The Macabees
27-10-2005, 03:31
GLI-76 Falcon VTOL Multi-Role Fighter
[A Joint Hailandkill/Macabee Design]
Abstract: The project was originally instated by Hailandkill as a new aircraft for use on his Maiden class SSCVN, however, after a series of grueling delays the original project was taken to Kriegzimmer. The ultimate team of engineers from both countries, ranging from aeronautical, aerospace and computer engineers, as well as a host of mechanical and electronic engineers, released a design that would forever be dubbed the GLI-76 Falcon. After a series of tests, including those for individual parts to the aircraft, and experiment flights the GLI-76 was deemed perfect for release a full thirty-six months after the beginning of the project, dubbed EXG.111.
The idea behind the GLI-76 was not make it into a prospective 'end all-be all' design. Indeed, the possibilities were that it within itself would not be able to stand up against larger and heavier air superiority fighters. But, that was never the intention of the engineers, and it had always been that the GLI-76 Falcon would remain a small, maneuverable, and efficient multi role fighter to be based off the limited capability SSCVN and even the CVNs, being a better option over the Lu-25 Black Mariah, which had several of the problems that the Lu-5 had [which was recently replaced by the Lu-45 Hawk]. The GLI-76 would remain a much more conservative and non-controversial aircraft, produced simply to base a large number of them off any given CVN or SSCVN. Indeed, the Luftwaffe had announced plans to drop the Lu-12 Canary from service and simply replace them with the Falcon, which amounts to around three thousand purchased GLI-76s just for the Luftwaffe.
The limited capabilities of the GLI-76 included a low velocity, due in part to the single engine power plant, and to the fact that the size of the airframe put restrictions on speed due to the fact that it most likely would not withstand the pressure of increased air resistance and consequent heat. It also is limited by the fact that it has very small payload ability, although for the purposes of this flight a large payload would be largely irreverent anyways.
The obvious advantages to the GLI-76 include its size as opposed to the larger ASF aircraft currently in use around the world, which means that it has a larger chance to use its stealth characteristics fully, and that it includes several aircraft and sensor systems that permit it to retain its excellence in the years to come. Indeed, the GLI-76 might be one of the new designs that underscore Kriegzimmer's striving to become some of the most excellent arms manufacturers currently in business. With the release of the GLI-34 Albatross Heavy Bomber and the Lu-45 Hawk this becomes more of a reality as time passes by.
The original program's cost was set at around eleven billion Reichmarks, although as the project continued it was obvious it would cost more than that. The ultimate cost came at twenty-seven billion Reichmarks, distributed amongst all major subordinate arms companies working for Kriegzimmer, and those Hailandkill companies that also put forward a lot of technologies and thoughts. However, the final product was well worth the money. Indeed, the Golden Kriegsmarine has opted to scrap or sell its host of Lu-25s and replace them with the GLI-76 Falcon VTOL within the next eight years. It's not known how many will be purchased from Hailandkill from their own weapon manufacturers, although the order will also be substantial. Kriegzimmer has also prepared for sales throughout the international armaments market.
Airframe: The airframe is made of ten titanium ribs with a hull composed of a nickel-aluminum alloy mixed with sturdy ceramics, giving the airframe some mass, but avoiding making it heavy. Indeed, as compared to other aircraft, the GLI-76 is considerably lighter in weight. The hull has an outward layer of a plastic and glass composite. This is somewhat of a tweaked design taken from basic Norwegian shipping which includes a smaller radar signature within the context that this either absorbs or deflects in other directions light waves due to the nature of glass in general. Support beams and structures throughout the airframe are built out of carbon fiber.
All angles of the aircraft follow the standard equation of Brewster's Angle, giving it a substantially lower radar cross section [RCS]. The angles are designed for polarization which means that the radar wave will be reflected at another angle, and not at the expected incident angle. All of the airframe's angles are at around fifty-six degrees, just like the Lu-45 Hawk and GLI-34 Albatross. This also includes the outwards angling of the two tails at the end of the aircraft, providing for stable aerodynamics and a smaller RCS, as opposed to having a single vertical tail. For further stealth the entire aircraft is covered with the same radiation absorbent material [RAM] as other Kriegzimmer aerial designs, which absorbs radar anywhere from 3MHz to 6 GHz, which is basically a composition of honeycomb RAM, foam RAM and black RAM. Doubled with the layer of glass underneath, there is a heavy absorption rate, making the GLI-76 extremely stealthy in subsonic velocities.
The aircraft is also layered with a third generation single crystal super alloy named RENE N6, and the heavier coatings of this can be found around the nose, the junctions of the wings, the wings themselves, the tail area, the intakes, and other areas of high heat proportions and exposion to the natural elements. RENE N6 has the advantage of having a low susceptibility to a hydrogen embrittlement environment and extreme resistance to heat, allowing the GLI-76 greater velocities with a smaller power plant, which ultimately aids it in the reduction of its infra-red signature in the whole picture. Nonetheless, no one has ever considered the super alloy to be an end all-be all, and certainly nobody expects it to live up to such charges.
Testing conducted throughout the program on the airframe, including creep pressures under high heat and high friction, and velocity tests in wind tunnels have given good reports on the airframe of the GLI-76 and have noted its design to be one far superior to previous aircraft, for example, the F-15 and F-35. Research on the topic also includes a variety of pre-existing data on the materials used, including several articles and papers on the effects of super alloys and such. Indeed, the vast majority of the information used to even begin on the design of the airframe was received through a collection of past resources. As a consequence, the program engineers had churned out a very good design of their own.
The wings follow that of the Lu-45 Hawk, as well as other more modern designs, which is the switchblade concept. Ideally, through a series of hydraulics and electrical impulses the wings would be able to sweep from a standard position to a forward position, allowing the wings to basically cover three vital positions; the standard position, a forward swept position and a delta wing style, giving three different aerodynamic qualities. Indeed, the first position, having the wings perpendicular to the body would allow for slower runs for more accurate precision body if that was the objective of the given aircraft, while the forward swept wings would allow for dashing maneuverability in aerial combat, while the final position, with the wings fully swept forward in a smaller delta wing version would allow the GLI-76 extremely high velocities.
Nonetheless, these concepts do come with a considerable cost increase in both developing and expanding the concept and the manufacturing of these wings and electronics. It is expected, however, that through the months to come advances in the process of manufacturing will severely lower the price although this isn't guaranteed. Past experiences have said that this would technically be capable, but again, no research team has yet been assigned for the task, so the price still remains that originally high price, although it is considerably lower than other air superiority aircraft due to its restricted size.
Finally, the GLI-76 incorporates a reversible canard system, with two canards located under the fuselage, allowing the aircraft to point one way, while flying another. This means that the aircraft's sensor systems will still be able to track. It's a widely used concept, also seen on the Lu-45 Hawk.
Power plant: The developing of the power plant was perhaps the most devious of the entire project's requirements since it was the most difficult to agree on between engineers. Some had opted for a dual engine design, while most decided that a single engine design would be best. In the context of the whether the aircraft would have one engine, as opposed to having two engines, it was finally decided that the GLI-76 would have a power plant of a single engine. The other principle problem was how to deal with the creep, pressures on the engines, the heat, and hydrogen embrittlement of the casting for the single engine. The third largest problem was how to deal with the infra-red signature of a single engine design.
To deal with the first issue, the mechanical and aerospace engineering team managed to make available testing grounds in Arras, where the general lack of high urbanization made it possible for high noise renderings and frequent engine testing. The tests included a series of flights with different dual engine designs, and then with single engine designs. The final engine was one of the variants of the single engine design, putting out thirty thousand pound force [lbf] of thrust using a low-bypass turbofan with the blades and fans designed out of mono-crystalline material. Subsequent observing during the first system development and demonstration phase [SDD] noticed high creep and fatigue due to general levels of heat and friction. Consequently, the engine was taken back for revisions, and what came out was the same engine coated with a layer of Thymonel 8, as well as two auxiliary layers of CMSX-11B and CMSX-116, respectively. During the second round of development and demonstration the engines came out perfect, just like expected.
For VTOL capabilities the aircraft was given two thrust vector shaft-driven jet systems underneath the wings, while doors installed next to these jets allow for vertical lift and stabilization and open/close on command through standard hydraulics tied in to the rest of the flaps on the wing. These particular 'engines' were purchased off Luftkrieg by GLI some six months prior to the release of the aircraft.
Apart from that, the aircraft also uses counter flow thrust vectoring [CTV] for greater maneuverability at higher velocities. Although CTV has limitations, especially when the aircraft is flying faster than Mach 2, these limitations shouldn't make themselves evident on the GLI-76 since the aircraft is specifically designed to never break such velocities. Indeed, the maximum velocity of the GLI-76 remains at Mach 2.4, while the cruising velocity is as high as Mach 1.7, although the aircraft is truly designed for cruising done at subsonic velocities, merely having transonic capabilities for the sake of modern warfare expectations, and to offer lucrative options to potential foreign buyers.
With the second problem in the power plant design solved with the inclusion of several heat and fatigue resistant single crystal super alloys only the third problem remained. This was solved relatively easily by the inclusion of IR suppressants with ratings being the same used on the Rafale. Because the heat given by the engines of the GLI-76 would be especially lower than those on the French aircraft the heat suppressant characteristics would also be higher, which means that the infrared signature offered by the GLI-76 Falcon remains relatively low both at outtakes, intakes, and other areas of high heat.
Avionics and Systems: The great advantage of Macabee aircraft remain on the GLI-76 since all electronic parts are line replaceable units and shop replaceable units, making the Falcon’s electronic suit much more logistics friendly. Furthermore, it offers a highly ad vance avionics and system characteristic for the aircraft, making it a much more demanded aircraft than others. Indeed, the infamy of Kriegzimmer's standard excellence in their product's electronics transfers over to the GLI-76s design, including an extraordinary job done by Hailand kill in the design of the side stick and throttle controls.
All systems are linked directly to the pilot through a series of screens arrayed in front of him, including a heads-up display [HUD] on the pilot's helmet, following the design of the Eurofighter, F-35 and Rafael. Arrayed infront of him are six polychromatic liquid crystal matrix display [ALMCD] screens and four up-front display screens which host the electronic flight instrumentation system [EFIS] and Integrated Communications Navigation Identification Avionics suit. The entire avionics and systems suit is powered by a singe Common Integrated Processor [CIP], known as [i]Hans, which also powers the Integrated Electronic Warfare System , which takes advantage of high speed databuses. The CIP is rated at two thousand million instructions per second [Mips], with signal processing rated at fifty billion operations per second , aided by the [b]very high-speed integrated circuit (VHSIC) technology, and separate modules, constructed out of already well tested titanium/ceramic superconducting wires.
After healthy experiences within the Lu-45 Hawk the program also opted to include a Communication/Navigation/Identification [CNI] system, with its own [i]synthetic aperture array, with also links to te identification friend or foe program, which all composes a very effecient inter-aircraft and group cooperation, along with the Joint Tactical Information Distribution System [JTID] system and a Intra-Flight Data Link [IFDL] suit. The level of options for intra-flight cooperation is simply [i]spectacular.
For stock and warfare management the aircraft includes a Electronic Warfare [EW] system and a Stores Management System [SMS] system which continously work and cooperate together for a much more effective suit. The latter is expanded by two subordinate systems, including the Vehicle Management System[/b [VMS] and Integrated Vehicle System Controller , all in the avionics racks. The former, the EW, is for automatic countermeasure dispensing, as well as two other systems, the [b]Advance Integrated Defensive Electronic Countermeasure System [AIDECS] and a bit more revelant, the electronic counter-measure system [ECMS], which does it's job jointly with the EW system.
The pilot's well being is controlled and sensored by an Environment Awareness Module [EAM] and a Onboard Oxygen-Generating System (OBOGS). Furthermore, the pilot can effectively monitor the situation around the aircraft components using Engines Indicating and Crew Alerting System [EICAS], an Altitude and Heading Reference System [AHRS] and an Air Data Computer [ADC]. The primary flight controls come thorugh the Electrohydrostatic Actuation System [EAS], allowing control over the flaps and thrust vectoring if needed.
For navigational aids the GLI-76 includes several old and new systems, including a satellite based reality reproduction [SBRR] system and a hybrid navigational system, which works with gyro inertial guidance and a [i]global positioning system [GPS]. For an all purpose navigational system the Hawk has the tactical air navigational system [TACAN], which is supplemented by a terrain profiling and matching system [TERPROM], much like that used by the Tomahawk missile, which also works hand in hand with the global positioning system and other reconnaissance satellite systems.
Sensors: All sensors are collectively handled and constrolled from the central sensor system [CSS], esigned to take over the confusion of having separate sensor systems, acting like a guide to the pilot if the pilot is working in a compressed time table. This system, likewise to the Lu-45 Hawk, is connected to the Imperial Radio Detection and Ranging Central Nervous System , as are all aircraft designs by Kriegzimmer and bought variants from abroad, including those purchased from Juuministra. The IRCNS system allows for a fully integrated multi-radar suit, including a [i]solid-state microwave module and a electronically scanned array [ESA], which has a wider bandwidth, while using less volume and prime power. The Low Probability of Intercept (LPI) capability of the radar defeats conventional RWR/ESM systems, which means that the Falcon can illuminate an enemy target without that enemy knowing that it was illuminated. Furthermore, with an Inverse Synthetic Aperture radar , the pilot can illuminate a target, tell it's features and compare it to the aircraft's database of foreign aircraft.
The aircraft also includes a [i]bi-static phased array radar, with phase-shifters to avoid moving components in the radar, thus allowing the aircraft to retain the same level of stealth. Coupled with a infra-red search and track system , the system has a two hundred kilometer and fifty kilometer tracking ability, respectively, while including a radar warning receiver aerials [RWR] for basic protection services.
There’s also a series of LIDAR sensor systems installed throughout the aircraft, including a single down-looking LIDAR system underneath the nose of the Hawk. There are also two wide LIDAR apertures on the front and end of the aircraft, located in hidden pockets to reduce RCS. All three LIDAR systems work similarly, and they all incorporate Luftkrieg’s second generation LIDAR technology. The Falcon’s system is based on a transponder and receiver, beside that of the IFF transponder, which uses a Gaussian transmitter system to transmit LIDAR waves. The Gaussian transmitter is based on two electrical fields sending electrically charged photonic waves to bounce off targets and have active measurements on its velocity and location. The advantage of this LIDAR system is that the active RADAR only needs to gain a location on an object once before the LIDAR can take over, meaning a bomber can turn off its active RADAR to reduce its signature. The Albatross’ LIDAR uses Doppler LIDAR in order to keep track of an object’s velocity, as well as a LIDAR range finder. The missile’s heterodyne-reception optical RADAR uses a standard configuration [transmitter laser > exit optics > atmospheric propagation path > target] and [photodetector > photocurrent processing > image processing / BermCombiner/ local oscillator entrance optics]. The Silencer's transmitter is a Casegrainian telescope, which works much like the photonic mast on an ultra-modern submarine.
There are several targetting technologies including on the aircraft, including a electro-optical targeting system [EOTS] and FLIR, using a [i]charged couple device CCD camera, which provides long-range detection and precision targeting, along with a distributed aperture system [DAS]. EOTS is embedded under the nose, while FLIR and DAS is included throughout the design.
Weapon Stores: The aircraft has two internal stocks, with a total of six hardpoints, which provide room for a series of new weaponry being released along with the GLI-76 Falcon. Technically, the entire payload of the Falcon remains at three thousand pounds. Weapons compatible with the design include the AAM.176 BVRAAM [r. 275 kilometers], the AAM.37 AMRAAM [r. 120 kilomters] and the AAM.21 SRAAM [r. 30 kilometers]. Other weapons include the GUH.212.A JASSM, GUH.212.B nuclear tipped JASSM, the GUH.212.C JASSM-ER, the RIC.617.A JDAM, the RIC.617.B JDAM and the RIC.617.B nuclear JDAM, amongst a host of thers.
Although the total stockpile of the aircraft is not entirely outstanding, the aircraft is lighter which is of utmost importance, and highly realistic in its design objectives in the years that it will be of service within the airforces of multiple countries.
Statistics:
Aircraft Standard Title: GLI-76 Falcon
Function: Multi-role Fighter
Propulsion: J237-VCD-63 turbofans
Thrust: 25,000 lbf
Maximum Velocity: Mach 2.4
Crusing Velocity: Mach 1.7 and subsonic
Range: 600 nm
Maximum Take-off Weight: 50,000 lbs.
Internal Fuel: 17,000 lbs
Length: 43 ft.
Wingspan: 31 ft.
Ceiling: 54,000 ft.
Crew: 1
Armaments: 2 internal stocks with 4 hardpoints
Cost per Aircraft: 56 million USD
Cost for Production Rights: 32 billion USD
[[b]OOC: Descriptions to the different missiles will go up in the next couple of days within this same thread. Price is based off that of the F-35, with an extra twenty million or so on the tag.]
[A Joint Hailandkill/Macabee Design]
Abstract: The project was originally instated by Hailandkill as a new aircraft for use on his Maiden class SSCVN, however, after a series of grueling delays the original project was taken to Kriegzimmer. The ultimate team of engineers from both countries, ranging from aeronautical, aerospace and computer engineers, as well as a host of mechanical and electronic engineers, released a design that would forever be dubbed the GLI-76 Falcon. After a series of tests, including those for individual parts to the aircraft, and experiment flights the GLI-76 was deemed perfect for release a full thirty-six months after the beginning of the project, dubbed EXG.111.
The idea behind the GLI-76 was not make it into a prospective 'end all-be all' design. Indeed, the possibilities were that it within itself would not be able to stand up against larger and heavier air superiority fighters. But, that was never the intention of the engineers, and it had always been that the GLI-76 Falcon would remain a small, maneuverable, and efficient multi role fighter to be based off the limited capability SSCVN and even the CVNs, being a better option over the Lu-25 Black Mariah, which had several of the problems that the Lu-5 had [which was recently replaced by the Lu-45 Hawk]. The GLI-76 would remain a much more conservative and non-controversial aircraft, produced simply to base a large number of them off any given CVN or SSCVN. Indeed, the Luftwaffe had announced plans to drop the Lu-12 Canary from service and simply replace them with the Falcon, which amounts to around three thousand purchased GLI-76s just for the Luftwaffe.
The limited capabilities of the GLI-76 included a low velocity, due in part to the single engine power plant, and to the fact that the size of the airframe put restrictions on speed due to the fact that it most likely would not withstand the pressure of increased air resistance and consequent heat. It also is limited by the fact that it has very small payload ability, although for the purposes of this flight a large payload would be largely irreverent anyways.
The obvious advantages to the GLI-76 include its size as opposed to the larger ASF aircraft currently in use around the world, which means that it has a larger chance to use its stealth characteristics fully, and that it includes several aircraft and sensor systems that permit it to retain its excellence in the years to come. Indeed, the GLI-76 might be one of the new designs that underscore Kriegzimmer's striving to become some of the most excellent arms manufacturers currently in business. With the release of the GLI-34 Albatross Heavy Bomber and the Lu-45 Hawk this becomes more of a reality as time passes by.
The original program's cost was set at around eleven billion Reichmarks, although as the project continued it was obvious it would cost more than that. The ultimate cost came at twenty-seven billion Reichmarks, distributed amongst all major subordinate arms companies working for Kriegzimmer, and those Hailandkill companies that also put forward a lot of technologies and thoughts. However, the final product was well worth the money. Indeed, the Golden Kriegsmarine has opted to scrap or sell its host of Lu-25s and replace them with the GLI-76 Falcon VTOL within the next eight years. It's not known how many will be purchased from Hailandkill from their own weapon manufacturers, although the order will also be substantial. Kriegzimmer has also prepared for sales throughout the international armaments market.
Airframe: The airframe is made of ten titanium ribs with a hull composed of a nickel-aluminum alloy mixed with sturdy ceramics, giving the airframe some mass, but avoiding making it heavy. Indeed, as compared to other aircraft, the GLI-76 is considerably lighter in weight. The hull has an outward layer of a plastic and glass composite. This is somewhat of a tweaked design taken from basic Norwegian shipping which includes a smaller radar signature within the context that this either absorbs or deflects in other directions light waves due to the nature of glass in general. Support beams and structures throughout the airframe are built out of carbon fiber.
All angles of the aircraft follow the standard equation of Brewster's Angle, giving it a substantially lower radar cross section [RCS]. The angles are designed for polarization which means that the radar wave will be reflected at another angle, and not at the expected incident angle. All of the airframe's angles are at around fifty-six degrees, just like the Lu-45 Hawk and GLI-34 Albatross. This also includes the outwards angling of the two tails at the end of the aircraft, providing for stable aerodynamics and a smaller RCS, as opposed to having a single vertical tail. For further stealth the entire aircraft is covered with the same radiation absorbent material [RAM] as other Kriegzimmer aerial designs, which absorbs radar anywhere from 3MHz to 6 GHz, which is basically a composition of honeycomb RAM, foam RAM and black RAM. Doubled with the layer of glass underneath, there is a heavy absorption rate, making the GLI-76 extremely stealthy in subsonic velocities.
The aircraft is also layered with a third generation single crystal super alloy named RENE N6, and the heavier coatings of this can be found around the nose, the junctions of the wings, the wings themselves, the tail area, the intakes, and other areas of high heat proportions and exposion to the natural elements. RENE N6 has the advantage of having a low susceptibility to a hydrogen embrittlement environment and extreme resistance to heat, allowing the GLI-76 greater velocities with a smaller power plant, which ultimately aids it in the reduction of its infra-red signature in the whole picture. Nonetheless, no one has ever considered the super alloy to be an end all-be all, and certainly nobody expects it to live up to such charges.
Testing conducted throughout the program on the airframe, including creep pressures under high heat and high friction, and velocity tests in wind tunnels have given good reports on the airframe of the GLI-76 and have noted its design to be one far superior to previous aircraft, for example, the F-15 and F-35. Research on the topic also includes a variety of pre-existing data on the materials used, including several articles and papers on the effects of super alloys and such. Indeed, the vast majority of the information used to even begin on the design of the airframe was received through a collection of past resources. As a consequence, the program engineers had churned out a very good design of their own.
The wings follow that of the Lu-45 Hawk, as well as other more modern designs, which is the switchblade concept. Ideally, through a series of hydraulics and electrical impulses the wings would be able to sweep from a standard position to a forward position, allowing the wings to basically cover three vital positions; the standard position, a forward swept position and a delta wing style, giving three different aerodynamic qualities. Indeed, the first position, having the wings perpendicular to the body would allow for slower runs for more accurate precision body if that was the objective of the given aircraft, while the forward swept wings would allow for dashing maneuverability in aerial combat, while the final position, with the wings fully swept forward in a smaller delta wing version would allow the GLI-76 extremely high velocities.
Nonetheless, these concepts do come with a considerable cost increase in both developing and expanding the concept and the manufacturing of these wings and electronics. It is expected, however, that through the months to come advances in the process of manufacturing will severely lower the price although this isn't guaranteed. Past experiences have said that this would technically be capable, but again, no research team has yet been assigned for the task, so the price still remains that originally high price, although it is considerably lower than other air superiority aircraft due to its restricted size.
Finally, the GLI-76 incorporates a reversible canard system, with two canards located under the fuselage, allowing the aircraft to point one way, while flying another. This means that the aircraft's sensor systems will still be able to track. It's a widely used concept, also seen on the Lu-45 Hawk.
Power plant: The developing of the power plant was perhaps the most devious of the entire project's requirements since it was the most difficult to agree on between engineers. Some had opted for a dual engine design, while most decided that a single engine design would be best. In the context of the whether the aircraft would have one engine, as opposed to having two engines, it was finally decided that the GLI-76 would have a power plant of a single engine. The other principle problem was how to deal with the creep, pressures on the engines, the heat, and hydrogen embrittlement of the casting for the single engine. The third largest problem was how to deal with the infra-red signature of a single engine design.
To deal with the first issue, the mechanical and aerospace engineering team managed to make available testing grounds in Arras, where the general lack of high urbanization made it possible for high noise renderings and frequent engine testing. The tests included a series of flights with different dual engine designs, and then with single engine designs. The final engine was one of the variants of the single engine design, putting out thirty thousand pound force [lbf] of thrust using a low-bypass turbofan with the blades and fans designed out of mono-crystalline material. Subsequent observing during the first system development and demonstration phase [SDD] noticed high creep and fatigue due to general levels of heat and friction. Consequently, the engine was taken back for revisions, and what came out was the same engine coated with a layer of Thymonel 8, as well as two auxiliary layers of CMSX-11B and CMSX-116, respectively. During the second round of development and demonstration the engines came out perfect, just like expected.
For VTOL capabilities the aircraft was given two thrust vector shaft-driven jet systems underneath the wings, while doors installed next to these jets allow for vertical lift and stabilization and open/close on command through standard hydraulics tied in to the rest of the flaps on the wing. These particular 'engines' were purchased off Luftkrieg by GLI some six months prior to the release of the aircraft.
Apart from that, the aircraft also uses counter flow thrust vectoring [CTV] for greater maneuverability at higher velocities. Although CTV has limitations, especially when the aircraft is flying faster than Mach 2, these limitations shouldn't make themselves evident on the GLI-76 since the aircraft is specifically designed to never break such velocities. Indeed, the maximum velocity of the GLI-76 remains at Mach 2.4, while the cruising velocity is as high as Mach 1.7, although the aircraft is truly designed for cruising done at subsonic velocities, merely having transonic capabilities for the sake of modern warfare expectations, and to offer lucrative options to potential foreign buyers.
With the second problem in the power plant design solved with the inclusion of several heat and fatigue resistant single crystal super alloys only the third problem remained. This was solved relatively easily by the inclusion of IR suppressants with ratings being the same used on the Rafale. Because the heat given by the engines of the GLI-76 would be especially lower than those on the French aircraft the heat suppressant characteristics would also be higher, which means that the infrared signature offered by the GLI-76 Falcon remains relatively low both at outtakes, intakes, and other areas of high heat.
Avionics and Systems: The great advantage of Macabee aircraft remain on the GLI-76 since all electronic parts are line replaceable units and shop replaceable units, making the Falcon’s electronic suit much more logistics friendly. Furthermore, it offers a highly ad vance avionics and system characteristic for the aircraft, making it a much more demanded aircraft than others. Indeed, the infamy of Kriegzimmer's standard excellence in their product's electronics transfers over to the GLI-76s design, including an extraordinary job done by Hailand kill in the design of the side stick and throttle controls.
All systems are linked directly to the pilot through a series of screens arrayed in front of him, including a heads-up display [HUD] on the pilot's helmet, following the design of the Eurofighter, F-35 and Rafael. Arrayed infront of him are six polychromatic liquid crystal matrix display [ALMCD] screens and four up-front display screens which host the electronic flight instrumentation system [EFIS] and Integrated Communications Navigation Identification Avionics suit. The entire avionics and systems suit is powered by a singe Common Integrated Processor [CIP], known as [i]Hans, which also powers the Integrated Electronic Warfare System , which takes advantage of high speed databuses. The CIP is rated at two thousand million instructions per second [Mips], with signal processing rated at fifty billion operations per second , aided by the [b]very high-speed integrated circuit (VHSIC) technology, and separate modules, constructed out of already well tested titanium/ceramic superconducting wires.
After healthy experiences within the Lu-45 Hawk the program also opted to include a Communication/Navigation/Identification [CNI] system, with its own [i]synthetic aperture array, with also links to te identification friend or foe program, which all composes a very effecient inter-aircraft and group cooperation, along with the Joint Tactical Information Distribution System [JTID] system and a Intra-Flight Data Link [IFDL] suit. The level of options for intra-flight cooperation is simply [i]spectacular.
For stock and warfare management the aircraft includes a Electronic Warfare [EW] system and a Stores Management System [SMS] system which continously work and cooperate together for a much more effective suit. The latter is expanded by two subordinate systems, including the Vehicle Management System[/b [VMS] and Integrated Vehicle System Controller , all in the avionics racks. The former, the EW, is for automatic countermeasure dispensing, as well as two other systems, the [b]Advance Integrated Defensive Electronic Countermeasure System [AIDECS] and a bit more revelant, the electronic counter-measure system [ECMS], which does it's job jointly with the EW system.
The pilot's well being is controlled and sensored by an Environment Awareness Module [EAM] and a Onboard Oxygen-Generating System (OBOGS). Furthermore, the pilot can effectively monitor the situation around the aircraft components using Engines Indicating and Crew Alerting System [EICAS], an Altitude and Heading Reference System [AHRS] and an Air Data Computer [ADC]. The primary flight controls come thorugh the Electrohydrostatic Actuation System [EAS], allowing control over the flaps and thrust vectoring if needed.
For navigational aids the GLI-76 includes several old and new systems, including a satellite based reality reproduction [SBRR] system and a hybrid navigational system, which works with gyro inertial guidance and a [i]global positioning system [GPS]. For an all purpose navigational system the Hawk has the tactical air navigational system [TACAN], which is supplemented by a terrain profiling and matching system [TERPROM], much like that used by the Tomahawk missile, which also works hand in hand with the global positioning system and other reconnaissance satellite systems.
Sensors: All sensors are collectively handled and constrolled from the central sensor system [CSS], esigned to take over the confusion of having separate sensor systems, acting like a guide to the pilot if the pilot is working in a compressed time table. This system, likewise to the Lu-45 Hawk, is connected to the Imperial Radio Detection and Ranging Central Nervous System , as are all aircraft designs by Kriegzimmer and bought variants from abroad, including those purchased from Juuministra. The IRCNS system allows for a fully integrated multi-radar suit, including a [i]solid-state microwave module and a electronically scanned array [ESA], which has a wider bandwidth, while using less volume and prime power. The Low Probability of Intercept (LPI) capability of the radar defeats conventional RWR/ESM systems, which means that the Falcon can illuminate an enemy target without that enemy knowing that it was illuminated. Furthermore, with an Inverse Synthetic Aperture radar , the pilot can illuminate a target, tell it's features and compare it to the aircraft's database of foreign aircraft.
The aircraft also includes a [i]bi-static phased array radar, with phase-shifters to avoid moving components in the radar, thus allowing the aircraft to retain the same level of stealth. Coupled with a infra-red search and track system , the system has a two hundred kilometer and fifty kilometer tracking ability, respectively, while including a radar warning receiver aerials [RWR] for basic protection services.
There’s also a series of LIDAR sensor systems installed throughout the aircraft, including a single down-looking LIDAR system underneath the nose of the Hawk. There are also two wide LIDAR apertures on the front and end of the aircraft, located in hidden pockets to reduce RCS. All three LIDAR systems work similarly, and they all incorporate Luftkrieg’s second generation LIDAR technology. The Falcon’s system is based on a transponder and receiver, beside that of the IFF transponder, which uses a Gaussian transmitter system to transmit LIDAR waves. The Gaussian transmitter is based on two electrical fields sending electrically charged photonic waves to bounce off targets and have active measurements on its velocity and location. The advantage of this LIDAR system is that the active RADAR only needs to gain a location on an object once before the LIDAR can take over, meaning a bomber can turn off its active RADAR to reduce its signature. The Albatross’ LIDAR uses Doppler LIDAR in order to keep track of an object’s velocity, as well as a LIDAR range finder. The missile’s heterodyne-reception optical RADAR uses a standard configuration [transmitter laser > exit optics > atmospheric propagation path > target] and [photodetector > photocurrent processing > image processing / BermCombiner/ local oscillator entrance optics]. The Silencer's transmitter is a Casegrainian telescope, which works much like the photonic mast on an ultra-modern submarine.
There are several targetting technologies including on the aircraft, including a electro-optical targeting system [EOTS] and FLIR, using a [i]charged couple device CCD camera, which provides long-range detection and precision targeting, along with a distributed aperture system [DAS]. EOTS is embedded under the nose, while FLIR and DAS is included throughout the design.
Weapon Stores: The aircraft has two internal stocks, with a total of six hardpoints, which provide room for a series of new weaponry being released along with the GLI-76 Falcon. Technically, the entire payload of the Falcon remains at three thousand pounds. Weapons compatible with the design include the AAM.176 BVRAAM [r. 275 kilometers], the AAM.37 AMRAAM [r. 120 kilomters] and the AAM.21 SRAAM [r. 30 kilometers]. Other weapons include the GUH.212.A JASSM, GUH.212.B nuclear tipped JASSM, the GUH.212.C JASSM-ER, the RIC.617.A JDAM, the RIC.617.B JDAM and the RIC.617.B nuclear JDAM, amongst a host of thers.
Although the total stockpile of the aircraft is not entirely outstanding, the aircraft is lighter which is of utmost importance, and highly realistic in its design objectives in the years that it will be of service within the airforces of multiple countries.
Statistics:
Aircraft Standard Title: GLI-76 Falcon
Function: Multi-role Fighter
Propulsion: J237-VCD-63 turbofans
Thrust: 25,000 lbf
Maximum Velocity: Mach 2.4
Crusing Velocity: Mach 1.7 and subsonic
Range: 600 nm
Maximum Take-off Weight: 50,000 lbs.
Internal Fuel: 17,000 lbs
Length: 43 ft.
Wingspan: 31 ft.
Ceiling: 54,000 ft.
Crew: 1
Armaments: 2 internal stocks with 4 hardpoints
Cost per Aircraft: 56 million USD
Cost for Production Rights: 32 billion USD
[[b]OOC: Descriptions to the different missiles will go up in the next couple of days within this same thread. Price is based off that of the F-35, with an extra twenty million or so on the tag.]