Isselmere
15-08-2005, 17:39
[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. Both turbines are air-cooled.
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.
Each engine is controlled and monitored by a pair of computers - digital engine control and monitoring units (DECMU) - connected to the flight control computers to ensure the maximum efficiency and manoeuvrability as well as minimum response time to commands whilst ensuring long engine life.
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. Four 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 Banshee and 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): $66 million
Land-based:
FG.3 (single-seat): $62 million
FGR.4 (tandem two-seat): $64 million
Wings: span: 13.69 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: 22,647 kg (49,927 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: 0.32 (internal fuel only)
Thrust loading: maximum: 1.29 (clean) – 0.85 (max. load); military: 0.83 (clean) – 0.55 (max. load)
Wing loading: 376 kg/m2 clean take-off; 582 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 (4); 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); ALQ.212 Cuckoo towed deception jammers (2); 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-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. Both turbines are air-cooled.
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.
Each engine is controlled and monitored by a pair of computers - digital engine control and monitoring units (DECMU) - connected to the flight control computers to ensure the maximum efficiency and manoeuvrability as well as minimum response time to commands whilst ensuring long engine life.
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. Four 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 Banshee and 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): $66 million
Land-based:
FG.3 (single-seat): $62 million
FGR.4 (tandem two-seat): $64 million
Wings: span: 13.69 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: 22,647 kg (49,927 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: 0.32 (internal fuel only)
Thrust loading: maximum: 1.29 (clean) – 0.85 (max. load); military: 0.83 (clean) – 0.55 (max. load)
Wing loading: 376 kg/m2 clean take-off; 582 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 (4); 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); ALQ.212 Cuckoo towed deception jammers (2); 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.]