NationStates Jolt Archive

Hello world, Basesystems is looking for a new aircraft to add to their airforce. We are in need of a fighter/attack jet with stealth capabilities. Please share your idead with us! We are willing to pay top dollar.

OOC: I dont know if anyone has seen the movie stealth? Something similar to the Talon.

Hello world, Basesystems is looking for a new aircraft to add to their airforce. We are in need of a fighter/attack jet with stealth capabilities. Please share your idead with us! We are willing to pay top dollar.

OOC: I dont know if anyone has seen the movie stealth? Something similar to the Talon.

ooc: Just a note, but the Talon is considered PMT, not MT.

SHrak Aeronautics (A division of The Nine Military Storefront (http://forums.jolt.co.uk/showthread.php?t=385183&page=1&pp=15)) has just the fighter for you, sleek, stealthy and brutally effective in combat the SX-24 'Spider' is the perfect addition to any nations airforce. ANd even if you odn't feel it is, Visit Our Storefront (http://forums.jolt.co.uk/showthread.php?t=385183&page=1&pp=15) to see our many other exceptional aircraft such as the IF/A-14 Thundercat rebuild of the famous F-14D Tomcat. or pur innovative PC series of unmanned fighter aircraft.

SX-24 (Spider)
http://fas.org/man/dod-101/sys/ac/x-36-2585113.jpg
(Actual craft uses LCD skin displays to change color for minimum visibility in any light/weather condition)
Span: 45 ft. 7 in.
Length: 63 ft. 3 in.
Height: 17 ft. 8 in.
Weight: 78,500 lbs. max. Takeoff weight
Armament: one 20-mm cannon
8x external missile hard points (1x ea. Wingtip, 3x under ea. wing)
Up to 20,000 lbs. internal mixed ordnance, two external fuel pod contacts
Avionics: LIDAR/LADAR for range detection and Identification w/out alerting the enemy, standard RADAR, integrated full cockpit display(FCD) for unmatched combat awareness(Similiar to a HUD but is displayed over the entire canopy), multi purpose LCD displays for instrument readouts and status displays (Glass cockpit)
Countermeasures: blue/green laser light system to disrupt and scramble LIDAR detection systems, Integrated radar scrambling with frequency agility, 100 flare capacity, 50 chaff ball capacity. airframe design reduces RCS considerably, liquid cooled engine cowling to reduce IRS.
Engines: 2x Shrak J90s (full range thrust vectoring) with 27,500 lbs. thrust each with afterburner
Cost: $91,000,000
Maximum speed: 2.5 mach at 33,600 ft.
Cruising Speed: 1.2 mach
Range: 6,780 kilometers (maximum with external fuel tanks)/ unlimited with aerial refueling
Service Ceiling: 71,150 ft.
Deployment: land deployable, can be used with Type 2 aerial launch blister, capable of carrier launch
Notes; The Spider is a next generation strike/stealth aircraft; using revolutionary new maneuvering principles that allow it to go without a tail rudder give the SX-24 unprecedented maneuverability and stealth for a strike aircraft. In stealth configuration (no fuel tanks, internal weapons only, sub-sonic speed limit) the Spider can out stealth the American F-22 and even the F-117, the new Shrak J-90 engine system provides low heat, low weight thrust without sacrificing capability. The SX-24 features a newly designed pilot interface that allows pilots unmatched reaction and weapons control. A visual enhancement system integral to the HUVD (Heads up Visor Display) allows detection to extreme (50+ miles) ranges without active detection systems in clear weather

I suggest checking out the following storefronts as well:

Omz222's OMASC
Sarzonia's Portland Iron Works (Avalon Aerospace section)
Clan Smoke Jaguar's aircraft pages
Soviet Bloc's Dat' Pizdy site
... and ...
The Macabees' Kriegzimmer site

Helicon Inc. would like to enter the Halcon Stealth Fighter into the competition.

http://www.ndu.edu/nwc/nwcCLIPART/US_AIR_FORCE/Equipment/Attack-Fighter_Aircraft/F-22/aF22Raptor02.jpg
Halcón Stealth Fighter

Background

The Californians had never possessed an aerial weapon superior to the F-22, and in the modern world, this was unacceptable. Janger&Co. was issued a multi-billion dollar contract to upgrade the existing F-22, if not possible, then to create a new plane altogether. The Coalitionist Regime was not bent on dominating the air, for it much prefered Anti-Air Weapons, however, leaving the military with nothing more than an F-22 was simply unresponsible.

LADAR

Lidar (light detection and ranging or laser imaging detection and ranging) is a technology that determines distance to an object or surface using laser pulses. Like the similar radar techology, which uses radio waves instead of light, the range to an object is determined by measuring the time delay between transmission of a pulse and detection of the reflected signal.

The acronym LADAR (LAser Detection And Ranging) for elastic backscatter lidar systems is mainly used in military context. The term laser radar is also in use but somewhat misleading as laser light and not radiowaves are used.

The primary difference between lidar and radar is that much shorter wavelengths of the electromagnetic spectrum are used, typically in the ultraviolet, visible, or near infrared. In general it is possible to image a feature or object only about the same size as the wavelength, or larger. Thus lidar is highly sensitive to aerosols and cloud particles and has many applications in atmospheric research and meteorology.

An object needs to produce a dielectric discontinuity in order to reflect the transmitted wave. At radar (microwave or radio) frequencies a metallic object produces a significant reflection. However non-metallic objects, such as rain and rocks produce weaker reflections and some materials may produce no detectable reflection at all, meaning some objects or features are effectively invisible at radar frequencies.

Lasers provide one solution to these problem. The beam densities and coherency are excellent. Moreover the wavelengths are much smaller than can be achieved with radio systems, and range from about 10 micrometers to the UV (ca. 250 nm). At these sorts of wavelengths, a lidar system can offer much higher resolution than radar. The wavelengths are ideal for making measurements of smoke and other airborne particles (aerosols), clouds, and air molecules.

In general there are two types of lidar systems, "high energy" systems and micropulse lidar systems. Micropulse systems have developed as a result of the ever increasing amount of computer power available combined with advances in laser technology. They use considerably less energy in the laser, typically on the order of one watt, and are often "eye-safe" meaning they can be used without safety precautions. High-power systems are common in atmospheric research, where they are widely used for measuring many atmospheric parameters: the height, layering and densities of clouds, cloud particle properties (extinction coefficient, backscatter coefficient, depolarization), temperature, pressure, wind, humidity, trace gas concentration (ozone, methane, nitrous oxide, etc.).

There are three major components to a lidar:

Laser — 600-800 nm lasers are most common for non-scientific applications. They are inexpensive and can be found with sufficient power but they are not eye-safe. Eye-safety is often a requirement for military apps. 1550 nm lasers are eye-safe but not common and are difficult to get with good power output. Laser settings include the laser repetition rate (which controls the data collection speed) and pulse length (which sets the range resolution).
Scanner and optics — How fast images can be developed is also affected by the speed at which it can be scanned into the system. There are several options to scan the azimuth and elevation, including dual oscillating plane mirrors, a combination with a polygon mirror, a dual axis scanner. Optic choices affect the angular resolution and range that can be detected. A hole mirror or a beam splitter are options to collect a return signal.
Receiver and receiver electronics — Receivers are made out of several materials. Two common ones are Si and InGaAs. They are made in either PIN or Avalanche photodiode configurations. The sensitivity of the receiver is another parameter that has to be balanced in a LIDAR design.


The implementation of the LADAR System was not nessicarily key to the jet, however with the Californian Logistic Weapons Division transfering to a LADAR based force, the new aircraft was to be fitted with such equiptment. LADAR is superior to RADAR is many ways, as explained above.

Weapon Info

Multi-Targeting Missile System. The System, complments of Davex Inc., allows the Halcón to target multiple targets, and fire at them simotaniously. This allows the jets to fight twice the number of enemies at the same time, or to attack multiple missiles in the case of defence. This system is expected to prove most useful in upcoming battles in Texas.

CD/49 Twister Air-to-Surface Missiles
Primary Function: Air-to-Surface missile
Contractor: Kalk Arms Inc.
Power Plant: Thiokol Hercules and Bermite MK 36 Mod 11; single-stage, solid-propellant rocket motor
Length: 9 feet 7 inches
Diameter: 5.3 inches (.13 meters)
Fin Span: 2 feet 2 inch
Speed: Supersonic
Warhead: High Explosive (conventional) weighing 27.8 pounds
Launch Weight: 190 pounds (85.5 kg)
Range: 20 miles
Guidance System: Solid-state infrared homing system

"Flyswater" CD/33 Air-to-Air Missile
Length: 5.56 m
Wingspan: 53.3 cm
Finspan: 63.5 cm
Diameter: 17.8 cm
Weight: 157 kg
Speed: Mach 4
Range: 35-50 miles
Propulsion: Hercules/Aerojet solid-fueled rocket
Warhead: 23 kg WDU-33/B blast-fragmentation

SDCI-2

The San Diego Class Interceptor Missile is to be the new, short range defensive missile used by the Californian Military. The San Diego Class Missile was to be used as a last resort defensive weapon. Specifyically designed to take out enemy ICBM's and Cruise Missiles, this missile can also be fired at enemy air to air missiles, with a hit percentage of 98%. The Interceptor has a range of 20 miles, and is currently undergoing testing in Alaska.

Speed: Subsonic
Range: 20 Miles
Weight: 160 pounds
Hit Percentage: 98%

Pilot Interface

The new Halcon cockpit promises to redefine the standard of the way fighter aircraft cockpits are supposed to look. It will be designed to let the pilot act as a tactician, as opposed to a simple sensor operator. Pilots of the Halcon will do what humans execute flawlessly, think. The pilot will totally utilize the computer power of the jet. A few distinct improvements worth mentioning are:

The first baseline (NVG) Night Vision Goggle compatible cockpit
Traditional analog/ standby dials and gauges, are absent. The F-22 will have the an all modern glass cockpit in a tactical fighter.
Canopy is the made of the largest piece of polycarbonate material in the world. # 1 quality and compatibility with Helmet Mounted systems which enable the pilot to keep his head focused on the target at all times.
Inherent design for growth and development of HMS's.
The Halcon pilot's safety is further ensured with an improved version of the military standard ACES II ejection seat. This will be tandem with new life support systems and additional space for pilot personal equipment.

The Heads Up Display or (HUD) will be built by GEC and server as the primary flight instrument for the pilot. It will have a viewable area of 30 degrees horizontally and 25 degrees vertically. Developed by the Air Force Instrument Flight Center, the GEC HUD will use standard symbology and be 4.5 inches in height. Unlike the HDD's, the GEC HUD will not be in color. However, the symbology will be exactly the same as the Head Down Displays. As a shock absorber from bird strikes, the windshield will be protected by a rubber buffer strip placed on the HUD combiner glass. During initial bird strike tests, the HUD would routinely shatter. Precautions were taken at all costs to avoid this from happening. The buffer strip would shield the polycarbonate glass by allowing it to flex during a strike. Design is underway for a collapsible HUD that would fall but not break. In addition, the F-22 design team is developing a sort of laminate that could possibly eliminate glass from shattering in the cockpit.

The Integrated Control Panel (ICP) will be the main location where the pilot can manually input data for communications, autopilot and navigation. The ICP will be located below the HUD, underneath the glare shield and in the center top of the instrument panel. Additionally, the ICP will have "double click" features which are similar to a PC mouse in functionality. The double click feature will allow the pilot to input data more rapidly. Six Liquid crystal color displays will be housed in the cockpit. The LCD's will be fully readable in direct sunlight. Notable improvements of LCD's when compared to the older generation displays of CRT's are a lower weight, less size and a lower power consumption. The LCD's are inherently more reliable because of the lower power consumption. Two Up Front Display's (UFD)'s are located to the left and right of the ICP. They measure 3x4 inches. The primary function of the UFD's are to provide the pilot with cautionary information/warning/advisory, data communications/navigation/identification (CNI)data and act as the serve as the Stand-by Flight instrumentation Group and Fuel Quantity Indicator. A maximum of 12 messages can appear on the UFD's at any given time, and remaining faults can be indexed as sub pages.

What differentiates the UFD's from standard warning light panels is it eliminates erroneous messages that normally appear in other jets via a filtering system. The other difference is the UFD's provide an electronic checklist which is comparable to a F-ACK list in the F-16. However, the UFD's in the F-22 will be able to provide data on the UFD in non-emergency situations. An audio system is an additional feature that provides warning to the pilot in time of a aircraft fault. The pilot is alerted to the fault in great detail. For example, the UFD might display a caution light, but the audio alert would sound "Caution-Engine Flame Out."

The Stand-by Flight Group shows the basic information (such as an artificial horizon) the pilot needs to fly the aircraft. Presented on an LCD display it is always in operation. The Stand by Flight group is tied to the last source of power in the aircraft. If every system fails, the pilot will still be able to fly the aircraft. Located in the middle of the instrument panel, under the ICP is the Primary Multi-Function Display (PMFD). This 8"x8" color display is the pilots principal display for aircraft navigation (including showing waypoints and route of flight) and Situation Assessment (SA) or a "God's-eye view" of the entire environment around (above, below, both sides, front and back) the aircraft. Three Secondary Multi-Function Displays (SMFDs) are all 6.25" x 6.25" and two of them are Located on either side of the PMFD on the instrument panel with the third underneath the PMFD between the pilot's knees. The SMFD's are used for displaying tactical (both defensive and offensive) information as well as non-tactical information (such as checklists, subsystem status, engine thrust output, and stores management).

The cockpit interior lighting is fully Night Vision Goggle (NVG) compatible, as is the exterior lighting. The cockpit panels feature extended life, self-balancing, electro luminescent (EL) edge-lit panels with an integral life-limiting circuit that runs the lights at the correct power setting throughout their life. It starts at one-half power and gradually increases the power output to insure consistent panel light intensity over time. As a result, the cockpit always presents a well-balanced lighting system to the pilot (there is not a mottled look in the cockpit). The panels produce low amounts of heat and power and are very reliable.

The aircraft also has integral position and anti-collision lights (including strobes) on the wings. The low voltage electro luminescent formation lights are located at critical positions for night flight operations on the aircraft (on the forward fuselage (both sides) under the chine, on the tip of the upper left and right wings, and on the outside of both vertical stabilizers. There are similar air refueling lights on the butterfly doors that cover the air refueling receptacle.


Many additional systems from the F-22 Are being implemented into the Halcon.

An on-board oxygen generation system (OBOGS) that supplies breathable air to the pilot. An integrated breathing regulator/anti-g valve (BRAG) that controls flow and pressure to the mask and pressure garments. A chemical/biological/cold-water immersion (CB/CWI) protection ensemble. An upper body counter pressure garment and a lower body anti-G garment acts a partial pressure suit at high altitudes. An air-cooling garment, which is also going to be used by pilots on the Army's RAH-66 Comanche helicopter provides thermal relief for the pilot. Helmet and helmet-mounted systems including C/B goggles and C/B hood; and the MBU-22/P breathing mask and hose system. The Boeing-led life support development and its suppliers designed the life support system with the F-22's advanced performance capabilities in mind. The separate components of the life-support system must simultaneously meet pilot protection requirements established by the Air Force in the areas of higher altitude flight, acceleration, heat distress, cold water immersion, chemical and biological environments, fire, noise, and high-speed/high-altitude ejection. Escape-system tests have demonstrated that the life-support system will protect pilots when exposed to wind speeds of up to 600 knots. Current life-support systems are designed to provide protection only up to 450 knots. The head mounted portions of the life-support system are approximately 30 percent lighter than existing systems, which improves mobility and endurance time for pilots. With its advanced design, the HGU-86/P helmet that will be used by F-22 pilots during EMD reduces the stresses on a pilot's neck by 20 percent during high-speed ejection compared to the current HGU-55/P helmets. The F-22 helmet fits more securely as the result of an ear cup tensioning device and is easily fitted to a pilot's head. The helmet provides improved passive noise protection and incorporates an Active Noise Reduction (ANR) system for superior pilot protection. The chemical/biological/cold water immersion garment is to be worn by pilots when they fly over large bodies of cold water or into chemical/biological warfare situations. These garments meet or exceed Air Force requirements.

Frame & Stealth Properties

The Halcon Stealth Fighter recieves its name from the stealth like properties it possesses. Using Anti-Radar shaped plates in its constructing, the frame of the jet was specifically designed to be able to infiltrate radar defended zones undetected. The frame of the jet is composed of an Aluminium Composite, however, many different alloys are found throughout the fighter. The deflection of the frame promotes the wave lengths to bounce off in directions skew to both the source and target. This advatage will allow for the Halcon to penetrate many areas undetected.

Helicon Anti-Detection Coating. The Helicon Corporation has recently developed a metal coating which is said to be able to absorb amounts of radar and sonar waves, thus diminishing the effectiveness of these devices when attempting to detect the Halcon. RAM (Radar Absorbing Material) covers the jet from tip to tip, as well as every missile and gun on board.

RCS
The Radar Cross Section of a plane is basically, how much echo the plane sends from radar. Everything has a Radar Cross Section (or RCS), but where birds have approximately a .01 square meter RCS, the Halcon has almost the same RCS. For the jet to be stealthy, the creators had to cut down on the RCS, meaning that everything on the plane, internal and external, had to have no echo, or as little as possible. To accomplish this, they made many parts of the plane with special alloys (metal mixtures) that had little or no echo when hit by radar. The shape of the Halcon is made to have an over-all "triangular" shape, making the over-all shape reflect radio waves in such a manner, that they do not go back to the radar of the enemy.

Scattering
It has all flat surfaces, angled to deflect radar waves away from enemy base. It is fairly rounded, yet on closer observation, the over-all shape has angles to it that scrambles the radar all over, everywhere but back to the radar's origin.

Heat Reduction
To be stealthy, a plane must not give off too much heat. The heat not only makes it stand out on thermal imaging, but makes it a prime target for missiles. The engines of the Halcon are made to make as little exhaust and heat as possible.

Turbulence Reduction
The turbulence of a plane is caused by the movement of the craft disrupting the air around it. The shape of any stealth plane is made so that is EXTREMELY aerodynamic, having the least amount of air resistance. This minimizes the turbulence, and the fuel costs, since the plane is not creating so much drag. The less turbulence, the less likely it is that the enemy's sensitive laser detection equipment will pick up on the plane.

Smoke Contrails
Smoke Contrails are caused when the engine(s) of a plane spurts out extra power. Any contrail (smoke or air) is something that a pilot does not want following his plane if he is going into the enemy territory, after all, it is a tell tale sign of his presence. The Halcon and many other planes were created in such a way as to reduce this problem. Tests were once conducted to stop or reduce contrails on planes. The Halcon, because of the super cruise ability, is able to avoid the smoke contrail problem fairly well.

Additional Aircraft Systems

HI/AAQ-13 LANTIRN NAVIGATION POD
CD/AAQ-14 LANTIRN/SHARPSHOOTER
HI/ALQ-207 Infa-Red Survailance System
HI/4B-110 RADAR JAMMER
DV/ALR-82 Radar Warning System (RWR)
DV/ALE-47 Chaff/Flare Dispenser
CD/APG-99 Digital-Doppler radar DS
CD/AAS-35 PAVE PENNY LASER SPOT TRACKER POD
CD/ASQ-213 HARM TARGETING SYSTEM POD

Additional Statistics

Primary Function: Air Superiority Fighter
Propulsion: x2 Helicon B39 Thrust Engines... After Burner Standard
Thrust: 42,000 lbs
Length: 64.33 feet
Wingspan: 45.7 feet
G Limit: 10+
Height: 18.6 feet
Ceiling: 64,500 feet
Speed: Mach 2.0
Supercruise: Mach 1.9
Crew: 1

Production Price: 95 Million
Sales Price: 105 Available

Armament Layout (Internal+External)

~1 20mm Gatling Gun Capable of firing up to 6,000 Depleted Uranium Rounds Per Minute
~6 CD/49 Twister Air-to-Surface Missiles
~6 "Flyswater" CD/33 Air-to-Air Missile
~3 SDCI CD/21 Missiles

Any Combination of CD/49's and CD/33's may be used.

The End

To: To Whom It May Concern, the Republic of Basesystems
From: Consolidated Arms, Inc. Board
Re: Stealth Fighter Contract

Consolidated Arms has heard of your need for a new stealth fighter, and we would like to propose our F-150 "Ebonhawk" fighter-bomber and F-150A/S "Strikehawk" air-superiority variant. While there were originally restrictions on the export of the F-150, weak sales have forced us to reconsider this policy; should you accept our bid, we will work out some sort of deal for a larger contract of the aircraft.

F-150 "Ebonhawk" Advanced Fighter-Bomber

http://img.photobucket.com/albums/v465/neotheone175/NationStates/Modern%20Tech/F-150Ebonhawk.jpg

http://img.photobucket.com/albums/v465/neotheone175/NationStates/Modern%20Tech/F-150Ebonhawk_carrier.jpg

http://img.photobucket.com/albums/v465/neotheone175/NationStates/Modern%20Tech/F-150Ebonhawk_carrierflightdeck.jpg

http://img.photobucket.com/albums/v465/neotheone175/NationStates/Modern%20Tech/F-150Ebonhawk_launch.jpg

[Abstract]

With the advent of new fighter concepts such as Civitas Americae's new "missile-spamming" bomber-escort craft, the Tu-161 "Black Widow," the Halberdgardian Air Force realized that, despite being a capable force with access to some of the most advanced aircraft available, even its best strike fighters could not come close to matching the payload of the Tu-161. Realizing that other nations might seek to capitalize on this new concept of "cramming" massive loads of ordnance into new aircraft designs, the Halberdgardian Department of Defense saw the need to beat those other powers to the punch. After tentative discussions with Sarzonian aerospace engineers at the newly-consolidated Portland Iron Works, it was decided that the two nations would cooperate on a joint project to develop an advanced fighter-bomber that incorporated some of the best Sarzonian technology available, as well as some of the best technology of all the aircraft fielded by the Halberdgardian Air Force. The result was the F-150 "Ebonhawk," planned to be fielded by both nations' air forces.

[Airframe]

With both Halberdgardian and Sarzonian forces having clashed with the highly-capable Doomingslandian air force in the past, both sides sought to incorporate their knowledge of the aforementioned foe into design elements for the Ebonhawk. As such, the Ebonhawk's airframe is a switchblade design, allowing the pilot to switch between forward-swept wings for optimal maneuverability in dogfight scenarios, and a swept-back configuration for optimal stability when engaging ground targets. The Ebonhawk's computer oversees the stability of the craft, especially when in forward-swept wing configuration, by making rapid adjustments to the canards and other control mechanisms.

The airframe itself is composed of two elements: a ten-millimeter layer of Kevlar to stop small arms fire, with a fifteen-millimeter layer of aluminum-titanium alloy underneath the Kevlar provide additional strength. The aircraft's stealthy qualities are enhanced by judicious use of Brewster's Angle construction throughout the airframe. To further increase the Ebonhawk's stealthiness, the designers emulated one of the design features found on the Tyrandis TSF-616 "Eidolon" fighter; the canopy is manufactured of an advanced polycarbonate, backed by a rubber insulation layer and a thin strip of an indium-tin alloy. Traditionally, the cockpit has been the most problematic area for advanced stealth designers; because RADAR waves passes through the canopy as if it were transparent, an especially strong signal will bounce back to its receiver because any aircraft interior contains angles and shape that generate a substantial return. The InSn coating allows over 98.5% of visible light to pass through to the pilot, but will appear on RADAR as a semi-metallic surface, thus further reducing the Ebonhawk's already small radar cross-section.* Further increasing the stealthy qualities of the aircraft is the use of radar-absorbing material (RAM) over the Kevlar.

[Propulsion]

Several designs were considered for the engines of the Ebonhawk, but the number of myriad designs was drastically reduced when supersonic velocities became a design requirement. Initially, it was decided that the Ebonhawk would be powered by two pulse-detonation engines. However, when it was realized that the massive infrared signature produced by the pulse-detontation process would negate any attempt at stealth, the design was taken back to the drawing board. Eventually, however, Tylon Aerospace Industries proposed a new ramfan design, dubbed the Union-281-2005, that would maintain the thrust of the original engines without the massive infrared signature. This design was accepted, and so the Ebonhawk is powered by two Union-281-2005 ramfan engines, fitted with heat suppressors to drastically reduce infrared signature, for a combined thrust of one hundred thirty thousand pounds.

[Flight Control and Electronics]

The Ebonhawk features an advanced Fly-by-Optics control system for enhanced response time, better control, and increased reliability.

The Ebonhawk Advanced RADAR Tracking System (EARTS), an upgraded AN/APG-77 AESA RADAR unit, serves as the main component of the Ebonhawk's sensor suite, with a range of three hundred twenty kilometers. Additionally, the EARTS contains a module similar to the one employed by Tylon Aerospace Industries' new SUF-5 Lion; this module cycles through a wide range of frequencies twice a second, so as to prevent the EARTS from being jammed. An APG-100 Advanced Long Range Millimetric Wave Radar is utilized for for air-to-ground detection. The EARTS is also augmented by a LIDAR/LADAR suite, with a range of thirty and seventy kilometers, respectively, complemented by an APG-120 Advanced LIDAR/LADAR Receiver. Finally, an IRTS-1 Infrared Scanning System rounds out the electronics package.

The Ebonhawk fields multiple Sarzonian avionics technologies. Chief among these is the AHDS-1 Helmet-Mounted HUD System, which allows for the pilots of the aircraft to simply look at the target to achieve a lock. When the AHDS-1 is used in conjunction with an advanced new voice-command system, the pilot has unparalleled capabilities when receiving, integrating, and utilizing in-flight information to his best advantage. The aircraft’s superb sensor suite allows for up to one hundred twenty enemy aircraft to be tracked at any given time via a SCS-1 Mobile Super Computer System, which gives the aircraft nearly-unmatched processing power, and for eight of them to be targeted and engaged simultaneously at ranges exceeding eighty miles. When used in conjunction with an AWACS aircraft, the Ebonhawk becomes even more lethal. This allows for the aircraft to effectively engage and destroy hostile aircraft at ranges limited only by the missiles carried in her bays, and can do this without switching on the EARTS, as to prevent RADAR-seeking equipment from picking up on the emissions generated by the aircraft.**

Finally, to augment the craft's deadliness when compared with the Tu-161 "Black Widow," a system similar to the Tu-161's Inter-/Intra-Flight Data Link, dubbed the Ebonhawk Data Distribution System (EDDS), was incorporated into the design. Utilizing a system with 4096-bit encryption, analogous to a far more secure version of commercial Wi-Fi, the EDDS can securely broadcast targeting, flight, RADAR, and LIDAR/LADAR data to other aircraft within a ten-mile radius. The EDDS is augmented by a line-of-sight laser communication system that serves as an alternative to the wireless system.

[Armament]

Despite the other advanced features of the Ebonhawk, the armament is perhaps the most fearsome of all the aircraft's components. Two internal weapon bays house the Ebonhawk's ordnance, and each bay is capable of holding up to thirty-six air-to-air missiles or air-to-ground missiles (short-, medium-, long-, or extreme-long-range) on a rotary launcher. The launcher is modular not only in that it can hold Sarzonian AAM/ATGM equivalents as well as any other ordnance of similar dimensions, but can be removed entirely, and instead replaced with eight internal hardpoints for dedicated air-to-surface munitions, or one Massive Ordnance Air Burst (MOAB) weapon (or similarly-sized equivalent). Each hardpoint is capable of holding one two-thousand-pound bomb, for a dedicated-bomber configuration capable of carrying thirty-two thousand pounds of ordnance. Optionally, at the cost of stealthiness, each wing can be fitted with four hardpoints, each capable of holding one standard one-thousand-pound bomb, or similarly-sized equivalent, bringing the Ebonhawk's dedicated-bomber configuration's maximum payload to forty-thousand pounds of ordnance. The hardpoints are also capable of carrying extra fuel tanks or jamming modules.

Additionally, one 32mm ETC cannon, much like the one mounted in some of the most recently-produced Sarzonian aircraft, is mounted internally in the nose of the aircraft. Borrowing a stealth-enhancing design from the SZ-19 "Predator" interceptor aircraft, the cannon is covered by a small hatch when not firing, to prevent radar detection. The cannon can fire high-explosive or armor-piercing fin-stabilized discarding sabot rounds for ground attack roles, in addition to regular rounds.

The Ebonhawk is also fitted with an electronic-warfare suite, composed of a radar-jamming module (calibrated so as not to impede on the frequencies in use by the Ebonhawk itself), a communications-jamming module, and a limited PSYOPS-broadcast capability. The electronic-warfare suite has a range of approximately one hundred fifty kilometers.

Finally, to round out the countermeasures suite, the Ebonhawk is fitted with chaff and flares. A new flare design increases threat-elimination rates by utilizing a multi-stage burst design, whereby three charges are mounted on one flare. When the flare is fired, the first charge explodes, confusing the missile. One second later, the second charge goes off, further deceiving the missile, with the third and final charge fully diverting the missile away from the aircraft and towards the massive infrared signature of the flare.

[F-150A/S "Strikehawk"]

A dedicated air superiority variant of the Ebonhawk, designated the F-150A/S "Strikehawk," has also been designed. The F-150A/S features many of the same elements as the Ebonhawk, but is smaller and lighter. This was accomplished by reducing the payload from two weapons bays to one. The "Strikehawk" retains the Ebonhawk's rotary launcher and optional wing-mounted hardpoints, but the rotary launcher cannot be removed in favor of hardpoints. However, it is still capable of mounting air-to-ground missiles, making it capable of serving as a strike fighter in a pinch.

F-150 "Ebonhawk" Specifications

Length: 40 m
Wingspan: 34 m
Height: 7 m
Propulsion: 2 x Tylon Aerospace Industries Union-281-2005 ramfan engines (130,000 lbs maximum thrust)
Empty Weight: 40,000 kg
Maximum Weight: 75,000 kg
Normal Payload: 13,500 kg
Range: 7,500 km without refueling; limited only by crew endurance with in-air refueling
Maximum Payload: 40,000 lbs. (dedicated-bomber configuration with optional eight wing-mounted hardpoints)
Supercruise: Mach 2
Maximum Speed: Mach 3
Maximum Altitude: 40,000 m
Crew: Two
Price: $175 million

F-150A/S "Strikehawk" Specifications

Length: 28 m
Wingspan: 26 m
Height: 6 m
Propulsion: 2 x Tylon Aerospace Industries Union-281-2005 ramfan engines (130,000 lbs maximum thrust)
Empty Weight: 25,000 kg
Maximum Weight: 60,000 kg
Normal Payload: 6,750 kg
Range: 7,500 km without refueling; limited only by crew endurance with in-air refueling
Maximum Payload: 20,000 lbs. (with optional eight wing-mounted hardpoints)
Supercruise: Mach 2.3
Maximum Speed: Mach 3.2
Maximum Altitude: 40,000 m
Crew: One
Price: $175 million

* [OOC: The text regarding the canopy was taken from Tyrandis' write-up for his TSF-616 "Eidolon." (http://forums.jolt.co.uk/showpost.php?p=9449160&postcount=22)]
** [OOC: The text about the AHDS-1 and the SCS-1 was taken from Sarzonia's write-up for the SZ-19 "Predator" interceptor from Avalon Aerospace Corporation (http://forums2.jolt.co.uk/showthread.php?t=365142).]

[Tyrandis Precision Machine Import/Export Corporation Entry]

TPMI/EC is interested in this competition for the export of low-observable aircraft, and would like to enter the TSF-620A/B "Xeon" Air Superiority Fighter for consideration.

http://homepage2.nifty.com/sparrow2/aircraft/x02.16.jpg


TSF-620 "Xeon" Air Superiority Fighter

Abstract:

With the development and subsequent release of the TSF-616 Eidolon on May 1, 2005, the Militant Imperium found herself in possession of one of the finest fighter aircraft ever developed. Swift, stealthy, and absolutely perfect in her intended role of air superiority, the Eidolon was a smashing success, giving Tyrandis a superior aircraft to virtually all of her enemies. However, within several years, a number of challengers arose from a variety of nations, threatening the absolute supremacy of Tyrandisan aerial power.

As a result, the aerospace engineers at Tyrandis Precision Machine Import/Export Corporation, formerly known as Kotoko Aircraft Corp., were forced to develop a successor aircraft to the TSF-616 within a third of its estimated operational lifespan. With lavish funding from the Defense Advanced Research Projects Administration, TPMI/EC began Project: Evening Star, whose final product was the TSF-620, code-named "Xeon".

TSF-620 represents the absolute bleeding-edge in aerial warfare technology today. Incorporating a refined avionics suite, an airframe capable of executing the most extreme of manuvers, and a superior weapons payload, Xeon is a quantum leap in performance from the previous-generation Eidolon fighters. Boasting a glittering array of advancements, the TSF-620 provides its pilots an unparalleled advantage over other aircraft.

General Data:

Contractor: TPMI/EC

Function: Advanced Air Superiority Fighter

Personnel: 1 (Pilot)

Systems/Avionics:

The TSF-620 Xeon is the first Tyrandisan aircraft to use the advanced Peregrine-II avionics architecture. The package can be split up into three parts: The MMS-8 Mission Management Suite, the SMS-3 Sensor Management Suite, and the VMS-11 Vehicle Management Suite, which are connected by a 2.5 GHz high-speed fiber optic bus, although the VMS-11 has its own bus for aircraft control.

The Peregrine-II architecture is manufactured in a full-custom ASIC design, utilizing Quasi-Delay Insensitive integrated circuits, which is a robust, asynchronous circuit that provides several major benefits as compared to traditional versions (circuits governed by an internal clock); these include early completion of circuits when it is known that the inputs which have not yet arrived are irrelevant, lower power consumption because transistors do not work unless performing useful computations, superior modularity and composability, adaptable circuit speed based on temperature and voltage conditions (synchronous chips are locked in at optimal clock speed for worst-case conditions), easier manufacturing processes due to lack of transistor-to-transistor variability, and less produced Electro-Magnetic Interference (Synchronous circuits create enormous amounts of EMI at frequency bands near clock frequencies). The entire avionics suite is driven by a Central Integrated Processor [CIP], which is a supercomputer built into the airframe. Because the integrated circuits operate under Quasi-Delay Insensitive logic, signals and instructions are processed near-instantaeneously, without consideration for the restraints of a clock circuit.

MMS-8 - This subsystem of the Peregrine-II is composed of the terrain/navigation suite, fire-control, munitions management and Electronic Warfare equipment.

NGTRS-2 - Terrain Reference System, which relies on careful measurement of the terrain profile passing beneath the aircraft with a RADAR altimeter and comparison with digitally-stored geographic data. The primary advantage to using a TR system is that a standard TF (terrain-following) navigation scheme will alert enemy Electronic Survelliance Measures far sooner, due to the RADAR beam's direction. On the other hand, the TSF-620's TRN's altimeter has an extremely narrow beam width whose energy is directed downwards, rendering virtually all ESM measures impotent.

NTTC-92 - Target track component of the MMS-8. Capable of hunting in excess of 200 independent signatures, the system identifies the target's headings based on data transferred from the Peregrine-II's SMS, then relays the information to the MMS-8.

NPRC-4 - Target attack component of the MMS-8. The NTTC's datastream is relayed to the NPRC, which then relays the information to the Xeon's weapons systems for firing solutions. Capable of marking fifty-six different targets at one time, and simultaeneously attacking up to eight, the NPRC-4 is the heart of the fighter's extensive fire control systems.

ASPIS-4 - Integrated Electronic Warfare System of the Xeon series, which consists of the NLR-41 threat warning system, NRV-27 RF jammer, and XC-80 chaff/flare dispenser. The system provides a fully integrated solution to the active and passive electronic warfare (EW) suite requirements of the Xeon and has flexibility for future development. The ASPIS is comprised of two major subsystems: a passive receiver, capable of detecting Low Probability of Interception signals, and an active jammer. Also, an autonomous processor in ASPIS governs the operations of Xeon's various active stealth systems. The XC-80 dispenser is programmed to deploy multi-spectral expendable chaff/flares only in the direction of the threat, improving Xeon's ability to defend against both RADAR and IR guided weapons.

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SMS-3 - This subsystem of the Peregrine-II combines the TSF-620 Xeon's RADAR, IRST, integrated signal processing, encrypted data, communications, and the Joint Tactical Information Distribution System interface, allocating the fighter's processor power to the sensor subsystems as required.

AN/PSI-6 - RADAR for the TSF-620, which is an Active Electronically Scanned Array system, mounted in the aircraft's nose and a tail housing, with sufficient Moving Target Indicator capability to burn through 5th Generation stealth (F-22 level) at up to 280 kilometers. The AN/PSI-6's transmitter and receiver functions are composed of 3,250 individual transmit/receive (T/R) modules that each scan a small fixed area, negating the need for a moving antenna, which further decreases ESM detection probabilities as well as aircraft volume issues. Each of the T/R modules is composed of four MMIC chips - a drive amplifier, digital phase shifter, and low-noise amplifier, and a RF power amplifier. To protect the antenna from detection by hostile ESM systems, it is mounted in a bandpass radome, transparent only to the band of frequencies used by the AN/PSI-6. When it is not in use, suitable electrical impulses turn the bandpass characteristic off, making it totally opaque. The RADAR's elimination of hydraulics for antenna movements and distribution of transmission functions into the T/R modules alleiviates logistical concerns. The AN/PSI-6 is a No Probability of Interception system, meaning that the waveforms of the RADAR have a much longer pulse and lower amplitude, as well as a narrower beam and virtually no sidelobe radiation. The result of this waveform modification is that the AN/PSI-6 is virtually undetectable by enemy ESM receivers.

AN/RSI-1 - Inverse Synthetic Apeture RADAR of the TSF-620 Xeon, which processes the Doppler shift resulting from target motion as a means of improving RADAR resolution. Thanks to shared components with the AN/PSI-6, the AN/RSI-1 is highly compact, and adds less than 30 lbs to the fighter's weight. By measuring the much larger Doppler shifts created by the Xeon's own movement and the target's changes in attitudes, the AN/RSI-1 is able to extract the Doppler effects due to pitch, yaw, and roll of the different parts of the target aircraft, processing these to obtain a clear physical profile.

NISTC-66 - Infared Search and Track System, which scans for any and all heat signatures within a 100 km radius from the aircraft, and is mounted in a small pod in front of the aircraft canopy. When a target is discovered, the data is fed to the SMS-3, which then relays the information to the MMS-8's IR guided weapons (generally the TSM-1 "Falcon" XSRAAM). Also, cueing signals are relayed to the pilot's helmet. From there, the munition is guided to the missile based on its own seeker or the pilot can initiate a Command Datalink manual update.

NSRE-5 - Laser-Optical sensor, mounted underneath the aircraft's nose in a small pod. The NSRE-5 is a full EO package that uses a ytterbium-doped fiber optic laser to scan a 8x8 degree sector in front of the aircraft. Capability-wise, it can find a one centimeter cable at a range of two kilometers, even in poor weather conditions, increasing onboard weapons accuracy.

ICNIA - Integrated Communication Navigation Identification Avionics suite, which combines the functions of current communications equipment, such as HF SSB (High Frequency-Single Side Band), VHF/UHF, SINCGARS, Have Quick, EJS, JTIDS, various navigational aids and transponder/interrogator facilities compatible with NATO-standard IFF systems. Based on common digital and RF processing modules built up from asynchronous logic circuits, the system allows for all these functions to be seamlessly built into just one package. It also takes up half the volume and weight of the aforementioned equipment. The Central Integrated Processor filters much of the information being passed to the pilot, presenting him with only data necessary for the phase for the mission currently being flown, to prevent information overload (optional manual override).

---

VMS-10 - The Vehicle Management Suite is responsible for cockpit controls and displays, flight and manuver control, and engine/power control.

NACS Mk. II - Aircraft control system, composed of an advanced Fly-By-Light scheme that is made up of fiber-optic cables just nanometers thick. The NACS gives the TSF-620 far superior agility and manuverability to any legacy fly-by-wire system, thanks to the improved signal transfer speed that light offers. Furthermore, the NACS Mk. II renders the aircraft virtually immune to electro-magnetic interference, a problem that plagued FBW aircraft such as the GR.Mk.1 Tornado in service with Great Britain. The system binds all of the aeroelastic control surfaces and canards together, giving the Kestrel's pilot an aircraft capable of outmanuvering virtually any aircraft in the world.

AVLO "Chameleon" Smart Skin - This is a visual camouflage system that is meshed with the exterior carbon skin. Through use of a number of minature photo-receptors that are mounted throughout the aircraft, the AVLO first takes in the overall color that surrounds the aircraft and processes it. It then transfers this data to the fiber-optics that are embedded in the aircraft's skin, which is manipulated by a separate computer. The AVLO then changes the color of these light-sensitive diodes to match the TSF-620's surroundings, rendering the aircraft virtually invisible against any neutral background (sky, ocean).

---

Stealth:

The TSF-620 Xeon employs technologies to significantly reduce RADAR Cross Section (RCS), infrared signature, electromagnetic signature, visual signature and aural signature. RCS reduction represents the paramount feature considered in TPMI/EC's design. To reduce RCS, the TSF-620 employs a geometrically based radar dispersing configuration. Developed utilizing computational RCS modeling using Brewster's Angle, this configuration uses facets approximated by curvelinear, polynomial sections intended to reflect RF energy away from hostile receiver sets. Ultimate RCS reduction for the Xeon, however, is dependent upon a combination of bandpass external skins, internal shaping and the implementation of the NCPCAS-12 Active Stealth System.

NCPCAS-12 Active Stealth System

Between the external bandpass skins and the internal graphite hull backed by an alloy geodetic structure is a cavity. Within this cavity a low temperature plasma is achieved. This plasma, as manipulated by the TSF-620’s ASPIS integrated electronic warfare system, provides an unparalleled level of active stealth technology whereby incoming RADAR energy is substantially disrupted such that return signal is reduced to undetectable levels or chaotic, undecipherable signals. Rather than rely solely upon external shaping, the TSF-620's stealth technology adapts to frequency and bandwidth, allowing maximum low observance performance against all air-to-air and ground based RADAR types alike.

Reduction of IR emissions is achieved through the use of a dedicated engine bay cooling/IR signature reduction system, integrated in the twin TC-250-PW-60 hybrid turbofan engines. This contains a liquid nitrogen coolant, which is injected into a cavity between the internal and external walls of the Xeon's powerplant.

Aural signature is reduced in part through the NCPCAS-12. For enhanced aural signature reduction, the TSF-620 Xeon Air Superiority Fighter features Active Frequency Damping (AFD) and comparable active noise control systems. Visual signature is reduced through a chloro-flurosulphonic acid that is injected into the exhaust gases of the Xeon's powerplant, eliminating engine vapor contrails.

Cockpit:

Purchased from the Luftkrieg Aerospace Industries, the TSF-620's cockpit electronics/systems are an adapted version of the one used by the MMA-A3 Falcon Air Superiority Fighter.

http://img18.exs.cx/img18/6537/cockpit0016ox.gif

The GEC-built Head-Up Display (HUD) offers a wide field of view (30 degrees horizontally by 25 degrees vertically) and serves as a primary flight instrument for the pilot.

There are six liquid crystal display (LCD) panels in the cockpit. These present information in full color and are fully readable in direct sunlight. LCDs offer lower weight and less size than the cathode ray tube (CRT) displays used in most current aircraft. The lower power requirements also provide a reliability improvement over CRTs. The two Up-Front Displays (UFDs) measure 3"x4" in size and are located to the left and right of the control panel.

The Integrated Control Panel (ICP) is the primary means for manual pilot data entry for communications, navigation, and autopilot data. Located under the glareshield and HUD in center top of the instrument panel, this keypad entry system also has some double click functions, much like a computer mouse for rapid pilot access/use.

The Primary Multi-Function Display (PMFD) is a 8"x8" color display that is located in the middle of the instrument panel, under the ICP. It is the pilot’s principal display for aircraft navigation (including showing waypoints and route of flight) and Situation Assessment (SA) or a "God's-eye view" of the entire environment around (above, below, both sides, front and back) the aircraft.

Three Secondary Multi-Function Displays (SMFDs) are all 6.25" x 6.25" and two of them are located on either side of the PMFD on the instrument panel with the third underneath the PMFD between the pilot's knees. These are used for displaying tactical (both offensive and defensive) information as well as non-tactical information (such as checklists, subsystem status, engine thrust output, and stores management).

Features:

2 task-switching MFDs
Multi-node RADAR indication panel
Octo-functional HUD synchronized with MFD and helmet targeting
GPS synchronization panel
Topographic orientation TRV systems
Autopilot TRV/NRT based systems
JTIDs/A50 airborne intelligence/global targeting, guidance systems.
APEX 345 ejection seat, synchronized with primary turbine failures.

Canopy:

The canopy is manufactured of an advanced polycarbonate, backed by a rubber insulation layer and a thin strip of an indium-tin alloy. It is designed to provide pilots maximum protection against birdstrike and hostile fire. Traditionally, the cockpit has been the most problematic area for advanced stealth designers; because RADAR waves passes through the canopy as if it were transparent, an especially strong signal will bounce back to its receiver because any aircraft interior contains angles and shape that generate a substantial return. The InSn coating allows over 98.5% of visible light to pass through to the pilot, but will appear on RADAR as a semi-metallic surface, thus further reducing the TSF-620's already microscopic RCS.

Airframe:

TSF-620 in retracted-wing configuration (http://homepage2.nifty.com/sparrow2/aircraft/x02.9.jpg)
TSF-620 in extended-wing configuration (http://homepage2.nifty.com/sparrow2/aircraft/x02.5.jpg)

Taking lessons from its experience on the Eidolon project, the TSF-620 "Xeon"'s builders constructed the fighter's airframe to maximize low-observability and combat performance.

The design of the TSF-620 Xeon is a canard delta, built in a variable-geometry forward-swept wing configuration, similar to the previous generation of Tyrandisan military aviation. Aircraft with an FSW are in an aerodynamically unstable situation, allowing them unimpeded freedom of manuverability. As a result of this design choice, the fighter exhibits lower drag and lower stall speeds, as well as vastly improved performance at high angles of attack compared to conventional fighters. However, this benefit comes with a price, namely that of control difficulties, as well as extreme drag at speeds over Mach 1.7. TSF-620 resolves the problem with fly-by-light controls, a development on the old copper-wire systems that NASA's X-29 FSW technology demonstrator used in its trials. Furthermore, the wings are equipped with a sweeping mechanism, allowing the fighter the best of both worlds; high speed dash when the wings are tucked into the fuselage, and low speed agility when extended.

The TSF-620's frame is manufactured for maximum resistance to wear and tear. It is built of primarily of high-strength, low-weight Ti-1100 alloy, to which a TPMI/EC proprietary material is bonded to, known as RADAR Absorbent Structure. RAS is constructed of honeycombed Kevlar sections, treated with a proprietary glaze based on carbon, and then bonded to polyethylene/carbon fiber skins on its front and back, creating a rigid panel. The honeycombs are three centimeters in length, and incoming RADAR waves are absorbed by them. These panels are bonded to the airframe and placed externally wherever possible. Testing of the RAS indicated that the material could dependably absorb or at least weaken RADAR returns of all frequencies higher than 10 MHz. A graphite-epoxy and metal matrix composite (silicon carbide whiskers embedded in an aluminum matrix) is stretched across this skeleton.

Each of the advanced wings consists of two Ti-1100 titanium and one Elgiloy cobalt-chromium-nickel alloy spar, fifteen titanium ribs, and multiple Titanium Oxide stringers. Titanium aluminide plates are mated to the spar/rib structure, forming a fuel tank for the TSF-616. Wing and fuselage skins are composed of a combination of graphite epoxy and reinforced carbon-carbon. Wing leading and trailing edges are reinforced carbon-carbon mated with titanium. Each wing is equipped with full span leading edge slats and trailing edge, double-slotted Fowler Flaps for lift augmentation. Maximum trailing edge flap deflection is 60º. Leading and trailing edge flaps are controlled by the NACS Mk. II Aircraft Control System fiber optic signals. The wing is equipped with 0.20c flapperons for subsonic roll.

The tail stabilizers are deliberately canted off-center to prevent formation of dihedral reflectors, an extremely radar-reflective surface produced whenever two metallic surfaces are positioned at 90 degrees to each other. They are a multispar, multirib structure construced of Ti-1100 alloy with a reinforced carbon-carbon skin. Finally, the tail structure also serves to dissipate IR signature when viewed from behind, restricting tailpipe visibility to near-zero when evasive manuvers begin by TSF-620 Xeon pilots.

An advanced RADAR absorbent material known as "Salt Ball" is applied to the aircraft whereever possible, in which Schiff base salts are binded to a classified chemical compound, which is then attached to the fighter's airframe. The SBS class of materials exhibits RF energy-absorption characteristics superior to previous-generation ferrite-based absorbers, and weigh 90% less as well. Chemically modified, "Salt Ball" is able to absorb RF frequencies of the range 3-6MHz, the same band used by most Over-the-Horizon RADAR emplacements. As a result, the TSF-620 Xeon is invisible to OTH, making it one of the most difficult-to-detect aircraft ever developed.

Powerplant:

2x Tyrandis Engineering TC-250-PW-60N Pulse-Detonation turbofan hybrids, adapted from the TSF-28D Seraph Air Superiority Fighter, providing sum of 99,250 lbs thrust to the aircraft, with 360 degree thrust vectoring from +60 degrees through -60 degrees. The engines have been upgraded with advanced thermal gel coating, which uses a Ni-Al-Pt superalloy. This allows the engines to resist the enormous heat generated by the detonation sequence better, improving aircraft endurance and engine life.

Dimensions:

Height: 6.0m
Wingspan: [varies]
Length: 28.2m

Weights:

Empty: 23,500 lbs
Standard: 42,240 lbs
Max: 62,500 lbs

Ceiling:

70,000+ ft above sea level

Maximum Speed:

Mach 2.6 on supercruise, Mach 3.55 on full afterburners.

Armament:

8x Interchangable weapons hardpoints mounted in an internal bay, optimized for AAMs

4x IR-guided AAMs mounted in side bay doors

Divine Thunder

http://www.milavia.net/aircraft/f-35/f-35_pic8.jpg

The TCIAM-2 Divine Thunder is a 27mm cannon used by all Tyrandisan aircraft. Based off a Mauser-style configuration, the gun has an extremely high rate of fire and range, thanks to the advanced construction of its ammunition. Divine Thunder uses a projectile that is surrounded with a high density molded propellant charge, enclosing the assembly in a cylindrical titanium case. When the round is fired, a small charge located immediately behind the cannon round accelerates it into the TCIAM-2's barrel before the main charge ignites. The result of this unorthodox firing approach is a gun with a muzzle velocity of over 4,100 ft/sec, as compared to the M61A1's performance of 3,500 ft/sec. Divine Thunder's guidance is based off the datastream from the MMS-8 and independently operated by the aircraft itself, although a pilot can manually override the system if so desired.

Variants:

TSF-620A - Standard version
TSF-620B - Navalized version for operation from aircraft carriers

Images:

http://homepage2.nifty.com/sparrow2/aircraft/x02.17.jpg

TSF-620 Xeons flying Combat Air Patrols

http://homepage2.nifty.com/sparrow2/aircraft/x02m7.jpg

TSF-620 undergoing AVLO visibility reduction process

http://homepage2.nifty.com/sparrow2/aircraft/x02m1.jpg

Xeon guarding a Tyrandisan AWACS during exercises

Price for export:

TSF-620A - $125,000,000 ea.
TSF-620B - (navalized, with reinforced materials, etc.) - $135,000,000 ea.

Thank you to everyone. The Republic of Basesystems will look over the following designs and will choose one or more of the following aircraft to buy.

We would wish to submit our own design, on behalf of Portland Iron
Works, the SuF-2 or F-79A Archangel for your nation's competition. The F-79
A is one of the world's most advanced air superiority, multi-role fighter
aircrafts out-to-date that is ensure any nation supremecy over any
opponent. It is currently in service with our Air Force, though because of it
being phased out for a successor designs, we are willing to give our old jets
that will be refurbished and newly upgraded to F-79A Block 10 standard to
your nation. This comes at the benefit that the cost of the aircraft a piece
will be below $90 million even with upgrades opposed to over $140 million
with new upgrades but fresh off the production line. In the new upgrade
package we will do this for you:

*Replace the old radar with a new SU/RD-145 Active Electronically Scanned
Arrary w/ Multi-Frequency Jamming Module with a targetting distance of over
220 km and capable of targetting over 50 different ones.
*Replace the Union-143s with Union-215-2005s that are no longer PDE but
ramfan jet engines with better fuel economy and enhanced digitial, engine
controls.
*Expand airframe to accomidate more fuel for increased range (upping from
1,600 to 1,700 miles).
*Minor enhancements to the airframe to make it more aerodynamic and a
suitable platform.

With these upgrades, the F-79A Block 5s will be upgraded to F-79A Block 10
configuration/standard. They will cost $89 million a piece if you wish to have
existing ones upgraded while new ones will cost $142 million. We hope you
take the F-79 into consideration and we hope to do business with you
further. Thank You.

Signed,
Portland Iron Works

OOC: Link to description and write-up: http://s14.invisionfree.com/PIW/index.php?showtopic=28