Fascist Confederacy
29-01-2005, 05:50
Sukhoi-71 (Su-71) 'Butcher'
http://upload.wikimedia.org/wikipedia/en/8/8e/Su-37_2.jpg
Role: Next Generation Air Superiority Fighter
Crew: 1
Length: 56.50 ft.
Wingspan (Primary Wings): 47.00 ft.
Height: 13.50 ft. (Su-71A); 14.20 ft. (Su-71B Naval Varient)
Empty Weight: 48,000 lb.
Maximum Weight: 78,000 lb.
Fuel Weight: 17,000 lb. (Su-71A); 15,200 (Su-71B Naval Varient)
Armament Weight: 15,600 lb. (Su-71A); 13,800 (Su-71B Naval Varient)
Powerplant: 2x H790A Hardey & Foster vectored thrust pulse-detonation/turbo-fan hybrid engines
Maximum Thrust: 60,704 lbs per engine (Double Pulse- 119,551 lbs per engine)
Maximum Speed: Mach 5.2 (Double Pulse); Mach 3.9 (without Double Pulse) Super-Cruise speed: Mach 2.8
Initial Climb Rate: 47,000 ft/min
Service Ceiling: 86,650 ft.
Range: 1,900nm (combat) 3,400nm (ferry) [Su-71A]; 1,670nm (combat) 3,000nm (ferry) [Su-71B Naval Varient]
G-Limits: -7 / +13
Weapons: Four hardpoints underneath each wing, five fuselage hardpoints TOTAL EXTERNAL HARDPOINTS= 13
2x Internal bays each with two hardpoints for AAMs
1x SB-AGX-30 30mm Six-barreled cannon with 250 rounds of ammunition
Total armament weight that can be carried: 15,600 pounds
* * * * * *
The Su-71 was created by The Sukhoi Corporation in late 2004 and fully installed into the Confederate Luftwaffe and Confederate Kriegsmarine by early 2005. It was created to be the newsest air-superiority multi-role aircraft to combat heresy, infidels, and the evil far-left. It was in battle against West Belarusian and Estonian resistence in late January when the Confederate Heer pushed farther into Northern Europe.
The Su-71 has been battle tested and hardened. Only two of the new fighters were destroyed in combat against the resistance fighters. As we speak, The Sukhoi Corporation is readying an export edition of the fighter, so please stay tuned to be informed on their decision.
Engines
The Su-71 'Bucther' utilizes twin H790A Hardey & Foster pulse-detonation/turbofan hybrid engines which give the Su-71 unmatched speed and maneuverability. The massive engines, coupled with the ARSB's advanced turbine system and the Advanced Three-Dimensional AQT-80 Vectored Thrust system which can vector the engine's massive amount of thrust at angles up to 80 degrees and using enough speed to complete a full 160 degree conversion in about three seconds, meaning this aircraft can do full S-maneuvers without losing speed, control, or stability. Each engine can put out an amazing 60,000 pounds of thrust which can propel this aircraft to speeds of Mach 3.8. It can super-cruise at speeds approaching Mach 2.7.
But, that's not all... The H790A Hardey & Foster engine has evolved to the next generation. Its pulse detonation technology is now playing an ever greater role in this engine series' sheer power and capability. Now, with the advent of new technology, this engine can now 'Double Burst' using the 'Twin Pulse Acceleration System' (TPAS). When engaging the TPAS, a slight delay is present before the pulse detonation system (using controlled explosions to compress air for thrust) switches over to twin pulse which means each engine double fires for each pulse detonation. This means that each engine can put out 120,000lbs of thrust. However, due to the heat and pressure involved, the system can only operate for roughly 8-10 seconds depending on variables such as wind speed, atmospheric conditions, etc. Using the TPAS allows the aircraft to leap forward to a speed of Mach 5. The G-forces involved warrant the need for a special flight suit (hydrostatic), which is included with each aircraft. The TPAS can be the difference betwene life and death in some situations, however, it is not to be taken lightly. If overused, the stress enacted on these engines will force them to disintegrate if overused.
H790A Hardey & Foster
Engine Design Characteristics, Research, and Scientific Studies Relating to the Field of Direct Thrust Pulse Detonation/Turbofan Hybrid Engine Construction
-The Direct Thrust Pulse Detonation/Turbofan Hybrid Engine (DTPD/THE) is a full-production hybrid engine operated by the The Grand White Autocracy of Fascist Confederacy Sukhoi Corporation but owned by The Armed Republic of Soviet Bloc. Without our close allies support, this project would have been a failure.
The H790A Hardey & Foster pulse detonation/turbofan hybrid engine represents the zenith of Sukhoi Corporation engine development. Every Sukhoi fighter aircraft to date has been outfitted with a turbofan or pulse detonation turbofan hyrbid engine and the Su-71 is no different. Utilizing the experience created by dozens upon dozens of years of experience within the pulse detonation/turbofan hybrid construction and research process and trillions of dollars in funding, we have refined the pulse detonation/turbofan hybrid engine to a point near the technological limits of this hybrid technology.
The benefits of such a system? Increased fuel efficiency (fuel to thrust ratio). Less overall noise (since the two tend to harmonically dampen each other). Increased thrust. Resiliency. And an overall 'smaller' design. Also, you technically get two modes of thrust in one. Our pulse detonation/turbofan hybrid engine is often referred to as a vortex engine, only because of its outward appearance. In the center is the standard turbofan system (turbofan, interior turbine and compressor systems, etc.). However, surrounding the outside is a series of between eight and twelve cylinders, each capped and surrounded by a ceramic body with cooling fins, all arrayed in a way so they are angled into the bypass chamber (and into the interior chamber where fuel burns, turbine rotates, etc.). This gives the outward appearance of a 'vortex'. The idea behind the Sukhoi-designed H790A Hardey & Foster Engine series, is that a twin thrust occurs. The initial thrust is provided by the turbofan (where the compressor fans compress air, fuel is injected and the hot, high-velocity gases spin a turbine which in turn spin the turbofan to provide thrust), and this is usually used to maintain low heat emissions. However, the pulse detonation system can be activated at which detonations occur in an arrayed fashion (the tubes are numbered and given a pre-detonation sequence so they all fire in an arrayed fashion to maximize efficiency) at high rates (greater than 60 hz [times per second] but depending on need and certain factors relating to speed, environment). A compressed fuel/oxygen mixture is combusted in each cylinder (per firing order). The force of the detonation propels the hot gases onto the turbine blades (which are basically slabs of composite materials specially designed for this type of engine to withstand the intense heat and pressure) in conjunction with the heat and force produced by the conventional turbofan air compressors. Due to the firing order, a continuous stream of high velocity hot gases slam into the rear turbine set-up propelling the turbofan to its maximum efficient load. Behind the turbine is a series of baffles to redirect un-used pulse detonation thrust out the rear as direct propulsion which is supplemented by the turbofan (and its 'bypass' thrust). Each pulse detonation cylinder is passively (cool air hitting the cylinder) and actively cooled (liquid cooled).
Overall, this design creates an immense amount of power for a turbofan engine yet doesn't have the noise and heat issues with a 'pure' pulse detonation engine. Since the pulse detonation system on the H790A-series of engines are relatively low rate (in comparison to a pure pulse detonation engine which could hit thousands of times per second), many of the issues associated with the pulse detonation engine have been resolved. Since the pulse detonation system in the H790A-series of engines plays a 'direct thrust' role (i.e. directly creates thrust), the engine is overall more efficient and provides a greater thrust ratio than its other pulse detonation/turbofan hybrid counterpart, the H790-series of engines (previously used type) which used the pulsed detonations to compress air and not use it to accelerate the turbofan system.
An additional system to the New Generation H790B-series engine, is the 'Twin Pulse' which was, in the beginning, a rare and rather destructive occurance, which was often an unintentional mistake caused by a faulty injector and ignitor system (both would accidentally fire twice; causes attributed to heat). However, as the research continued and new technologies were produced, the 'twin pulse' was eradicated as a nuisance (which often completely ruined the cylinder it occured in). When the engine was finalized and placed on the Su-41 multi-role fighter, the twin pulse phenomenon was completely eradicated from the design. When research and development began on the Su-71 and its powerplant, a group of scientists carried on their own experiments at the Anotall Institute for Aircraft Powerplant Design using the center's own equipment and technology to demonstrate the potential of the 'twin pulse' phenomenon as a thrust enhancer. Unfortunately, during a live demonstration and with faulty technical data, their experiment went horribly wrong as they ran the engine too long using the system. The engine exploded with disastrous effects, leveling a 1600 square foot section of the engine test facility and killing twelve people. The same scientists were able to refine the system using data gathered in the explosion and were able to build a working model using the twin pulse as an optional boost system. The government cautiously allowed the scientists to pursue the system a second time. The second test went perfectly, increasing the thrust by a factor of 1.71, roughly doubling thrust. However, at the time, it could only be run for 5 seconds. New materials and technologies allow the system to run from between 6-8 seconds before the entire engine turns into a blob of molten metal moving at mach 5 (assuming its airborne) and flashboiling the aircraft's crew, fuselage, fuel, and weapons.
How does the twin pulse system work? Instead of a single blast occuring inside the cylinder, twin blasts occur at roughly the same time (well, less than a microsecond apart), propelling the gases at 1.9 times their normal velocity. As the jet of heated gas slams into the turbine, the number is reduced to about 1.7 due to mechanical inefficiency. However, if the system is run for more than 6-8 seconds, the cylinder itself melts in on itself while the turbine blades flashboil and the turbine housing explodes outwards due to the pressure, which eventually leads to a catastrophic explosion of molten metal resulting in the complete destruction of the aircraft. Outlooks aren't good for any pilot who uses the system, thus their reluctance to use the system. So far, it has not been used to date except for demonstration purposes.
The next generation of pulse detonation/turbofan hybrid technology, which is currently being researched by Sukhoi and Das Zitadelle appointed scientists, completely scraps the compressor system and instead uses the direct pulse detonation system to accelerate the turbine, increasing fuel efficiency (since no fuel would be burned in the conventional turbofan). This would reduce weight and size while increasing power. However, Confederate pulse detonation technology would have to be further researched to increase firing rates (into the hundreds or thousands of times per second).
Drawbacks? Complexity. First off, the turbofan is an already complex piece of machinery, add on a pulse detonation system and you've got a hard-core maintenance 'problem' (although numerous systems are in place to prevent any possible problems from occuring). Due to the intense heat and pressure created, many of the turbofan's components had to be redesigned with new materials and composities, increasing the cost astronomically. One of the few remaining drawbacks to our current pulse detonation technology is its weight. The engines are beasts, composed of heavy, heat resistant materials and many parts. However, the engines fit well with the Confederate Luftwaffe's 'Bigger, Faster, and Nimbler' policy which has governed the designs of every Confederate aircraft to date (all being within the 40,000lb to 80,000lb range), providing immense amounts of thrust to turn these large fighters into nimble creatures of prey with plenty of power to burn.
http://upload.wikimedia.org/wikipedia/en/8/8e/Su-37_2.jpg
Role: Next Generation Air Superiority Fighter
Crew: 1
Length: 56.50 ft.
Wingspan (Primary Wings): 47.00 ft.
Height: 13.50 ft. (Su-71A); 14.20 ft. (Su-71B Naval Varient)
Empty Weight: 48,000 lb.
Maximum Weight: 78,000 lb.
Fuel Weight: 17,000 lb. (Su-71A); 15,200 (Su-71B Naval Varient)
Armament Weight: 15,600 lb. (Su-71A); 13,800 (Su-71B Naval Varient)
Powerplant: 2x H790A Hardey & Foster vectored thrust pulse-detonation/turbo-fan hybrid engines
Maximum Thrust: 60,704 lbs per engine (Double Pulse- 119,551 lbs per engine)
Maximum Speed: Mach 5.2 (Double Pulse); Mach 3.9 (without Double Pulse) Super-Cruise speed: Mach 2.8
Initial Climb Rate: 47,000 ft/min
Service Ceiling: 86,650 ft.
Range: 1,900nm (combat) 3,400nm (ferry) [Su-71A]; 1,670nm (combat) 3,000nm (ferry) [Su-71B Naval Varient]
G-Limits: -7 / +13
Weapons: Four hardpoints underneath each wing, five fuselage hardpoints TOTAL EXTERNAL HARDPOINTS= 13
2x Internal bays each with two hardpoints for AAMs
1x SB-AGX-30 30mm Six-barreled cannon with 250 rounds of ammunition
Total armament weight that can be carried: 15,600 pounds
* * * * * *
The Su-71 was created by The Sukhoi Corporation in late 2004 and fully installed into the Confederate Luftwaffe and Confederate Kriegsmarine by early 2005. It was created to be the newsest air-superiority multi-role aircraft to combat heresy, infidels, and the evil far-left. It was in battle against West Belarusian and Estonian resistence in late January when the Confederate Heer pushed farther into Northern Europe.
The Su-71 has been battle tested and hardened. Only two of the new fighters were destroyed in combat against the resistance fighters. As we speak, The Sukhoi Corporation is readying an export edition of the fighter, so please stay tuned to be informed on their decision.
Engines
The Su-71 'Bucther' utilizes twin H790A Hardey & Foster pulse-detonation/turbofan hybrid engines which give the Su-71 unmatched speed and maneuverability. The massive engines, coupled with the ARSB's advanced turbine system and the Advanced Three-Dimensional AQT-80 Vectored Thrust system which can vector the engine's massive amount of thrust at angles up to 80 degrees and using enough speed to complete a full 160 degree conversion in about three seconds, meaning this aircraft can do full S-maneuvers without losing speed, control, or stability. Each engine can put out an amazing 60,000 pounds of thrust which can propel this aircraft to speeds of Mach 3.8. It can super-cruise at speeds approaching Mach 2.7.
But, that's not all... The H790A Hardey & Foster engine has evolved to the next generation. Its pulse detonation technology is now playing an ever greater role in this engine series' sheer power and capability. Now, with the advent of new technology, this engine can now 'Double Burst' using the 'Twin Pulse Acceleration System' (TPAS). When engaging the TPAS, a slight delay is present before the pulse detonation system (using controlled explosions to compress air for thrust) switches over to twin pulse which means each engine double fires for each pulse detonation. This means that each engine can put out 120,000lbs of thrust. However, due to the heat and pressure involved, the system can only operate for roughly 8-10 seconds depending on variables such as wind speed, atmospheric conditions, etc. Using the TPAS allows the aircraft to leap forward to a speed of Mach 5. The G-forces involved warrant the need for a special flight suit (hydrostatic), which is included with each aircraft. The TPAS can be the difference betwene life and death in some situations, however, it is not to be taken lightly. If overused, the stress enacted on these engines will force them to disintegrate if overused.
H790A Hardey & Foster
Engine Design Characteristics, Research, and Scientific Studies Relating to the Field of Direct Thrust Pulse Detonation/Turbofan Hybrid Engine Construction
-The Direct Thrust Pulse Detonation/Turbofan Hybrid Engine (DTPD/THE) is a full-production hybrid engine operated by the The Grand White Autocracy of Fascist Confederacy Sukhoi Corporation but owned by The Armed Republic of Soviet Bloc. Without our close allies support, this project would have been a failure.
The H790A Hardey & Foster pulse detonation/turbofan hybrid engine represents the zenith of Sukhoi Corporation engine development. Every Sukhoi fighter aircraft to date has been outfitted with a turbofan or pulse detonation turbofan hyrbid engine and the Su-71 is no different. Utilizing the experience created by dozens upon dozens of years of experience within the pulse detonation/turbofan hybrid construction and research process and trillions of dollars in funding, we have refined the pulse detonation/turbofan hybrid engine to a point near the technological limits of this hybrid technology.
The benefits of such a system? Increased fuel efficiency (fuel to thrust ratio). Less overall noise (since the two tend to harmonically dampen each other). Increased thrust. Resiliency. And an overall 'smaller' design. Also, you technically get two modes of thrust in one. Our pulse detonation/turbofan hybrid engine is often referred to as a vortex engine, only because of its outward appearance. In the center is the standard turbofan system (turbofan, interior turbine and compressor systems, etc.). However, surrounding the outside is a series of between eight and twelve cylinders, each capped and surrounded by a ceramic body with cooling fins, all arrayed in a way so they are angled into the bypass chamber (and into the interior chamber where fuel burns, turbine rotates, etc.). This gives the outward appearance of a 'vortex'. The idea behind the Sukhoi-designed H790A Hardey & Foster Engine series, is that a twin thrust occurs. The initial thrust is provided by the turbofan (where the compressor fans compress air, fuel is injected and the hot, high-velocity gases spin a turbine which in turn spin the turbofan to provide thrust), and this is usually used to maintain low heat emissions. However, the pulse detonation system can be activated at which detonations occur in an arrayed fashion (the tubes are numbered and given a pre-detonation sequence so they all fire in an arrayed fashion to maximize efficiency) at high rates (greater than 60 hz [times per second] but depending on need and certain factors relating to speed, environment). A compressed fuel/oxygen mixture is combusted in each cylinder (per firing order). The force of the detonation propels the hot gases onto the turbine blades (which are basically slabs of composite materials specially designed for this type of engine to withstand the intense heat and pressure) in conjunction with the heat and force produced by the conventional turbofan air compressors. Due to the firing order, a continuous stream of high velocity hot gases slam into the rear turbine set-up propelling the turbofan to its maximum efficient load. Behind the turbine is a series of baffles to redirect un-used pulse detonation thrust out the rear as direct propulsion which is supplemented by the turbofan (and its 'bypass' thrust). Each pulse detonation cylinder is passively (cool air hitting the cylinder) and actively cooled (liquid cooled).
Overall, this design creates an immense amount of power for a turbofan engine yet doesn't have the noise and heat issues with a 'pure' pulse detonation engine. Since the pulse detonation system on the H790A-series of engines are relatively low rate (in comparison to a pure pulse detonation engine which could hit thousands of times per second), many of the issues associated with the pulse detonation engine have been resolved. Since the pulse detonation system in the H790A-series of engines plays a 'direct thrust' role (i.e. directly creates thrust), the engine is overall more efficient and provides a greater thrust ratio than its other pulse detonation/turbofan hybrid counterpart, the H790-series of engines (previously used type) which used the pulsed detonations to compress air and not use it to accelerate the turbofan system.
An additional system to the New Generation H790B-series engine, is the 'Twin Pulse' which was, in the beginning, a rare and rather destructive occurance, which was often an unintentional mistake caused by a faulty injector and ignitor system (both would accidentally fire twice; causes attributed to heat). However, as the research continued and new technologies were produced, the 'twin pulse' was eradicated as a nuisance (which often completely ruined the cylinder it occured in). When the engine was finalized and placed on the Su-41 multi-role fighter, the twin pulse phenomenon was completely eradicated from the design. When research and development began on the Su-71 and its powerplant, a group of scientists carried on their own experiments at the Anotall Institute for Aircraft Powerplant Design using the center's own equipment and technology to demonstrate the potential of the 'twin pulse' phenomenon as a thrust enhancer. Unfortunately, during a live demonstration and with faulty technical data, their experiment went horribly wrong as they ran the engine too long using the system. The engine exploded with disastrous effects, leveling a 1600 square foot section of the engine test facility and killing twelve people. The same scientists were able to refine the system using data gathered in the explosion and were able to build a working model using the twin pulse as an optional boost system. The government cautiously allowed the scientists to pursue the system a second time. The second test went perfectly, increasing the thrust by a factor of 1.71, roughly doubling thrust. However, at the time, it could only be run for 5 seconds. New materials and technologies allow the system to run from between 6-8 seconds before the entire engine turns into a blob of molten metal moving at mach 5 (assuming its airborne) and flashboiling the aircraft's crew, fuselage, fuel, and weapons.
How does the twin pulse system work? Instead of a single blast occuring inside the cylinder, twin blasts occur at roughly the same time (well, less than a microsecond apart), propelling the gases at 1.9 times their normal velocity. As the jet of heated gas slams into the turbine, the number is reduced to about 1.7 due to mechanical inefficiency. However, if the system is run for more than 6-8 seconds, the cylinder itself melts in on itself while the turbine blades flashboil and the turbine housing explodes outwards due to the pressure, which eventually leads to a catastrophic explosion of molten metal resulting in the complete destruction of the aircraft. Outlooks aren't good for any pilot who uses the system, thus their reluctance to use the system. So far, it has not been used to date except for demonstration purposes.
The next generation of pulse detonation/turbofan hybrid technology, which is currently being researched by Sukhoi and Das Zitadelle appointed scientists, completely scraps the compressor system and instead uses the direct pulse detonation system to accelerate the turbine, increasing fuel efficiency (since no fuel would be burned in the conventional turbofan). This would reduce weight and size while increasing power. However, Confederate pulse detonation technology would have to be further researched to increase firing rates (into the hundreds or thousands of times per second).
Drawbacks? Complexity. First off, the turbofan is an already complex piece of machinery, add on a pulse detonation system and you've got a hard-core maintenance 'problem' (although numerous systems are in place to prevent any possible problems from occuring). Due to the intense heat and pressure created, many of the turbofan's components had to be redesigned with new materials and composities, increasing the cost astronomically. One of the few remaining drawbacks to our current pulse detonation technology is its weight. The engines are beasts, composed of heavy, heat resistant materials and many parts. However, the engines fit well with the Confederate Luftwaffe's 'Bigger, Faster, and Nimbler' policy which has governed the designs of every Confederate aircraft to date (all being within the 40,000lb to 80,000lb range), providing immense amounts of thrust to turn these large fighters into nimble creatures of prey with plenty of power to burn.