41,167 lb); Clean take-off: 30,337 kg (66,881 lb; maximum internal fuel); Maximum take-off: 44,887 kg (98,959 lb)
Performance: Operational maximum velocity at altitude Mach 2.24; Velocity in supercruise Mach 1.32; Velocity, clean, at sea level: 1,125 km/h; Range (maximum, at altitude): 4800 km; (maximum, at low altitude): 1950 km; Service ceiling (clean): 20 km (65,617 ft)
Internal weapons: Royal Isselmere-Nieland Ordnance ACA.41 30mm cannon (250 rounds), ventral bay (2500 kg, for two 907 kg-class LGB or four 500 kg LGB), 2 missile bays (400 kg each, for 1 GWS.74A Kestrel or 2 GWS.65A Kite or similar)
Hardpoints/Stations: 13; centreline (400 kg), 2 aft fuselage (400 kg), 2 over-wing-root stations for conformal fuel/sensor pods, 4 outboard of wing-fold (575 kg inner, 400 kg outer), 4 inboard of wing-fold (3000 kg).
Payload: maximum: 14550 kg (32,077 lb)
Fuel fraction: 0.36 (13880 litres - 10812 kg maximum; usually 8200 kg)
Thrust loading: maximum: 1.008 (clean) – 0.681 (max. load); military: 0.648 (clean) – 0.438 (max. load)
Wing loading: 483.53 kg/m2 clean take-off; 715.45 kg/m2 maximum take-off
Electronics suite
Computers: AEQ.11 environmental awareness module (EAM); AEL.15 fuel and stores management computers (3); AEP.15 flight control computers (4); AEQ.15b engine control and monitoring units (4); AEL.14 ground crew accessible module (GCAM); AEQ.242 threat management system
Computer systems: AEI.8 operating system
Displays: AVL.16 damage control; AVL.17 sensor management (WSO); AVQ.57 threat management; AVQ.58 threat management (WSO); AVQ.62 HNS; AVQ.64 fuel and engine; AVQ.65 HSD; AVQ.66 MFHDD (3); AVQ.67 MFHDD (WSO); AVQ.68 HUD (pilot); AVQ.71 HMDS
Radars: ARU.235 Loki AESA radar (fore); ARQ.284 PESA radar (aft)
Optronics: AAS.233 IRST (fore); APQ.240 forward optronic array (AJQ.229 LDRF, AVS.230 CCD); AAS.243 IR (aft)
Navigation: ARN.208 millimetric Doppler altimeter; AWN.225 UHF/TACAN; AMN.252 HNS (AJN.249 LINS and AUN.250 GPS); AWN.253 ILS aerial; AEN.256 TERPROM; ASP.263 autopilot; APN.264 MWLS
Communications: CSZ.17Ab multifunction information distribution system (MIDS); AUZ.223 satellite communications system; ASP.259 secure drone control datalink; AWZ.291 HF aerial; AWZ.292 VHF antenna; AWQ.293 ADF aerial; AWZ.301 UHF aerials (2); AWZ.302 L-band aerial; AWZ.303 S-band aerials (2)
Electronic countermeasures/Electronic support measures:
Assessment: AUX.254 combined interrogator transponder (CIT); AMX.255 Glower target recognition system (TRS)
Warning: ALR.217 Sif RWR; ALR.218 LWR; AAR.219 missile plume detectors; ALR.227 launch warning indicators
Countermeasures: ALE.209 countermeasures ejectors (6 x 30-cell); ALQ.212 Cuckoo towed deception jammers (2 x 3-cell); ALQ.228 self-protection jammer; ALI.261 integrated countermeasures system (ICMS)

Missions
Strike
3 x ALQ.220 Flamingo autonomous aerial decoys
13,800 kg armaments

* = The image from the AAS.233 forwarded to the HMDS covers only the scanning arc of the IRST. Outside of that arc, imagery from the NVE takes precedence.
** = Please note that these improved chaff and flare canisters will not protect this aircraft against every missile fired at it, just give it a slightly better than usual chance to evade destruction.

[Based on Blackburn’s Buccaneer S.2, Republic’s F-105 Thunderchief, and the General Dynamics F-111F]

DAS-5 Angrboda bomber

Angrboda: “Herald of Sorrows,” mistress of Loki.

Basics
The Angrboda strategic bomber is a blended wing-body design. Its wings have been designed to give low gust response at low altitude while creating the very smallest possible radar cross-section (RCS) by extensive use of radar absorbent materials (RAM), dogtoothed maintenance hatches, working surfaces, and weapons bays.

The DAS-5's powerful gas turbine engines are positioned deep within the wing-body to minimise the bomber's infra-red signature. Baffles constructed of high-strength RAM reduce the strength and number of the reflections generated by the turbine blades as well as disguise the infra-red signature of the engines. The inlets are cleverly designed to provide maximum air intake while minimising empty space better used for electronics and weapons.

The Angrboda's main radar is an active electronically scanned array (AESA) that generates synthetic apertures for navigation and target detection. Its frequency hopping capability offers it low probability of intercept (LPI). The radar may be used as a high powered jammer across its bandwidth and acts as a passive receiver for enemy transmissions as well.

The DAS-5 possesses a rearward AESA radar as well for the detection of aft quarter intercepts. Again, this aft-facing set has LPI-capability and may be used as a jammer across its frequency range as well as a passive receiver.

Apart from its radar arrays, the Angrboda is equipped with specialised electronic countermeasures equipment for deception or decoy jamming, blanket jamming, and nullification. It possesses very capable radar warning and laser warning arrays as well as a sensitive missile plume detector. The DAS-5 may be equipped with the ALQ.220 Flamingo autonomous decoy that may be carried within the bomber's four internal missile bays or on an external hardpoint.

The Cockpit
The cockpit is completely night vision goggle (NVG) compatible. Pilot and co-pilot have each been equipped with a wide angle head-up display (HUD) with a monochromatic head-down display (HDD), as well as three polychromatic multi-function displays (MFD) as well as several backup analogue steam gauges.

Each crewmember similarly has reference to a helmet-mounted display (HMD) enabling them to react swiftly to incoming threats or changing target information. The system has been designed with modern aerial combat in mind, simplifying information to fundamentals and may, if desired, prompt the operator with several response options.

Characteristics
Crew: (B.1): 4; pilot, co-pilot, offensive and defensive systems operators
Variants
DAS-5: Strategic bomber (B.1): $300 million
Wings: span: 36.12m; area: 386.68m2
Fuselage: length: 45.56m; height: 8.28m
Powerplant: 4 × Isselmere Motor Works ATG-11F (156 kN max. (35,117 lb st) max. a/b, 104 kN max. dry (23,411 lb st) each)
Mass: Empty: 78,754 kg (173,623 lb); Empty equipped: 88,678 kg (195,502 lb); Clean take-off: 176,644 kg (389,433 lb); Maximum take-off: 218,684 kg (482,116 lb)
Performance: Operational maximum velocity at altitude Mach 1.62, cruise velocity: Mach 0.86; (clean, sea level): 1,125 km/h; Range (maximum internal fuel): 12,000 km; Service ceiling: 20,000 m (65,617 ft)
Internal weapons: 3 ventral bays (12,000 kg each, the forward two may act as a single long bay), 4 missile bays (4 of 300 kg each, for ALQ.220 Flamingo decoy, GWS.74A Kestrel, or 2 GWS.65A Kite)
Hardpoints/Stations: hardpoints for an additional 20,000 kg of stores (generally 4 of 400 kg and 4 of 2,750 kg).
Payload: maximum (max. internal fuel, take-off): 42,000 kg (92,594 lb); maximum (reduced fuel load): 62,000 kg (136,687 lbs.)
Fuel fraction: 0.52 (internal) – 112,928 litres (24,841 Imp. gal, 29,836 US gal)
Thrust loading: maximum: 0.36 (clean) – 0.29 (max. load); military: 0.24 (clean) – 0.194 (max. load)
Wing loading: 457 kg/m2 clean take-off; 566 kg/m2 maximum take-off
Electronics suite
Computers: AEQ.12 environmental awareness module; 4 × AEL.17 fuel and stores management modules; 4 × AEP.16 flight control modules; AEL.16 ground crew accessible module; 8 × AEQ.17 engine control and monitoring units; AEQ.244 threat management system
Computer systems: AEI.9 operating system
Displays: 3 × AVL.18 damage control; AVL.21 sensor management (pilot/co-pilot); AVL.19 sensor management (OSO); AVL.20 sensor management (DSO); 2 × AVQ.73 threat management; 2 × AVQ.77 threat management (OSO, DSO); 2 × AVQ.69 head-up displays; 2 × AVQ.75 hybrid navigation system; 2 × AVQ.76 fuel and engine; AVQ.74 horizontal situation display; 6 × AVQ.67 multifunction displays (pilot, co-pilot); 6 × AVQ.78 multifunction displays (OSO, DSO); 4 × AVQ.71 helmet-mounted display/sights
Radars: ARU.237 (fore); ARU.236 (aft)
Optronics: AAS.249 infra-red search and tracking turret; APQ.241 forward sensor optronics (AJQ.232 laser designator/range-finder, AVS.231 charge-coupled device)
Navigation: ARN.209 millimetric Doppler altimeter; AWN.225 TACAN aerial; AMN.252 hybrid navigation system (AJN.249 LINS; AUN.250 GPS); AWN.253 ILS aerial; AEN.257 terrain profiling and matching system; ASP.265 autopilot; APN.268 microwave landing system
Communications: CSZ.17Ab multifunction information distribution system (MIDS); AUZ.224 satellite communications system; ASP.259 UAV control datalink; AWZ.291 HF aerial; AWZ.292 VHF aerial; AWQ.294 ADF aerial; 2 × AWZ.301 UHF aerials; AWZ.302 L-band aerial; 2 × AWZ.303 S-band aerials
Electronic countermeasures/Electronic support measures:
Assessment: AUX.255 combined interrogator transponder; AMX.256 target recognition system
Warning: ALR.225 RWR; AJR.218 LWR; AAR.249 missile plume detector system; ALR.248 launch warning indicator system
Countermeasures: ALE.209 chaff/flare ejectors (8 × 30-cell); ALE.212 Cuckoo towed deception jammers (4 × 3-cell); ALQ.234 self-protection jammer; ALI.262 integrated countermeasures system (ICMS)

[Based on the Avro Vulcan and the Rockwell B-1 Lancer]

Air-to-air

GWS.65 Kite AAM
Image: Fig. 1 (http://www.fortunecity.de/roswell/leviathan/59/aim-120/iris2.jpg)
The GWS.65 Kite is an extremely agile fire-and-forget air-to-air (GWS.65A) or surface-to-air (GWS.65M/U) missile able to operate within the very short to intermediate air defence radii. Thrust vectoring and tail control surfaces enable this missile to rapidly change directions, making turns of greater than 50 g. Its seeker head is highly discerning enabling the missile to discriminate between the actual target and infra-red countermeasures (IRCM), even permitting the missile to attack specific parts of the target.

Like the VL-MICA, the Kite does not require a dedicated control station for its operation. It may be fired vertically or from a 16-cell trainable launcher.

The Kite system exists as an air-to-air missile and a submarine-launched missile as well. As a submarine-launched anti-air missile (GWS.65U), the Kite may swim out of a torpedo tube or be vertically launched from a depth of up to 250m to attack anti-submarine aircraft.

As an air-to-air missile system, the Kite is available with either active radar (AR; GWS.65A.2) and imaging infra-red (IIR; GWS.65A.1) seeker heads and has an operational range of up to 50 km. With its sensitive IIR seeker head, the Kite is an all-aspect bird-of-prey ready to feast on whatever your foes have to offer.

The air-launched version of the Kite offers full inter-operability with the AIM-9 Sidewinder series of missile, with a comparable length (2.86m), centre-of-gravity, and mass (87 kg).

Characteristics
Function: short range air-to-air missile
Launch Angle: all aspects, with 360 degree acquisition capability
Dimensions: length: 2.86m; diameter: 0.14m (core); wingspan: 0.45m (deployed)
Mass: 87 kg; warhead: 10 kg RF-proximity or impact fuzed
Range: air launched: 50km
Guidance: initial inertial navigation guidance, 256 x 256 pixel imaging cassegrain focal plane array (FPA) infra-red seeker with 90-degree off-boresight targetting, target capable of being updated in-flight by datalink
Propulsion: dual thrust solid rocket with thrust vector control (TVC) and tail control
Ceiling: surface or submarine launched version: 10km+
Speed: 3.5-4 Mach
Cost: $250,000
[N.B.: air launched range is dependent on a number of factors including closing rate, angle of intercept, etc. For tail intercepts, range must be reduced accordingly.]

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GWS.66 Lark AAM
Lightweight air-to-air missile for light drones, helicopters and other vehicles, the Lark can be fitted to many types of aircraft to provide rapid short range responses to incoming threats.

Characteristics
Function: very short range air-to-air missile
Launch Angle: all aspects, with 360 degree acquisition capability
Dimensions: length: 1.8m; diameter: 9.2cm (core); wingspan: 21cm (deployed)
Mass: 21 kg; warhead: 4 kg laser-proximity or impact fuzed
Range: maximum range: 12km; effective range (helicopter-sized targets): 5.5km; minimum range: 180m
Guidance: initial inertial navigation guidance, 128 x 128 pixel imaging cassegrain focal plane array (FPA) infra-red seeker with 90-degree off-boresight targetting, target capable of being updated in-flight by datalink
Propulsion: dual thrust solid rocket with thrust vector control (TVC) and tail control
Ceiling: surface or submarine launched version: 4km+
Speed: 2.5 Mach
Cost: $80,000

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GWS.74A Kestrel BVRAAM
The Kestrel is the latest standard air-to-air weapon used by the RINN and the RINAF for medium range air combat. The GWS.74 is an innovative design that uses a turbo-ramjet to maintain superb agility and control throughout its flight envelope.

The Kestrel can guide onto enemy aircraft using its dual mode radar seeker allowing it to home in on either friendly radars from other aircraft, such as that of an airborne early warning aircraft or from ship or ground control intercept stations, or even from the target's radar signals. A LADAR sensor combined with the missile's small AOSAM allows the Kestrel to select either to explode within the target's proximity (if the signals aren't strong enough and it is near the end of its flight profile) or on impact. A datalink aerial ensures the safety of this system by minimising the risk of own-goals through sensor correlation.

All in all, the Kestrel is a superb performer in the modern air combat environment.

Characteristics
Dimensions: length: 3.67m; diameter (core): 17.8cm
Mass: 157 kg
Range: 65 nm (120 km+)
Guidance: (initial) INS, cassegrain active/passive radar seeker with 90-degree off boresight targetting, capable of being updated in-flight by datalink, short-range LADAR
Manoeuvrability: >50g
Flight control: turbo-ramjet with thrust vectoring, tail control fins, and reaction control thrust vents for rapid manoeuvres.
Speed: 4.65 Mach (maximum; variable)
Cost: $325,000

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GWS.75A Goshawk LRAAM
Standard long-range air-to-air missile of the RINAF and the RINN, this missile is capable of homing in on the transmissions of either the launching aircraft or other friendlies; its own active radar, or; the transmissions of the targetted aircraft. Using a datalink, the Goshawk can be fired using information gleaned from surface or airborne early warning radar stations without requiring the interceptor aircraft to use their own radars.

Don't let the Goshawk's size fool you; this beastie has similar manoeuvrability to the Kestrel.

Characteristics
Dimensions: length: 4 m; diameter (core): 32.7 cm; finspan: 77.24 cm
Mass: 405 kg; warhead: 54 kg
Guidance: (initial-midcourse): laser INS, datalink, or semi-active radar guidance; (terminal): dual-mode radar, short-range LADAR
Maximum range: 140 nm+ (260 km+)
Speed (maximum): Mach 4.25+
Maneuvrability: >50 G
Flight control: Dual thrust solid rocket with thrust vectoring, aft control fins, and "PIF-PAF" rapid reaction control thrusters for rapid maneuvres.
Cost: $525,000

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Air-to-surface (General)

GWS.47A Robin SDB
Image: Fig. 1 (http://www.globalsecurity.org/military/systems/munitions/images/smalbomb.jpg)
The GWS.47A Robin is a small diameter bomb designed to penetrate deep targets with precision, power, and the absolute minimum weight. Measuring only 1.83 metres in length and 15.24 centimetres in diameter, this 115 kg device can crack through two metres of reinforced concrete with its armour piercing steel casing, something which required 908 kg bombs previously.

Using its anti-jam GPS targetting system, the Robin can correct its attack autonomously once dropped. The Robin may be dropped as far away as 24 km from the target with a minute circular error probable (CEP; i.e. potential miss radius) of three metres, or twenty-six metres CEP if only the small three-axis laser INS is operable.

Characteristics
Dimensions: length: 1.83 m; diameter: 15.24 cm
Mass: 115 kg
Warhead: 22.7 kg in armour-piercing steel casing
Range: (maximum launch range, altitude dependent) 25 km
Guidance: Differential GPS/INS, autonomous, all-weather
Price: $30,000

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GWS.48A Starling LAAM
Images: Fig. 1 (http://www.missilesandfirecontrol.com/our_products/strikeweapons/LOCAAS/images/pic-product-locaas.jpg), fig. 2 (http://www.missilesandfirecontrol.com/our_products/strikeweapons/LOCAAS/images/pic02-locaas_sml.jpg), fig. 3 (http://www.globalsecurity.org/military/systems/munitions/images/locaas3.jpg)
The GWS.48 Starling is a miniature smart missile that uses laser detection and ranging (LADAR) with improved low visibility performance along with an anti-jam GPS and small laser INS to search an area for targets of opportunity. Its autonomous target recognition (ATR) software will then prosecute the target and select the best warhead mode for the target. Like many advanced AI weapons, this weapon's effectiveness is greatly improved when working as a flock.

Characteristics
Dimensions: length: 91.4 cm; width (pre-launch configuration): 25.4 cm; height (pre-launch configuration): 20.32 cm; wingspan (extended): 1.016 m
Mass: 45.36-50 kg
Warhead: 20kg; multi-mode: stretching rod for armour penetration, aerostable slug for increased stand-off capability, and fragmentation for soft target kill.
Guidance: GPS/INS (midcourse guidance and all-weather direct attack); LADAR (search and attack)
Propulsion: 135 N thrust turbojet
Range: 150 km+ (approximately 30-minute endurance)
Search zone: (single munition assault): maximum (at 50 km search radius): 84.5 km^2; minimum (at 150 km range): 38 km^2
(four munition combined assault): long range (at 115 km search radius): 100 km^2; minimum (at 150 km range): 47.5 km^2
Ceiling: 15 km; search altitude: 230 m
Speed: 375 km/h+
Price: $30,000 per unit

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GWS.58A Hurricane ASM
The GWS.58A Hurricane was developed by Lyme and Martens Industries for service on the Port-class cruise missile submarines as a very long-range anti-ship/surface attack missile.

The GWS.58A consists of three stages: the booster stage; the scramjet stage, and; the terminal stage powered by a turbo-ramjet. On a standard attack mission, the booster stage lifts the Hurricane to an altitude and speed at which the scramjet can engage. Once the scramjet stage exhausts its fuel, the missile glides to attack height and speed before igniting the turbo-ramjet. The Hurricane then proceeds towards its target.

The Hurricane is equipped with a version of the Pelican's AOSAM modified for hypersonic flight. The AOSAM permits the Hurricane to select the best course towards the target while minimising the missile’s presence to enemy systems. The Hurricane can engage in direct hypersonic strikes against targets (up to 400 km) or may engage in more subtle, stealthy approaches using the terminal stage’s turbo-ramjet. The terminal stage possesses all of the superb counter-measures of the successful Pelican missile and is almost as manoeuvrable.

Like the GWS.52 Pelican, the GWS.58 can operate either individually or in flocks. Targeting information can be continuously updated both among other missiles in the flock or by satellite or ship through secure channels.

The terminal stage of the GWS.58 uses a LPI radar to guide the Hurricane towards its target, although it may be guided by GPS as well. Purely hypersonic attacks are often conducted purely under GPS guidance.

The Vulcan B.1 may carry 2 GWS.58A internally.

Characteristics
Function: hypersonic/supersonic cruise multi-purpose surface attack missile
Launch Angle: vertical to fifteen degrees from the horizontal, with 360 degree initial acquisition capability
Dimensions: length (surface launched version): 8.92m; diameter: 0.8m (in launch capsule), 1.02m (fins deployed); wingspan: 2.34m (deployed)
Mass: surface launched version: (launch weight) 5,600 kg (5.6t), (in launch canister) 6,800 kg (6.8t); warhead: 500 kg BROACH APHE
Range (anti-ship, land attack): surface, or submarine launched, lo-hi-lo profile: 800km, 1,200 km (650 nm max.: 200 km to altitude, 300 km scramjet phase, 300 km attack phase anti-ship; max. range only for land attack)
Propulsion: solid propellant booster, scramjet second stage, turbo-ramjet terminal stage
Ceiling: 90 km; attack altitude 10-5 m and lower (depending on sea states)
Speed: 6-7 Mach (initial), 6 Mach (scramjet), 1.65 Mach (supercruise), 3.5 Mach (terminal)
Cost: $1.25 million

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Anti-radar

GWS.50 Pigeon ARM-ASM
Image: Fig. 1 (http://www.lockheedmartin.com/data/assets/4552.jpg), fig. 2 (http://www.astronautix.com/graphics/t/tacitrai.jpg)
The Pigeon is a small, lightweight UAV designed primarily for single-use search-and-destroy missions.

The Pigeon possesses lightweight electro-optical sensors (light-intensification and infra-red) and an advanced passive radar/signals receiver and initial processor (radar warning (RW) and direction-finding (DF)) to identify its prey. An identification friend or foe (IFF) aerial runs along the belly of the drone to avoid attacking friendlies, while the secure Link 17G data link ensures that a human can be kept in the loop just in case.

Should no enemy signals be detected within the pre-programmed zone of attack or interest, the Pigeon can loiter. The area of interest can be altered in flight either by a control station or by the drone itself if it should pick up enemy signals within its range. (The Pigeon can estimate the fuel required to reach a target using a mote.)

Characteristics
Functions: real-time reconnaissance and attack aerial vehicle
Dimensions: length: 2.31m (2.58m with VLS booster); diameter: 0.275m (housed); wingspan: 0.82m (deployed)
Mass: 188 kg (total), 20 kg warhead
Propulsion: turbofan
Range: maximum (no return): 465 km (470 km VLS); combat (full speed, no return): 120 km+
Ceiling: 15 km
Speed: maximum: 0.65 Mach; loiter: 0.25-0.4 Mach
Price: $350,000

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GWS.73A Ptarmigan ARM

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Anti-ship

GWS.52.2 Pelican AShM
Image: Fig. 1 (http://homepage.eircom.net/~steven/images/noranti.jpg)
The GWS.52 Pelican was developed by Lyme and Martens Industries to replace the GWS.39.3 Jewel (Yakhont-3) in domestic service.

The Pelican, like the Pigeon, is really a one-way drone with many advanced features allowing it to evade most missile defences as it approaches its targets. Like its siblings the Rook and the Tern, the Pelican possesses an effective autonomous operation situational awareness module (AOSAM) permitting the missile to alter its flight characteristics and use its minute radar cross-section and small infra-red signature as well as active jamming (ECM) to counter enemy threats as well as to respond to countermeasures (ECCM), thus giving the Pelican a greater probability of successful strikes.

Like the GWS.39.3, the GWS.52 can work individually but is even deadlier in flocks. With its Link 17.2G secure data link, the lead Pelican operating at altitude can communicate with the other missiles in the flock to assign and prosecute targets ensuring a wider range of strikes against enemy ships. With this data link connection, the Pelican can receive targetting information from dedicated reconnaissance satellites, aerial vehicles providing over-the-horizon guidance, or from the firing vehicle. With this information, the GWS.52 can prosecute an enemy from various angles, regulating its thrust to ensure either a staggered or unique arrival time in the target zone. Furthermore, the data link permits attacks to be performed in conjunction with other combat drones, such as the Puffin or the Rook, to minimise probability of intercept. For instance, the Puffin or Rook can use its search radar to illuminate the enemy fleet allowing the entire flock of Pelicans to remain below the enemy radar. Also, Pelicans and Pigeons can engage in a combined assault against a hostile fleet: the Pigeons eliminate the enemy's air defences while the Pelicans advance towards their targets.

Adding to the small EM signature of the Pelican is its ability to use either its small low-probability of intercept (LPI) radar or imaging infra-red sensors to home in on a specific target without revealing its presence.

When air launched from high altitude (10-15 km), the Pelican may initially proceed to target at 10-12 km altitude until its radar warning receivers begin detecting hostile emissions. The Pelican then descends to between 20 m and 5 m, or lower if sea states permit, and accelerates towards its targets. From about 50 km away, one missile (if in a flock) ascends to acquire targets and transmits this data to the other missiles as it descends. This hi-lo profile and the Pelican's supercruise turbo-ramjet engine allows a maximum range of 560 km. When either air launched from low altitude, or surface or submarine launched, the Pelican may opt for a lo-hi-lo attack profile, allowing attacks from as far away as 325 km. The Pelican may also perform a direct lo-lo assault. Using supercruise, the GWS.52 can prosecute targets from over 240 km distant, while operating at full speed (Mach 3+) the Pelican can travel up to 175 km to its prey.

All in all, the GWS.52 offers a great advance in the field of modern naval superiority.

Characteristics
Function: supersonic cruise anti-ship missile
Launch Angle: vertical to fifteen degrees from the horizontal, with 360 degree initial acquisition capability
Dimensions: length: 7.82m; diameter: 0.65m (in launch capsule), 0.75m (fins deployed); wingspan: 1.96m (deployed)
Mass: air launched version: 2,500kg (2.5t); warhead: 300 kg APHE
Range (dependent on launch and attack profile): air launched, hi-lo attack: 570 km (max.); air, surface, or submarine launched, lo-hi-lo profile: 325 km (max.); surface or submarine launched, supercruise with full speed terminal (50+ km), lo-lo profile: 275 km (max.); surface or submarine launched, full speed, lo-lo profile: 180 km (max.)
Propulsion: turbo-ramjet
Ceiling: 15 km; attack altitude 10-5 m and lower (depending on sea states)
Speed: 1.65 Mach (supercruise); 3.22+ Mach (terminal)
Cost: $1.225 million

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GWS.70A Petrel AShM
GWS.70A is the air launched version, GWS.70M is the surface launched version. The Petrel replaces the Penguin on small surface combatants and helicopters.

Characteristics
Function: supersonic anti-ship missile
Launch Angle: fifteen degrees from the horizontal, with 360 degree initial acquisition capability
Dimensions: length (surface launched version): 3.2m; diameter: 0.28m (in launch capsule), 0.84m (fins deployed)
Mass: 305kg; warhead: 115kg BROACH APHE
Range: air launched: 35nm
Guidance: INS, GPS, cassegrain active/passive radar seeker with 90-degree off boresight targetting, capable of being updated in-flight by datalink
Propulsion: turbojet
Ceiling: 15 km; attack altitude 10-5 m and lower (depending on sea states)
Speed: 1.2 Mach
Cost: $750,000

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GWS.71A Fulmar AShM
The GWS.71 Fulmar is the Sea Skua's replacement for surface ships, helicopters, and drones. It is a small, short range anti-ship missile designed to counter patrol ships and other light vessels.

Characteristics
Function: air launched trans-sonic anti-ship missile
Launch Angle: vertical to fifteen degrees from the horizontal, with 360 degree initial acquisition capability
Dimensions: length (surface launched version): 2.5m; diameter: 0.22m (in launch capsule), 0.77m (fins deployed)
Mass: (launch weight) 150kg, (in launch canister) 400kg; warhead: 80kg HE and fragmentation
Range: air launched: 26km
Guidance: INS, GPS, cassegrain active/passive radar seeker with 90-degree off boresight targetting, capable of being updated in-flight by datalink
Propulsion: low bypass ratio turbofan
Ceiling: 15km; attack altitude 10-5 m and lower (depending on sea states)
Speed: 0.95 Mach (maximum)
Cost: $450,000

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GWS.72A Heron AShM
The Heron is a Harpoon missile replacement for aircraft, submarines, and surface ships. Faster, more resistant to countermeasures, and with a longer range, the Heron will make your enemies think twice about blockading your shores.

Characteristics
Function: two-stage supersonic cruise anti-ship missile
Launch Angle: vertical to fifteen degrees from the horizontal, with 360 degree initial acquisition capability, 90 degree focal plane
Dimensions: length (surface launched version): 4.77m; (missile): 4m; diameter: 0.34m (in launch capsule), 0.92m (fins deployed)
Mass: 550kg; warhead: 227kg BROACH APHE
Range: 160 km (maximum)
Guidance: laser INS, GPS, cassegrain active/passive radar seeker with 90-degree off boresight targetting, capable of being updated in-flight by datalink
Propulsion: low bypass ratio turbofan
Ceiling: 20 km; attack altitude 10-5 m and lower (depending on sea states)
Speed: 1.05 Mach (supercruise), 1.5 Mach (terminal)
Cost: $1.2 million

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Anti-submarine

GWS.63 Barracuda LWT
An advanced lightweight torpedo intended to replace the MU90 torpedo in RINN service, this design operates in a wide variety of environments and its onboard targetting computer is able to process up to ten-to-twelve targets, including stationary ones. The Barracuda is a highly manoeuvrable torpedo with an electronically controlled motor that provides quick response to changing targetting solutions. The active/passive sonar seeker is extremely capable of tracking targets over a wide search field and at great distances (over 2.5km).

Given its superlative sonar, rapid speed, and incredible manoeuvrability, the Barracuda is able to perform hard kills on enemy torpedoes with a very high probability of intercept.

Characteristics
Function: lightweight general-purpose torpedo
Dimensions: length (surface-launched version): 2.87m; diameter: 324mm
Mass: air-dropped version: 325 kg; warhead: 50 kg shape-charged directional APHE
Range: 12 km (maximum speed) to 25 km+ (minimum speed)
Propulsion: Aluminium-silver oxide battery closed-cycle variable speed motor driving a pump-jet propulsor
Guidance: active/passive sonar, possibility of wire guidance and limited AOSAM
Fuzing: hydrostatic proximity or impact
Depth: minimum navigation depth: 3m; minimum standard operating depth: 20m; maximum operating depth: 1,000m+
Speed: 29 kts. to 52.5 kts. (maximum)
Cost: $2.25 million

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GWS.64 Mako HWT
The Mako is the latest design from Lyme and Martens Industries. Intended to replace the excellent Spearfish heavyweight torpedo, the Mako offers superlative under-ice, deep sea, and shallow water performance. Capable of being wire-guided or of operating autonomously using an updated version of the AOSAM developed for the original version of the Squid DSM.1 and guiding itself to the target with its active/passive sonar array, the Mako is capable of differentiating up to ten-to-twelve targets, including stationary ones, and prosecuting them for one-shot kills.

Characteristics
Function: heavyweight general-purpose torpedo
Dimensions: length: 6.05m; diameter: 533mm
Mass: 1737.42 kg; warhead: 305.6 kg shape-charged directional APHE
Range: ~30 km (68 kts.), 54 km (50 kts.)
Propulsion: hydrogen ammonium perchlorate and Otto II (HAP-Otto) fueled open-cycle gas turbine driving a pump-jet propulsor
Guidance: wire, active/passive sonar, AOSAM
Fuzing: hydrostatic proximity or impact
Depth: minimum standard operating depth: >25m; maximum operating depth: 1,500m
Speed: 70 kts. maximum
Cost: $2.5 million

DAS-6 Scimitar air superiority fighter

The primary air superiority fighter and interceptor within the RINAF. The Scimitar is a very stealthy design with exceptional internal load carrying capacity as well as six wing hardpoints for a variety of stores. Two conformal fuel/sensor tanks may be fitted above the wing roots to further bolster the Scimitar's already superb performance.

The ATG-11 engines enable the Scimitar to cruise at supersonic speeds. Thrust vectoring nozzles permit the aircraft to perform startling manoeuvres certain to make your opponents' eyes water.

Characteristics
Crew: 1
Variants:
Land-based: DAS-6A (F.1) - $84 million
Maritime: DAS-6M (F.2) - $87 million
Wings: span: 14.5m (DAS-6M: folds to 11m); area: 84.02m2
Fuselage: length: 20.24m; height: 5.08m
Powerplant: 2 x Isselmere Motor Works ATG-11F3 augmented turbofans with three-dimensional thrust vectoring nozzles (156 kN max. (35,117 lb st) max. a/b, 104 kN max. dry (23,411 lb st) each)
Mass:
DAS-6A: Empty: 16,234 kg (35,790 lb); Clean take-off: 27,211.12 kg (59,990.25 lb); Maximum take-off: 38,500 kg (84,878 lb)
DAS-6M: Empty: 16,869 kg (37,190 lb); Clean take-off: 27,846.12 kg (61,390.19 lb); Maximum take-off: 38,500 kg (84,878 lb)
Performance: Operational maximum velocity at altitude Mach 2.63, cruise velocity: Mach 1.65; (clean, sea level): Mach 1.32; Range (maximum internal fuel): 4100 km
Service ceiling: 21 km (68,898 ft)
Internal weapons: 30mm cannon (250 rds), ventral bay (1,750 kg max., for two GWS.75A Goshawk LRAAM and two GWS.74A Kestrel BVRAAM, or six GWS.74A Kestrel BVRAAM, or two 500 kg LGB and two GWS.74A Kestrel BVRAAM), 2 missile bays (225 kg each, for two GWS.65A Kite each)
Hardpoints/Stations: centreline (250 kg), 2 over-wing-root stations for conformal fuel/sensor pods (1500 kg), 4 inner wing hardpoints (2500 kg), 2 outer wing hardpoints (275 kg).
Payload (with max. internal fuel)
DAS-6A: 10500 kg (23,148.54 lb)
DAS-6M: 10000 kg (22,046.23 lb)
Fuel fraction:
Capacity (both): Internal; 13200 litres, 3487.45 US gal., 2903.65 Imp. gal. (10282.23 kg of JP5)
DAS-6A: 0.38
DAS-6M: 0.37
Thrust loading
DAS-6A: Reheat: 1.169 (clean) – 0.826 (max. load); military: 0.779 (clean) – 0.551 (max. load)
DAS-6M: Reheat: 1.143 (clean) – 0.826 (max. load); military: 0.762 (clean) – 0.551 (max. load)
Wing loading:
DAS-6A: Clean take-off: 323.87 kg/m2; maximum take-off: 458.22 kg/m2
DAS-6M: Clean take-off: 331.42 kg/m2; maximum take-off: 458.22 kg/m2
Electronics suite
Computers: tba
Computer systems: AEI.8 operating system
Displays: tba
Radars: tba
Optronics: tba
Navigation: tba
Communications: CSZ.17Ab multifunction information distribution system (MIDS); AUZ.223 satellite communications system; ASP.259 secure drone control datalink; AWZ.291 HF aerial; AWZ.292 VHF antenna; AWQ.293 ADF aerial; AWZ.301 UHF aerials (2); AWZ.302 L-band aerial; AWZ.303 S-band aerials (2)
Electronic countermeasures/Electronic support measures:
Assessment: AUX.254 combined interrogator transponder (CIT); AMX.255 Glower target recognition system (TRS)
Warning: ALR.217 Sif RWR; ALR.218 LWR; AAR.219 missile plume detectors; ALR.227 launch warning indicators
Countermeasures: ALE.209 countermeasures ejectors (6 x 30-cell); ALQ.212 Cuckoo towed deception jammers (2 x 3-cell); ALQ.228 self-protection jammer; ALI.261 integrated countermeasures system (ICMS)

DAS-2R Banshee air defence suppression variant
The DAS-2R Banshee began as a follow-up private venture of the successful DAS-2 multirole fighter.

General Information
Crew: 2, pilot and electronic warfare operator (EWO)
Versions
Land-based: DAS-2BR – $74 million
Maritime: DAS-2NR – $75 million
Dimensions
Wings: span: 13.32m; folded width: 10m; area: 56.02m^2
Fuselage: length: 20.85m; height: 5.02m
Weights (provisional): empty: 15,336 kg; clean take-off: 23,086 kg; maximum take-off: 33,582 kg
Thrust-to-weight ratios
Military: clean: 0.795; maximum: 0.546
Reheat: clean: 1.236; maximum: 0.85
Electronics Suite
Computer systems
Flight control: AEP.13 flight control modules (3); AEQ.15 engine control and monitoring modules (4)
Systems management: AEQ.11 environmental awareness module; AEL.12 fuel and stores management modules (3); AEL.14 ground crew accessible module; AEQ.241 threat management system
Operating system: AEI.8
Displays
Sighting systems: AVQ.61 head-up display (EWO); AVQ.63 head-up display (pilot); AVQ.71 helmet-mounted sighting system
Multifunction displays: AVQ.66 (3 each); AVQ.67 (EWO)
Single function displays: AVL.12 damage control; AVL.14 sensor management (EWO); AVQ.62 hybrid navigation system; AVQ.64 fuel and engine; AVQ.65 horizontal situation display (communications and sighting systems management)
Sensors
Radars: ARU.236 (active electronically scanned array; forward); ARQ.282 Fusilier (4 millimetric search arrays; forward chine (2), tail (2)); ARQ.283 (passive electronically scanned array; rear)
Optronics: AAS.233 (forward, infra-red search-and-track device); APQ.240 (AJQ.229 laser designator/range-finder, AVS.230 charge-coupled device); AAS.243 (infra-red; tail)
Navigation
Management: AEN.254 terrain profiling and matching (TERPROM) system
General: AMN.252 hybrid navigation system (AJN.249 laser ring gyro inertial navigation system; AUN.250 global positioning satellite system); ARN.206 millimetric Doppler altimeter
Ground control: AWN.225 tactical air navigation (TACAN); AWN.253 instrument landing system (ILS)
Autopilot: ASP.262 autopilot; APN.263 microwave landing system
Communications
Datalinks: CSZ.17Ab (ASZ.18) multifunction information distribution system; ASP.259 uninhabited aerial vehicle control
Satellite: AUZ.223
Wireless: AWZ.291 high frequency; AWZ.292 very high frequency; AWQ.293 automated distress frequency; AWZ.301 ultra high frequency (2 aerials); AWZ.302 L-band; AWZ.303 S-band (2 aerials)
Electronic countermeasures/Electronic support measures
Threat management: AUX.254 combined interrogator transponder; AMX.255 target recognition system; ALI.262 integrated countermeasures system
Detection receivers: ALR.218 laser warning receiver system; ARR.221 radar warning receiver system; ALR.250 signals direction-finder receiver system (tail fins)
Jammers: ALQ.230 jammer; ALQ.231 communications jammer
Missile approach warning system: ALR.248 launch warning indicator system; AAR.249 infra-red missile plume detector system
Expendable Countermeasures
Ejectors: ALE.209 (6; 32-cell); ALE.211 (2, wing-fold; 24-cell)
Towed radar decoys: ALQ.212 Cuckoo (4, wingtip pods (2), outermost wing pylons (2))

Wingtip pods
ALQ.212 Cuckoo towed radar decoy
ARR.221 radar warning receiver aerial
ALR.248 launch warning indicator aerials
AAR.249 missile plume detector aerials
Outermost wing pylons
ALQ.212 Cuckoo towed radar decoy
AVQ.287 charge-coupled device battle damage assessment cameras (pointing fore and aft)
Wing folds
ALE.211 24-cell countermeasure ejector
AJR.218 LWR
ALQ.230 deception jammer aerial
Chine leading edges
ARQ.282 Fusilier millimetric missile detection radar
Tail pylons
ARQ.282 Fusilier millimetric missile detection radar
Tail fins
ARR.221 radar warning receiver aerials
ALR.250 signals intelligence receivers
Nose
ARU.236 active electronically scanned array (modified ARG.231 optimised for passive detection and homing)
ARR.221 radar warning receiver aerials
Tail
ARQ.283 passive electronically scanned array
AAS.243 infra-red aerial

DAS-2E Wraith electronic warfare variant
The DAS-2E Wraith began as a follow-up private venture of the successful DAS-2 multirole fighter. The ALQ.232 broad spectrum, multi-function radio frequency jammer, effective against both radar and communications networks, replaces both the ALQ.230 of the Banshee as well as the ACA.41 cannon of the Spectre. The missile approach warning system (MAWS) is not as refined as that in the Banshee, but it is the same as the Spectre. The radar homing and warning receiver system, however, is unchanged from the Banshee, as is the ALR.250 signals receiver and classification system, both of which are augmented by the ALQ.232.

The capabilities of the DAS-2E are enhanced further by ALQ.222 Finch ECM pods, which serve to indicate enemy emitters and permit the Wraith to perform either a soft-kill (the blanketing of enemy air defence installations by electronic noise or repeating) or a hard-kill with anti-radar weaponry, as well as ALQ.220 Flamingo autonomous decoys. The ALQ.220 is a deception decoy that uses a radar amplifier to enlarge its radar cross-section, mimicking the launching aircraft. Up to four ALQ.220 may be controlled semi-autonomously by the electronic warfare officer through the ASP.259 uninhabited aerial vehicle control datalink or one may be controlled directly.

The Wraith has been cleared to fire several anti-radar weapons, from the obsolete AGM-45 Shrike and AGM-78 Standard ARM as well as the modern AGM-88 HARM (including the IV and PNU models), BGT’s Armiger, and MBDA’s ALARM. Needless to say, the Wraith has been cleared to fire the entire selection of Lyme and Marten’s air-to-air and air launched anti-radar weapons, and it can be readily configured to operate with most nations’ weapons systems.

General Information
Crew: 2, pilot and electronic warfare operator (EWO)
Versions
Land-based: DAS-2BE – $74 million
Maritime: DAS-2NE – $75 million
Dimensions
Wings: span: 13.8 m; folded width: 10 m; area: 60.23m^2
Fuselage: length: 20.85 m; height: 5.02 m
Weights (provisional): empty: 15,308 kg (33,748 lbs); clean take-off: 23,288 kg (51,341 lbs); maximum take-off: 33,582 kg (74,036 lbs)
Thrust-to-weight ratios
Military: clean: 0.79; maximum: 0.546
Reheat: clean: 1.229; maximum: 0.85
Wing loadings: clean: 386.65 kg/m^2; maximum: 557.56 kg/m^2
Electronics Suite
Computer systems
Flight control: AEP.13 flight control modules (4); AEQ.15 engine control and monitoring modules (4)
Systems management: AEQ.11 environmental awareness module; AEL.12 fuel and stores management modules (3); AEL.14 ground crew accessible module; AEQ.241 threat management system
Operating system: AEI.8
Displays
Sighting systems: AVQ.61 head-up display (EWO); AVQ.63 head-up display (pilot); AVQ.71 helmet-mounted sighting system
Multifunction displays: AVQ.66 (3 each); AVQ.67 (EWO)
Single function displays: AVL.12 damage control; AVL.21 sensor management (EWO); AVQ.58 threat management display (pilot); AVQ.58 threat management display (EWO); AVQ.62 hybrid navigation system; AVQ.64 fuel and engine; AVQ.65 horizontal situation display (communications and sighting systems management); AVQ.72 signals reception display (EWO)
Sensors
Radars: ARU.236 (active electronically scanned array; forward); ARQ.283 (passive electronically scanned array; rear)
Optronics: AAS.233 (forward, infra-red search-and-track device); APQ.240 (AJQ.229 laser designator/range-finder, AVS.230 charge-coupled device); AAS.243 (infra-red; tail)
Navigation
Management: AEN.254 terrain profiling and matching (TERPROM) system
General: AMN.252 hybrid navigation system (AJN.249 laser ring gyro inertial navigation system; AUN.250 global positioning satellite system); ARN.206 millimetric Doppler altimeter
Ground control: AWN.225 tactical air navigation (TACAN); AWN.253 instrument landing system (ILS)
Autopilot: ASP.262 autopilot; APN.263 microwave landing system
Communications
Datalinks: CSZ.17Ab (ASZ.18) multifunction information distribution system; ASP.259 uninhabited aerial vehicle control
Satellite: AUZ.223
Wireless: AWZ.291 high frequency; AWZ.292 very high frequency; AWQ.293 automated distress frequency; AWZ.301 ultra high frequency (2 aerials); AWZ.302 L-band; AWZ.303 S-band (2 aerials)
Electronic countermeasures/Electronic support measures
Threat management: AUX.254 combined interrogator transponder; AMX.255 target recognition system; ALI.262 integrated countermeasures system
Detection receivers: ALR.218 laser warning receiver system; ARR.221 radar warning receiver system; ALR.250 signals direction-finder receiver system (tail fins)
Jammers: ALQ.230 multi-purpose radio frequency (radar; noise, repeater, cancellation) jammer; ALQ.232 broad spectrum radio frequency jammer (communications and radar; noise and cancellation)
Missile approach warning system: ALR.248 launch warning indicator system; AAR.219 infra-red missile plume detector system
Expendable Countermeasures
Ejectors: ALE.209 (6; 32-cell); ALE.211 (2, wing-fold; 24-cell)
Towed radar decoys: ALE.212 Cuckoo (4 ejectors with 12 fibre-optic-controlled decoys, wingtip pods (2 x 3-cell), outermost wing pylons (2 x 3-cell))
Autonomous decoys: ALQ.222 Flamingo (up to four may be controlled by the EWO)

Wingtip pods
ALQ.212 Cuckoo towed radar decoy
ARR.221 radar warning receiver aerial
ALQ.232 radio frequency receiver aerials (low-to-high band)
Outermost wing pylons
ALQ.212 Cuckoo towed radar decoy
AVQ.287 charge-coupled device battle damage assessment cameras (pointing fore and aft)
Wing folds
ALE.211 24-cell countermeasure ejector
AJR.218 LWR
ALQ.250 signals receiver aerial
Chine leading edges
ALQ.232 receiver aerials
ALQ.232 transmitter aerial
Tail pylons
ALQ.232 transmitter aerial
Tail fins
ARR.221 radar warning receiver aerials
ALR.250 signals intelligence receivers
Nose
ARU.236 active electronically scanned array (modified ARG.231 optimised for passive detection and homing)
ARR.221 radar warning receiver aerials
Tail
ARQ.283 passive electronically scanned array
AAS.243 infra-red aerial

Naval Air Groups
Europa-class BBCN
Aircraft
Fleet Air Arm
12 Spectre FA.1
12 Spectre FA.2
8 Banshee ADS.1
4 Wraith EF.1
4 Swordfish S.1
4 Heimdall AEW.1
4 Gannet C.1
16 Cormorant HM.1
Marine Air Service
36 Sea Fury FA.1
48 Cormorant HC.3
36 Sparrow HA.1
Weapons
Anti-air
1152 × GWS.75A Goshawk LRAAM, 3520 × GWS.74A Kestrel BVRAAM, 4416 × GWS.65Aa Kite-IR, 4416 × GWS.65Ab Kite-RF, 3200 × GWS.66A Lark, 768 × GWS.84A Peregrine
Anti-armour
13,312 × GWS.80A Ostrich, 4608 × GWS.78A Roc
Anti-radar
1984 × MBDA GWS.46A ALARM, 3456 × GWS.50A Pigeon, 1472 × GWS.73A Ptarmigan,
Anti-ship
480 × GWS.83Aa Archer-AS, 512 × GWS.71A Fulmar, 2432 x GWS.72A Heron, 192 × GWS.52A Pelican, 512 × GWS.70A Petrel
Anti-submarine
512 × GWS.63A Barracuda, 1024 × UBU.87 depth bombs
Surface attack
480 × GWS.83Ab Archer-LA, 1728 × GWS.44Aa 227kg bomb GPS guidance unit (BGU), 864 × GWS.44Ab 454kg GPS BGU, 216 × GWS.44Ac 907kg GPS BGU, 864 × AGM-154B JSOW, 216 × AGM-154C JSOW, 3264 × AGM-65F Maverick, 6528 × GWS.47A Robin, 6528 × GWS.48A Starling, 3456 × CBU.65 cluster bomb unit, 6912 × 227 kg bomb (ABU.49), 3456 × 454kg bomb (ABU.50), 864 × 907kg bomb (ABU.52)
Gun magazines
432 × 30mm ACA.41 autocannon magazines, 704 × 7.62mm MG magazines
Sonobuoys
256 × AQC.99 1-way acoustic underwater signaller, 512 × AQR.211 DIFAR (passive), 512 × AQR.214 VLAD (passive), 256 × AQS.210 active, 512 × AQS.213 DICASS (active), 256 × AQS.215 deep-depth DICASS (active), 128 × ASQ.118 carrier buoy (for 2 AQC.99 signallers), 512 × ASQ.119 bathythermographic buoys
Countermeasures
2208 × ALE.212 Cuckoo towed decoys, 150 × ALQ.222 Finch ECM pod, 1216 × ADQ.220 Flamingo decoy, 45696 × chaff canisters, 45696 × flares
Fuel tanks
? × 300-litre, 576 × 600-litre, 288 × 1500-litre, 576 × 2000-litre, 576 × 2500 litre, 576 × conformal 1500-litre, 21 × buddy-buddy system (BBS; 1900kg)

To: Lewis Felsham - Director-General
From: Grand Admiral Jim, Commander in Chief, Jimnam
Subject: New Year Order

Sir

The Jimnam Grand Navy requires the following aircraft to join the ranks of our navy.

1000x Sea Fury FA.1 $45bn
1000x Sea Spectre FA.1 $54bn
1000x Sea Spectre FA.2 $54bn
1000x Swordfish S.1 $60bn
1000x Sea Vampire ADS.1 $60bn
1000x Sea Wraith EW.1 $60bn
1000x Sea Fury T.1 $45bn


Grand Total of $378bn

We look forward to receiving these aircraft.

Grand Admiral Jim

To: Lewis Felsham - Director-General
From: Grand Admiral Jim, Commander in Chief, Jimnam
Subject: New Year Order

Sir

The Jimnam Grand Navy requires the following aircraft to join the ranks of our navy.

1000x Sea Fury FA.1 $45bn
1000x Sea Spectre FA.1 $54bn
1000x Sea Spectre FA.2 $54bn
1000x Swordfish S.1 $60bn
1000x Sea Vampire ADS.1 $60bn
1000x Sea Wraith EW.1 $60bn
1000x Sea Fury T.1 $45bn


Grand Total of $378bn

We look forward to receiving these aircraft.

Grand Admiral Jim
To: Grand Admiral Jim, Commander in Chief, Jimnam
From: Lewis Felsham - Director-General
Subject: Re:New Year Order

Your Illustrious and Exalted Excellency,

It will be the great honour of Detmerian Aerospace Dynamics to provide the glorious Jimnam Grand Navy with the 7,000 aircraft you have ordered. We shall place our entire production capacity at your behest. The total for this procurement comes to $311,850 million after most trusted and favoured nation discount.

We at DetAero Dynamics thank the generous support granted us by Your Illustrious and Exalted Excellency’s superb Grand Navy and we hope to provide your fleets with the finest aircraft we can produce.

Sincerely yours,

Lewis Felsham
Director-General
Detmerian Aerospace
Fennerby, Detmere, UKIN

Carrier Air Wings

Union-class CVBN
Aircraft
8 x Albatross C.1 carrier on-board delivery aircraft (1 squadron of 8)
12 x Banshee ADS.1 air defence suppression fighters (1 squadron of 12)
8 x Cormorant HC.1 medium lift helicopters (1 squadron of 8)
24 x Cormorant HM.1 anti-submarine helicopters (2 squadrons of 12)
8 x Heimdall AEW.1 airborne early warning aircraft (1 squadron of 8)
28 x Scimitar F.2 air superiority fighters (2 squadrons of 14)
56 x Spectre FA.1 multi-role fighters (4 squadrons of 14)
56 x Spectre FA.2 multi-role fighters (4 squadrons of 14)
24 x Swordfish S.1 interdiction/strike aircraft (2 squadrons of 12)
12 x Wraith EF.1 electronic warfare fighters (1 squadron of 12)
Uninhabited aerial vehicles
8 x Parrot DES.1 command and control UAV (1 squadron of 8)
24 x Thrush DFA.1 strike UCAV (2 squadrons of 12)

Chancellor-class CVBN
Aircraft
8 x Albatross C.1 carrier on-board delivery aircraft (1 detachment of 4)
12 x Banshee ADS.1 air defence suppression fighters (1 squadron of 12)
4 x Cormorant HC.1 medium lift helicopters (1 detachment of 4)
16 x Cormorant HM.1 anti-submarine helicopters (2 squadrons of 8)
6 x Heimdall AEW.1 airborne early warning aircraft (1 squadron of 6)
56 x Spectre FA.1 multi-role fighters (4 squadrons of 14)
56 x Spectre FA.2 multi-role fighters (4 squadrons of 14)
24 x Swordfish S.1 interdiction/strike aircraft (2 squadrons of 12)
12 x Wraith EF.1 electronic warfare fighters (1 squadron of 12)
Uninhabited aerial vehicles
8 x Parrot DES.1 command and control UAV (1 squadron of 8)
12 x Thrush DFA.1 strike UCAV (1 squadron of 12)

Peel-class CVBN

House-class CVBN

Royal Holly-class CVN

Royal Edmund-class CV

Court-class CVG/CVGN

Hornby-class CVL/CVLN

Walmsley-class CVL

Rapier-class CVQ

bump

bump

Scimitar air superiority fighter being readied for export.

Scimitar F.1 ready for sale [more information will be added as soon as possible]

Design of a new long range maritime patrol aircraft in progress

Design of the new Njord LRMP nearing completion. Design of the Heimdall carrierborne AEW aircraft beginning.

The nation of Necoroth would like to purchase:

-1500 Sea Scimitar F.1, Total: $90 Billion

Money will be wired upon confirmation and hope to see more selections in the near future.

To: Necoroth
From: Lewis Felsham, Director-General, Detmerian Aerospace, UKIN
Subject: Scimitar F.1 order

Your Excellency,

I regret to inform you that owing to the absence of political rights within your nation the Parliamentary Foreign Arms Sales Commission has refused to allow this procurement order at present. We at Detmerian Aerospace certainly wish to accept your procurement order, but at present are unable to accede to your request.

With our sincere and humble apology,

Lewis Felsham
Director-General
Detmerian Aerospace
Fennerby, Detmere, UKIN

Hello Dear Isselmere,

We would like to place another order.

500 x Swordfish Aircraft x 60 Million USD=30 Billion USD
300 x Vulcan Bomber x 300 Million USD=75 Billion USD

Total: 105 Billion USD

Hello Dear Isselmere,

We would like to place another order.

500 x Swordfish Aircraft x 60 Million USD=30 Billion USD
300 x Vulcan Bomber x 300 Million USD=75 Billion USD

Total: 105 Billion USD
To: Nutropinia
From: Lewis Felsham, Director-General, Detmerian Aerospace Dynamics, UKIN
Subject: Order

Your Excellency,

We at Detmerian Aerospace Dynamics are thrilled to receive this order from your glorious nation. We will be happy to provide your forces with 500 Swordfish S.1 ($30,000 million) and 300 Vulcan B.1 ($90,000 million), which after 10% bulk purchase discount will be $108,000 million.

Thank you for your interest in our products, and may these aircraft serve you well. We hope you will revisit our storefront sometime soon.

Sincerely,

Lewis Felsham
Director-General
Detmerian Aerospace Dynamics
Fennerby, Detmere, UKIN

To: Nutropinia
From: Lewis Felsham, Director-General, Detmerian Aerospace Dynamics, UKIN
Subject: Order

Your Excellency,

We at Detmerian Aerospace Dynamics are thrilled to receive this order from your glorious nation. We will be happy to provide your forces with 500 Swordfish S.1 ($30,000 million) and 300 Vulcan B.1 ($90,000 million), which after 10% bulk purchase discount will be $108,000 million.

Thank you for your interest in our products, and may these aircraft serve you well. We hope you will revisit our storefront sometime soon.

Sincerely,

Lewis Felsham
Director-General
Detmerian Aerospace Dynamics
Fennerby, Detmere, UKIN


Thank You Very Much.

Money Wired with 2 Billion Dollar Tip.

Njord LRMP

Characteristics
Crew: (MRA.1): 10, pilot, co-pilot, 8 systems operators
Wings: span: 38.22m; area: 253.63m2
Fuselage: length: 40.23m; height: 9.32m
Powerplant: 4 x Isselmere Motor Works ATG-8 (90 kN max. dry (20,252 lb st) each)
Mass: Empty: 51,685 kg (113,946 lb); Empty equipped: 55,271 kg (121,852 lb); Clean take-off: 115,148 kg (253,858 lb); Maximum take-off: 128,684 kg (283,700 lb)
Performance: Operational maximum velocity at altitude Mach 0.8, cruise velocity: Mach 0.7; Range (maximum internal fuel): 12,000 km; Service ceiling: 14,000 m (45,932 ft)
Internal weapons: ventral bay (5,000 kg overload maximum, generally 3,000 kg)
Hardpoints/Stations: 8; 4 inner wing hardpoints (1,000 kg each), 4 outer wing hardpoints (575 kg each).
Payload: maximum (max. internal fuel, take-off): 10,000 kg (22,046 lb)
Fuel fraction: 0.52 (internal) – 76,868 litres (16,909 Imp. gal, 20,309 US gal)
Thrust loading: military: 0.24 (clean) – 0.21 (max. load)
Wing loading: 454 kg/m2 clean take-off; 507 kg/m2 maximum take-off
Cost: $200 million

Heimdall airborne early warning aircraft design nearing completion.

Press Release

The Praetonian MoD has requested and received the lucrative domestic production rights (http://forums.jolt.co.uk/showpost.php?p=8039871&postcount=33) to Detmerian Aerospace's V/STOL design, the Sea Fury. The single-seat Sea Fury can fly both fighter and attack missions with equal ease, while the trainer aircraft can serve as a forward observation aircraft as well as being a capable fighter-bomber in its own right. While DetAero did not secure the full contract, which went to Sarzonia's Avalon Aerospace SZ-12 Sea Snake design, the $250,000 million licensing rights will permit the company to reinvest funds for the development of new designs.

"This contract will enable us to work on several projects currently in the design phase," Lewis Felsham, DetAero's D-G, declared. "We at Detmerian Aerospace are very grateful to the Praetonian Imperial Navy and the Imperial Naval Flying Corps for considering our design, and are fortunate to have won the subsidiary bid."

Refurbishment, spares, technician training, software and hardware upgrades, as well as other system upgrades will be part of the licensing arrangement.

This has been Sarah Plehvin for INBC 1 News.

OOC: This comes from Praetonias Purchases, if its good enough for him its good enough for me! :D

IC: With Vast Principles recent involvement in a war against TUC the MoD have decided to to look for 200 V/STOl aircraft for use on current light carriers, mainly two in production.

We therefore would like to ask Isselmere for the purchase of 150 Sea Fury FA.1, and 50 Sea Fury T.2 Aircraft.

These aircraft would be used to succed the current F-32/35s in service upon light carriers, beggining with our Home Fleets(namely one large, and two ASW Fleets).

The total cost of 9,050 Million USD shall be wire upon confirmation of Dispatch of these aircraft.

We look foward to receiving our orders,

Yours Faithfully, Vice-Admiral Hans Blox II.

OOC: This comes from Praetonias Purchases, if its good enough for him its good enough for me! :D

IC: With Vast Principles recent involvement in a war against TUC the MoD have decided to to look for 200 V/STOl aircraft for use on current light carriers, mainly two in production.

We therefore would like to ask Isselmere for the purchase of 150 Sea Fury FA.1, and 50 Sea Fury T.2 Aircraft.

These aircraft would be used to succed the current F-32/35s in service upon light carriers, beggining with our Home Fleets(namely one large, and two ASW Fleets).

The total cost of 9,050 Million USD shall be wire upon confirmation of Dispatch of these aircraft.

We look foward to receiving our orders,

Yours Faithfully, Vice-Admiral Hans Blox II.
To: Vice-Admiral Hans Blox II, Vast Principles
From: Lewis Felsham, Director-General, Detmerian Aerospace Dynamics, UKIN
Subject: Sea Fury order

Your Excellency,

Honoured Vice-Admiral, it is a great privilege to receive this order from your esteemed nation. Detmerian Aerospace will gladly construct the 150 FA.1 and 50 T.2 Sea Fury aircraft for your navy. The total cost of this procurement, after 10% bulk purchase discount, will be $8,145 million.

Thank you for your interest in our products and I hope you will revisit our storefront sometime soon.

Sincerely,

Lewis Felsham
Director-General
Detmerian Aerospace Dynamics
Fennerby, Detmere, UKIN

and bump for 1,200 posts!

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Sea Vampire ADS.1 air defence suppression aircraft and Sea Wraith EF.1 electronic warfare fighter being prepared for export
Heimdall AEW.1 carrierborne airborne early warning aircraft being prepared for export
Sparrow HA.1 attack helicopter under development
Swift HU.1 utility helicopter under development
Cormorant HC.1/HM.1/HAEW.1 multipurpose helicopter series under development
Condor HC.1 heavy lift helicopter under development

Sparrow HA.1 attack helicopter

Designed to replace the long-serving Apache Longbow helicopter, the Sparrow provides the Isselmere-Nielander Army with the latest technology to defeat enemy armour wherever it may be found.

Strength
The Sparrow offers your Army and Marines the opportunity to flex their muscle over vast ranges and with great striking power. Able to use a wide range of weapons systems such as Lyme and Martens’s Fulmar, Kite, Lark, Ostrich, Petrel, Pigeon, and Roc missiles as well as the usual AGM-114B/K/M Hellfire and AGM-71 TOW missiles, and guided and unguided rockets.

The Sparrow also has a heavy-hitting 30mm aircraft autocannon from Royal Isselmere-Nieland Ordnance (RINO) that fires 30 x 173mm high explosive-incendiary or armour piercing shells, selectable in-flight by the gunner. The gunner may also hand over control of the cannon to the pilot.

Fire Control Systems
A plethora of sensors are available to the crew, such as the “Crossbow” millimetric search and tracking radar atop the mast, the “Blue Heeler” nose-mounted optronic sensor array (OSA), and the pilot’s “Cockerel” day/night sight. Both pilot and gunner are equipped with helmet mounted display/sights (HMDS) that can be used to target either the turret mounted gun or the Sparrow’s wing mounted weapons.

The “Crossbow” is a low probability of intercept (LPI) pulse-doppler radar that is able to detect moving targets at a range of 12 km and static targets at over 9 km. It is capable of displaying, classifying, and tracking over 256 targets. The “Crossbow” may also use synthetic apertures to find “hidden” targets. Underneath the “Crossbow” are radio frequency interferometers (RFI) to detect and classify radio and radar signals that are then fed into the AEQ.266 multi-source integration (MSI) system for possible prosecution by the Sparrow.

The “Blue Heeler” OSA is capable of designating targets from up to 24 km away with its neodymium laser designator/range-finder (LDRF). Its IIR system has a focal plane of platinum silicide with incredible definition capable of 18x magnification, whilst the optical sensors (charge coupled devices (CCD)) are able to magnify targets by 132 times, day or night.

The crew stations are well-equipped with multifunction polychrome liquid crystal displays, as well as auxiliary analogue “steam gauge” dial instruments. The glass cockpit is night vision goggle compatible and has been designed with hands on collective and stick (HOCAS) as well as directed voice interface (DVI) technology in mind.

DVI may be used to alert squadron mates or connected ground units and to assign waypoints along with the HMDS.

Survivability
Forty-percent of the weight of the Sparrow comes from advanced ballistic polymers faced with ballistic ceramics (“Hauberk”, 13% stronger than steel) enabling the entire frame to sustain multiple hits from 23mm weapons. The entire aircraft is able to sustain hits from 12.7mm weapons. Additional parts of the helicopter, such as the self-sealing fuel tanks, the engines, the rotor blades (constructed entirely of high strength ballistic polymers), the ammunition drum, and avionics bays have received reinforced protection, permitting them to receive multiple hits from 30mm guns.

The crew have received additional protection from titanium-vanadium-aluminium (TVA) alloy plated-seats and the entire compartment has been reinforced with additional layers of “Hauberk” ballistic armour, enabling that area to sustain damage from 57mm to 35mm guns respectively. The electronics have likewise been hardened against electro-magnetic pulses and the crew can operate within a nuclear, biological, or chemical (NBC) environment either within protection suits (with five hours of oxygen provided by the aircraft) or without thanks to the over-pressure air conditioning system.

The seats have also been designed to minimise injury caused by hard landings by gradually compressing by means of an impact-activated hydraulic spring.

The threat of lasers has not been forgotten, either. The canopy has been coated with a gold surface film that reduces both the radar cross-section (RCS) as well as some of the harmful effects of powerful laser range-finders. A laser warning receiver system is standard issue on the Sparrow as well.

The rotor hub is forged of a very high strength titanium alloy, enabling it to operate effectively whatever stresses the environment or pilot puts upon it. The bearingless rotors and flexible hub, along with the sturdy main rotor blades -- with five high strength titanium alloy spars, honeycomb structure of carbon-fibre and glassfibre, a ballistic polymer skin and composite trailing edge -- make the Sparrow remarkably agile, enabling it to have a roll rate of over 96 degrees per second, loop, and travel in reverse at over 80 km/h.

The Sparrow’s craftiness doesn’t end there, however. The two ATG-12 turboshaft engines (1450 kW take-off rating, 1305 kW maximum continuous operation rating) are equipped with the “Siberia” exhaust cooling system further minimising the helicopter’s infrared signature. And whatever the “Siberia” system fails to prevent, the AAQ.245 infra-red countermeasures system and the ALE.209 flare and chaff dispenser system can dissuade.

Maintainability
The Sparrow has been designed with frontline operations in mind. Dogtoothed maintenance hatches enable ground crews ready access to components for swift repairs by field replaceable units (FRU) or for major overhauls. The self-diagnostic systems permit both the ground crew and flight crew vital information regarding the health of the aircraft, indicating which parts, if any, require replacement.

The outsides of the self-sealing tanks are covered with thin layers of a ballistic polymer fabric, further minimising the risk of rupture. Should one of the tanks be punctured, the damage control system can automatically vent fuel from damaged internal tanks or may, when possible, re-route fuel to other undamaged tanks, allowing the crew to gain some distance from their attackers.

The Sparrow is equipped with an auxiliary power unit (APU) enabling it to perform independent operations far from fully equipped bases, facilitating its use by frontline forces.

Characteristics
Crew: 2; pilot, weapons systems operator (WSO)
Rotors: Pennyfarthing-fenestron; Main rotor: diameter: 14.67m, blades: 5; Tail rotor (fenestron): blades: 8.
Fuselage: Length: 15.82m; width: 5.12m; height: 4.26 (with “Crossbow” radar)
Powerplant: 2 x Isselmere Motor Works ATG-12 (1582 kW (2,120.64 shp) take-off rating, 1450 kW (1,943.7 shp) maximum continuous operation rating), 1780 kW (2,386 shp) emergency rating
Mass: Empty: 6,438 kg; Clean take-off: 8,243.12 kg; Standard take-off: 9,719.1 kg; Maximum take-off: 10,103.1 kg
Performance:
Speed: 370 km/h (clean max.), 328 km/h (armed max.), 272 km/h (cruise, standard), 86 km/h (reverse)
Range: 740+ km (internal fuel)
Endurance: 3 hours, 5 minutes (mission, with 10% reserve); 3 hours, 45 minutes (max.)
Hover out of ground effect (max.): 3,800 m
Service ceiling: 5,800 m
Climb rate: 16.2 m/s (max.), 8.4 m/s (max. vertical).
Internal weapons: Turret-mounted RINO 30mm (30 x 173) autocannon with 600 rounds (0.36 kg shell, either HE-I or AP rounds)
Hardpoints/Stations: 6; 4 wing hardpoints (575 kg each), 4 wingtip hardpoints (150 kg each)
Standard weapons loadout: 16 x GWS.80A Ostrich; 4 x GWS.66A Lark
Payload: maximum (max. internal fuel, take-off): 1,800 kg
Fuel fraction: 0.25 (internal; 1,545.12 kg)
Acceleration loadings: maximum: +3.54g to -0.52g
Electronics
Computer system: AEI.7
Threat management system: AMX.258 (identification friend or foe interrogation/response); AEG.259 (fire control system); AEQ.266 (threat collation system)
Radar: ARS.281 Arquebus (millimetric LPI search and tracking radar; atop mast)
Optronics: AAU.274 Cockerel (pilot’s day/night sight); APU.279 Blue Heeler (gunsight; laser designator/range finder (AJG.276), imaging infrared (IIR) camera (AAS.277), and low light camera (AVS.278); nose)
Communications: ASP.239 (drone control system); ASZ.246 (secure datalink; may interface with GWZ.129b Brono datalink); AWZ.251 (secure radio)
Navigation: ARN.238 (radar altimeter); AKN.268 (global positioning system); AJN.271 (laser inertial navigation system)
Countermeasures:
ALE.209 (chaff and flare dispenser); ALQ.227 (radar/signals countermeasures); AAR.239 (missile plume detector); ALR.241 (radar warning receiver system); AJR.243 (laser warning receiver and direction finder system); AAQ.245 (infrared countermeasures (IRCM) “turret”)
Cost: $26 million

Storefront soon to be revamped under the name "Fennerby Aerospace, plc"

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New introductory entry, updated posting for Spectre multirole fighter aircraft

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Very nice.

DAS, along with its new write-ups, will be offering more sensibly sized external fuel tanks for its aircraft:

3000-litre, 660 Imp gal, 792.6 US gal (about 2340 kg full)
2500-litre, 550 Imp gal, 660.5 US gal (about 1950 kg full)
2250-litre, 495 Imp gal, 595 US gal (about 1753 kg full)
2000-litre, 440 Imp gal, 528 US gal (about 1560 kg full)
1750-litre, 385 Imp gal, 462 US gal (about 1363 kg full)
1000-litre, 220 Imp gal, 264 US gal (about 780 kg full)
600-litre, 132 Imp gal, 159 US gal (about 470 kg full)

Write-ups for the DAS-2R, DAS-2E, and DAS-2D (provisionally "Banshee") nearing completion.

Design of a pure interceptor beginning (provisionally DAS-11 "Demon" -- following along the McDonnell-Douglas way -- or perhaps "Harpy" might take a few weeks).

DAS-2R and DAS-2E specifications completed, barring updates

DAS-2D release delayed

DAS-10 Skua trainer/light attack aircraft in development.

DAS-11 Mach 3+ interceptor renamed "Tiger" as an homage to long-standing ally, Sarzonia. Owing to the nature of Mach 3 flight, please do not expect it to be terribly manoeuvrable. Updates might take a while -- still rewriting the write-ups to the rest of the catalogue and working on some SPGs at IMW-LDS.

ATG-8Fa engines being prepared for the DAS-2 series.

Peregrine air-to-air and Ptarmigan anti-radar missiles being prepared.

Updates to fuel tanks

GWS.84A Peregrine anti-platform missile

The Peregrine emerged from the disastrous air battle during the Inkanan Civil War when Doomingsland fighters fired long-range air-to-air missiles guided by an airborne early warning (AEW) aircraft, severely blunting a Royal Isselmere-Nieland Navy Fleet Air Arm (FAA) strike against ground forces of the Inkanan Confederacy. The new missile is designed to counter the long-range advantage of the Doomingsland missile-AEW combination by granting both the FAA and the Royal Isselmere-Nieland Air Force the means of securing an effective kill-shot before the enemy platforms (AEW, tanker, maritime patrol, strategic bombers, or similar large, relatively unmanoeuvrable aircraft), high speed strike aircraft, and/or opposing fighters can effectively react.

Airframe
The GWS.84A is a two-stage missile. The first (booster) stage has four cruciform tailfins. Four thrust vector control (TVC) vanes direct engine thrust, whilst four small thruster motors, located in the middle of the stage, offer rapid reaction control (see below).

The second (terminal dart) stage has another four cruciform modified gate-style tailfins that offer improved manoeuvrability by decreasing drag caused by rapid tailfin movements as well as four shorter spine fins (airfoils). In the middle of each of the four airfoil/fins is a rapid reaction control thruster (see below).

The GWS.84A is a rugged design. Both stages are constructed of high-strength, lightweight materials with low thermal conductivity and electromagnetic reflectivity signature to permit continued operation at high supersonic speeds (Mach 3-4). The Peregrine is a sealed missile that does not require coolant transfer from the aircraft.

Propulsion
The first stage of the GWS.84A is a low smoke, multiple-pulse solid rocket booster that propels the Peregrine to low hypersonic (Mach 5+) speed with tail control fins and TVC vanes. The second stage is a throttleable hybrid ramjet-solid rocket permitting exceptional long-range performance and the ability to perform rapid manoeuvres without undue loss of acceleration. Both stages of the GWS.84A have "PIF-PAF" rapid reaction control thrusters permitting the missile to swiftly make small or large course corrections.

In conjunction with the missile's guidance system (discussed below), the Peregrine may use a parabolic attack vector to strike a target at extreme range, fly directly for the target, or to make a flanking assault, confronting a target with simultaneous missile strikes.

Guidance
Initial guidance for the GWS.84A is provided by a hybrid navigation system (HNS) of a laser ring gyroscope inertial navigation system (LINS) with an embedded global positioning system (GPS) along with the datalink it shares with the launching or other friendly aircraft such as fellow flight members, AEW or other surveillance aircraft, or even ground air defence stations.

Mid-course guidance is provided by datalink and the HNS or by semi-active radar homing (SARH) and the datalink. With the secure datalink, the Peregrine is able to use the friendly aircraft's target library to home in on an enemy radar signature to make an entirely passive attack.

In its terminal guidance phase, the Peregrine makes use of most guidance measures to ensure target prosecution. The GWS.84A is equipped with a dual-mode planar radar seeker as well as infra-red seeker blisters. The active/passive radar seeker terminal guidance mechanism provides good off-boresight search-and-track capability and may switch between modes to prevent being decoyed off-target.

The missile may use enemy electronic countermeasures (ECM) for guidance, using its target library as well as the datalink the Peregrine shares with the firing or with other friendly aircraft, such as the Heimdall or Thisby AEW, to differentiate between a legitimate target and a decoy.

Should both the active/passive radar and ECM-emitter guidance fail as well as to simply guarantee a strike on a legitimate target, the Peregrine may rely on its four infra-red (IR) seeker blisters that give the missile 90-degree off-boresight IR search-and-track ability.

The flight of the Peregrine:

Release -> Motor Ignition -> Inertial guidance (with datalink course correction) -> Mid-course guidance (SARH) -> Terminal guidance (Primary: active radar; Secondary: ECM guiding; Tertiary: IR guidance)
Lethality
The GWS.84A possesses the same large 54-kg blast fragmentation warhead as the GWS.75A Goshawk. Combined with the Peregrine's radar and infra-red sensors that serve to emphasise a target's vital components (e.g. radar array [surveillance aircraft] and engines) and the missile's superb electronic counter-countermeasures (ECCM), the warhead enables critical if not terminal damage to any enemy aircraft.

Characteristics
Dimensions: length: 6 m; diameter (core): 32.7 cm (37.6 cm with IR blisters); finspan (tail): 77.24 cm
Mass: 624 kg; warhead: 54 kg
Guidance: (initial-midcourse): laser INS, datalink, or semi-active radar guidance; (terminal): dual-mode radar (active/passive), short-range infra-red (128 x 128 with 90-degree off-boresight seeker)
Maximum range: 230 nm (425 km+); 108 nm+ (200 km+) vs. manoeuvring (i.e. agile) targets
Speed (maximum): Mach 5.5+ (at altitude)
Maneuvrability: second stage: >50 G
Flight control: first stage: multiple-pulse solid rocket with thrust vectoring, aft control fins; second stage: hybrid ramjet-solid rocket with thrust vectoring, aft control fins, and "PIF-PAF" rapid reaction control thrusters for rapid maneuvres.
Cost: $750,000

DAS-15 Tiger interceptor

Development
Origins
The DAS-15 emerged from a request for proposals (RFP) by the Royal Isselmere-Nieland Air Force (RINAF) for a high speed, high altitude interceptor to counter the burgeoning number of Mach 3+ strike aircraft as well as the repercussions of Sarzonia’s inquiry into the failings of its armed forces during the Inkanan Civil War. Though the fall of the Unionist coalition saved the Defence Forces of the United Kingdom of Isselmere-Nieland (UKIN-DF) from a public airing of all of their flaws, such as the loss of much of the Navy’s Rapid Reaction Force’s air power to an onslaught of Doomingslandi and Inkanan Republican Dat’ Pizdy F-78 Sokols, a number of high ranking officers found themselves cashiered and the king personally castigated all three services and the Defence Procurement Agency (DPA) for failing to keep pace with training and technological developments.

Faced with His Majesty’s wrath as well as a generous contribution from the Royal Purse, the DPA’s Directorate-General for Aviation (DPA-DGA) issued General Operational Requirement, Number 78 (GOR-78). The specifications were far beyond any ever considered by domestic manufacturers. The aircraft had to have a combat speed of greater than Mach 3 at altitude and at least Mach 1.2 at sea level (ASL), an initial rate of climb of greater than 30.5 m/s (60,000 ft/min), a service ceiling greater than 24.2 km (80,000 feet), and an intercept radius of at least 1000 nm (1852 km) at a median operational speed of at least Mach 1.7 without aerial refuelling. The interceptor would have to carry at least four extended range air-to-air missiles (ERAAM) as well as two long range air-to-air missiles (LRAAM) and two beyond visual range air-to-air missiles (BVRAAM), be able to bear two 2000-litre fuel tanks for trans-oceanic deployments. It would have to be able to track at least forty targets at all altitudes and have secure locks on at least twelve of those, to engage targets with very small radar cross-sections (RCS) at sufficient stand-off ranges, and to serve as a discreet mini-airborne warning and control system (AWACS) when on station. Worse still, the new fighter would have to be able to make positive 3g manoeuvres at speed and altitude, have a landing speed of no more than 145 knots (268.54 km/h), and be able to perform at least three sorties a day with minimal maintenance.

Several designs fit most of the GOR-78 specifications, most notably Dat’ Pizdy’s F-78A Sokol and succeeding variants. Since neither the RINAF nor the DPA considered it likely that the Armed Republic of Soviet Bloc would grant an order from the UKIN, the DPA-DGA dropped the Sokol from the shortlist. The F-78 would, however, serve as the guideline by which all other designs would be measured.

Closer to home, diplomatically speaking, were designs from Sarzonia’s Avalon Aerospace Corporation, Praetonia, and the Omzian Democratic Republic and Adejaani’s OMASC. Praetonia’s L-82 Hussar strike fighter deigned to counter the Sokol’s air dominance by penetrating enemy airspace at high speed with its pulse detonation engines (PDE). Avalon Aerospace produced two aircraft in response to the terrible damage inflicted upon them by the Doomingslandi Air Force (DAF), the SZ-19 Predator and the SZ-20 Valkyrie. All three aircraft used PDE to produce the enormous thrust necessary to travel at speeds greater than Mach 3.

Group Captain Lawrence Elstridge, the head of RINAF’s evaluation team, voiced concerns regarding the serviceability of PDE-powered aircraft. Without a notable increase in funding and personnel resources, the Air Force was leery of purchasing an aircraft that would require considerable down-time between missions and an expanded maintenance retinue. Neither Demers Turbines nor Isselmere Motor Works (IMW), the UKIN’s foremost aero-engine companies, had succeeded in manufacturing an operational PDE (see below), a fact that both exacerbated the RINAF’s worries about falling behind and emphasised the troublesome nature of the new technology.

G/C Elstridge and DPA-DGA’s Director-General, Sarah Oldham, similarly agreed on the electro-thermal chemical (ETC) autocannons fitted to the L-82 and SZ-20. Though the 35mm and 32mm cannons produced much greater velocity and range than Royal Isselmere-Nieland Ordnance’s (RINO) conventional 30 x 173 mm ACA.41, both demanded volume that would be better filled with fuel since much of the GOR-78’s usual operational envelope would be at speeds at which guns would become deadweight.

Thus, though the L-82 and SZ-20 were both astonishing aircraft, especially in terms of speed, the DPA-DGA’s GOR-78 Committee shortlisted only the more conservative SZ-19 Predator, even though the SZ-19’s range without refuelling, 1600 nm (2964 km), was the subject of some concern within the RINAF.

OMASC’s F-125 Rapier filled most of the GOR-78 specifications precisely. Though its range without refuelling was less than that desired (3800 km), it possessed an impressive array of electronics, the right performance characteristics (speed, service ceiling, payload), and like the SZ-19 was a proven in-service design. The F-125 had superb radars, the forward array capable of search ranges of up to 450 km and the rear set of ranges up to 200 km. The forward radar was able to track forty targets as well and could detect and track aircraft with small RCS such as the Lockheed Martin F/A-22 Raptor and the Northrup Grumman B-2 Spirit at an acceptable range. The Rapier’s use of turbofans instead of PDEs was its greatest advantage over the Sarzonian design, catapulting it to the top of the GOR-78 shortlist.

Faced with the GOR-78 Committee’s surprising ambivalence to Avalon Aerospace’s SZ-20 and OMASC’s F-125, Detmerian Aerospace Dynamics (DAS) recovered from the fear that it would suffer its first loss of a domestic contract. Immediately, DAS set to work on completing and revising studies for high speed warplanes begun after the successful completion of the DAS-6 Scimitar. Three offered the best prospects: Indigenous Design Prototype, Number 53 (IDP-53), IDP-57, and IDP-58. Of those three draughts, IDP-58 evinced the most promise and proceeded towards full development.

In the meantime, DAS contacted the UKIN’s two main aero-engine manufacturers, Demers Turbines and IMW, to design an engine capable of at least 18,000 kgf (176.52 kN or about 39,683.21 lbs. of static thrust) and capable of sustaining a combat speed of Mach 3+ at altitude and at least Mach 1.2 at sea level. As noted above, both Demers Turbines and IMW had conducted research into PDE finally culminating in the LPDE-3 (T84D-LA) by their joint holding company, Lethe Aero-engines Corporation (LAEC), producing 5120 kgf (50.21 kN or 11,287.67 lb. st.). Unfortunately, larger and more powerful PDE befuddled the engineers of both firms. IMW’s PDE, the ATG-20D (T71D-IM) was prone to emitting shattered, superheated turbine blades during consecutive testing, requiring the checking of turbine discs after each test. In the Demers Turbines engine (TMD-1 or T72D-DT), the combustion/detonation module was shaken apart in two separate tests. Inquiries into those incidents revealed that the moulds for casting ATG-20D blade-discs (blisks) transferred impurities to the powdered nickel alloy, whilst the TMD-1’s combustion/detonation module was too light and its active cooling mechanism, using bypass air as well as argon gas that would be taken from the aircraft’s atmosphere recovery kit (ARK), failed to operate properly and was inadequate to the task. Weight and size issues have continued to thwart the development of PDE in the UKIN as operational engines.

Luckily for DAS, Demers Turbines work on missile motors and IMW’s research into developing more conventional gas turbines for high speed flight led to a pair of turbofans capable of sustained Mach 3 flight, the T73F-DT and its larger cousin the T78F-IM (see Propulsion below). Having found a powerplant that could reliably power a Mach 3 aircraft, DAS engineers only had to devise an airframe that could take advantage of the tremendous power the engines provided.

Test and evaluation
Work on turning the IDP-58 into a genuine prototype advanced quickly. Within four months of receiving the request for proposal DAS advanced its submission for GOR-78. Computer and wind tunnel testing revealed the basic soundness of the design. Demers Turbines and Lyme and Martens Industries (LMI) collaborated to build the Goblin DFP.1 one-eighth scale uninhabited prototype that confirmed that optimistic initial assessment.

The Goblin DFP.1 uninhabited aerial vehicle (UAV) prototype equipped with two Demers Turbines T73F-DT augmented turbofans flew two months later. Though the test vehicle was just able to attain Mach 3 flight due to lift-induced drag and supersonic stability issues around the target speed, the Goblin enabled DAS engineers to make several airframe – including improved air intakes for sustained high angles of attack (AOA) – and software corrections. After ten months of evaluating the UAV prototype, the first IDP-58 development aircraft (DA1) took flight powered by two IMW ATG-11F (T71F-IM) augmented turbofans similar to those used in the DAS-6 Scimitar.

Patrick Mutahi, DAS’s chief test pilot, stated that the much smaller engines ‘rattled about’ and made the aircraft decidedly underpowered. In spite of these flaws, the third IDP-47 prototype achieved Mach 2 on its sixth flight with a decent power reserve. The flight test engineers resolved a number of problems, including a problem with an over-inflating full-pressure suit and another with the aircrew ejection mechanism, before the second batch of development aircraft (DA5 and DA6) equipped with T78F-IM augmented turbofans entered testing and evaluation. DA5 attained Mach 3 on its fourth flight both it and DA6 fulfilled most of the RINAF’s GOR-78 with the exception of operational intercept radius (928.73 nm [1720 km] rather than the desired 1000 nm), which the engineers remedied with two stations above the wing root for Mach 3+ capable 1500-litre conformal fuel tanks.

Acceptance
DAS presented the first DAS-15 production aircraft, now nicknamed the Tiger after Sarzonia’s national animal, to the 206th Interceptor Squadron (Operational Conversion Unit) of RINAF’s Central Experimental Test Establishment (CETE) eighteen months after the first flight of the IDP-58. Testing aircrew, composed of pilots with at least three hundred flight hours in the Scimitar and at least one thousand flight hours in fighters and weapons systems operators with a minimum of five hundred flight hours in either the Spectre FGR.4 or Swordfish S.2. Aircrew readily took to the aircraft, praising its tremendous acceleration even when fully loaded, its stable handling, and its good weapons load, and the Tiger enjoyed quick acceptance into Air Defence Command’s operational squadrons.

Structure
Construction
On paper, the DAS-15 Tiger is a relatively conservative high speed design. Sporting a shoulder-mounted delta wing, twin vertical fins, a pair of ramped variable geometry intakes, and petal nozzles, the Tiger would seem to be a product from the 1950s or 1960s instead of the twenty-first century. Closer inspection reveals a much less hidebound and far more adventurous fighter.

Unlike most DAS aircraft, only 4.6% per cent of the Tiger’s empty weight comes from composites. The majority of the weight comes from metal alloys that are more capable of withstanding the high temperatures of sustained Mach 3+ flight such as titanium and nickel alloys (70.5% and 8.6% by weight respectively) and steel (8.2%), with most of the remainder coming from advanced ceramics (6.1%).

Reduced signature
Ordinarily, the large quantity of nickel alloys and steel with their high electromagnetic (EM) signatures would act as a beacon for radar. The Royal Shipyards of Isselmere-Nieland (RSIN) and the Isselmere-Nieland Nuclear Energy Commission (INNEC) both assisted DAS and IMW with their extensive experience working with high-strength, low EM-signature alloys able to bear the incredible stresses the DAS-15 airframe must endure. Pritchard Chemicals and Fabrics, plc (PCF), the UKIN’s foremost dye and paint manufacturers, devised a radar absorbent paint capable of reducing the skin’s radar reflectivity even further. PCF, DAS, and the RINAF tested the paint in several low visibility schemes, managing to craft a coating that can withstand the intense friction and a pattern that minimises the Tiger’s visibility to optical sensors at operational altitudes.

The DAS-15 is a large aircraft and its enormous engines and leading edges produce a noticeable infra-red (IR) signature at high speeds. As the Tiger is intended as a long-range interceptor rather than as a dogfighter where IR missiles and sighting systems pose the greatest threat, the RINAF found the DAS-15’s large potential thermal presence to be an acceptable trade-off for high speed. Even so, DAS and IMW engineers developed systems that would further reduce the aircraft’s visibility to enemy sensors.

For the first time on a DAS aircraft, ionisers are fitted to the wings’ leading edges that positively charge the air in front of the wings both to generate lift by minimising the effect of drag as well as to diffuse radar waves. The additional effects are to reduce the RCS and the IR signature created by the wings.^ The ionisers, identified by the dielectric panels covering the majority of the leading edge, are most efficient from speeds of Mach 0.65 to Mach 2+, giving the DAS-15 extended range at cruising speeds. The ionisers are powered by the engines’ turbines.

The variable geometry titanium alloy intakes, cooled by argon taken as a by-product from the DAS-15’s atmospheric recovery kit (ARK) that produces oxygen from the air for the aircrew and nitrogen to fill the fuel tanks as they empty to reduce the risk of explosion and to ensure fuel flow in all flight regimes, not only slow the airflow to the engines to the subsonic speeds necessary for compressor operation, but have been designed to minimise radar reflections. The blunted lips on the intake ramps have the dual purpose of improving airflow to the engines whilst deflecting radar waves, lowering the chance of received returns. Baffles in the ceramic-lined engine ducts further reduce airflow speeds and shroud the compressor blades from radar detection.^

Intakes and airfoil
Unfortunately, in order for the Tiger to meet the GOR-78 specifications, the engineers had to make design decisions that undermined stealth. The intake and wing design are prime examples of engineers opting for performance over stealth. Considering the high flying nature of IDP-58’s missions, the stealthiest location for the intakes would be above the wing and behind the leading edge, shrouding the radar-reflective variable geometry ramps and fan blades from enemy emitters. Since the intakes would have to be large to admit the volume of air necessary to feed the engines, the wing would need to be mounted low, as on the Dassault Mirage IV bomber.

As an interceptor, the Tiger would have to climb quickly to its operational altitudes. Intakes mounted above a low-mounted wing would require substantial auxiliary intakes to ensure the airflow to the engines at high AOA, necessitating the intakes be placed ahead of the wing leading edge. Since the wing could not hide the intakes, the potential RCS of the IDP-58 rose.

GOR-78 specifications further required that each wing would have to be able to carry at least one large pylon-mounted supersonic 2000-litre external fuel tank. A low-mounted wing would require long landing gear to fit such stores. Since the wing had to be strengthened to cope with both Mach 3+ flight at altitude and supersonic speeds at low level, the main landing gear could not be fitted within the wing, but within the fuselage. Accordingly, the landing gear track for the IDP-58 would be comparatively narrow. To avoid the dangers associated with long narrow landing gear, a high-mounted wing seemed to be the answer.

Stability issues also supported the decision for a high-winged design. Shoulder-mounted wings afford greater stability, with a natural dihedral (raised wing) effect providing lift. Supersonic stability could be improved without having to resort to ventral fins by putting the wing at a slight anhedral (downward angle).

Finally, GOR-78’s recommendation that the aircraft be a mini-AWACS whilst on station pointed to two side-looking radar (SLAR) aerials, one on each intake. The aerials’ scans would be blocked by the large wing if the intakes were mounted above it, but would have an excellent view if the intakes were below. Faced with all of these reasons, DAS engineers equipped the IDP-58 with a shoulder-mounted wing.

The wing itself is peculiar. It outward appearance is an entirely conventional ‘cranked’ or compound delta, with a seventy-degree leading edge root extension (LERX) blending into a sixty-degree sweepback that diminishes to fifty-four degrees at the wingtips. The cranked delta wing prevents airflow separation over the wing thereby lessening drag caused by turbulence. Spanning the length of the leading edge are flaps that improve manoeuvrability by permitting air to circulate freely over the airfoil rather than separating. Two wingtip pods spoil the elegant effect somewhat, a sin mitigated by their importance to the DAS-15’s self-defence, as will be shown below.

As noted above, the Tiger is the first DAS design with ionising leading edges, with the ionisers fitted inside the leading edge flaps. The ionisers generate a negatively charged electrical field that creates a positively charged wavefront of air before the wing that counters drag caused by air friction and turbulence. Combined with the effect of the negatively charged engine exhaust and bypass air emerging from the nozzles, the positively charged air provides increased thrust as well. A slightly higher engine setting than normal is necessary to energise the ionisers, but the lift and thrust benefits outweigh the increased fuel flow, permitting the DAS-15 to fly further than otherwise possible.

The trailing edge flaps are likewise important to the success of the Tiger. Despite the large size of the wing and its low thickness, the engineers decided that during take-offs and landing the IDP-58 would need air siphoned from the engines to blow over and around the trailing edge surface to improve lift. With the ‘blown’ flaps in operation, the DAS-15’s landing speed falls to 135 knots (250 km/h, 155.4 mph), providing the aircrew an additional safety margin.

Along with strong but light titanium alloy wingspars and ceramic supports, powerful ailerons and spoilers give the Tiger decent manoeuvrability in all flight regimes, permitting +7/-3 g instantaneous manoeuvres at supersonic speeds. The ailerons are used primarily for subsonic and low supersonic flight, whilst the spoilers are reserved for both low and high speed manoeuvres. A removable fence situated over the middle of the wing root ensures the minimum of tailfin buffeting and twisting. The conformal fuel tanks (CFT) that fit over the wing root possess a longer but shorter fence that performs the same function.

Like the main wing, the vertical tailfins are angled to stabilise the aircraft at supersonic speeds. The outward canting of the tailfins reduces the RCS by directing radar returns striking the surfaces away from the emitter/receiver.

Both the wing and the vertical tailfins serve as fuel tanks for the DAS-15, storing vast quantities of reserves (about 2800 litres and 200 litres each, respectively) that enable the aircraft to perform very long range intercepts.

Airframe
Aesthetics appear to have taken a distant backseat in the minds of DAS engineers in designing the Tiger, so much so that the DPA-DGA Nomenclature Directorate wondered whether they had chosen an appropriate official nickname. When one goes beyond the image and into the aircraft’s characteristics, however, one quickly sees that the DAS-15 truly conveys both the speed and the power of its flesh and blood cousin.

The long nose of the DAS-15 resembles that of an inverted shark, providing space for a large active electronically scanned array (AESA), the ARU.244 (see Electronics below) as well as part of the forward optronics array. The in-flight refuelling (IFR) probe is sited in the nose as well, positioned to the right of the pilot’s cockpit.

Located just aft of the WSO’s cockpit are the two gaping intakes for the ATG-23F turbofans announcing the beginning of the broad middle and aft sections of the fuselage. These sections contain the ventral weapons bay, the ARU.245 AESA mounted on the forward portion of the angled outside of each intake, and the vast majority of the fuel as well as the massive engines themselves. The angled sides of the aircraft disperse radar waves away from the emitter receiver, but at higher Mach numbers the larger frontal area leads to higher drag. Blending the various components – fuselage, intakes, wing roots, and wings – together lessens drag up to a point, as the Tiger demonstrates. The DAS engineers and the RINAF consider the reduced RCS and the improved scanning arcs for the SLAR arrays worth the increased drag, however.

DAS and the RINAF agreed on another key point, that high performance and maintainability need not be mutually exclusive. Developed from the outset as an operational aircraft rather than as a technology demonstrator, ease of access to the Tiger’s systems is very good. Engines can be quickly extracted and replaced in the field as can line replaceable units (LRU) and shop replaceable units (SRU).

Cockpits
Like most modern aircraft, the DAS-15 has ‘glass’ cockpits filled with graphical displays rather than traditional ‘steam-gauge’ analogue instrumentation. The polychromatic active matrix liquid crystal display (PAMLCD) multi-function head-down display (MFHDD) screens in both cockpits have been doped with an anti-glare solution and are also equipped with internal light meters to alter display brightness to suit prevailing conditions. A large AVQ.84 head-up display (HUD) encompasses the pilot’s view forward, whilst the large 48 cm x 44 cm AVQ.109 threat management display (TMD) dominates the WSO’s head-up view. The AVQ.109 permits the WSO to co-ordinate air defence assets over a very broad area, with data on the horizontal positions of allied and other forces overlaid over a digital map display.

Aircrew commands operate through a voice command and hands-on-throttle-and-stick (VTAS) man-machine interface (MMI). Direct voice input (DVI) permits the pilot and WSO to choose between displays and sensor modes, facilitates communications between aircraft, as well as many other non-critical functions. The DVI’s present language library is housed in removable data-bricks for each of the aircrew for quick exchange and updating. The library may consist of up to five hundred commands developed in simulator flights and in the course of missions. Voice patterns currently on record in data-bricks for other DAS aircraft may be transferred over to those of the Tiger facilitating pilot and WSO conversion training.

Even so, the cockpits of the DAS-15 are very different than those of current UKIN-DF fighters. Owing to the high altitude at which the Tiger operates, the aircrew wear full pressure suits developed by Isselmere-Nieland Space Agency (INSA) that protect them from cosmic and ultraviolet radiation and forces of acceleration (‘g’) as well as regulate the aircrew’s temperature and provide an hour of air in event of cockpit depressurisation. The suits may also serve as flotation devices.

Since ejection at Mach 3 by conventional means would be fatal, the pilot and WSO sit within titanium alloy ejection capsules rather than ejection seats. Similar to standard ejections, once the process has begun, the aircrew’s legs and arms are restrained within the capsule’s confines to prevent loss of limb as the escape vehicle’s hood closes. Each capsule has three hours worth of air and is fitted with flotation devices capable of keeping the vehicle atop the waves in conditions up to sea state 5.

Visibility from the cockpit windows in comparison to other DAS fighters is poor. The pilot’s forward windscreen consists of three sturdy temperature-resistant pieces of glass contained within a titanium alloy frame. Both the pilot and WSO have single-piece titanium-framed canopies covering them, providing the pilot external visibility comparable to that in the F-4 Phantom II or MiG-31 ‘Foxhound’, further restricted by the escape capsule hoods that overhang the seats. The WSO’s vision is limited to two small side windows to reduce glare on the PAMLCD. To further reduce glare that might hinder reading the displays, both the pilot and the WSO may pull shades over the windows.

Situational awareness in the Tiger is not limited to what can be seen from the cockpit with one’s own eyes. The AVQ.108 helmet mounted display/sight (HMDS), which uses the same symbology as the AVQ.71 HMDS used in most UKIN-DF aircraft, is connected to the DAS-15’s various sensors permitting both the pilot and the WSO to identify, cue, and prosecute targets in conjunction with the VTAS interface.

Since the demands of high speed flight limit the aircrew’s vision from the cockpits, DAS and IMW co-operated once again to find a solution. The idea came from the L21 series of heavy armoured vehicles. Since sight is severely restricted when operating inside of a main battle tank, IMW engineers equipped that family of land vehicles with a series of vision blocks granting the tank commander and other tank crew members a 360-degree view of their environment. A similar scheme was adopted for the DAS-15, with five vision blocks placed on the aircraft: on the blended spine of the aircraft, on its belly aft of the ventral weapons bay, one in each of the two wingtip pods, and one in the tail pod above and between the engines. Either the pilot or the WSO may use the vision blocks, either conjointly or separately, by depressing a button on the throttles (pilot) or one of the sensor controllers (WSO) and may be displayed on the HMDS or one of the MFHDD. Vision block selection is determined by head position (if displayed on the AVQ.108 HMDS), the position of the depressed button, or by voice command. The transparency, positioning, and size of the display as it appears on the HMDS may be changed by voice command or on the vision block controls on the left-hand side instrument panel.

Performance
Powerplant
The ATG-23F aero-engine is a two-shaft low bypass ratio augmented turbofan optimised for high speed, high altitude flight as well as ease of repair and maintenance. It is a modular design consisting of a three-stage fan or low pressure compressor (LPC) and a four-stage high pressure compressor (HPC), of which the first two stages may operate at variable rates. The LPC and HPC are each driven by a single-stage turbine (high pressure turbine (HPT) and low pressure turbine (LPT) respectively). To maximise fuel efficiency, the ATG-23F may vary its total compression ratio (TCR) from between 8-12:1. The low TCR in comparison with the ATG-8F or other modern fighter aero-engines is not as fuel efficient in low speed, low level fleet, but at altitude and speed the ATG-23F comes into its own due to the reduction in ram drag.

Two digital engine control and monitoring units (DECMU) regulate each engine’s LPC and HPC rates and those of the turbines, as well as the positioning of the variable intake guide vanes (VICG), engine temperatures at various points, and fuel burn rates for the engine’s pre-turbine combustor, the interstage turbine combustor, and reheat wicks. The DECMU ensure the safety of the aircraft and extend the lifetime of the engines markedly.

Future engines
The ATG-23F2 is the planned replacement for the current ATG-23F. The -F2 version offers two-dimensional thrust vectoring nozzles, interstage turbine burning (ITB), and hybrid electric turbine engine (HETE) technology, all of which will drastically improve the DAS-15’s performance and place it among the top high speed fighters in existence today.

Though the Tiger is not intended as a dogfighter, thrust vectoring will confer a reduced RCS as well as improved take-off, climbing, and landing characteristics upon the DAS-15, greatly enhancing its capabilities. Weight savings gained from the substitution of heavier metal components by lighter ceramic equivalents with greater temperature tolerances will more than compensate for the weight penalty incurred by the new nozzles.

ITB – the addition of a supplementary annular combustor located between the HPT and LPT – offers fuel savings and higher thrust ratings especially at speeds greater than Mach 1.2. Combined with post-turbine reheat stages, ITB will give the –F2 engine maximum performance with improved fuel economy.

Even greater weight and resource savings will be made with the introduction of HETE technology. The use of electric joints and drives will reduce the number of parts within each engine as well as size of the reservoirs necessary for engine lubricants. Eventually, the RINAF plans to convert all of its aircraft to all-electric gas turbines, leading to greater efficiencies in resources, maintenance, and operational readiness.

Manoeuvrability
As a high-speed interceptor, the DAS-15 does not have the exceptional manoeuvrability of either the DAS-2 series or the DAS-6 Scimitar. Even so, the Tiger is able to handle instantaneous manoeuvres of up to +7/-3g and sustained manoeuvres of up to +6/-3g at supersonic speeds. At its maximum speed, drag created by air friction, the demands for steady airflow by the engines, and aircrew survivability tend to reduce manoeuvrability markedly to about half the aircraft’s maximum stated values, or about +3.5/-3g.

At lower speeds, the DAS-15 is slightly more spritely. Blown air flaps provide the aircrew with an additional safety margin during landings and other low speed manoeuvres, whilst the leading edge flap reduces airflow separation caused by rapid changes in AOA or quick manoeuvres. Purchasing air services must remember, however, that the DAS-15 is intended as a long-range interceptor, not a dogfighting air superiority fighter like the Scimitar.

Range
The operational range of the DAS-15 without either external tanks or aerial refuelling is an amazing 4200 km, conferring an operational intercept radius of 1720 km. With aerial refuelling, the Tiger’s range is limited only to that of the aircrew.^^

The DAS-15’s radius of action may be extended with two 1500-litre conformal fuel tanks (CFT) fitted over the wing roots and engine intakes or two 2500-litre external wing tanks. The CFT can endure 9g manoeuvres as well as speeds greater than Mach 3, whilst the jettisonable wing tanks are stressed withstand sustained manoeuvres of up to 6g and speeds greater than Mach 2. Both the external wing tanks and the pylons to which they are connected may be jettisoned before entering combat to reduce RCS and permit increased manoeuvrability and speed.

Electronics
Flight control and operations
The DAS-15 has a quadruplex flight control system that maintains the stability of the aircraft throughout its flight envelope. In conjunction with the autopilot and the threat management system (TMS) that integrates the aircraft’s sensor data with that received through the CSZ.17 secure datalink, the Tiger can perform completely automated intercepts, including landing back at its home airbase after the mission.

This astonishing ability to perform computer-controlled intercepts was successfully proven during systems evaluation when DA5 destroyed a low flying Rook DRA.1 with a GWS.84A Peregrine missile. The RINAF has stated publicly, however, that fully automated intercepts are not within the service’s standard operating procedures (SOP).

Radar
The Tiger has four sets of radar eyes to scan the skies, ground, and waves for potential foes. The main or forward array, the ARU.244 AESA has 3600 transceiver modules able to search and track objects in a 120-degree arc ahead of the aircraft, and +50-degrees/-70-degrees in the vertical plane. The two ARU.245 AESA with 2000 transceiver modules each are located on the forward sides of the intakes perform a similar function with similar scanning arcs along the aircraft’s sides and in the vertical plane. As one might expect, both the ARU.244 and ARU.245 are optimised for look down, shoot down operations, but the aircraft also has a look-up, shoot-up capability as well.

Optronics
tba

Countermeasures
tba

Communications
tba

Displays
tba [active matrix liquid crystal displays with touch-sensitive screen capability]

Stores
Air-to-air
Extended range air-to-air missiles: GWS.84A Peregrine
Long range air-to-air missiles: GWS.75A Goshawk
Beyond visual range air-to-air missiles: GWS.74A Kestrel
Short range air-to-air missiles: GWS.65A Kite (atypical)

Air-to-surface
Anti-radar missiles: ALARM, HARM, Ptarmigan, Pigeon
Anti-ship missiles: Heron, Pelican, Petrel
Bombs: GWS.47A Robin small diameter bombs; 227 kg and 454 kg iron bombs; 227 kg- and 454 kg-type GPS guided bombs; 270 kg and 500 kg laser guided bombs

Countermeasures
6 x 30-cell ALE.209 expendable improved countermeasures ejectors
2 x 3-cell ALE.212 Cuckoo towed decoys (maximum operational speed: Mach 1.6)
ALQ.220 Flamingo miniature air-launched decoy
ALQ.301 Firefly supersonic air-launched decoy

Characteristics
Type: Interceptor
Crew: 2; pilot and weapons systems operator
Wing geometry: Fixed, delta, at 4-degree anhedral
Inlet geometry: Variable
Dimensions:
Wing: span: 16.12 m; area: 104.41 m^2
Length: 25.36 m
Height: 6.08 m
Weights:
Empty: 21,380 kg
Clean, equipped: 36,091 kg
Operational: 38,463.17 kg
Long range intercept: 46,518.83 kg
Maximum take-off: 46,800 kg
Propulsion: 2 x Isselmere Motor Works ATG-15F
Type: Twin-spool augmented turbofans
Thrust: Military: 13,330 kg (each); maximum reheat: 19,200 kg (each)
Bypass ratio: 0.34
Total compression ratio: 8.5-12
Fan/low pressure compressor (LPC) stages: 3
High pressure compressor (HPC) stages: 4 (first two stages may operate at variable rates)
Performance:
Speed:
Maximum, clean, at altitude (20 km): Mach 3.32
Maximum operational sustained (see Mission Payloads below), at altitude (20 km): Mach 3.15
Maximum, clean, at service ceiling (24.5 km): Mach 2.8
Maximum cruising speed (MCS), clean, at 20 km: Mach 2.4
Maximum operational cruising speed (MOCS) at 20 km: Mach 2.32
Maximum economical cruising speed (MECS), clean, at 11 km: Mach 1.6
Maximum operational economical cruising speed (MOECS) at 11 km: Mach 1.5
Maximum speed, clean, at sea level (ASL): Mach 1.28
Maximum operational speed ASL: Mach 1.14
Range:
Ferry range (maximum fuel): 5120 km (2765 nm)
Ferry range (with 2500-litre wing tanks): 4881 km (2636 nm)
Ferry range (with 1500-litre conformal fuel tanks): 4665 km (2519 nm)
Maximum cruise range (supercruise, internal fuel only): 4200 km (2268 nm)
Intercept radius (supercruise with 10 min. combat): 1720 km
Intercept radius (supersonic cruise with 10 min. combat): 1092 km
Service ceilings: Clean: 24.5 km; operational: 24.4 km
Design g-loadings:
Instantaneous, clean: +7/-3 g
Sustained, operational: +6/-3 g
High speed, high altitude: +2.25/-2 g
Expendable countermeasures:
ALE.209 chaff and flare launchers: 6 x 30-cell ejectors
ALE.212 Cuckoo towed decoys (maximum operable speed: Mach 1.6): 2 x 3-cell launcher
Payload:
Ventral internal weapons bay (4.5 x 3.5 x 1 = 15.75 m^3): 1750 kg (2 x GWS.75A Goshawk LRAAM + 2 x GWS.74A Kestrel BVRAAM)
Fuselage conformal/recessed stations (2; 6.1 x 0.34 x 0.16 = 0.332 m^3): 800 kg each (GWS.84A Peregrine ERAAM)
Wing-root conformal stations (2): 2000 kg each (1500 litre conformal fuel tanks)
Wing stations: Inboard (2): 3000 kg/rated for 2500 kg stores; outboard (2): 1800 kg/rated for 1500 kg stores*
Fuel:
Internal tanks: 18,050 litres
Fuel fraction: 0.39
Weight: 14,060.17 kg (JP5)
Thrust-to-weight ratios:
Military: Clean: 0.739; fully loaded: 0.570
Reheat: Clean: 1.064; fully loaded: 0.821
Wing loadings (kg/m^2):
Clean: 345.67
Operational: 368.39
Long range intercept: 445.54
Maximum take-off: 448.23
Cost: $125 million

Mission Payloads:
Operational: Ventral bay: 2 x GWS.75A + 2 x GWS.74A; fuselage stations: 2 x GWS.84A (total)
Long range intercept: Ventral bay: 2 x GWS.75A + 2 x GWS.74A; fuselage stations: 2 x GWS.84A (total); Inboard wing stations: 2 x 2500 litre tanks (total); Outboard wing stations: 2 x GWS.84A + 2 x ALQ.301 Firefly supersonic autonomous decoys**

^ The reduction in RCS is not absolute by any means.
^^ Generally, aircrew in a fighter cockpit might endure about ten hours.
*For 2500 litre and 1500 litre fuel tanks respectively. The stations with pylons and adapters are rated at about 2500 kg and 1500 kg respectively and strengthened for Mach 3 flight.
**To be posted (ca. 282 kg)

Bases: Mikoyan Gurevich MiG-25 and MiG-31, Avro CF-105 Arrow, North American XF-108 Rapier

[OOC: Comments greatly appreciated. Write-up to follow.]

OOC:
- Designs are looking good so far. I am considering revamping the Russkyan Aviation Command, I would require some organizational assistance in such a matter.

If you have the time I wouldn't mind squadron layouts and the like along the lines of what you have done for your Naval and Land Warfare assets.

Considering purchasing some aircraft in the meantime, but I will be looking for the Domestic Production Rights, which I don't see listed at the moment unless I'm blind and keep skimming over them.

Sorry about the potentially terse nature of this message, I am a little harried at the moment.

Sorry for not having responded til now, Russkya, as I'm in the midst of an RP with Jimnam, a massive write-up for the "Tiger" (just above), and university nonsense.

I'm going to try to provide naval air group packages (with weapons and service vehicles) and air force packages as well (same, with base defence forces), but it will be a while.

Apologies for the delays.

Nice storefront Isselmere :) I love how you go into depth with all your write-ups. I need to go even more to get anywhere near the length you do ;) Also your storefront gave me an idea: I have tons of specs lying around on my computer with no write-up, so I'll just post my specs in my storefront and then when I get time, create the write-up. In the meantime I'll just have the specs and a description. That way I can actually get my specs somewhere. Thanks for the idea :)

Isselmere Motor Works

Low Bypass Ratio Turbofans

ATG-8F
Type: Two-shaft augmented turbofan
Used in: DAS-2 variants
Dimensions: Length: 4.22m; inlet diameter: 0.896m
Bypass ratio: 0.4
Thrust (static conditions)
Dry: 9177.45 kgf
Reheat: 14276.03 kgf
Weight: 1530 kg
Cost: $3.12 million

ATG-9F
Type: Two-shaft augmented turbofan
Used in: DAS-4
Dimensions: Length: 4.312m; inlet diameter: 0.908m
Bypass ratio: 0.4
Thrust (static conditions)
Dry: 9830.06 kgf
Reheat: 15295.74 kgf
Weight: 1640 kg
Cost: $3.24 million

ATG-11F
Type: Two-shaft augmented turbofan
Used in: DAS-5 and DAS-6
Dimensions: Length: 5.044m-5.056m; inlet diameter: 0.914m
Bypass ratio: 0.39
Thrust (static conditions)
Dry: 10605.05 kgf
Reheat: 15907.57 kgf
Weight: 1704-1710 kg
Cost: $3.56 million

ATG-23F
Type: Two-shaft augmented turbofan
Used in: DAS-15
Dimensions: Length: 6.03m; inlet diameter: 1.24m
Bypass ratio: 0.48
Thrust (static conditions)
Dry: 13330 kgf
Reheat: 19200 kgf
Weight: 2870 kg
Cost: $4.52 million

ATG-24F2
Type: Twin-shaft augmented turbofan
Used in: Replacement engine for M53-P2 in Dassault Mirage 2000
Dimensions: Length: 4.278m; inlet diameter: 0.796m
Bypass ratio: 0.4
Thrust (static conditions)
Dry: 7000 kgf
Reheat: 10440 kgf
Weight: 1216.36 kg
Cost: $2.32 million

V/STOL Capable Medium Bypass Ratio Turbofans

ATG-10F
Type: Two-shaft hybrid directed thrust turbofan with plenum chamber burning
Used in: DAS-3
Dimensions: Length: 3.526m; inlet diameter: 1.224m
Bypass ratio: 1.24
Thrust (static conditions)
Dry: 14479.97 kgf
Plenum chamber burning: 16723.35 kgf
Weight: 3990.3 kg
Cost: $3.44 million

Engine prices updated

DAS-19 Pantagruel hybrid PDE interceptor
Basic information
Crew: 2; pilot and weapon systems operator (WSO)
Type: Interceptor
Dimensions
Wings: Span: 16.27 m; wing area: 94.37 m^2; aspect ratio: 2.81
Fuselage: Length: 30.63 m; height: 6.21 m
Weights: Airframe only: 19,178.5 kg; with engines: 26,231 kg; operational: 51,916.3 kg; maximum take-off: 52,800 kg
Engines
Type: 2 x Lethe Aero-engines Corporation (LAC) ATG-25F2 hybrid turbofan/pulse detonation engines with two-dimensional thrust vectoring (deflagration phases only)
Dimensions: Outer diameter: 1.36 m; length: 7.13 m
Bypass ratio: 0.78
Weight: 3526.45 kg each
Thrust (static): Military (deflagration): 13,500 kgf; detonation: 25,000 kgf
Fuel:
Capacity: 27,800 litres
Weight (JP5): 21,655 kg
Fuel fraction: 0.45
Payload
2 x ALQ.301 Firefly supersonic air-launched decoy (SALD)
2 x GWS.74A Kestrel BVRAAM
4 x GWS.84A Peregrine ERAAM
Bays/Hardpoints/Stations
Ventral bay
2 x side bays
Performance (Projected)
Speed (maximum): Mach 4.2 at 30 km; Mach 3.35 at 24 km; Mach 2.6+ at 11 km
Cost
Airframe: $190 million (with electronics, without engines)
Engines: $17.52 million each
Unit: $224.52 million

DAS-20 Gargantua to be added

DAS-10 Cormorant (all types) characteristics to be entered
DAS-10C Cormorant medium lift helicopter
DAS-10M Cormorant anti-submarine helicopter
DAS-10W Cormorant heliborne early warning

DAS-11 Swallow characteristics to be entered
DAS-10G Swallow utility/scout helicopter
DAS-10M Swallow light anti-submarine helicopter

DAS-13 Condor characteristics to be entered
DAS-13C Condor heavy lift helicopter

DAS-20 Gargantua characteristics to be entered
DAS-20 high speed strike aircraft

DAS-10 Cormorant
Variants
DAS-10C medium lift helicopter - $30 million
DAS-10E signals intelligence helicopter - $50 million
DAS-10M maritime/anti-submarine helicopter - $44 million
DAS-10W heliborne early warning (HEW) - $48 million
Dimensions:
Rotor diameter: main: 18.64 m
Fuselage: length (overall): 22.92 m; length (fuselage only): 19.56 m; width: 4.61 m; height: 4.66 m
Powerplant
Type: 3 x Isselmere Motor Works (IMW) ATG-19S free turbine turboshafts operating through an elastometric hub; main gearbox rating: 5384 kW (7120.07 shp) maximum
Ratings (per engine): take-off: 1764 kW (2365.57 shp); 60 min. intermediate rated power (IRP): 1670 kW (2239.58 shp); 2.5 min. contingency one-engine inoperable (OEI): 1864.25 kW (2500 shp); continuous: 1554 kW (2084 shp)
Capacity
Fuel: three tanks: 3230 litres (2584 kg); four tanks: 4260 litres (3408 kg); five tanks: 5120 litres (4096 kg)
Cabin: 29 m^3
External cargo sling points: 3000 kg, 4536 kg, 5443 kg
Variants
DAS-10C Cormorant medium lift helicopter (MLH)
Weights: empty: 7873 kg; clean: 11045 kg (4 fuel tanks full); armed (2 x 7.62mm GPMG side guns): 11105.2 kg; troop carrier: 14555 kg; maximum take-off: 14800 kg; alternative gross weight: 15800 kg
Payload: 27 troops, 3000 kg (internal), 5443 kg external (slung)
DAS-10M Cormorant anti-submarine helicopter (ASWH)
Sensors: 360-degree search radar, weather radar, forward optronic search and target turret (FOST; IR, LLTV-CCD, laser), towed magnetic anomaly detector (MAD), sonobuoys (40), dipping medium-low frequency sonar
Weights: empty: 9208.68 kg; clean: 12510.68 kg; equipped (sonobuoys): 13218.28 kg; mission weight (4 x GWS.63A Barracuda torpedoes): 14518.28 kg; maximum take-off: 14800 kg; alternative gross weight: 15800 kg
Payload: 1300 kg of weapons on two stub wings; may be fitted with one door GPMG mount
DAS-10W Cormorant heliborne early warning (HEW)
Sensors: 360-degree search radar, weather radar, forward optronic search and target turret (FOST; IR, LLTV-CCD, laser)
Weights: empty: 9367.4 kg; 12671.4 kg; maximum take-off: 14800 kg; alternative gross weight: 15800 kg
Payload: 1300 kg of weapons on two stub wings; may be fitted with one door GPMG mount

DAS-11 Swallow
Variants
DAS-10G utility/scout helicopter - $10.4 million
DAS-10M light anti-submarine helicopter - $18.4 million
Powerplant
Type: 2 x Demers Turbines TMR-48
Dimensions
Rotor diameter: main: 13.32 m; tail: 2.31 m
Fuselage: length (overall): 15.78; length (fuselage only): 13.37 m; width: 3.27 m; height: 4.01 m
Variants
DAS-10G Swallow utility/scout helicopter
tba
DAS-10M Swallow light anti-submarine helicopter
Sensors 360-degree search radar, FOST, towed MAD, sonobuoys (20) or MF/LF dipping sonar
Weights: empty: 3492 kg; clean: 5253.12 kg (without sonobuoys or dipping sonar); maximum take-off: 6237 kg
Payload: 2 x GWS.63A Barracuda lightweight torpedoes (LWT) + 6 marker buoys

DAS-13 Condor
Variants
DAS-13C heavy lift helicopter (HLH) - $48 million
Dimensions
Rotors: main: 32 m (eight bladed with active rotor control)
Fuselage: length (overall): 39.9 m; length (fuselage): 33.62 m; width: 7.68 m; height (overall): 8.98 m
Powerplant
Type: 3 x IMW ATG-20S turboshafts
Ratings: 5966 kW (8000.55 shp)
Capacity
Fuel: eight tanks: 9740 litres (7792 kg); ten tanks: 12200 litres (9760 kg); eleven tanks: 13120 litres (10496 kg)
Variants
DAS-13C Condor heavy lift helicopter (HLH)
Sensors: radar, FOST
Weights: empty: 23834.7 kg; clean (11 tanks): 35376.7 kg; equipped (nose 12.7mm HMG turret, 2 x 7.62mm GPMG side guns, ramp mounted 12.7mm HMG; 11 tanks): 35612.7 kg; maximum take-off: 51000 kg
Payload: 15000 kg
Cargo sling points: tba

Coming soon...
DAS-12 Swift multipurpose helicopter
DAS-20 Gargantua high speed strike aircraft

Prices updated

DAS-20 Gargantua hybrid PDE heavy strike aircraft
Basic information
Crew: 4; pilot, co-pilot, and offensive and defensive measures operators (OMO and DMO)
Type: Strike aircraft
Dimensions
Wings: Type: variable geometry (aft-sweep); span: 49.58 m (unswept), 25.76 m (fully swept); wing area: 218.94 m^2; aspect ratio: 11.23
Fuselage: Length: 54.61 m; height: 8.27 m
Weights: Airframe only: 106,150 kg; with engines: 120,255 kg; clean: 212,719 kg; operational: 228,181.6 kg; maximum take-off: 230,000 kg
Engines
Type: 4 x Lethe Aero-engines Corporation (LAC) ATG-25F2 hybrid turbofan/pulse detonation engines with two-dimensional thrust vectoring (deflagration phases only)
Dimensions: Outer diameter: 1.36 m; length: 7.13 m
Bypass ratio: 0.78
Weight: 3526.45 kg each
Thrust (static): Military (deflagration): 13,500 kgf; detonation: 25,000 kgf
Fuel:
Capacity: 114,200 litres
Weight (JP5): 91,360 kg
Fuel fraction: 0.42
Payload
16,000 kg
Bays/Hardpoints/Stations
Main weapons bay (12,000 kg - usually two GWS.58A Hurricane air-to-surface missiles)
4 x smaller bays (1,000 kg each - usually one GWS.84A Peregrine and one ALQ.301 Firefly)
Performance (Projected)
Speed (maximum): tba
Cost
Airframe: $ 1698.27 million (with electronics, without engines)
Engines: $17.52 million each
Unit: $ 1768.35 million

shameless bump

OOC: Isselmere, sorry not to make a purchase, but two questions:

Do you plan on doing what Sarzonia did to his other companies: merge them into one big arms corporation?
And why do you call yourself 'Nieland' ICly? What caused that name change even though you officially couldn't?

OOC: No worries, any publicity is fine...
( 1 ) I had established a central purchasing agency for foreign clients, but an actual amalgamation of firms is not planned.
( 2 ) "Nieland" refers to the second kingdom within the "United Kingdom...", which came up when I was writing the unfinished history of my country. As you noted, I hadn't had the opportunity to change the name once it had been entered.

TO: Detmerian Aerospace
FROM: USNSEA Ministry of Defense
RE: Interceptor

We feel that, judging by the portfolio's information, that the DAS-15 Tiger to be an effective aircraft to replace our aging F-15s. But we have to see it for ourselves, and we wish to purchase forty units of the DAS-15 Tiger. The cost of 200,000,000,000 USD shall be wired upon the confirmation of the order.

Signed,
USNSEA Minister of Defense

TO: Detmerian Aerospace
FROM: USNSEA Ministry of Defense
RE: Interceptor

We feel that, judging by the portfolio's information, that the DAS-15 Tiger to be an effective aircraft to replace our aging F-15s. But we have to see it for ourselves, and we wish to purchase forty units of the DAS-15 Tiger. The cost of 200,000,000,000 USD shall be wired upon the confirmation of the order.

Signed,
USNSEA Minister of Defense
OOC: Apologies for the delay.

To: USNSEA Ministry of Defense, Southeast Asia
From: Lewis Felsham, President/Director-General, Detmerian Aerospace, UKIN
Subject: DAS-15 Tiger

Your Excellency,

We at Detmerian Aerospace are pleased that your Ministry is considering the DAS-15 as a potential successor to the F-15 Eagle in Your Excellency's air force, and will prepare forty Tigers for your nation's immediate inspection. The total cost for this transaction will be $5000 million [i.e. $5 billion] USD, with the remaining $195,000 million being reversed to your nation's bank accounts.

Let me personally thank you for considering our products and may your air force always keep your skies clear of the enemy.

Sincerely,

Lewis Felsham
President and Director-General
Detmerian Aerospace
Fennerby, Detmere, UKIN

OOC: Isselmere, it's supposed to be 'Southeast Asia', but because someone took it, I had to pick this instead. But still, please refer to me ICly and OOCly as 'Southeast Asia', as it's the name I wanted.

OOC: My apologies, I had no idea. I shall make the corrections above.

OOC: That's ok. And outta curiousity, do you have a photobucket account so that you can store (if you plan on having) commissioned pictures of your military units?

OOC: I would like to, but I haven't the time or the opportunity to craft images of the vehicles/devices I design, and I don't know what sort of program I could use to represent the vehicles/devices properly.

OOC: What do you mean? You want to create the images yourself?

OOC: I'd prefer to "draw" the aircraft and systems myself to be absolutely certain they come out as I picture them rather than as someone else envisions them. It's picky and pedantic, but that's me.

Why not tell an artist that can do a good job how the aircraft looks like? And in speaking of such, how does the aircraft I bought look like?

[OOC: Well, Southeast Asia, the drafting of the design eventually becomes a committee process that I'm not wholly convinced will accurately reflect the image in my mind's eye. The Tiger essentially looks like a more muscular cross between a MiG-25 and an XF-108 "Rapier". As noted in the write-up below, visibility out of the cockpits is poor, so imagery is mostly synthetic (i.e. provided by radar, IR, etc., sensors as well as the vision blocks). Hopefully, the write-up provides a good idea of the aircraft's appearance.]
[OOC2: Material removed to original write-up site for convenience sake.]

To: Detmerian Aerospace
From: Mr. White, foreign relations officer
Subject: Aircraft Order
Message: The Dominion is interested in updating its aging stores of MiG-31s and Yak-141s. We have decided upon your storefront, and this is our order;

Naval Aviation
2,000 DAS-6M/F.2 Scimitar air superiority fighters - 174,000,000,000
1,500 DAS-3T/T.2 Sea Fury V/STOL fighters - 70,500,000,000
2,500 DAS-4M/S.1 Swordfish inderection strike aircraft - 220,000,000,000
1,400 DAS-2NE/EF.1 Wraith electronic warfare aircraft - 105,000,000,000

Ground Based
6,000 DAS-15/F.1 Tiger interceptors - 750,000,000,000
1,500 DAS-4A/S.2 Swordfish inderection strike aircraft - 127,500,000,000
1,000 DAS-2BE/EF.2 Wraith electronic warfare aircraft - 74,000,000,000
650 DAS-5/B.1 Vulcan strategic bombers- 180,000,000,000
500 DAS-2BR/ADS.2 Banshee air defece surpresion aircraft - 37,000,000,000

Rotary Wing
2,600 DAS-9/HA.1 Sparrow attack helicopters - 67,600,000,000
1,400 DAS-11C/HU.2 Swallow light utility helicopters - 14,560,000,000
3,000 DAS-10C/HC.3 Cormorant medium-lift helicopters - 9,000,000,000
1,200 DAS-10M/HM.1 Cormorant anti-submarine helicopters - 52,800,000,000
350 DAS-12S/HE.3 Swift surveillance helicopters - 13,475,000,000
600 DAS-10W/HEW.2 Cormorant early warning helicopter - 28,800,000,000

TOTAL: 1,924,235,000,000

Thank you,

Good day.
Mr. White

To: Mr White, Foreign Relations Officer, Dominion of Emperor Pudu
From: Lewis Felsham, President/Director-General, Detmerian Aerospace Dynamics, UKIN
Subject: Re: Aircraft order

Dear Mr White,

Let me first express my great pleasure in receiving this order from your illustrious Dominion. Detmerian Aerospace is honoured to accept your nation's order for our aircraft and shall prepare the aircraft forthwith. As you have noted, sir, the cost of this order is $1.924 235 trillion, $1.828 trillion after 5% bulk purchase discount.

Once more, let me personally thank you for your generous offer, and long may the Dominion rule the skies.

Sincerely,

Lewis Felsham
President and Director-General
Detmerian Aerospace Dynamics, plc
Fennerby, Detmere, UKIN

OOC: Isselmere, you simply could've linked me to the post, not to sound rude. Anyway, I'll make another purchase later.

OOC: Actually, that's the first time I've posted that info to this particular thread.

OOC: Damn it, didn't notice that. :headbang:

To: Detmerian Aerospace
From: Mr. White, foreign relations officer
Subject: Aircraft Order
Message: After our last order from your excelent storefront we were left wanting, and we have returned to fulfill these wants. We would like to purchase;

Naval Aviation
600 DAS-2N/FA.2 - 39,600,000,000

Ground Based
1,600 DAS-2A/FG.3 - 99,200,000,000

TOTAL: 138,800,000,000

Thank you,

Good day.
Mr. White

OOC: This is an OOC acceptance of Emperor Pudu's order, dated from the time of receipt (i.e. one hour RL after it was sent). IC acceptance to follow when time permits.

OOC: Isselmere, when are you going to get your write-ups of your utility chopper and airliner done?

OOC: Hopefully sometime within this or the subsequent month. The basics are done, but I've a welter of other things to complete and then there's RL to deal with... :)

OOC: Got that. With the world's unlimited resources in NS and the earth the size of Jupiter, one can expect I need a different plane as a result of the affected features.

bump

DAS-12 Swift
Variants
DAS-12C Utility (UH)
DAS-12E Electronic countermeasures (ECMH)
DAS-12M Anti-submarine/anti-ship (ASWH)
DAS-12S Battlefield surveillance and targeting acquisition (BSRH)
DAS-12X Nuclear, biological, chemical environment reconnaissance (NBCH)

Basic Characteristics (DAS-12C)
Crew: 2 (pilot, co-pilot) + 1 crew chief/gunner
Powerplant: 2 x IMW ATG-19S (rated at 1764 kW)
Fuel reserves (internal tanks): 2375 litres (1900 kg JP8)
Countermeasures: IRCM, LWR, RWR
Expendable countermeasures: 6 x 30-cell ALE.209
Weight: empty weight: 5462 kg; maximum weight: 10720 kg
Dimensions: length: 16.56m; fuselage length: 16.15m; folded length: 13.5m; rotor diameter: 16.32m; width: 4.52m; folded width: 3.8m; height: 4.12m

DAS-12C
Weight: 5462 kg
Dimension: total length: 16.56m; width: 4.52m; height: 4.12m
Cost: $22.4 million
Electronics: Optronics turret (laser, IIR, CCD/LLTV)

DAS-12E
Weight: 6692 kg
Dimension: total length: 16.56m; width: 4.68m; height: 4.18m
Cost: $38.5 million
Electronics: Broadwave communications/radar jammer; electronic support measures (direction finder, etc.) equipment

DAS-12M
Weight: 6265 kg
Dimension: total length: 16.56m; width: 4.52m; height: 4.12m
Cost: $36.5 million
Electronics: Search radar; dipping sonar; magnetic anomaly detector; sonobuoys (20); optronic sensor turret

DAS-12S
Weight: 6784 kg
Dimension: total length: 16.56m; width: 4.68m; height: 4.18m
Cost: $38.5 million
Electronics: AESA search radar; electronic support measures

DAS-12X
Weight: 6817 kg
Dimension: total length: 16.56m; width: 4.72m; height: 4.16m
Cost: $40 million
Electronics: NBC air sampling systems; NBC ground sampling systems; optronic sensor turret

TO: Lewis Felsham, President, Detmerian Aerospace Dynamics, UKIN
FROM: Paul David Nettleton, Minister of Defense, United Sovereign Nations of Southeast Asia
RE: Purchase

Dear Mr. Felsham,

I have deemed the DAS-15 "Tiger" Interceptor to be fit for our Air Force, after rigorous testing and several comments of approval by commanders in the air force and the Upper Parliamentarian House has approved. So I wish to, on the behalf of my nation, acquire domestic production rights to the DAS-15 "Tiger" Interceptor (as there is no production rights cost, so I believe that it is also the same cost of the DAS-15 itself: 125,000,000 USD).

Also, the Air Force has been on the look out for a replacement to the venerable UH-60 "Blackhawk" Helicopter. So I request, on the behalf of my nation, for ten units of each variant of the DAS-12 "Swift". The cost of 1,679,000,000 USD shall be wired upon the confirmation of the order.

Yours Truly,
His Excellency,
Minister of Defense
United Sovereign Nations of Southeast Asia
Paul David Nettleton

[OOC: Just to note, Felsham is a man. :)

The cost of production rights are not listed for most aircraft because I rarely give any form of production rights to my aircraft because I receive orders infrequently; I need as many sales as possible to keep my people employed. In any case, $125 million = selling price per unit. Domestic production rights tend to be determined by the following formula:

(Cx × nx) + (Cx × y) × Nx
Wherein:

Cx = Cost of the good or service (x)
nx = Pre-assigned quantity of good or service (x), such as 2000 units, used for the base calculation of the cost for production rights (i.e., base production units or BPU number)
y = percentage of Cx used to calculate the cost of each subsequent unit over the BPU
Nx = The quantity of units produced above and beyond that established by the BPU

For aircraft, nx is determined on a floating scale, but is generally at least 500 aircraft (i.e. $62.5 billion). It might seem like a lot, but then I'm losing a lot of sales.]

OOC: Rats. I'll edit Felsham's name. Too bad I can't buy DPR.... :(

OOC - How about my other order?

To: Paul David Nettleton, Minister of Defence, United Sovereign Nations of Southeast Asia
From: Lewis Felsham, President/Director-General, Detmerian Aerospace, UKIN
Subjects: DPR for DAS-15, order for DAS-12

Your Excellency,

We at Detmerian Aerospace thank you for your kind words and generous offer for domestic licensed production of the DAS-15, but must regretfully refuse the release of domestic production rights (DPR) at the present moment. In the fullness of time, should orders for that aircraft increase, we might release DPR to Your Excellency's nation in accordance with the following:

$62,500 million + $12.5 million per unit after the first 500 units

Domestic production rights only permit the domestic manufacturing and use of the design. Any resale to or production for a third party would result in the immediate termination of the contract and likely other penalties as well. But, as I have noted, the release of DPR for the Tiger to Your Excellency's superb nation must wait.

With regard to Your Excellency's order of several variants of the DAS-12, we most gratefully accept and shall prepare the aircraft forthwith for the sum specified.

We hope that the great United Sovereign Nations will accept my humble apologies, and may the air force of Southeast Asia always be victorious over our nations' mutual foes.

Sincerely yours,

Lewis Felsham
President and Director-General
Detmerian Aerospace
Fennerby, Detmere, UKIN

OOC: I look forward to the write-up, then I can compare and contrast with Halberdgardia's UH-75 "Knighthawk" Utility Helicopter....is that why you posted the stats a few days after the Halberdgardian design's release?

OOC: I had just completed the basic stats a short while back, but the write-ups take ages. I can provide very basic write-ups for the variants, but that's about it, which I'll try to post today, time permitting.

TO: Lewis Felsham, President/Director-General, Detmerian Aerospace, UKIN
FROM: Paul David Nettleton, Minister of Defence, USNSEA
SUBJECT: DAS-15 Order

Dear Mr. Felsham,

That is perfectly understandable. But, as we are unable to purchase the domestic production rights for the DAS-15 Tiger, we would like to request for a hundred units of the DAS-15 "Tiger" Interceptor. The cost of 1,250,000,000,000 USD shall be wired upon the confirmation of the order.

Yours Truly,
His Excellency,
Minister of Defense
United Sovereign Nations of Southeast Asia
Paul David Nettleton

bump

To: Paul David Nettleton, Minister of Defence, USNSEA
From: Lewis Felsham, President/Director-General, Detmerian Aerospace, UKIN
Subject: Tiger order

Your Excellency,

Detmerian Aerospace is honoured to accept your glorious country's most generous offer to purchase 100 DAS-15 Tiger interceptors, and shall begin their production forthwith. The total cost of production, with five-per cent bulk purchase discount, will be $11,875 million [$11.875 billion].

Permit me to thank Your Excellency for your most kind order and I hope you will revisit our storefront sometime soon. May the United Sovereign Nations of Southeast Asia always be victorious in defence!

Sincerely yours,

Lewis Felsham
President and Director-General
Detmerian Aerospace
Fennerby, Detmere, UKIN

OOC: Issel, how do you envision the other aircraft you have in your storefront to look like? Particularly your "Sea Fury", as I get the weird image of a mutant fusion between a Harrier and a F-35 JSF....

bump

TO: Lewis Felsham, President/Director-General, Detmerian Aerospace, United Kingdom of Isselmere-Nieland
FROM: Paul David Nettleton, Minister of Defence, United Sovereign Nations of Southeast Asia
SUBJECT: B-1 Replacement and testing

Greetings Mr. Felsham,

Once again, on the behalf of my country, the United Sovereign Nations of Southeast Asia, I have returned for another contract. The Southeast Asian Air Force has been looking for candidates to replace the B-1 "Lancer" with. It seems that the DAS-5 "Vulcan" Strategic Bomber fits it...but we have to see it for ourselves first.

The Upper Parliamentarian House has approved the purchase for ten units of the aforementioned aircraft. The cost of 30,000,000,000 USD shall be wired upon the confirmation of the order. Should the tests do well, we shall purchase more units of the DAS-5 to retire the B-1.

Yours Truly,
His Excellency,
Minister of Defense
United Sovereign Nations of Southeast Asia
Paul David Nettleton

To: Paul David Nettleton, Minister of Defence, United Sovereign Nations of Southeast Asia
From: Lewis Felsham, President/Director-General, Detmerian Aerospace, UKIN
Subject: Re: B-1 Replacement and testing

Your Excellency,

It gives me great pleasure to hear once again from the illustrious United Sovereign Nations of Southeast Asia. We at Detmerian Aerospace will be honoured to deliver ten DAS-5 bombers to your esteemed nation for the requested sum for testing as a possible prelude to entering service. We hope that they perform admirably.

May the sun always shine down upon Your Excellency's nation, may pure waters grace your country's fields, and may your air force rule the skies.

Sincerely yours,

Lewis Felsham
President and Director-General
Detmerian Aerospace Dynamics, plc
Fennerby, Detmere, UKIN

bump

OOC: Issel, how do you envision the other aircraft you have in your storefront to look like? Particularly your "Sea Fury", as I get the weird image of a mutant fusion between a Harrier and a F-35 JSF....
Well...

*bump*

Apologies, v. busy of late.

GWS.73A Ptarmigan anti-radar missile (ARM)

The Ptarmigan was designed to destroy enemy air defences at great ranges by providing its deployers the widest possible choice of tactics, whether high-speed direct destruction with the 73Aa unitary warhead, loitering whilst awaiting the enemy to reveal itself with the 73Ab submunition dispenser, or area destruction with the 73Ac cluster bomblet dispenser.

Characteristics
Function: anti-radar missile
Variants:
-73Aa: unitary warhead
-73Ab: guided submunitions dispenser
-73Ac: cluster bomblet dispenser
Acquisition: 270-degree initial acquisition capability (120-degree without continued datalink)
Dimensions: length: 4.28m; diameter: 0.327-0.392m; finspan: 0.75m (deployed); wingspan: 1.08m (deployed)
Mass:
-73Aa: 592.36kg; warhead: 64kg HE
-73Ab: 592.68kg; warheads: 2 x 4 "skeet" dispensers (58 kg)
-73Ac: 598.23kg; warheads: 32 anti-personnel and anti-tank bomblets (48 kg)
Range (dependent on launch and attack profile): maximum (high altitude launch, cruise): 250 km; maximum speed, low level: 140km
Propulsion: turbofan
Ceiling: 15 km; attack altitude: warhead dependent
Speed: 0.85 Mach (cruise); 2.5 Mach (terminal)
Cost: $1.220 million

To: Mr. Lewis Felsham, President/Director-General, Detmerian Aerospace, UKIN
From: Mr. Paul O'Conner, Stevidian BAE Systems Areospace Design Block
Subject: Purchasing of Sea Fury's

Dear Sir,

It has come to the attention of Stevid from one a nation that has been a purchaser of some of your aircraft, that your storefront has enourmous potentail to replace Stevid's aging sea faring aircraft.

We were told you were very reliable and would consider purchasing forty-five Single Seater Sea Fury S/VTOL aircraft to replace our Sea Harriers and some of our F-35's.

The calulated cost of the 45 Sea Fury's comes to 2025000000 USD, however if you are willing to sell the construction rights, then you may increase the final cost accordingly.

Thank you.

Secret IC:

To: Detmerian Aerospace
From: Federative Sikh Republic of Space Union
Subject: Stevid Purchase

We wish to ask your company leaders to not supply the nation of Stevid with your excellent weaponry on the basis that they are currently an enemy of Space Union and we are currently fighting against them in the war in The Macabees. If your aircrafts are sold to Stevid, it is very likely that our pilots will encounter your aircraft and we do not wish to fight allied nation's fighters or aircrafts, nor do we wish them to be used against us to take away the lives of our pilots. We hope you understand this and we apoligise if this causes you to lose any sales, that is why we are willing to pay the amount of money that you will be losing from this sale. The money has been transmitted at $2,025,000,000 USD. Thank you for your consideration and we hope that you may understand our logic.

Signed,
Federate S. Singh

Secret IC:

To: Federate Satpul Singh, Federative Sikh Republic of Space Union
From: Lewis Felsham, President/Director-General, Detmerian Aerospace, UKIN
CC: Sir George Fredericks, Minister for Foreign Affairs and International Development, UKIN; Horace Laederbeck, Minister of Defence, UKIN; the Hon. Michael Zhou, Sen., Chair, Parliamentary Foreign Arms Sales Commission, UKIN
Subject: Sales to Stevid

Your Excellency,

Upon learning of the connection between Stevid and the Macabees and of your upcoming battles, Detmerian Aerospace will assuredly sell no weapons systems (e.g., aircraft, ammunition, or weapons) to Stevid. Though my firm might lose sales from such a sale, any losses suffered by a strong ally such as Space Union from our systems could not be countenanced by our firm nor the United Kingdom as a whole. As such, Detmerian Aerospace expects no payment for refusing Stevid's order, and should Space Union require any weapons systems during this confrontation with those nations, Detmerian Aerospace would be honoured to provide such at a subsidised cost.

Sincerely yours,

Lewis Felsham
President & Director-General
Detmerian Aerospace Dynamics, plc
Fennerby, Detmere, UKIN

---

To: Mr. Paul O'Conner, Stevidian BAE Systems Aerospace Design Block
From: Lewis Felsham, President/Director-General, Detmerian Aerospace, UKIN
Subject: Sea Furies

Dear Mr O'Conner,

The Parliamentary Foreign Arms Sales Commission has regretfully refused the sale of forty-five single-seat DAS-3 Sea Fury aircraft to your nation owing to its involvement with a nation hostile to the United Kingdom of Isselmere-Nieland. I apologise for the inconvenience this might cause.

Sincerely,

Lewis Felsham
President & Director-General
Detmerian Aerospace Dynamics, plc
Fennerby, Detmere, UKIN

OOC: Thanks, Isselmere. :)

To: Lewis Felsham, President/Director-General, Detmerian Aerospace, UKIN
From: Admiral Charles Donnell, Commander of Chevrokian Republic Navy
Re: DAS-4M Swordfish

Due to an expansion of our naval combat force, specifically, the addition of five more carrier battle groups in the coming years, we also need to fill combat air groups for those carriers. We currently have in service 150 DAS-4M Swordfish carrier-based strike aircraft, and we have had good experience with them. So we wish to purchase 75 additional units, at a price of $6,600,000,000, to be wired upon confirmation of the order.

OOC: Apologies for the delay; please consider this response dated 1 NS hour after receiving the order.

To: Admiral Charles Donnell, Commander of Chevrokian Republic Navy
From: Lewis Felsham, President/Director-General, Detmerian Aerospace, UKIN
Subject: Re: DAS-4M Swordfish

Dear Admiral Donnell,

It is with great pleasure that we at Detmerian Aerospace receive this order from the Chevrokian Republic Navy and we shall prepare seventy-five Swordfish naval strike aircraft forthwith. The cost for this procurement will be $6600 million.

I sincerely thank you, Admiral Donnell, for once again considering Detmerian Aerospace for your order and I hope you will revisit this storefront sometime soon.

May the Chevrokian Republican Navy forever rule the waves!

Sincerely,

Lewis Felsham
President and Director-General
Detmerian Aerospace Dynamics, plc
Fennerby, Detmere, UKIN

*bump*

After carefully reviewing all designs submitted to me and after talking with both the Commander in Chief of the Navy and the Air force I have decided to purchase 3000 FA.1 (single-seat) at $64 million each.The total would then come to one hundred ninety-two billion.Money will be wired upon confirmation of order.Thank you and congratulations.

To: Commander-in-Chief of the Navy, Frenzia
CC: Commander-in-Chief of the Air Force, Frenzia
From: Lewis Felsham, President/Director-General, Detmerian Aerospace, UKIN
Subject: DAS-2M order

Your Excellencies,

We at Detmerian Aerospace are honoured by your interest in our DAS-2M (Spectre FA.1 in RINN service) design and accept your order for 3000 of that model for $192 billion ($182.4 billion after bulk purchase discount). The aircraft shall be prepared for your armed forces forthwith.

Most sincerely,

Lewis Felsham
President and Director-General
Detmerian Aerospace Dynamics, plc
Fennerby, Detmere, UKIN

Please note, the DAS-5 Vulcan strategic bomber has been renamed the DAS-5 Angrboda. I apologise for any inconvenience this may cause.

The write-ups for the DAS-3, DAS-5, and DAS-6 shall be done either this or next week. Those for the DAS-7 and DAS-8 should follow shortly thereafter.

Nice change in name. Vulcan is too common (a cannon and another bomber is named after it). :)

[OOC: Agreed with Space Union...though ICly, we'd disagree and redesignate the Angrboda to something more home-feeling. :)]

Notice: The DAS-2R Banshee and DAS-2E Wraith models will soon be discontinued, to be replaced by the DAS-2E2 Spectre electronic fighter aircraft. The new Spectre design will combine the best features of both the Banshee and the Wraith in a single package, along with upgraded engines. The new design will not, however, have room for the standard Royal Isselmere-Nieland Ordnance ACA.41 30mm revolving-chamber cannon installed in the Banshee and existing Spectre designs.

Also of note, this and the other three UKIN defence industry sites (Isselmere Motor Works, Royal Shipyards, and Lyme and Martens Industries) will be undergoing a significant upgrade (regretfully not including pictures as yet as I am still learning how to craft them on a computer) within a few RL months. For those fearing cartelisation of those industries under a single rubric, that is not the case. Merely cleaning up all of my mistakes and making room for new ones! :)

Best wishes,

Isselmere-Nieland

Hey Isselmere, for your picture needs might I suggest www.planespictures.com. They have a tonne of good pics that could fit a lot of your aircrafts.

To: Lewis Felsham, President/Director-General, Detmerian Aerospace, UKIN
From: General Peter Lee, Chief of the Southeast Asian Air Force, USAN
Subject: AH-64D Replacement

Dear Mr. Lewis Felsham,

It is an honor and a pleasure to be in communication with the President of Detmerian Aerospace Dynamics, as your esteemed corporation has proved with the DAS-15 "Tiger" Interceptor. So once again, this time in the form of the Chief of the Air Force himself and not the Ministry of Defense, Southeast Asia is proud to say that it has returned to Detmerian Aerospace for another military contract to fill out.

The AH-64D "Apache Longbow" Attack Helicopter (http://www.globalsecurity.org/military/systems/aircraft/ah-64d.htm), has been serving in my nation's armed forces since its early days, the days when the Union of Southeast Asian Nations were young (and it still is, but it has learned a lot and doesn't really . Your glorious firm has the DAS-9 "Sparrow" Attack Helicopter, which retired the very same helicopter your esteemed homeland, the United Kingdom of Isselmere-Nieland, replaced some time ago not too long ago.

It seems to be an excellent helicopter....but alas, speaking on the behalf of my nation, I have only seen it on paper. The Southeast Asian Air Force needs to see it in-person. As such, on the behalf of my country, the Union of Southeast Asian Nations, and on the behalf of the Southeast Asian Federal Parliament (which has approved of this purchase in a rather large majority), I wish to acquire two units of the DAS-9 "Sparrow" Attack Helicopter for testing purposes.

The cost of 52,000,000 Universal Standard Dollars shall be transfered to your primary bank account upon the confirmation of the order. Should the Sparrow prove successful in its combat trials, I shall return to make a more substantial order.

May the relations between the United Kingdom of Isselmere-Nieland and the Union of Southeast Asian Nations eternally prosper!

Sincerely,
General Peter Lee
Chief of the Southeast Asian Air Force
Union of Southeast Asian Nations

OOC: Space Union, thanks for the info.

Southeast Asia, your order for 2 DAS-9 attack helicopters have been confirmed. Sorry no proper IC-reply, RL nonsense, etc.

[OOC: That's understandable Isselmere, RL has to take precedence. And is your aircraft company now making enough dough to generate domestic production rights, or still not yet?]

OOC: Depends on the aircraft, Southeast Asia.

[OOC: The DAS-9 Sparrow?]

OOC: Yes, a DPR for the DAS-9 Sparrow could be made available to you. I'll have to work out the costs. Should be able to get back to you on that by tomorrow (busy day ahead, unfortunately).

The Commonwealth of the New Confederate States of America
Invoice

To: Detmerian Airspace
From: The Confederate Central Bank
CC: Ministry for Economic Affairs, Ministry for Defence

250x DAS-15 Tiger Interceptors
$31,250,000,000

300x DAS-6 Scimitar Air Superiority Fighters
$25,200,000,000

200x DAS-2 Spectre FA.1s
$12,800,000,000

Total:
$69,250,000,000

(Big order, I know - I did however take out a sizeable $100 Bil. loan from the DMG International Bank, which is what I am using to pay for this. Details of the loan can be found ->HERE<- (http://forums.jolt.co.uk/showpost.php?p=11431117&postcount=524))

OOC: New Confederate States, I will attempt to get a reply to you as soon as possible. Apologies for the delay.

OOC: New Confederate States, I will attempt to get a reply to you as soon as possible. Apologies for the delay.

(OOC: Okay, thankyou. :))

*friendly bump for Isselmere*

OOC: Ack, sorry for the delay.

New Confederate States, your order has been approved. The planes are on their way.

To: Executive Board of Detmerian Aerospace Dynamics
From: Paul David Nettleton, Minister of Defense, USNSA
Subject: Purchase

Dear Sir/Madam,

The Southeast Asian Air Force has been looking for a replacement to the venerable F/A-18 "Super Hornet" that was once produced by the former United States of America; now commonly found around the globe. And as such, I send my most sincere and warmest compliments to your glorious corporation.

The DAS-2 "Spectre" is a multi-role warplane that is based off the F/A-18 "Super Hornet", and it seems to be a fitting choice for the Southeast Asian Air Force and the Southeast Asian Navy. However, as with the case of the Tiger and the Sparrow, my nation has only seen it on paper - we have to see it for ourselves.

The Upper House of Parliament has approved of the purchase of two DAS-2 warplanes for testing purposes (two each, two single-seaters and two double-seaters), and should this order be approved by the gracious and noble DAS board itself, 252,000,000 Universal Standard Dollars (USD) shall be wired to you upon the confirmation of the order.

I hope to hear from you soon!

Yours Sincerely,
His Excellency,
Paul David Nettleton
Minister of Defense
United Sovereign Nations of Southeast Asia

Southeast Asia, your order has been confirmed.

[OOC: Isselmere, would it be possible for DASD to set up a civil aviation firm in Southeast Asia?]

OOC: Hmm, I don't know, Southeast Asia, mostly because I haven't done any write-ups for any civil aircraft as yet. I was planning on adding a multirole transport aircraft (the DAS-7, for maritime patrol, AEW, tanker-transport, VIP transport), a regional jet, a larger transport aircraft (like the A380), a heavy transport aircraft (like the An-74(?) and C-5M), and some other jets, but that will take a while to do. A military aircraft branch plant wouldn't be impossible, but considering most of my aircraft seem about 5-20 years behind everyone else's at the moment, I don't know whether that would be in your country's best interest.

OOC: Hmm, I don't know, Southeast Asia, mostly because I haven't done any write-ups for any civil aircraft as yet. I was planning on adding a multirole transport aircraft (the DAS-7, for maritime patrol, AEW, tanker-transport, VIP transport), a regional jet, a larger transport aircraft (like the A380), a heavy transport aircraft (like the An-74(?) and C-5M), and some other jets, but that will take a while to do. A military aircraft branch plant wouldn't be impossible, but considering most of my aircraft seem about 5-20 years behind everyone else's at the moment, I don't know whether that would be in your country's best interest.

[OOC: What's your definition of MT, out of curiousity? And to me, while your designs may be "outdated", they're still quite realistic and potent enough to deal with most NS-grade threats on the battlefield.]

[OOC: Generally, MT for me is 2000-2010, or something that could be put into action if there was enough funding, with 2015-2030 being PMT. Unfortunately, realism frequently equates into outdated in NS, especially with all the super-manoeuvrable Mach 3 capable fighters (and bombers) about.]

The nation of Oslea is interested in a number of your aircraft, but we are unsure if we can even afford ANY of them. We haven't figured out how much we can spend yet, as we are a new nation looking to build a world-renowned air force.

~The United States of Oslea~

OOC: %4 of my budget is apparently $770 million out of roughly $19 billion, but there is $ 0 spending budget for defence... I'm confused... maybe it's just cause I'm new here..

If that $770 million can go towards buying aircraft, the Oslean air force would like 100 Kestrel missiles, 5 DAS-2 Spectre FGR.3's, and 5 DAS-2 Sectre FA.1's for a total of $695 million, if I'm correct.

Oslea, your order has been approved. Sometimes NS economic calculators are a little off, and for 10 aircraft and 100 missiles I can certainly arrange financing appropriate to your nation's defence budget.

[OOC: Isselmere, would it be possible to make refitted variants of your aircraft, say the DAS-15 "Tiger"?]

Southeast Asia, that would either fall into the category of reverse engineering or unlicensed production and would be considered entirely invalid, unethical, and -- albeit difficult to define in NS -- illegal.

If you are refitting your own purchased-from-DAS Tigers (or any other aircraft or system) with local (i.e., Southeast Asian) or foreign electronics, etc., and not building any DAS aircraft whether for local or foreign use, nor are you rebuilding/refitting DAS aircraft purchased by third parties (i.e., if you are only refitting or overhauling your own DAS aircraft or other aircraft for your own armed forces and absolutely no-one else's), you would invalidate any warranties to such aircraft and any such modifications would be ignored by me in any possible joint RP. If any third party questions the operability of such modifications, I would have to state that those alterations are of questionable utility and function. Although any such refitting is not strictly invalid, unethical, or "illegal", it would be considered outside the scope of the sales agreement. (In other words, permissible but certainly not approved.)

If such work (i.e., modification/refitting) is commissioned by or for a third party or if such work is commissioned for a third party, the aircraft would be irrecoverably reduced to scrap and a hard ignore would be placed on your and the third party's nations.

The production of any Tigers or any other DAS aircraft by your or a third party nation, whether as a reconstruction or as a direct build will result in a hard permanent ignore for all offending nations.

[OOC: Isselmere, of course I understand that it would be illegal to reverse engineer your products and sell it off for my own nefarious purposes....but I am not so foolish as to do that, plagiarize you and end up risking a ban and DEATion. Thanks for clearing it up to be technically possible. But I want a refitted variant by DAS thanks to legal issues IC and OOC, i.e., a strike version of it, a la Clan Smoke Jaguar's F-36 "Kunai" Interceptor and Strike Aircraft (http://forums.jolt.co.uk/showthread.php?t=423841)?]

The Tiger is as mission-capable as it can be in that role airframe-wise, so it would only be an electronics alteration (black box for black box) in that instance. It could only act as a missile strike aircraft, however, although special high speed ballute-retarded bombs could be ejected from the weapons bay (bombs would create too much drag under the wings, but then again you could design aerodynamic bomb carriers for the wing pylons).

To properly retool the Tiger as a strike aircraft would require a great deal more work, likely without satisfactory result since it was designed as an out and out interceptor: fast, not too agile, and with comparatively limited load carrying ability.

That written, a locally-modified strike version of the aircraft is possible.

To: Lewis Felsham, Director-General, Detmerian Aerospace Dynamics
From: Paul David Nettleton, Minister of Defense, United Sovereign Nations of Southeast Asia
Subject: Aircraft procurement

Dear Director-General Lewis Felsham,

As our modernization program continues and as the tensions with the Kraven Corporation continue arising and probability of armed conflict ascending, the Union has once again turned back to the glorious Isselmere-Nielander partnership between the Lyme and Martens Industries and the Fennerby Aerotechnics for defense contracts.

On the behalf of the Southeast Asian Federal Parliament, I wish to procure particular units which have passed the combat trials: the DAS-2 "Spectre" multi-role fighter plane and the DAS-9 "Sparrow" attack helicopter. In particular, the Southeast Asian Armed Forces have requested for 100 of each particular product, for a first batch. More orders are likely to come. The cost of 880,000,000 Universal Standard Dollars shall be wired to the primary bank account of the Detmerian Aerospace Dynamics upon the confirmation of the order.

Yours Sincerely,
His Excellency,
Paul David Nettleton
Minister of Defense
United Sovereign Nations of Southeast Asia

Southeast Asia, apologies for the brevity of this post. As for the DAS-2 models, did you want the naval or land-based variants, single-seat or tandem-seat models? Either way, you'd be getting the recent versions (local designation FA.13/14 (naval) or FG.15/16 (land-based) with the uprated ATG-8F2 engines (14622 kgf thrust with reheat/afterburner) and improved electronics (better ECM and ECCM capability and the like, more precise radar and laser warning systems, etc.). 100 of the desired type(s) are on their way, along with 100 DAS-9 units.

Southeast Asia, apologies for the brevity of this post. As for the DAS-2 models, did you want the naval or land-based variants, single-seat or tandem-seat models? Either way, you'd be getting the recent versions (local designation FA.13/14 (naval) or FG.15/16 (land-based) with the uprated ATG-8F2 engines (14622 kgf thrust with reheat/afterburner) and improved electronics (better ECM and ECCM capability and the like, more precise radar and laser warning systems, etc.). 100 of the desired type(s) are on their way, along with 100 DAS-9 units.
[OOC: Well, that's ok on the note of shortness.....as for the Spectre models, I would say naval. I'll order some more versions, probably including ground based versions later.]

New designs in the works:

DAS-26 McLuhan large aircraft
DAS-27 Garuda multirole combat aircraft
DAS-28 Marauder strategic interdiction aircraft

Designs nearing completion
DAS-7 Thisby
DAS-8 Heimdall/Gannet
DAS-10 Cormorant
DAS-11 Swallow
DAS-12 Swift
DAS-13 Condor
DAS-17 Terrier
DAS-26 McLuhan
DAS-27 Garuda

Designs in the works
DAS-14 Skua
DAS-16 Meridian
DAS-18 Squirrel
DAS-28 Marauder
DAS-29 Cherub
DAS-30 Seraph
DAS-31 Hellcat
DAS-32 Bee

http://i220.photobucket.com/albums/dd199/jamessavvy/seal16.gif

To: Detmerian Aerospace Dynamics, plc (DAS)
From: Ministry of Defense

The Kingdom of Tristan Providence would like to purchase the following:

For the Providence Royal Air Force (PRAF):

40x- DAS-6A Scimitar - 3.36 Billion- To Replace the Su-37 Super Flankers

For The Providence Royal Navy (PRN):

25x- DAS-6M Scimitar- 2.71 Billion- To Replace the AV-8B Harrier II Plus
10x- DAS-2NE/EF.1Wraith- 750 million- To Replace the EA-6 Prowler

Total Price comes to: 7.82 Billion USDs

Money will be wired on confirmation. We thank you for your Service.

Minister of Defense Garrett Conway

Tristan Providence, my apologies for the delay and for the brevity of this reply. Your order has been approved and has been in process as of 1 NS hour of it being received.

The United Kingdom of Tristan Providence would like to order the following:

20x DAS-4A (land-based): 1.7 Billion
30x DAS-4M (maritime): 2.64 Billion
45x DAS-3F (FA.1): Lightweight fighter-bomber: 2.025 Billion

Total Price: 6.365 Billion

The United Kingdom of Tristan Providence would like to order the following:

20x DAS-4A (land-based): 1.7 Billion
30x DAS-4M (maritime): 2.64 Billion
45x DAS-3F (FA.1): Lightweight fighter-bomber: 2.025 Billion

Total Price: 6.365 Billion

bumpness

Apologies for the delay and the brevity of this reply. Order confirmed, all should be shipping today.

The United Kingdom of Tristan Providence would like to purchase he following.

30- DAS-6M/F.2- 2.61 Billion
33- DAS-4M/S.1- 2.904 Billion
6- DAS-2NE/EF.1- 450 million

This all adds up to a grand total of 5.964 Billion USDs. Thank you.

Apologies for the brevity of this reply, Tristan Providence. Your order has been confirmed.

how do i go about purchaseing product?

Click on the "Notes on Defence Procurement" link; it describes how to purchase things.

Tristan Providence would like to order the following:

40 DAS-6A/F.1 3.36 BILLION
20 DAS-4A/S.2 1.7 BILLION

Total: 5.06 Billion

Apologies for the brevity of this reply. Order approved.

http://i220.photobucket.com/albums/dd199/jamessavvy/seal3.gif

To: Detmerian Aerospace
From: The United Kingdom of Tristan Providence

The United Kingdom of Tristan Providence would like to purchase the production rights to he DAS-6 Scimitar air superiority fighter, DAS-4 Swordfish interdiction strike aircraft, DAS-3 Sea Fury multirole vertical/short take-off and landing (V/STOL) fighter , and the DAS-2E Wraith electronic warfare aircraft. You may name your price.


Prime Minister, Scottie Ranulph

Apologies for the usual brevity of this reply as well as the lateness. Generally DPRs for aircraft (with me, at least) are set at the cost of 500 units (750 units for both land and maritime variants) + 5% the full cost for each subsequent unit. If that's OK by you, it's settled. By the way, the DAS-2E has been replaced/updated, with the new form listed at the address below:

DAS-2E2 Spectre (http://ns.goobergunch.net/wiki/index.php/DAS-2_Spectre#DAS-2E2_Spectre) - upgraded engines, improved electronics (still very MT)

If you prefer, however, you can still purchase the DPR for the DAS-2E Wraith.

Legal issues: Of course, DPRs mean no resale or sale to a third party. Upgrades may be made in house using local or third party equipment, but it invalidates the warranty and still no resale.

All the best,
UKIN

Apologies for the usual brevity of this reply as well as the lateness. Generally DPRs for aircraft (with me, at least) are set at the cost of 500 units (750 units for both land and maritime variants) + 5% the full cost for each subsequent unit. If that's OK by you, it's settled. By the way, the DAS-2E has been replaced/updated, with the new form listed at the address below:

DAS-2E2 Spectre (http://ns.goobergunch.net/wiki/index.php/DAS-2_Spectre#DAS-2E2_Spectre) - upgraded engines, improved electronics (still very MT)

If you prefer, however, you can still purchase the DPR for the DAS-2E Wraith.

Legal issues: Of course, DPRs mean no resale or sale to a third party. Upgrades may be made in house using local or third party equipment, but it invalidates the warranty and still no resale.

All the best,
UKIN

We are please that you are willing to sell the DPR to the 4 aircraft. The Total price for the DPRs is: 186.75 Billion USDs. Thank you very much.

http://nationstates.wikia.com/images/thumb/3/33/Coat_of_arms_of_Jeuna.png/203px-Coat_of_arms_of_Jeuna.png

Republic of Jeuna
Ministry of Federal Defense

18 Weipiao North Rd.
Huanmao Province
Huanmao, 106-09
REP OF JEUNA


Detmerian Aerospace
[street address]
Fennerby, Detmere
[postal code]
UK OF ISSELMERE-NIELAND

Dear Mr. Felsham,

Having observed for some time the wide plethora of available equipment in the arms industry, and resolved to temporarily purchase units from foreign companies as a precursor to the development of domestic Jeunese designs, the federal government of Jeuna has authorized my office to request the purchase of several units of equipment (listed in the attached document). Due to our budget, we propose that the delivery of the requested units take place over the course of twenty (20) years, in annual batches. The Jeunese military is fine with your corporation defining the amount and type of units included in these batches.

Sincerely,
http://nationstates.wikia.com/images/thumb/8/87/Kong_Touhui_signature.jpg/80px-Kong_Touhui_signature.jpg
Kong Touhui
Minister of Federal Defense


Attached document:
LIST OF REQUESTED EQUIPMENT

12 DAS-8W Heimdall AEW aircraft
2 DAS-2NR Banshee aircraft
10 DAS-2BR Banshee aircraft
500 DAS-9 Sparrow attack helicopters
450 DAS-10G Swift helicopters
6 DAS-10M Cormorant helicopters
150 DAS-10C Cormorant helicopters

[ I use my own budget. This purchase plan equates to about 3% of the fiscal budget of the military, using my system. ]

<snip>
Apologies for the delay, Jeuna, and for the brevity of this response; your order has been approved and will be completed by once this message has been received.

Sincerely,
UKIN