NationStates Jolt Archive

Algemeen Dagblad (AD)

Van Luxemburgian Airforce inbound to replace Jetfighters
http://www.airforce-technology.com/projects/mirage/images/mirage2000_2.jpg
The Mirage 2000, former workhorse of the VLAF

LUXEMBOURG- Philippe Dermont, Minister of Defence, and Generaal of the Airforce Leo Eijsers have stated in a press conference that the Van Luxemburgian Airforce will start a search for a new replacement for the Mirage 2000-5, the 15 year-old Multirole Fighter, currently in service. Over time, the Mirage has done good work, but is aging, and needs to be replaced. The intended replacement, the ASC-7 Aigle, has been accepted, but the current 400 units active, with 200 in backorder, is enough. The VLAF wants to give a contract to an outside nation, for approximately 1400 aircraft, to be built over several years. The current needs are as following:

-Multirole fighter, stealth capabilities are a pro, but not compulsory.
-Must be able to carry cruise missiles and several sorts of Air-to-Ground and Air-to-Sea missiles, aswell as having at least a 20mm hull-mounted cannon.
-Must be able to reach a supercruise speed of at least Mach 1.5, and a top of at least Mach 2.3
-Must have extensive reconaissance capabilities, with at least ground radar.
-Price may not be higher then 91 Million USD.

Every aircraft, fulfilling the needs of the VLAF, will be considered, and needs to be extensively tested at test ranges all over Van Luxemburg.

(OOC: So, basically, send you competitors. I was thinking of a 4th-5th generation fighter. And, I will only consider offers made here. No "come to my storefront".)

OOC: Does it have to be a multi-role fighter, VL? Good thing you're NSifying, safe to prepare for future attacks. ;) :D

(OOC: Yes, a Multirole. It needs to replace a Multirole, so it needs to be one.
And, Aargh! I'll get you once. Once, on a day, when I'm prepared to destroy my nation... (So, never) :p )

(OOC: I don't want to be act like an idiot, but that one is already in use with the VLAF as a replacement of the Sepecat Jaguars. I need at least some variation...)

OOC: Damn, required price is too low... I'd recommend my TAF-622 otherwise, but it's $120 million + change. :/

Oh well. If you're interested, here's the thread: http://forums.jolt.co.uk/showthread.php?t=465764

[OOC: Oh yeah I remember selling them to you, lol. I'll take the post down in that case.]

From: Van Luxemburgian Ministry of Defence, Philippe Dermont
To: Tyrandis
Subject: TAF-622, testing

Dear Sir/Ma'am,

We, aswell as the Airforce High Command has shown extensive interest in the TAF-622. We would be interested in testing the said aircraft, in all three versions. Could it be possible that one copy of each version is flown to Van Luxemburg for testing? We would be grateful to you.

Despite the high price, the Grand Duke has said that the TAF-622 needs to be taken under consideration. Eventually, the price will be partly paid by the Grand Duke, if needed.

Sincerely,
Philippe Dermont
Minister of Defence
The Grand Duchy of Van Luxemburg

From: Van Luxemburgian Ministry of Defence, Philippe Dermont
To: Tyrandis
Subject: TAF-622, testing

Dear Sir/Ma'am,

We, aswell as the Airforce High Command has shown extensive interest in the TAF-622. We would be interested in testing the said aircraft, in all three versions. Could it be possible that one copy of each version is flown to Van Luxemburg for testing? We would be grateful to you.

Despite the high price, the Grand Duke has said that the TAF-622 needs to be taken under consideration. Eventually, the price will be partly paid by the Grand Duke, if needed.

Sincerely,
Philippe Dermont
Minister of Defence
The Grand Duchy of Van Luxemburg

From: Tyrandis Precision Machine Import/Export Corporation, Riyu Kosaka
To: Van Luxemburgian Ministry of Defence, Philippe Dermont
Re: TAF-622, testing

Dear Mr. Dermont:

With regard to the Van Luxemburgian request for the transfer of three TAF-622 "Sparrow" fighters for evaluation purposes, TPMI/EC is happy to authorize your order. As requested, one of each variant will be shipped to the country.

We are willing to defer payment for the aircraft until the VLAF declares a winner for the multirole contract. Should the Sparrow not be accepted, simply return the fighters to us at no charge.

Sincerely,
Riyu Kosaka
CEO
Tyrandis Precision Machine Import/Export Corporation

http://img4.imageshack.us/img4/2522/j142ae.jpg

TAF-622 "Sparrow" Multi-Role Fighter

Sixth Generation Tactical Aircraft of the Militant Imperium of Tyrandis

"Breastdown fluttering in the breeze,
The sparrow's full of air holes.
Let the winds of winter blow,
Let them crack a wing, two,
The sparrow doesn't care.

The air streams through him, free, easy,
Scattering feathers, bending legs.
He hops calmly, from branch to empty branch
In an absolutely spaceless world.

I'd catch, skewer, boil you,
But my every shot misses: you're impossible.
All at once there's the sound
Of breaking glass, and houses begin
To crumple..." - Shinkichi Takahashi

Abstract:

The roots of the TAF-622 “Sparrow” lay with a Tyrandis Imperial Air Force contract for a new multirole tactical aircraft to replace the ancient and ill-designed TSA-12 “Kestrel”. Kestrel's performance since the project’s completion was quite dismaying to her builders at Kotoko Aircraft Corporation, both financially and on the battlefield. Exported in significant quantities only to the Real ALM organization, the Kestrel found itself horribly outclassed in the air superiority role, and took only marginal success in air-to-ground operations. TSA-12 pilots serving the RALM suffered an unacceptably high attrition rate by previous generation aircraft, resulting in the priority completion of the TSF-616 “Eidolon” project to replace the Kestrel.

Since displaced by the Eidolon as the premier Tyrandisan fighter, the aging Kestrels were redesignated attack planes. As the ravages of time passed, the TIAF found itself suffering a shortage of spare parts for the TSA-12s, as well as increasing flight costs per hour due to airframe fatigue. Burdened with this fiscal abortion of a jet, the branch contacted Tyrandis Precision Machine Import/Export Corporation to provide a suitable replacement. TPMI/EC, in a joint project with aerospace companies from MassPwnage, produced the TAF-622 Sparrow some four years after the project's initiation.

The TAF-622 is a highly capable, multi-role tactical aircraft, cutting down on production costs while maintaining a high level of performance. It combines the functions of existing roles into a compact, streamlined design. The synthesis of the best Pwnage and Tyrandisan aeronautical science has to offer, Sparrow brings the agility of an ASF and the payload of an attack plane in a single lethal package. TAF-622 boasts excellent maneuverability, advanced sensor systems, a comprehensive electronic warfare suite, and low observable performance.

General Data:

Function: Advanced Multi Role Fighter

Contractor: TPMI/EC, MP Ordnance Corporation

Personnel: 1

Airframe:

The TAF-622 “Sparrow”'s construction was born out of a compromise between Tyrandis Precision Machine Import/Export Corporation's orthodox and MP Ordnance Corporation's radical designs. It is built for maximum resistance to wear and tear, as well as limited stealth features.

Like previously designed Tyrandisan tactical aircraft, Sparrow's frame is constructed primarily from Ti-1100, a high-strength, low-weight, near-alpha titanium/aluminum alloy. Small quantities of nanocrystalline heavy metals reinforce sixteen ribs built from this material at the joints to add additional strength. TPMI/EC-developed RADAR Absorbent Structure is then mated wherever possible to this frame. RAS is constructed from 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. Each honeycomb is 3cm in length, and absorbs incoming RF energy quite well; the relatively large gaps allow for the RAS to dependably absorb or at least weaken RADAR returns of all frequencies higher than 10 Mhz. A lightweight graphite-epoxy and metal matrix composite (silicon carbide whiskers embedded in an aluminum matrix) is streched across this skeleton.

The aircraft skins are composed of a combination of graphite-epoxy and carbon-fiber reinforced thermoplastics. Reinforced carbon-carbon panels are bonded beneath this exterior, further reducing thermal stress and improving stealth characteristics. The leading edges and nose of the Sparrow is built from reinforced-carbon-carbon and titanium.

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 constructed 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 and thus improving the Sparrow’s survivability.

Wing structure for the TAF-622 is in a canard + diamond wing layout, similar to that of the YF-23 technology demonstrator. This was chosen due to its inherent low-observable characteristics, as well as achieving wing/body blending, which improves the aircraft’s range (more fuel capacity). Saw-teeth along the trailing edge allow for the addition of more control surfaces. Like most modern designs, this shape makes the aircraft aerodynamically unstable, giving the TAF-622 superior maneuverability. Beneath the exterior of the wing lie layers of Kevlar honeycombed graphite epoxy, for strength and reduced weight. Finally, the wings also boast a low cross-section to reduce drag.

The fighter also provides excellent performance at high angles of attack thanks to a forward fuselage chine, which maintains pitch and yaw stability.

Canopy:

The canopy of the TAF-622 is manufactured of 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. Another innovation is the addition of lumped circuit analogue RAM to the canopy, which weakens the resulting RF return. As a result of these advancements in the development of stealthy canopies, the TAF-622 possesses a smaller head-on RCS than almost any other aircraft in its performance class.

Systems/Avionics:

The electronics core of the TAF-622 is a fusion of MP Ordinance Corporation individual components and a TPMI/EC developed architecture. Sparrow uses the Peregrine-II avionics architecture, a package which 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 asynchronous logic, signals and instructions are processed near-instantaneously, 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 TAF-622's TRN's altimeter has an extremely narrow beam width whose energy is directed downwards, rendering virtually all ESM measures impotent.

FC3S-4 Fire Control System - The FC3S-4 is the TAF-622’s fire control system. Its processors can keep track of more than 500 targets at once and maintain relevant data on them, in order to engage any of the targets at any given time. With distributed computing, the number of targets grows immensely. The FC3S-4 is linked to all of the sensors on the TAF-622, including the control computer that determines what the pilot sees. According to sensor data, it rapidly calculates a firing solution and then updates this as necessary up to the last possible second right up until actual weapon discharge.

ASPIS-4 - Integrated Electronic Warfare System of the TAF-622, 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 Sparrow 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. The XC-80 dispenser is programmed to deploy multi-spectral expendable chaff/flares only in the direction of the threat, improving Sparrow's ability to defend against both RADAR and IR guided weapons.

SMS-3 - This subsystem of the Peregrine-II combines the TAF-622'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.

Series V MAESA - The Series V Most Advanced Electronically Scanned Array active radar is an electronically scanned, ultra high resolution, wideband inverse synthetic apeture radar. The MAESA is mounted as a series of 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. It is placed in the nose and in a tail aperture of the TAF-622.

MAESA is rated as VLPI, Very Low Probablity of Intercept, due to its long pulse, wide band, frequency modulated signal, and low sidelobe energy.

As a bonus, MAESA can act as a radar reciever, a radar jammer, or a communications mast, all by changing the operation settings in the radar controls. The MAESA has a search range of approximately 575 kilometers, and a track range of 400 kilometers for fighter targets and a search/track range of 650/525 kilometers for bomber sized targets. Ground scan range is approximately 330 kilometers, and ground penetration range is 105 kilometers.

AN/RSI-1 - Inverse Synthetic Aperture RADAR of the TAF-622 Sparrow, which processes the Doppler shift resulting from target motion as a means of improving RADAR resolution. Thanks to shared components with the Series V MAESA, 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 Sparrow'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.

Infernus ODLIR - The TAF-622 is equipped with the Infernus Omni-Directional Infrared system, which depends on two recievers mounted on the Sparrow to provide 360 degree video quality infrared/thermal imaging for the TAF-622. The software modules on the Infernus system package allow it to differentiate between decoys and actual engine signatures on airplanes, and as such, can override the less advanced sensors on air to air missiles if the need arises. Also, Infernus is capable of ground imaging for targeting strikes. It has a search range of 120 km and a track range of 77 km.

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 - The Sparrow is controlled by a centralized fly by light fiber optic system that takes both control input from the pilot and feedback from the various sensors and control surfaces around the airplane. This system gives the Sparrow far superior agility and maneuverability to any legacy fly-by-wire system, thanks to the improved transfer speed that light offers. Finally, it is virtually immune to electro-magnetic interference. The flight control system binds all of the control surfaces and canards together, giving the Sparrow’s pilot unmatched agility.

Stealth:

The TAF-622 Sparrow boasts reduced RADAR Cross Section and environmental signatures thanks to a variety of technologies and materials incorporated in the fighter. Although it does not have the all-aspect low RCS enjoyed by dedicated air superiority fighters, Sparrow is nonetheless a difficult detection target. Here’s why:

*Carbon: Carbon threaded thermoplastics and heatproof carbon glazes are used heavily in the Sparrow, absorbing a great deal of enemy radar.

*Angular Shape: The TAF-622 employs a geometrically based RADAR dispersing configuration, developed with computational RCS modeling. Its curves and angles serve to deflect RF energy away from hostile receiver sets.

*RAM: RADAR absorbent materials coat every potential irregular surface, such as the armament doors, engine ports and refuling ports.

*Low IR signature: The Sparrow’s flat exhaust nozzles dissipate heat in a “beavertail” of infared energy, spreading temperature intensity over a wide range. Its tail structure also restricts IR visibility.

*No Contrails: Sparrow’s powerplant produces no visible smoke, reducing probability of visual identification.

Cockpit:

The TAF-622’s NACS flight control system is linked to an system display integrator which uses a holographic model to project all relevant data into the helmet in a single, easy to read display that also shows a composite of the outside environment according to the sensors on the exterior of the aircraft. The helmet itself is wired to several motion sensors, allowing the pilot to aim at a point on the display simply by looking at it. This way, the pilot can set mission waypoints, designate targets to destroy etc.

Internally, what the pilot sees is the a 3d composite map of the world outside, assembled by the plane's sensors. Both hostile and friendly objects are marked with a target number designation, its range, velocity, bearing and potential type. Friendlies are also marked with the name of the pilot, the mission of the pilot, what the pilot is currently doing, and the status of the plane and pilot. If the pilot requests it, flight data, such as velocity, altitude, fuel capacity, engine load etc. can be placed displayed at the touch of a button and will disappear when the button is released. This simple control scheme reduces pilot workload considerably.

Features:

2 task-switching Multi-Function Displays
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.

Powerplant:

The TAF-622 utilizes two TC-250K low-bypass ratio turbofan engines. They feature a very high thrust-to-weight ratio, and enable the TAF-622 to operate at speeds of Mach 1.9 during supercruise. The TC-250K’s mechanically simplistic design means that it requires very little maintenance time as compared to its contemporaries. Electronic control for the engine is provided by a fifth-generation triple-redundant FADEC, improving the engine’s reliability. Exit nozzles for the TC-250K are manufactured by MP Ordnance Corporation, and are built from metal-injected ceramic. These are 3D vectored with the use of Counterflow Thrust Vectoring (up/down: +/-60 degrees, side/side: +/-10 degrees), improving aircraft maneuverability. The flat shape of the nozzles also serves to reduce IR signature by spreading out the exhaust into a “beavertail” of heat energy that is very difficult to detect.

Each TC-250K provides 38,566 lbs of thrust individually (sum 77,132 lbs) to the Sparrow.

Armament:

Cannon:

The TAF-622 has a 25x200mm ETC chaingun, developed by MP Ordinance Corporation, capable of firing 3100 rounds per minute. It holds 320 rds for its cannon and uses combustible casings in order to save weight. The cannon lies behind a retractable RAM coated door, and the edges of the cavity made the retracting door are also coated with RAM. The chaingun is capable of phenomenal muzzle velocities, making the TAF-622 be able to hit a moving target with amazing precision.

Payload:

The TAF-622 Sparrow has six internal hardpoints, and an optional three mounting pylons underneath each wing. Up to 5,450 kilograms of munitions of most air-to-air and air-to-ground types may be mounted on the aircraft. There are two wingtip mounts for IR-guided AAMs as well.

Dimensions/Performance:

Length: 20m
Wingspan: 14.2m
Height: 4.8m
Propulsion: ~35,000 kg
Empty Weight: 8,845 kg
Normal Weight: 17,801 kg
Maximum Take-Off Weight: 22,112.5 kg
Maximum Payload: 5,450 kg
Combat Range: 3100 km
Maximum Altitude: 18,600 m
Cruising Speed: Mach 1.9
Maximum Speed: Mach 2.8
Rate of Climb: 16,120 m/min
Crew (List): 1 (Pilot)

Price:

TAF-622A (Standard version) - $120,650,000 per unit
TAF-622B (Navalized version, reinforced materials, shortened tail radome) - $135,000,000 per unit
TEF-622 (Electronic Warfare variant, fitted with jammer pods and has a second seat for a EW officer) - $160,000,000 per unit

To: Philippe Dermont, Minister of Defence, Grand Duchy of Van Luxemburg
From: Lewis Felsham, President/Director-General, Detmerian Aerospace Dynamics, UKIN
Subject: Multi-role fighters for VLAF

Your Excellency,

Detmerian Aerospace would like to enter the DAS-2 Spectre multi-role fighter aircraft in reply to your air force's request for proposals. I have taken the liberty of including a brochure on the design with this missive.

I hope Your Excellency's glorious air force looks favourably upon our design and I wish the Grand Duchy every success in its choice.

Sincerely,

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


DAS-2 Spectre multi-role fighter aircraft

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

To: VLAF
From: Space Union Aeronautics Institution (SUAI)
Subject: Contestant

On behalf of SUAI, we would like to enter a canidate in your contest to decide who will be your nation's new fighter. We wish to enter our SuF-5 Lion Multi-Role Fighter. It meets and exceeds all your requirements, but in an added addition we have made a specialized version for you with some minor modification from the origional SuF-5A to make the SuF-5VL, which is more advanced. We hope you like this and in the end choose this as your fighter of the future, and are willing to negotiate discounts. Thank You.

Signed,
Space Union Aeronautics Institution (SUAI)

SuF-5 Lion Multi-Role Fighter

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Overview:
The SuF-5 is SUNAC's (Space Union National Arms Corporation) response to the Space Union Air Force's need for a multi-role fighter aircraft intended to complement the versatile SuF-2 Archangel Air Superiority Fighter. Designed by the Space Union National Arms Corporation's Air Division, it is the premium multi-role fighter of the decade with advanced avionics, maneuverability, and a load of features to ensure that it is the least costly maintenance wise aircraft on the market.

Goals:
The main goals of the SUAF was for a fighter that would be much cheaper than the expensive SuF-2 Archangel. The result were a set of goals designed by the SUAF for the fighter:

1) Cheap
2) Small
3) Effective
4) Maneuverable
5) Easily Maintainable
6) Single-Engine Design
7) 2 Crew Members

These goals ended up being exceeded by the SuF-5 Lion.

Airframe:

The basic airframe of the SuF-5 Lion is a combination of composite material and metallic alloys. The aircraft is designed with 60% composite material and 32% Aluminum-Titanium Alloy and 8% Inconel, which is in the areas facing hot temperatures. This combination has resulted in a very lightweight design that is small, compact, and further lightweight. Along with that, the SuF-5 is arranged so that it has maximum maneuverability capability.

The SuF-5 Lion is designed with a canard-delta configuration. It has a large delta wing to provide lift for the aircraft. To top it off it also has a set of canards to provide additional lift. Not only do these provide lift, this configuration allows for the aircraft to be more maneuverable than possible in other configurations. Meanwhile, it also keeps the maintenance costs down with the use of aluminum-titanium as the major wing construction material.

For weapons, the SuF-5 Lion carries 6 hardpoints internally within 2 internal weapon bays. Each hardpoint is capable of supporting 2,700 kg in theory. But in reality it is capable of holding 4 long-range air-to-air missiles or 2 Medium-range air-to-air missiles and two 2,000 lbs. bombs in a standard configuration. Not only that but the weapon bays are designed so that a pully launches the payload out of the aircraft. This allows for quicker firing in heated dogfights.

Avionics:

The SuF-5 Lion is equipped with the state of the art avionics. To start off it has a SUR/SU-21 AESA LPI radar designed by SUNAC's Electronics Division. It is capable of reaching up to 320 kms out. It is also able to track/pinpoint up to 100 objects at once. The SUR/SU-25 is also immune to jamming as it changes frequency ever 0.5 seconds. This allows it to be immune to almost every ECM system out-to-date.

It also features the SUR/SU-22 Synthetic aperture radar that provides additional air-to-ground capability for the aircraft. The radar makes a detailed, 3D simulation of the ground for the pilot to use. It is capable of tracking over 100 km of the ground at once, and capable of targetting up to 30 targets at once, making it impossible for enemies to escape the Lion's wrath. (Note: This radar is only available to the SuF-5VL Lion.)

Further avionics include the integration of the SuF-5 into the SUDACS or Space Union Defense Architect Core System. This allows it to gain information in 3D real-time about the entire 10 sq. miles range. It allows for unprecedented collaboration with other air units and assets. The pilot now gets on the demand info about his environment without having to sort through millions of sensor displays, that plagued older aircraft.

The SuF-5 Lion also contains one of the most advanced LIDAR/LADAR system out. It is called the LILA/SU-5 LIDAR/LADAR system. This system works together with the SUR/SU-21 to provide information to the internal computer. The LIDAR system is capable of tracking up to 20 targets at once in a 30 km range, while the LADAR system is capable of tracking up to 70 kms away. The best part, though, is its combination with the radar system. When the radar system picks up any objects, the LILA/SU-5 goes on to track that object and provide more depth and information on the object. These two systems are a marriage in heaven.

Propulsion:

The SuF-5 is powered by the most advanced engine on the market from Space Union, the Union-200-2005 Ramfan Jet Engine. The SuF-5 utilizes only one of these, yet gains tremendous benefits over older, two engine fighters. For one thing the Union-200-2005 produces a thrust of 55,000 lbf. That's enough to power this beast to high speeds if needed. But the Union-200 is not designed for power, but instead for maintenance-friendliness and fuel efficient.

The Union-200 makes tremendous leaps when it comes to maintenance. Older jet engines tended to be complex and therefore much more demanding when maintenance time came. But the Union-200 tries to make sure that it has the least amount of maintenance necessary. For one thing, every part is modular. This means that using a clip, a part can be easily taken out of the engine and reinstalled. This allows for quick access to internal parts of the engine that need fixing. Another design change was that it had an automatic maintenance system inside of it. If any part isn't working correctly or has been damaged, the computer alerts the aircraft on the damaged area and unclips all the clips and makes it so that it is easy to remove the part.

Another benefit of the Union-200 is its fuel efficiency. The most dramatic way of doing so was increasing the bypass air. The amount of bypass air compared to the regular amount is rated at 0.4. This has increased the fuel efficiency to the point that it isn't a fuel hungry engine. Not only does this help keep fuel consumption down, it also gives it more power than a comparable low-bypass ramfan jet engine.

Each Union-200 is also equipped with the most advanced features to date. It has a fully 3D Thrust Vectoring nozzle that can move in any direction. It also features a supercruise ability. Supercruise is the ability to cruise at above Mach 1 without the use of afterburners. This results in more fuel-efficient engines above Mach 1 and an increase in range for the aircraft. It also features heat dampers that insert cold air into the exhaust to make it colder. It helps to avoid infra-red seeking missiles and sensors.

Flight Controls:

The SuF-5 Lion's unique flight controls are controlled by a system called Fly-by-Optics. This is an advanced version of Fly-by-Wire, which uses fiber optics instead of conventional copper wires. The result is that the aircraft has faster reaction time than ever before. This results in much better flight performance than any system before it.

The cockpit of the aircraft is designed in a revolutionary way. The front panel of the aircraft is fitted with a OLED screen, allowing for all information to be put in HUD. Underneath the HUD, is a black keyboard. This black keyboard allows for the pilot to enter in any flight mission and gain needed information about an area, object, or direction. It can also hook up with any military computers that the pilot is allowed to access. This computer allows for the pilot to have all the information he/she needs in order to complete his/her mission. And all of the information is forwarded to the HUD, so he/she doesn't have to look at a different screen.

To keep up with the ever advancing aircraft world, a new technology called Voice Command has been implemented into the SuF-5. It is a system that can be activated by the use of the keyboard, and allows the pilot to input commands instead of typing them or even connect to the aircraft's main computer to get on-the-demand aircraft information. It allows for the pilot to maintain awareness on the situation at hand instead of looking all over for the different buttons and stuff, a critical mistake during dogfights, missions, or in enemy territory.

On the SuF-5VL, the flight controls have been slightly modified. The pilot is given a helmet-mounted displaying module that projects the 3D simulation into the helmet. The pilot is capable of moving his/her head to look around himself and to track the enemy. Voice commands and mere looks will allow the pilot to target the enemy without having to actually press anything besides a button that will fire the missile and end the enemy's life.

Weapons/Electronic Countermeasures:

The SuF-5 Lion is incredibly flexible when it comes to its weapons. The SuF-5 Lion is capable of being somewhat modified to carry almost every weapon in the NS world. This comes thanks to the use of adjustable pylons/hardpoints that can be adjusted to carry the necessary missile/bomb/ammunition.

The SuF-5 Lion keeps stay with other aircraft, by having a 20mm Caseless Autocannon inside of its nose. This autocannon can be used to destroy other aircraft instead of wasting crucial missiles. The 20mm Caseless Autocannon, called the SUAAC-1, is located in underneath the nose of the aircraft.

To maintain a low RCS, the aircraft is fitted with two internal bays. Each internal bay has 3 pylons. Each pylon is capable of holding a theoretical 2,700 lbs., though, it is impossible to fit 4x 2,000 lbs. Instead the 2 internal weapons bays can hold 2x 2,000 lbs. bombs. Along with that it can hold up to 2 medium air-to-air missiles, internally. Another configuration is having 4 long-range air-to-air missiles internally. But to further customize the payload, more pylons can be added into the internal bay if needed for a mission.

The aircraft is also capable of holding of holding missiles and bombs outside, though it comes with an RCS increase. It is capable of being outfitted with 6 external hardpoints. Each hardpoint can carry a theoretical 2,700 kgs worth of bombs/missiles/ammunitions. This makes it capable of delivering a huge amount of payload, but comes at the cost of weight, stealth, agility, flight performance, and speed, if fully loaded.

As for electronic countermeasures, the SuF-5 Lion has been designed with a suite of ECMs that make earlier aircraft look defenseless. All the measures have been ensured to elude the enemy’s sensors and weapons so that the SuF-5 has the optimal danger capability and survivability. The first component of the ECM system is the jamming system. The SuF-5's radar is equipped with an automatic jammer system. Every time the aircraft fires off a radar signal, it fires a jamming signal right after. This way the other aircraft doesn't realise that an enemy fighter is tracking it. Not only that but a jamming system called the JYU-A is used to jam all the radars in the area except for the aircraft own. This works by having the JYU-A and the aircraft's radar/lidar/ladar system work together. They both are designed to emit radar signals on different wavelengths each time they fire off. This allows for the aircraft to not jam its own radar. The JYU-A continues to jump frequency constantly making it difficult to defeat by enemy aircraft, even with high-tech equipment on-board.

Other measures include the use of chaffs and flares. High-powered flares fly out and release a huge explosion of light. This automatically is registered by any IR-Seeking enemies and is directed toward the explosion. The flare burst 3 times before dying out. This is the new generation of flares designed to defeat the new-generation of IR-Seeking missiles.

Possible Weapon Arrangements (Internally):

Air Superiority Mode:

8x Medium Air-to-Air Missiles

Interceptor Mode:

4x Long-Range Air-to-Air Missiles

Bombing Mode:

3x 2,000 lbs. GPS-Guided Smart Bombs
1x 200 lbs GPS-Guided Smart Bomb

Electronic Mode:

None. (Replaced with electronic equipment)

Reconnaissance Mode:

None. (Replaced with reconnaissance instruments and electronics)

Attack Mode:

2x 2,000 lbs. GPS-Guided Bombs
2x Medium-Range Air-to-Air missiles

Specifications:

Length: 16 m
Height: 5 m
Wingspan: 12.5 m
Propulsion: 1x Union-200-2005 Ramfan Jet Engine rated at 25,000 kgf
Thrust Vectoring: Yes
Empty Weight: 11,000 kg
Full Weight: 22,000 kg
Maximum Weight: 27,000 kg
Fuel Weight: 9,000 kg
Normal Payload: 3,000 kg
Maximum Payload: 8,000 kg
Cruising Speed: Mach 1.2
Supercruise Speed: Mach 1.6
Maximum Speed: Mach 2.4
Operational Altitude: 60,000 ft
Maximum Altitude: 68,000 ft
Operational Range: 1,150 km
Maximum Range: 1,350 km
Hardpoints: 6x Internal (Standard); 6x External (Optional)

Variants:

SuF-5VLA1
Crew: 1
Price: $74 million

SuF-5VLA2
Crew: 2
Price: $76 million

To: Philippe Dermont, Minister of Defence
From: Dormoe Inkans, OMASC/NDI
Subject: Omzian Entry For New Fighter Aircraft

Dear Sirs,

After much thought and deliberation, OMASC/NDI is willing to offer one of our latest aircraft to enter the OMASC/NDI catalogue - the F-109D Seafury multirole fighter - to Van Luxemburg as a potential replacement for the Mirage 2000. Though the unit price ($120 million) is above the limited requirements, judging by your interest in another over-the-limit aircraft (the TAF-622) and our perception that the Seafury is well worth the extra costs, we nevertheless would like to humbly request the Van Luxemburgian Air Force to review our proposal. It is in our view that the F-109D is able to proficently meet or exceed all of the needs of your air force, but in the end we still would like to wish you good luck in choosing the aircraft that will best fit your requirements.

Any further inquiries can be made to me directly. If you are interested, bulk discounts can also be granted, depending on the circumstances.

My personal thanks,
Dormoe Inkans
OMASC National Defence Industries

===================

[Attached documentation is as follows]

F-109D Seafury Multirole Fighter
Length: 21.8m
Height: 5.8m
Wingspan: 15.1m
Propulsion: Two Hongaz Electrics "Surefire" turbofans, each with 46,800lbs of thrust
Empty Weight: 20,100kg
Maximum Takeoff Weight: 47,900kg
Crew: 2
Ceiling: +70,000ft
Range: 6800km ferry, 1800km combat radius
Speed: Mach 2.7 maximum, Mach 1.6 supercruise
Armaments: One 27mm cannon, plus 12,000kg of payload in one weapons bay, two conformal near-engine nozzle hardpoints, four inboard underwing hardpoints, four outer underwing hardpoints, and two wingtip hardpoints
Main Weapon Bays (Each): 7x MRAAM, 6x MRAAM & 2x SRAAM, 3x LRAAM & 2x MRAAM, 3x LRAAM & 4x SRAAM, 3x 1000lb munition & 2x MRAAM, 2x 2000lb munition & 2x MRAAM, 5x 500lb munition & 3x MRAAM, 12x 250lb munition & 3x MRAAM, 1x Roundel and 2x SRAAMs
External Hardpoints (Conformal): 2x MRAAM, 1x MRAAM & 2x SRAAM, 2x 500lb munitions
External Hardpoints (Wingtip): 1x SRAAM or 1x MRAAM (former is more typical in air superiority missions)
External Hardpoints (Outboard): 1x MRAAM, 2x MRAAM (inner two only), 1x LRAAM (inner two only), 1x 1000lb munition, 1x 500lb munition, 3x 250lb munition, 1x anti-ship missile (Harpoon class - inner ones only)
External Hardpoints (Inboard): 1x ELRAAM, 1x Roundel, 1x LRAAM, 3x MRAAM, 3x 1000lb munition, 2x 2000lb munition, 6x 500lb munition, 1x 3000-5000lb munition, 12x 250lb munition, 1x fuel tank & 1x MRAAM
Unit Cost: $120 million

Introduction
The F-109D Seafury, as part of the overall upgrade program of existing Omzian Air Force and Navy fighters, is OMASC/NDI's newest combat aircraft that is ready to take the skies in its fullest glory. Though by name it is a development of the older F-109A Seafire, it is vastly different skin-deep, incorporating several new features and characteristics that not only readies it for the next generation of NS air combat, but also ensures that it will be able to serve in both Omzian and foreign militaries for many decades to come. Stating that it is simply an upgrade of an existing multirole fighter is an understatement, for it is a next-generation combat aircraft that is able to fulfill a countless number of tasks with the same brutal effectiveness.

Design and Physical Characteristics
Airframe
When compared to the older F-109A, one of the first things that many people will immediately notice is its much larger and more visually sound layout. However, this is not the only thing to the F-109D's new airframe - in fact. Upon a first inspection, one may find this to be curiously similar to the layouts of the Rafale or even the Eurofighter Typhoon, but upon a closer inspection there are also numerous differences. It sports a pair of large wings that are delta-like in their shape, but with the rear edges being slightly more angled forwards to give it improved handling characteristics and a smaller RCS. Along with RAM applied, special electrochromic panels are also fitted, which has the traditional role of helping the aircraft to evade IR-guided weapons by means of altering its IR signature outlines. Small optical nodes, tied to special cameras situated nearby, also dot across the wings to serve as a form of optical camouflage, helping the aircraft's colour scheme to better blend into either the blue sky or the dark ground, depends on the mission profile. It is also mission-adaptable, which means that with the help with an internal mechanism, the basic form of the wings can be altered to allow maximum performance in different missions involving different flight profiles. In the meanwhile, a pair of wide "vee tails" (called so because they are arranged in a V shape) proceeds after the main wings. A pair of large intakes in the meanwhile, dominate the position just below the main wing roots, each with a fearsome-looking ramp designed to control the airflow into the engine to allow it to achieve high velocities, despite doing so at the cost of RCS. Forward of the aircraft, a pair of reasonably sized all-moving canards is mounted forwards, while a refueling probe protrudes nearby. The cockpit is fairly retracted, and so are the engine nozzles. Since the airframe is naturally unstable aerodynamically, an advanced flight-by-optics system is utilized as part of the integrated flight control system, providing provisions for excellent responsiveness and easy handling in combat maneuvers. All in all, though the focus of the airframe design is mainly on speed and performance in a variety of roles, the airframe by itself allows the aircraft to be propelled to a fairly high speed, while also providing great maneuverability and a fair RCS reduction when compared to other aircraft of similar size.

In terms of construction materials, as with traditional aircraft composites and metal alloys are the calls of the day. Despite this however, due to the shift towards speed, titanium alloys are more commonly utilized to give the aircraft a fair physical strength and better tolerance of frictional heat at high speeds. The application of such alloys, along with other aluminum and nickel alloys, is especially frequent at the airframe's forward sections, and in total accounts for around 51% of the aircraft's total weight. On the other hand however, the utilization of advanced composites and ceramics is also fairly widespread, giving it excellent strength yet still retaining its light weight. Finally, the F-109D is also the first Omzian aircraft to utilize newer thermoplastics, which in all accounts for around 3% of the aircraft's construction. On the outside, an ample quantity of RAM is applied; in other high-RCS areas, even advanced sandwiched RAS is applied, allowing the aircraft to reduce its RCS in a fair fashion while still retaining its much higher speed. In critical areas such as the cockpit, fuel tanks, and engines, a light kevlar/ceramic sandwiched armour layer is applied to provide basic protection against light shrapnel.

Normally, standard paint schemes include a light blue-coloured, low reflection scheme for high altitude and air superiority operations; in squadrons specialised for interdiction and ground attack operations, a more effective green-blue-brown camouflage is utilized as the scheme. To discourage contrails at high altitudes, a tail-mounted chemical-based contrail suppression system is utilized.

Propulsion
The aircraft, like its predecessor, utilizes a pair of turbofans due to their reliability and efficiency. On the other hand however, the ones utilized in the F-109D are much more powerful, and in some respects more reliable and better suited for supercruise as well. Each of these "surefire" turbofans can produce an astonishing 46,800 pounds of afterburning thrust, and moving parts are relatively few when compared to those of the older engine to improve accessibility on the ground and reliability in general. Each of them is enclosed in a lightly armoured shroud that also bears numerous fire-prevention design features, while the engines themselves are regulated by digital controls in the event of any unwanted occurrences. The engines in flight are provided with an ample quantity of air through the large intakes, important for high-speed operations; on the other hand, the nozzles incorporate 3D thrust vectoring to give it improved performance in high-speed operations and better maneuverability in low-speed operations. The control of the TVC is tied directly to the flight control system to ensure maximum coordination. In addition to this, the nozzle designs also guarantee improved heat dissipation and other features to reduce its IR signature when not undergoing afterburning.

Each of these two engines are then connected to the ten large internal fuel tanks, in addition to the two large semi-external conformal fuel tanks, in the aircraft, each storing the right quantity of fuel to give it a fair range and endurance. They are surrounded by a light armouring scheme to provide protection against light shrapnel and damage, and are directly tied to the aircraft's internal Halon-based firefighting system through the use of advanced computerized IR/UV sensors. In addition, fuel can be also acquired through the refueling probe and booms, an operation that is eased for the pilot through a special optional autopilot system fitted onto the flight control system (though the system must be used in conjunction with special Omzian refuelers fitted with the same system). It can also take fuel from external fuel tanks, each of which are designed to be low-RCS, blending comfortably into the aircraft's sleek contours while RAM is applied throughout its body.

Crew Operations
Among the changes, the F-109D now features two crewmembers, to increase combat efficiency and fully extends the aircraft's lethality in both air superiority and ground interdiction missions. Similarly, a new cockpit design is needed to give these two powerful biological brains comfort and accessibility. For both the pilot and the WSO, there are five high-resolution colour touchscreen displays, each being a further development of the standard multifunction displays seen in many NS aircraft today. It is directly tied to the aircraft's avionics, giving both the pilot and WSO great situational awareness and ease of operations, by merely operating the screens with their own hands. This is supplemented by another four smaller 16-colour LCD status indicator displays for the pilot, and two of the same display for the WSO. A wide-angle four-colour HUD is fitted for the pilot, displaying both flight information and target cues. This is contrary to the helmet mounted sights, which equip both crewmembers. Unlike those in older aircraft, the one for the pilot is designed to complement the HUD. HOTAS are available for both the pilot and the WSO. In the case of the WSO it is an emergency backup measure, though the buttons on the controls is nevertheless normally used for controlling the displays. Zero-zero ejection seats are also fitted, suited for high-G, emergency ejections.

Along with this, the cockpit is tied directly to the aircraft's advanced communications, navigations, and datalinking system. A GPS-aided laser-ring gyro INS system is utilized for the basic task of navigation, while the cockpit itself is positioned so that both crewmembers have an exceptional view of the aircraft's outside environment. Secure radio and satellite communication systems are fitted, along with an advanced flight-wide line-of-sight laser communication system for wingman-to-wingman communication during radio silence. However, the centerpiece of the aircraft's communication system is the advanced Linkfox-ER. This advanced datalinking system, which is a successor of the original Linkfox, allows the aircraft to exchange a wide range of information and other data with other platforms, including but not limited to aircraft, surface ships, and even unmanned weapons. Tactically, it allows the individual crewmembers of aircraft in an entire flight to check each others' aircraft's status and other data, permitting close coordination while also allowing individual aircraft in a formation to fly several hundreds meters to kilometers away from each other. It also allows them to coordinate the engagement of enemy aerial and ground targets, assuring maximum efficiency in a BVR duel or ground strike missions alike. Finally, and most importantly, it allows the sharing of targeting information for both air and ground targets, simplifying their engagement, especially against stealthy targets and aircraft utilizing advanced active radar cancellation systems, nullifying their effects.

In addition, future developments also include an advanced helmet-mounted sight to completely replace the coloured HUD, and a full-fledged voice control system that will allow the pilot to carry out simple, non-critical functions solely through the breeding of an airy word.

Avionics Systems
Offensive Avionics
Just like the aircraft's physical construction, similarly it also bristles with a wide range and array of avionics systems. Most noticeable of these are the ones geared for offensive tasks, meaning that they will be the ones used by the aircraft to accomplish its tasks and missions in the empty air, at sea, and against the ground. The first of this array of sensors is the aircraft's radar, Noran System's NPR-558 "Multiplex-ERII" multipurpose eLPI (extended-LPI) radar. Consisting essentially a large antennae situated in the Seafury's large nose, it is connected to a computer which in turn allows it to track a variety of targets over a distance of five hundred kilometers, with the detection range for large fighters in the range of 350km. In addition to possessing advanced frequency hopping and other stealthy capabilities, its frequency cycle rate also allow it to counter even the most advanced active radar cancellation system mounted on tactical aircraft, and possesses a wide range of other capabilities against radar jamming of various forms. When tied to the integrated fire control system, it has an extensive target identification capability, reportedly being able in even distinguishing the different variants of the same aircraft. This capability is further assisted by its target engagement capabilities, being able to track "more than three hundred" aircraft whilst targeting and engaging up to forty. Finally, it doubles as an electronic disruption system, by concentrating high-energy beams against enemy ground-based radar and even communication transmitters and/or receivers, giving it a self-defence capability against enemy radars even when not armed with dedicated anti-radar missiles. In terms of ground attack and navigation capabilities, it is fairly precise, and is fully capable in detecting, tracking, and tracking ground targets, while helping to aim "dumb" bombs through CCIP and CCRP bombing modes. Due to its carrier-based nature, the radar is especially optimized for anti-ship operations, being able to target and even identify naval vessels, while providing the necessary targeting data needed by its onboard anti-ship missiles.

In addition to this, the "Crowtail" rear-facing ELPI radar is also fitted, to give the aircraft a limited rear-attack capability as well as warning the pilot of enemy fighters that may be sneaking up behind the aircraft. It is fairly small and is likewise limited in its capabilities, and is mounted in a pod aft of the aircraft's weapons bay, possessing a range of "over one hundred and fifty kilometers" against large fighters.

This is not to say however, that the radar is the only sensor. The second "line of offence" is the "Gulleye-ER" air-to-air imaging IRST system, which is a dedicated passive air-to-air infrared system designed to detect and target enemy aircraft (and to an extent, ground targets as well, though the capabilities for such role is very limited) without resorting to active electromagnetic emissions. It is highly precise and sensitive, and can detect aircraft by its IR signature over a range of one hundred and twenty kilometers, especially when the target is traveling at high speeds. A special pulse laser rangefinder allows it to determine the target's range and can even identify the target to a limited extent by its class (i.e. subsonic attack aircraft or supersonic bombers). The "Needlehole-ER" pulse LADAR system, which is mounted in a pod aft of the frontal radar, also supplements the IRST system. It is an advanced LADAR designed for both air and ground operations, and though handicapped by a limited range as well as atmospheric factors, it in turn is a versatile solution in detecting aircraft utilizing extensive stealth characteristics. Its ability to transmit signals in pulses allow it to complicate the enemy's ability to fully home on the source of the signal, and when used against ground targets, it can provide a high-resolution mapping capability.

In terms of ground attack, the aircraft has other dedicated sensors that are especially designed for the role of targeting, tracking, and engaging ground and surface targets. This capability is of course, given by the "Marksman" advanced targeting/navigation system, which consist of two pods mounted in a conformal fashion on the fuselage, near the wing roots of the aircraft. One pod is responsible for navigation during night and adverse weather conditions, while the other, and larger, pod is dedicated to the actual engagement of targets. This pod consist of a built-in FLIR system along with a multifunction EO sensor, the latter of which consist of a low-light nightvision camera as well as a full-colour camera for daylight operations. In addition, the pod also has a slot, which can either accept a ground-attack millimeter wave radar, or alternatively a dedicated datalinking module. When equipped with the latter module, the pod can store images and other data captured by the FLIR and the EO sensors, while transmitting them to other platforms, effectively allowing the F-109D to function as an ad-hoc reconnaissance aircraft.

With the sensors down, what about the actual fire control system? This is where the IDEAS (Target Identification, Detection, Engagement, and Analysis) centralized fire control and combat system comes into play. It is a large computer system that not only links together the different sensors of the aircraft, but also permit the effective targeting of both ground and aerial targets through the utilization of targeting information and data from multiple sensors. This not only guarantees the reliability of such information and the success of the attack, but will also degrade the ability of enemy countermeasures, especially active radar cancellation systems. Based on these information, it then generates a fire control solution for guided weapons that might be launched against said targets. For some weapons such as anti-ship missiles and long range air-to-air missiles with datalinking capabilities, the fire control system can fully arrange the transmission of new and updated targeting data to these weapons, until when said transmission is intentionally cut off. Finally, aside from gathering targeting data for the aircraft itself, it can also transmit the information gathered and fire solutions generated to other platforms through the Linkfox datalinking system, permitting great flexibility.

Defensive Avionics
When compared to the offensive avionics of the aircraft, the defensive avionics suite is equally diverse. The centerpiece of the aircraft's defensive avionics is the COWS-IP system, which is the ultimate rendition of the original COWS employed on the F-125C. It consists of an advanced radar and LADAR warning receivers suite, the former consisting of tail and forward-mounted antennas and the latter composed of special passive laser energy-sensitive nodes positioned strategically around the aircraft. Both the RWR and LWR are designed to classify and assort the many different types of radar and LADAR threats around the world, including radars with frequency-skipping capabilities and pulse-LADARs, sometimes passing the collected information to the fire control system if the aircraft is engaged in an air defence suppression mission. Most importantly, the former is directly tied to an advanced multifunctional radar jamming system, which is capable of operating in multiple modes against a wide range of ground and air-based radars.

Along with the advanced electronics, the aircraft also bristles with a wide range of other form of countermeasures. The centerpiece of the aircraft's missile warning system is the "Mockingbird" Multidimensional Active Threat Early Warning System (MATES), which consist of an array of small IR and UV-based sensors around the body to passively warn the aircraft of missile threats. The aircraft carries a reasonable quantity of the standard flare and chaff countermeasures, both which can be dispensed manually or automatically, the latter more common in the event of ground attack missions to avoid man-portable missiles and short-range battlefield-deployed surface-to-air missiles. A pair of wing-mounted towed decoys can also be carried, both of which are fitted with special radar-reflective panels and IR signature generators that can help in distracting enemy sensors while luring enemy missiles. Both of the decoys are tied to the aircraft using retractable cables, although the cables can be cut in emergency cases if the aircraft is situated in a dangerous confrontation. These countermeasures, combined with the aircraft's integrated laser-based IR missile countermeasures system and electrchromic panelings, make the aircraft a difficult target to contend with.

Armaments and Payloads
For an aircraft of such immense size, it is only normal for it to carry a wide range of weapons. Perhaps one of the most important items that is part of the aircraft's teeth is the advanced Joran Ordnance SPARK 27mm aircraft-mounted cannon. Following the routes that other pioneering foreign contractors took, this system fires special caseless 27mm ammunition electrically. Up to 460 ammunition can be carried, most of which can be fired against either air or ground targets, the former done by radar while the latter assisted by a combintion of radar and IR-based sensors.

In addition to this, the aircraft can carry a wide range of weapons aside from its guns. The centerpiece is the fuselage-mounted internal weapons bay, which can carry an ample quantity of munitions, mostly air-to-air but can also be surface-attack missiles as well. These weapons are normally carried by a rack system, in which the weapon would be vertically ejected into the airstream through a gas-based mechanism. However, sometimes this can be substituded by a revolver-type rotary launcher in the case of air-to-air munitions, allowing rapid fire capabilities. Outside of the aircraft's inner jungle of framework and wires however, there are a total of twelve hardpoints, all of which can carry a wide range of munitions - air-to-air missiles, guided air-to-surface missiles, ground-attack glide munitions, guided and unguided bombs and submunition dispensers, and a wide array of other endless assortments of weapons. Perhaps the most significant is the aircraft's anti-ship capability: a total of five Roundel anti-ship missiles can be carried as part of a heavy anti-ship attack mission, each of which carries an armour-piercing 430kg warhead that will prove devastating to enemy escorts when travelling at a terminal speed of over Mach three.

Status
In service with the Omzian Navy and Air Force. Previous version preceding the F-109D, the F-109A Seafire, has very good combat records during the Yasmarea campaign, especially in ground strike operations.

To:VLAF High Command
From: Kairn Satsuma, President and CEO of Wellington International Defense Solutions
Subject: Mirage V replacement

Greetings gentlemen. WINDS, Juumanistra's finest provider of combat aircraft, has several items in its catalogue that may fit what you're looking for:

Ne-41C Reaver
Manufacturer: Hinamoto Aviation
Designation: Two-seat, two-engine fourth-and-a-half generation multirole air superiority fighter
Crew: 2(Pilot and Combat Systems Officer)
Dimensions(L*W*H): 20.5*17.4*5.8m
Weight: 12,000kg(empty), 22,487kg(clean take-off), 30,121kg(combat take-off)
Construction Notes: Dual-tail, dual-intakes, RAMs integrated into leading and trailing edges of aircraft, infrared, sonic, thermal and infrared dampening insulation applied to interior of engine housings, infrared and thermal suppressors installed in exhaust cowling
Top Speed, Maximum Sprint: 2,924 km/h(Mach 2.7)
Top Speed, Maximum Sustainable: 2,800 km/h(Mach 2.5)
Top Speed, Cruising: 1,624 km/h(Mach 1.45)
Engines: Two I99 variable-blade, fluid thrust-vectored, afterburning turbofan jet engines
Service Ceiling: 16,500m
Rate of Climb: 274 m/s
Range: 1,500km(combat radius), 3,140km(external fuel tanks), 6,000km(ferry); aerial-refueling capable
Turning Radius, Instantaneous: 101 degrees/s
Turning Radius, Sustained: 88 degrees/s
Avionics:
-Computers, hardware: Eight reinforced, EM hardened combat CPUs/servers; each rated at 6.2 Ghz, powered by 8,192MB of RAM with two terrabytes of storage capacity per server.
-Computers, OS: Juumanistran Air Warfare Operations Architecture
-Avionics: “Burgundy” environmental awareness module, “Sentinel” flight status and information module, “Waltz” advanced flight control module, “Bulldog” threat assessment and management module, “Linguist” HOTAS, vocal, and biometric commands module, “Shadow” EW/ECM/VS module, “Skynet” integrated aerial combat module, , “Groundhog” advanced terrain mapping and ground attack module , “Whack-A-Mole” advanced munitions targeting and guidance module
-Displays: Pilot's seat; Farsight HUD/LCM composed of two variable, multipurpose 28cm LCD displays, one 28cm LCD display dedicated to sensor display; one 20cm LCD dedicated to navigational data and artificial horizon, and one 20cm LCD dedicated to flight status and stores, CSO's seat; Merlin HUD/LCM composed of four variable, multipurpose 28cm LCD displays, and two variable, multipurpose 20cm LCD displays.
-Sensors: P441 phased array radar(2, forward and rear), Asou LightBrite LiDAR array(2, forward and rear), Scimitar advanced ground-attack non-visible light array(forward-facing), Blindsight ODT array(2, forward and rear), P/A-CM Vigil I anti-detection and countermeasures suite; 125km detection range
-Navigation: Magellon composite inertial, satellite, and radar navigation suite
-Communications: JUAWOA integrated composite radio, microwave, and satellite communications suite, E/D-5 encryption suite, Bluebird transponder and IFF array
Weapons/Hardpoints:
-One ADF.1 Vagabond 32mm cannon
-Four centerline mixed-weapons hardpoints under the fuselage(each rated at ~400kg load-bearing capacity)
-Three mixed-weapons hardpoints under each wing(each rated at ~1,000kg load-bearing capacity)
-Two wing-tip hardpoints(each rated at ~75kg load-bearing capacity)
-One supplemental non-combat hardpoint under each wing
Armaments:
-300 32mm cannon rounds
-4 AAGM.21 Seeker ALRAAM
-6 AAGM.18 Dementia AMRAAM
-2 AAGM.15 Zealot ASRAAM
-2 external fuel tanks
Price: $48,000,000 per export unit

Ni-35 Tsunami
Manufacturer: Asou Aerodynamics
Designation: One-seat, single-engine fifth generation multipurpose fighter
Crew: 1(Pilot)
Dimensions(L*W*H): 15.1*11.6*4.8m
Weight: 8,400kg(empty), 13,788kg(clean take-off), 17,842kg(combat take-off)
Construction Notes: Single tail, dual-intakes, canard-delta wing configuration, RAMs integrated into leading and trailing engines of aircraft, infrared and thermal dampening insulation applied to inside of the engine housing, infrared and thermal suppressors installed in exhaust cowling
Top Speed, Maximum Sprint: 2,800 km/h(Mach 2.5)
Top Speed, Maximum Sustainable: 2,576 km/h(Mach 2.3)
Top Speed, Cruising: 1,456 km/h(Mach 1.5)
Engines: One I701 variable-blade, fluid thrust-vectored, afterburning turbofan jet engine
Service Ceiling: 19,000m
Rate of Climb: 301 m/s
Range: 2,100km(combat radius), 4,500km(external fuel tanks), 8,000km(ferry); aerial-refueling capable
Turning Radius, Instantaneous: 108 degrees/s
Turning Radius, Sustained: 91 degrees/s
Avionics: “Burgundy” environmental awareness module, “Sentinel” flight status and information module, “Waltz” advanced flight control module, “Bulldog” threat assessment and management module, “Linguist” HOTAS, vocal, and biometric commands module, “Shadow” EW/ECM module, “Skynet” integrated aerial combat module, “Groundhog” advanced terrain mapping and ground attack module, “Whack-A-Mole” advanced munitions targeting and guidance module
-Computers, hardware: Eight reinforced, EM hardened combat CPUs/servers; each rated at 6.2 Ghz, powered by 8,192MB of RAM with two terrabytes of storage capacity per server.
-Computers, OS: Juumanistran Air Warfare Operations Architecture
-Avionics:
-Displays: Pilot's seat; Farsight HUD/LCM composed of four variable, multipurpose 28cm LCD displays, one 28cm LCD display dedicated to sensor display; one 20cm LCD dedicated to navigational data and vehicle orientation, and one 20cm LCD dedicated to flight status and stores
-Sensors: RXT-6 phased radar array(2, forward- and rear-facing), Asou LightBrite LiDAR array(forward- and rear-facing), Blindsight ODT array(2, forward- and rear-facing), Scimitar advanced ground-attack non-visible light array(forward-facing), P/A-CM Vigil I anti-detection and countermeasures suite
-Navigation: Magellon composite inertial, satellite, and radar navigation suite
-Communications: JUAWOA integrated composite radio, microwave, and satellite communications suite, E/D-5 encryption suite, Bluebird transponder and IFF array
Weapons/Hardpoints:
-One ADF.1 Vagabond 32mm cannon
-Three mixed-weapons hardpoints located under each wing(each rated at ~500kg load-bearing capacity)
-One missile hardpoint on each wingtip(each rated at ~200kg load-bearing capacity)
-One supplemental non-combat hardpoint under each wing, at the base of the swivel.
Armaments:
-400 32mm cannon rounds
-Up to 3,000kg of wing pylon-based mixed ordinance
-2 AAGM.18 Dementia AMRAAM
-2 external fuel tanks
Cost: $33,000,000 per export unit

Ni-34 Utgard
Manufacturer: Aizawa Avionics and Tachibana Aerospace
Designation: One-seat, single-engine fifth generation multipurpose fighter
Crew: 1(Pilot)
Dimensions(L*W*H): 14.5*9.1(/5.9)*4.9m
Weight: 6,600kg(empty), 11,474kg(clean take-off), 18,112kg(combat take-off)
Construction Notes: Tailless, dual-intakes, variable-sweep wings, RAMs integrated into leading and trailing engines of aircraft, infrared and thermal dampening insulation on inside of the engine housing, infrared and thermal suppressors installed in exhaust cowling
Top Speed, Maximum Sprint: 2,800 km/h(Mach 2.5)
Top Speed, Maximum Sustainable: 2,464 km/h(Mach 2.2)
Top Speed, Cruising: 1,456 km/h(Mach 1.3)
Engines: One TAX4-Y4 variable-blade, fluid thrust-vectored, afterburning turbofan jet engine
Service Ceiling: 17,500m
Rate of Climb: 284 m/s
Range: 2,500km(combat radius), 5,000km(external fuel tanks), 8,000km(ferry); aerial-refueling capable
Turning Radius, Instantaneous: 96 degrees/s
Turning Radius, Sustained: 84 degrees/s
Avionics:
-Computers, hardware: Eight reinforced, EM hardened combat CPUs/servers; each rated at 6.2 Ghz, powered by 8,192MB of RAM with two terrabytes of storage capacity per server.
-Computers, OS: Juumanistran Air Warfare Operations Architecture
-Avionics: “Burgundy” environmental awareness module, “Sentinel” flight status and information module, “Waltz” advanced flight control module, “Bulldog” threat assessment and management module, “Linguist” HOTAS, vocal, and biometric commands module, “Shadow” EW/ECM module, “Skynet” integrated aerial combat module, “Groundhog” advanced terrain mapping and ground attack module, “Whack-A-Mole” advanced munitions targeting and guidance module
-Displays: Pilot's seat; Farsight HUD/LCM composed of four variable, multipurpose 28cm LCD displays, one 28cm LCD display dedicated to sensor display; one 20cm LCD dedicated to navigational data and vehicle orientation, and one 20cm LCD dedicated to flight status and stores
-Sensors: P441 phased radar array(forward facing), LRD-AX-1 LiDAR array(forward-facing), Blindsight ODT array(forward-facing), Falchion advanced ground-attack non-visible light array(omnidirectional), P/A-CM Vigil I anti-detection and countermeasures suite
-Navigation: Magellon composite inertial, satellite, and radar navigation suite
-Communications: JUAWOA integrated composite radio, microwave, and satellite communications suite, E/D-5 encryption suite, Bluebird transponder and IFF array
Weapons/Hardpoints:
-One ADF.1 Vagabond 32mm cannon
-Three mixed-weapons hardpoints located under each main intake(each rated at ~1,000kg load-bearing capacity)
-One supplemental non-combat hardpoint under each wing, at the base of the swivel.
Armaments:
-400 32mm cannon rounds
-Up to 6,000kg of internal mixed ordinance
-2 external fuel tanks
Cost: $32,000,000 per export unit

It is our sincerest hope that one of these fighters will fit the Van Luxemborgian Air Force's needs. We thank you for your time.

OOC: Juu, how you get those low prices for those aircraft is beyond me. But it doesn't look like they should be that cheap.


IC: Greetings! We believe we may have just the aircraft you are looking for. The FJ-14 was origonally designed to be the mainstay of the Sumerian Naval Air arm, and thus as excellent multirole capability. It can be outfitted with any modern air to air weapons, as well as most modern air launched anti-shipping cruise missiles. Air to ground weapons can also be fitted. Although stealth wasn't designed into the aircraft, the use of moulded fabric composits allows it a lower radar cross section then most aircraft if it's class or size.

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Name: JF-14 Guaraguan ("Red Hawk of the sea")

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Development:
The FJ-14 was born from the retirement of the FP-109 in the carrier based role. As the FJ-12 was too large to be seriously considered for the primary service on Sumerian aircraft carriers, and the FJ-20 was severely limited due to it's size, the Republican Navy turned to the Kish Jet Propulsion And Rocketry Centre and tasked them with developing an aircraft to fill the obvious gap in the Republican Navy Air Corps. After the KJPRC presented modifications of the FJ-11 and FJ-13, both of which were rejected by the Republican Navy. The FJ-14 was designed primarily as an air-superiority fighter to work from the Constellation class Escort Carrier, and as such it follows a different design philosophy then it's predecessors.

Airframe:
Because of the strict requirements of operating from the Constellation class of carriers the FJ-14 was designed around a maximum ideal weight. The airframe is constructed using primarily composite moulded-fabric materials to keep the weight down while allowing for a stronger airframe then foreign contemporaries, or indeed other aircraft proposed to the program. The FJ-14 is essentially little more then a wing, the fuselage being designed as integral to the lifting design of the wing, with essential parts which otherwise compromise this design being attached in a nacelle. The cockpit and avionics are housed in the forwards section of the airframe in a highly aerodynamic 'fuselage' which also provides some lift. The main wings are supplemented by fully movable elevator wings and small fully articulated canards after and before the main wings in the airflow respectively. The high degree of lift and control available from the airframe and this wing configuration combined with the power of the engines allows the FJ-14 to be one of the most manoeuvrable aircraft in the Sumerian inventory.
Both the wings and trailing elevator wings can be folded upwards for storage on a carrier. The airplane is controlled by two vertical tail fins which are mounted outboard of the engines.

Avionics:
The FJ-14 is equipped with the latest in advanced digital computational systems. All onboard aircraft systems are coordinated by a central digital core (CDC) which comprises an advanced systems management system, similar to rudimentary artificial intelligence, located in a central processor, and five microprocessors located in key systems of the aircraft to feed the primary processor relevant information. The CDC then feeds the information to the pilot in an as-requested form.
The DBCC (Dedicated Battlefield Command and Control) integration system allows the FV-14 to integrate into a three-dimensional picture of the battlefield area at hand, giving the ability to detect and target any enemy unit detected by any Sumerian unit or detection asset anywhere in the world. The system typically updates the aircraft in a peacetime environment once every second, giving the exact locations of every Sumerian, friendly, hostile, and unknown unit around the globe, via satellite. During wartime, or high risk situations, AWACS/DBCC aircraft will be deployed, updating in immediate real time any DBCC integration equipped unit within 1000km of those variables. The DBCC system allows commanders, or other friendly units, to call upon the closest available unit to perform a specified task, allowing rapid reaction times and greater battlefield management.
The FJ-14's navigational and sensor systems include a powerful forward-search RADAR which is electronically scanned, with a smaller RADAR in a rear-facing position in the tail cone of the aircraft facing rearward. A GPS system which is integrated into the DBCC system is also included, as well as infer-red proximity sensors to detect enemy missiles.
Aircraft Control systems incorporate a digitally controlled high-pressure hydraulic system to control all articulated aircraft systems, including all control surfaces. The precise movement and adjustment of all aircraft control surfaces is coordinated by a central microprocessor that determines the best possible position of all surfaces to give the desired effect. Aircraft control systems also micromanage the aircraft throttle to allow maximum manoeuvrability potential in a dogfight.

Propulsion:
The FJ-14 is fitted with the Kyt-700-RN3-A2 engine from the FJV-20 VSTOL aircraft, with componants from the Kyt-700-RG9-B1 engine in the FJ-12 and FJ-13 to allow maximum use of the multi-axis thrust vectoring system installed. The twin engine configuration is mounted in two engine nacelles hung from the wing-fuselage with a space in between for special items such as weapons systems or extra fuel tanks.

Armament:
The FJ-14 was designed to be compatible with all standard Sumerian aircraft based missile systems that would fit on an aircraft of it's size. Because of it's primary role as an air superiority/fleet defence fighter the FJ-12 was designed to carry almost exclusively air-to-air missile systems, however when the FP-109 was retired from carrier service it was quickly adapted to carry ground-strike munitions. Because of this limited multirole capability the FJ-14 has also been adapted to the Leader class of fleet carriers to augment the severely limited number of FJB-1 and FJ-12 aircraft now available.
The FJ-14 is also armed with a five barrelled FTG-40 20mm cannon supplied with 230 rounds of ammunition and tied into the complicated fire-control system.


Mass: 30,000kg (Maximum Takeoff), 13,700kg (Empty)
Length: 22m
Width: 7.2m/15m Wingpsan (Folded/Extended)
Height: 5.87m

Engine: 2x Kyt-700 Turbofan Jet Engines with Afterburner (35,000 lb thrust each)
Maximum Service Celing: 18,000m
Top Speed: Mach 2.2
Cruising Speed: 1,500 km/h
Range: 4000 km
Climb Rate: 14,000 m/min
Endurance: +12g
Fuel Weight: 9,500kg

Armament:
- 1x FTG-40 20mm Cannon (350 rounds)
- 12x External Hardpoints (6,000 kg Max Load)

Crew:
- 1x Pilot

Cost: $65,000,000 USD

http://www.geocities.com/jamealbeluvien/link.x.32.jpg
MRF- 9 (Cormorant)
Span: 10.8m
Length: 14.5m
Height: 4.6m
Weight: 9,070 kg. (6,091.5kg. vertical take off weight)
Armament: 1x 25mm cannon, 8x weapons pylons (2x wingtip, 4x under wing, 2x fuselage)
Thrust: 8,330 kg
Maximum speed: 1.4 mach
Cruising Speed: .7 mach
Range: 3,862km (maximum with external fuel tanks)
Service Ceiling: 14,922m
Cost: $41,000,000
The Cormorant is a cheap and effective V/STOL fighter, capable of carrying large amounts of excitingly deadly ordnance, this fighter is excellent for light strike operations, fiercely maneuverable the Swallow is also a pernicious competitor in Air to Air missions. The Cormorant makes an excellent Marine multi-role fighter.

Good Eve to you gentleman, as a represenetive of Aerone Aerospace Incorporated of Mekugi, I am proud to present the F-33A Air Superiority and Strike fighter...

Though classified as a Air Superiority and Strike Fighter it is considered by many as a Front Line Multi-role Fighter, capable of both lethal air to air, and air to ground combat. The standard cost of the F-33A Strike Fighter is regularly 165 million dollars to non allies, we would be willing to reduce the price to 90 million per unit if said purchase were to exceed 150 units, if this is not acceptable we thank you for your time and hope to hear from you in the future.
Background-
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Aerone Prototype Flight Patch

The YF-33 project was originally conceived five years ago as it was quickly becoming apparent to military leaders that any form of air dominance even tactically was soon to be eroded as newer systems and land based air defense system. The Recent Foreign advances made the then SU-27EL and SU-35H fighters then in active service notably obsolete. Simulations of projected air power against the overwhelming advance of foreign air technology painted a dark picture for the Republican Air Force who though relatively small had always considered themselves an elite force. Their training was after all top notch and extensive to the definition, their equipment however was questionable with many times of crisis finding only half or less of the necessary planes ready for an offensive, and the bitter realization that the planes though long since upgraded overtime were now spending far too much time in maintenance to be practical as a frontline fighter force.

Several years of planning and a design and legal showdown between Mekugi’s largest arms conglomerate (The Alpha Technologies Group) and what was at the time one of the smallest companies in the country (but Mekugi’s only dedicated aerospace organization.) The underdog as it maybe; Aerone Aerospace Incorporated upheld itself as a highly professional company with some new and rather radical ideas, that impressed the Air force represenitives, and after three prototyping stages and fly-offs; Aerone was declared the winner and went on to produce what was to be one of the most successful indigenous aerospace ventures to date.


Overview-
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Sleek lines, Lethal intentions

The Raven Air Superiority and Strike Fighter was built around a simple concept;

‘Be the most lethal and efficient machine possible that is still a reliable and dependable machine.’

It is this concept that makes the raven so revolutionary, where most current craft focus on their various special electronics and sensors with little concern as to maintenance, or efficiency; the Raven offers similar if not superior performance without the fragile subsystems currently displayed on today’s fifth and sixth generation fighters. The first thing one notices about the Raven is its relatively conventional arrangement, compared to the FSW and Switchblade designs dominating the skies today, the Raven uses a new rebated-delta wing design for the increased speed, and stealth compared to FSW designs. A tapered edge canard design provides decreased edge turbulence and is balanced with the rear wing to allow for superior maneuverability at both high and low speeds. A two port spanwise blower system on both canard and main wing allows for extremely high angle of attack maneuvers without stalling even superior to those of front edge flap or FSW concepts with less mechanical parts, and fewer maintenance concerns.

Use of structural skin designs that allows for higher overall strength using less reinforcing ribs allows for a lighter weight and more internal space gives the Raven surprising agility, and plenty of room for its overbuilt electronics, avionics, fuel, and weapons systems allowing for higher efficiency within an airframe.

Construction-
The structural skin of the Raven made of Duralex-314 boron fabric held together with Polyaryletherketones or PEEK thermoplastic resin. This ‘Thermofiber’ composite material provides structural stability, and protection without the added machining cost or weight of a metallic outer skin. The PEEK Thermofiber material has excellent mechanical properties due to the fiber imbedded semi-crystalline polymers, good thermal stability and good chemical resistance. the continuous service rating of 250°C. PEEK is inherently fire retardant. It has been said it is easier to burn a hole through an aluminum sheet than through a thermo fiber sheet. Likewise the near fiberglass method of construction requires less thermoplastic and decreases the overall cost dramatically.

The outermost skin of the raven is a simple but effective carbon infiltrated rubberized polymer providing excellent structural ‘give’ while providing many overall benefits. The primary benefit of the polymer coating is durability, its ability to move with the plane without ripping, and its smoothing effect on the airflow around the plane decreases fatigue and increase aerodynamics. The other Benefit of the Polymer covering is IR and LIDAR Suppression, the matte non reflective coating prevents accurate readings by means of LIDAR, and its thermal properties remove entirely the Internal radiated IR signature of the aircraft, the carbon infusing also helps to quickly dissipate stress heat generated by the aircraft as it moves through the air at high speeds decreasing its enemies detection and engagement envelope significantly. It is in fact this graphite colored coating that gave the aircraft its name, reminding the commander in charge of the project of the ravens in epic Anchrish poems.

Underneath the composite a coating of radar absorbing materials is attached to the composite, but this is only the first step, below the skin lies thin cells of carbon aerogel infused with radar absorbing materials with carbon fiber plates set at intersecting angles according to their position on the aircraft. This arrangement creates a radar ‘echo chamber’ where a signal passing though the RAM material dampening it, then is reflected away from the enemy transmitter and again passes through the RAM layer before exiting further dampening the return to even semi-passive bi-static systems making the plane nearly invisible to high and low frequency radar system both ground and air based. This arrangement is not only highly effective but, is much more resistant to stress and heat build up as it is on the inside of the aircraft skin, not outside of it as can be seen on the metallic skinned B2, and F-22. An added benefit of this system is also a 10% reduction in sound and a 5% reduction in the ravens IR signature, even without additional coatings this simple modular arrangement fills many of the complex needs of the aircraft without complicating or increasing aircraft general maintenance requirements.

The lightweight skeleton of the Raven are 35 titanium alloy ribs that are highly resistant to creep or thermal expansion yet allow the flexibility to survive high G maneuvers and ’spring back’ without causing stress fractures or other unwanted side effects of such an action. The composite structural skin over these ribs are actually under pressure and are connected sheet by sheet via ‘stress joints’ that expand when needed allowing the skin of the plane to act as a structural form decreasing the need for extensive ribbing and decreasing weight and costs drastically. The Cockpit and both Engines rest independently in composite armored and shock isolated ‘hammocks’ designed to protect the primary components (the engines, pilot, and avionics) from possible damage due to ground/air fire or hard landings and allows for higher survivability with very little increase in the airframes overall weight.

The aerodynamic benefits of unstable canard-delta design as chosen for the Raven project; its shear volume available for fuel and internal weapon storage combined with the agility of the unstable close coupled canard Make it ideal for an air superiority and strike fighter, unlike anything the world has seen.

Cockpit-
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[fig.1] Ravens cockpit

The cockpit for the F-33 is one of the most advanced ever built, a second generation ‘glass cockpit’ the electronic display suite is comprised of four massive 8x8 color multifunction displays further supplemented by four 4x6 inch MPCDs all of which utilize active matrix liquid crystal display (AMLCD) technology and a super wide-angle, 45x38 degree diffraction head-up display allowing one of the widest views available in a fifth or sixth generation fighter short of a separate helmet mounted display. The central head-down displays provides tactical data superimposed on a computer-generated map, as well as weather and tactical data-link information as provided by other aircraft in the flight. The displays on the left and right provide the flight data and the target data from the sensor suites. On the right hand the smaller MPCDs provide control and fueling information at-a-glance and can be adjusted so as to accommodate the pilots information needs. to the right weapon and arming information stays in easy sight without the need to look down decrease confirmation of weapon selection time and decreasing the lock on to launch time

An Integrated Helmet-Mounted Display System known as Copperhead. Provides time-critical systems controls (for example, weapons and communications) are grouped on the throttle and control stick for Hands-on Advanced Direction and Speed (HADES) operation, also known in the west as HOTAS.

The Copperhead system allows for Detached Heads-up View or DHV giving the pilot the ability to ‘look-right shoot-right’ and gives him unprecedented tracking of enemy and friendly aircraft without having to look down at his fixed displays increasing the pilots ability to maneuver and counter an enemy aircraft without losing track of the rest of his flight or succumbing to an enemy airborne pincer. This ability to have all the information the pilot could need without overwhelming him in a comfortable easy to acclimate to environment makes the Raven a favorite of pilots in all branches, and of all levels of experience.

A variable geometry adaptive ejection seat is inclined at an angle of 60°, which reduces the impact of high G forces on the pilot. Complimenting the angled ejection seat is a new flight suit comprised of a close fitting foam material of fit very similar to a divers wetsuit, and is internally ridged on the inside of the tight suit to help provide better aeration of the skin underneath and when the airbladders outside of the internal suit are inflated increase arterial pressure decreasing g-induced flow to the bodies extremities during a maneuver The seat and suit allows dogfight maneuvers with significantly higher G loadings than can normally be tolerated by the pilot, and nearly to the limit of the planes endurance.

Avionics-
The Raven utilizes an eight channel Fly-by-Optics with Advanced Compensated Feedback Return (ACFR) allowing the pilot to ‘feel’ the aircrafts response more so than just performing the maneuver he is capable of exploiting the full capabilities of the craft. The AN/APG-300(AE)7 Advanced Electronically Scanned Multi-mode radar uses an active electronically scanned antenna array of 3,000 transmitter/receive modules, which provides agility, low radar cross-section and wide bandwidth. With search ranges up to 300 km and identification/tracking/targeting of up to 65 individual simultaneous targets, the AE7 is a formidable piece to fill the planes needs. The 300(AE)7 radar is supplemented by an Advanced Low Probability of Intercept (ALPI) I-band radar for both navigation, and passive threat detection. When combined via the COM/7V ’Python’ Tactical Data link the flight is able to act as a flexible multi-static passive radar for the detection of stealth aircraft, or cruise missiles at long range without giving away the crafts position.

Integrated IFF and CNI systems with overlaid ATAPS/GPS reporting allows for nearly instantaneous reliable friend or foe cues in even the most erratic of battlefields. Integrated and connected high band communications allow up-to-date data and video from the command room to the cockpit and back again allowing a higher amount of correct information to give the pilot the complete picture. Navigation is provided via Agile multi-mode Radio-Ranger, FLIR and Laser Navigation pod, ring laser gyro inertial navigation system, and ATAPS/GPS co-ordination allowing for extreme low level high speed terrain following navigation without the need for a detectable terrain following radar (though it is provided).

Communications is provided via M3 UHF/HF/(V)LF Tactical Radio which provides satellite and local encrypted communications between flights and base. Furthermore a DV/F5R-76D Strategic Video Data link allows for transfer and target confirmation on strike or against high value air targets without the need for later ‘gun cam’ review allowing for instant confirmation and action without relying on a recording system or a pilots memory.

Countermeasures-
Beyond its stealthy nature, Aircraft no matter how advanced can be vulnerable to enemy missiles. It was in this that the Aerone team set about to provide a comprehensive electronic and physical countermeasures system for the raven project.

Primary among the Countermeasure system is detection of threats, and for that purpose the Raven has three primary detection systems. The E/M-4A Digital LPI Radar Warning Receiver is a broad spectrum low signature system designed to be used in high threat areas where radar signature is not as much of a concern, and in that role it has proven nearly flawless with long range detection of even stealthy high velocity threats up to 98% with higher sequestrates increasing as range closes. When emission of a radar signal is not advised for any multitude of reasons a pair of combined M6-7V Laser/IR warning receivers with Launch detection cues allows for zero signature warning and tracking against beam riding, and MANPAD systems. Likewise a passive setting on the E/M-4A allows for radar lock warnings at long range and high speed allowing the pilot ample time and options in so far as countering the threat.

Secondary to detection the Raven mounts four distinct method of engagement;

* The M/LD-30 ‘Hot flash’ Laser/Infrared Dazzler- allows for the direct distraction and subsequent neutralization of IR or multi-mode seeking missiles. But as such is partially limited in its role.
*AD/EL-8 ‘Hot foot’ Multi-mode Radar Jammer- internal ECM providing broadband protection. Estimated system effective radiative power 60 dBW over 30km.
* ASM-9V Decoy Dispenser - 60 chaff and 60 flares arranged in a ‘metal storm’ stacked array allow for high volume of countermeasures in a very compact area, and high exit velocity increasing the countermeasures ‘footprint‘ for increased effect.
*A2VD/SM-9 Advanced Decoy launcher - Carrying 9 countermeasures per launcher the SM-9 system uses a small rocket propelled system derived from the ground based M3 Smoke grenade system to develop a active moving target that on detonation provides a realistic Radar and IR signature in order to deal with Multi-optic or multi-seeker based system both air a and ground launched. Current success rates vary by missile but average at around 48%

Propulsion-
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[fig.2]

The F-33 is powered by two Aerone developed Thrust Vectored VPCB (Variable Post Compression Bypass) Turbofan engines. This engine was developed by the Aerone originally for the Dark storm project and is a derivative of the V636 twin-shaft turbofan engine on the F/I-103 Chimera light fighter Interceptor. The modular design includes a six-stage, low-pressure (LP) compressor, five-stage counter rotating high-pressure (HP) compressor, Advanced annular combustion chamber and dual-stage LP and single stage HP turbines, afterburner, heat exchanger, and mixer.

Each engine can provide 200kN thrust dry and 230kN with the afterburner and is independently directable from -30 to +30 degrees along the vertical and -15 to +15 degrees along the horizontal plane. The nozzles are connected to the annular swivel and can be moved in the pitch plane by a set of three of hydraulic jacks. The thrust vector control allows maneuvers at speeds nearing zero without angle-of-attack limitations. The vectoring controls can be operated manually by the pilot or automatically by the flight control system as per the pilots preference.

The major objective for the Variable Post Compression Bypass Turbofan application is to provide some degree of engine cycle variability that will not significantly increase the cost, the maintenance requirements, or the overall complexity of the engine. In the past, variable-cycle engines were designed with large variations in bypass ratio to provide jet noise reduction. However, these types were complicated and did not perform well. Though the concept of an engine meeting the Supersonic performance of a Turbojet with the economy and subsonic performance of a Turbofan has lead down many interesting and varied roads in the past.

In the VPCB turbofan air enters the compressor and bypass vents as per a normal turbojet. The first noticeable difference between the engines however is that the VPCB design has no fan. This is difference does as they say, make all the difference. As air enters the center vane it is compressed to a higher level than those passing through the bypass. A variable vent allows a certain amount of pressurized air to enter the bypass canal generating a pressure difference and thereby suction drawing air in through the bypass. At lower altitudes the air is thicker and therefore the pressure is greater sucking more air in through the bypass generating the same overall effect of a turbofan. In higher altitudes the air is thinner and thus the compression is less allowing it to work more efficiently as a low bypass turbojet giving greater efficiency. Because there is no fan there is less vibration, less noise and less stress on the turbines as the rotational mass is smaller. Likewise since there is no gear to the fan, the system is less complex and yet completely self adjusting according to the thickness of the air entering the vent. Its this automatic adjusting without complex or easily breakable parts that allows the VPCB to perform superbly at all levels of requirements from subsonic to supersonic maneuvers, all the way to low altitude hat high speeds the VPCB can do it and is nearly uniformly efficient in all transitions.

The aircraft is also fitted with dual-mode air intakes. During flight, the open air intakes feed air to the engines. While moving on the ground, the air intakes are closed and air is fed through the louvres on the upper surface of the wing root to prevent ingestion of foreign objects from the runway. This is particularly important when operating from poorly prepared airfields, and allow for the full use of the aircraft regardless of field conditions.

Reduction of Thermal signature is provided by a pair of sub systems comprised primarily of; The fuel/exhaust heat exchanger, and the Mixer. The Fuel/Exhaust heat exchanger is quite simply an insulate coil of piping around the first stage exhaust of the aircraft, fuel enroute to the engine passes through this tubing and by means of thermal conduction warms up the fuel and lowers the exhaust temperature. Because Aviation fuel has a higher thermal density than air, it makes it a very efficient system overall, and with eight separate fuel cut off locations safety is maintained to prevent a possibly catastrophic malfunction. This pre-warmed fuel is then fed into the Ravens engine where the heated fuel allows for higher engine efficiency allowing longer ranges with less fuel than any other comparative system.

Though the heat exchanger is a highly efficient system its overall cooling effect is limited by the safety requirements of the aircraft and so its overall effect is somewhat limited. However a Inducted Air Mixer (IAM) that uses a separate fan assembly run by the one of the LP turbines. The IAM draws in outside air and mixes it with the heated exhaust providing drastic IR reduction to the already cooled exhaust. This exhaust then passes through a set of carbon screens that conduct heat away from the exhaust before exit giving it a remarkably tiny IR signature allowing for protection from even advanced MAPADS and Air to Air missiles

For landings and times when rapid deceleration is required a separate 'clamshell' system that for the majority of flight is open and is integrated into the intake system for the IAM in front of the fan to prevent collateral damage. on Landing or when a heavy brake is needed the clamshells come together diverting the thrust forward and up counter to the direction of the aircraft allowing the aircrafts full use on short runways or prepared stretches of highway without the need for a drag chute.

Manuverability-
Beyond possibly Lethality, one of the primary concerns, if not THE concern of a Air Superiority or Air Dominance Fighter is maneuverability. Though the Aerone team spent nearly a year investigating foreign attempts at an Air Superiority craft, their methods were not those that they felt would work with the overall design goal. With the many sorted forms of Switchblade and Forward swept wing designs available on the world market the F-33 stands in stark contrast not do to how revolutionary it is but how Conventional the design is. Yes the Raven features a fixed Rebated-Delta with forward canards, but without the complications of the FSW or Switchblade concepts the added space and weight saving allow for more fuel, higher payload, and better maneuverability making it a match for most currently produced ASF’s as a base aircraft without the features that make it a great aircraft.

The aerodynamic benefits from the ravens chosen form of the unstable canard-delta, its shear volume available for fuel and internal weapon storage, proved to be possibly the best overall design frame for a Air Superiority and Strike Fighter. The twin outward canted vertical stabilizers positioned at delta's trailing edge added to battle damage resistance and control of the aircraft at high angles of attack (AOA) while the removal of the Horizontal stabilizers both made the craft more unstable and subsequently lowered it radar cross section. The Rebated, Dog-toothed Delta wing is enhanced with Advanced Leading Edge Extension (ALEX) which Provides added lift at high angles of attack and low speeds. Mounted on either side of the Forward Fuselage they are an extension of the wing leading edge.. ALEX however is just the beginning, beyond the enhanced smoothness provided by the rubberized polymer outer skin; two nozzles are mounted facing outward from the fuselage. These nozzles from the basis for a Variable Angle Span wise Blowing (VASB) system, though span wise blowing has been around for nearly half a century the weight saving in the Raven allow the full use of this system to allow for seemingly insane AOA maneuvers at high speed with almost no separation of fluid flow.

Span wise blowing works in two ways, the first nozzle ‘energizes’ the incoming air flowing over the top of the wing increase the airflows velocity decreasing separation dramatically. The second nozzle further increase the crafts AOA capabilities by creating a cushion of air above the mid-rear of the airfoil pushing the airflow against the airfoil and allowing for extremely high AOA maneuvers beyond that of any similar FSW or LEX only aircraft. The one drawback of Span wise blowing is that in a tight turn the airflow my disrupt the system causing loss of the post stall benefits, however the Ravens system has a adjustable rear nozzle allowing the cushion to be brought against the counter flow allowing high AOA maneuvers even ‘into the wind’ in a high stall turn, something almost no other craft in the world is currently able to match without losing control.

ALEX, VSAB, 3D Thrust vectoring combined with the unstable Canard delta configuration allows the Raven to perform stunts that would make even regular super-maneuverability craft pilots stare in awe, and in fact that was the entire intention, though a ‘conventional’ design the Raven is anything but.

Lethality-
The Ravens arsenal begins at the canted nose of the aircraft which hides a 25mm Gas Revolver Cannon firing at either 2100 or 3100 rounds per minute with 500 rounds in two selectable 250 round removable magazines allowing the pilot to select the best ammunition for the target they are engaging at the time. The 25mm GRC is independently maneuverable within its housing and can redirect its firing angle up to 5 degrees, as well as operating in an automatic radar-guided aiming mode while in A/A mode

The primary weapon systems of the Raven lie in two revolving Internal weapons mount on either side of the fuelsalage. Each mount has four hard points each capable of mounting one LR/AMRAAM or two SRAA/AM, this arrangement give the pilot the flexibility and capability to engage numerous simultaneous targets at will. Both bays are covered by a protected 'blended edge' side flap utilizing a Pneumatic Air-Curtain system that uses a jet of compressed air to create a haven of slower air in front of the flap allowing for deployment of munitions at supersonic velocities and high G-maneuvers without damaging or over stressing the flap. Each hard point is attached to a ‘trapeze’ frame that extends the missile away from the body of the plane before ejecting it allowing for undisturbed high speed interception even while attempting to maneuver from an enemy.

Between the intakes of the raven is a small depression and 4 centrally aligned hard points specifically placed in order to hold a 3000kg/2500L conformal ferry tank without interrupting airflow and allowing for up to 3g turns without incident. This depression is also capable of holding (in absence of the ferry tank) four Joint Direct Attack Munitions, or four LR or AMRAAMs and up to eight SDB, without interfering with the craft aerodynamics.

Beyond those mounts however the Raven does not usually mount any wing mounts in order to preserve its maneuverability, and stealthiness. Retrofitting the Raven with inboard wing mounts is possible and design considerations allow for adding up to two additional hard points per wings as desired, with little modification.

Conclusion-
Lethally Efficient, with maneuverability yet to be matched around the world the often ignored 'conventional' fighter is anything but. The Raven is a Front line Fighter of Renown, loved by pilots and ground crews alike for its performance and ease of maintenance using low cost but strong composites. The F-33 is capable of filling its niche heartily and has been designed to Find, Engage, and Destroy any threats for years to come, and it is eager to do so.

F-33 Raven
Type: Air Superiority and Strike Fighter
Crew: 1 (Pilot)
Wing span: 15 m
Length: 21 m
Height: 5.64 m
Empty weight: 20,538 kg
Weapon payload: 10,000 kg
Fuel weight: 15,588 kg
Combat Weight: 46,326 kg
Maximum take-off weight: 47,237 kg
Type: 2x Aerone 3D Independent Offset Thrust Vectored ATB-8-653 VPCB Turbofans with diffuser
Engine rating: 200 kN (45,000 lb)
Maximum speeds:
1.7 Mach @ Sea level
1.65+ Super cruise
>2.89 mach @ altitude
Climb rate: 25,000 meters per minute
Stall speed: 120 kph
Maximum altitude: 23,000 m
External Pylons: 4 (or 8 w/ 4 inboard wing mounts optionally )
External Pylon limit: 2,500kg each
Internal Bay Pylons: 8
Internal Bay limit: 1,250 kg each
Gun Armament: 25x185mm Archer GRC (Gas Revolver Cannon)
Rate of Fire: 3100 rounds per minute
Gun Ammunition: 500 rounds (from two 250 round magazines, selectable)
Airstrip take-off run: 350 m
Airstrip landing: >300 m
Ferry range: 6,500 km
Combat range: 1,800km
G load limits: >12g
In-flight Refueling?: yes
Oxygen Generation?: yes
Avionics:
-EL/M-303E I-Band ALPI Radar
-AN/APG-300(AE)7 Electronically Scanned Multi-mode Radar
-AS/LV-5 'Black Star' All-Weather Targeting and Navigation Pod
-RED/I-3 ‘Red-Eye’ Pulsed IR-LADAR
-MI/S-7V 'Green Light' Integrated Multi-role FLIR
-M3 UHF/(V)HF Tactical Radio
-DV/F5R-76D Strategic Video Data link
-LN/100 Laser-Ring Inertial Reference System (LIRS)
-MV/VOR VHF Omni-directional Radio-ranger
-CNI/DL Communications / Navigation / Identification
AM/ASP ‘Blue Star’ ATAPS Advanced Tactical Positioning System
-COM/7V ’Python’ Tactical Data link
-SB33A CI/T IFF
ECM:
-E/M-4A Digital LPI Radar Warning Receiver
-M6-7V Front and Rear Laser Warning Receivers
-M/LD-30 ‘Hot flash’ Laser/Infrared Dazzler
-AD/EL-8 ‘Hot foot’ Multi-mode Radar Jammer
Counter measures:
-ASM-9V Decoy Dispenser (x2)
-A2VD/SM-9 Advanced Decoy launcher
Production costs: 105 million
Price: 165 million USD per unit

(OOC: Mekugi, are the production rights available on that suave bird you've got there?)

(OOC: Currently no... I dont sell enough of them to be financially secure in offering production rights yet, though the same bulk discount offer stands for interested parties. but lets not clutter up this thread, okay?))

(OOC: No problem, thanks. Expect a purchase soon. :p )

From: Allied Union Air Force Office of Foreign Requestion
To: Van Luxembug Air Force
RE: Fighter Replacement

As proud customers of Kreigzimmer Industries, Aerone Aerospace, and the Tyrandis Precision Machine Import/Export Corporation, we strongly recommend all three of these corporations to the Van Luxembug Air Force as potential providers of a replacement fighter for your air force.

-End Transmission-

F-1 Hawk - $41 million

The Felucan Air Force's first major step into a homegrown air superiority fighter, the Hawk is a high-speed, intermediate range fighter/strike interceptor. The dual-engine Hawk offers manuverability and intercept speed along with a sizable air-to-air or air-to-surface payload. Sophisticated look-down and forward-looking target aquisition equipment packed into the Felucan Strike/Warning Suite enable hands-off strike capability. (A training version with 2 seats and 7 weapon hardpoints is available for the same price.)

Role: Intercept
Crew: 1
Speed: Mach 2.4 / Afterburn 3.7
Range: 900 miles full combat load or unlimited with mid-air refueling
2,100 miles with fueltanks
Payload:
20mm cannon
11 weapon hardpoints for missiles, bombs, fuel tanks or electronic pods
Chaff/flare dispensors
Felucan strike/warning suite
Picture: http://www.fas.org/man/dod-101/sys/ac/row/rafale-m-colb.jpg

Special information
Felucan Strike/Warning Suite
The Felucan Strike/Warning Suite gave computers the ability to acquire, recognize, and attack tactical targets during day, night, and adverse weather conditions. It was developed for common usage on most Felucan military machinery. It is fully integrated into the host digital computer system. The pod uses an imaging infrared sensor, GPS and laser designator/ranger for navigational updates, target acquisition and recognition, and weapon delivery. The laser designator gives guidance for laser-guided weapons and has four-digit PRF or PIM coding.

The suite provides a two-way communications system that allows for precision guided weapons that can be controlled from the launch vehicle or a surveillance platform. The weaponry can be "steered" to the target by a weapons control officer monitoring a display from a specially designed television camera or an infrared sensor in the weapon's nose.

The Advanced Radar Warning Receiver (ARWR) continuously detects and intercept RF signals in certain frequency ranges and analyzes and separates threat signals from non-threat signals. It displays threat signals to operators on a priority basis and provides efficient and effective logistical support to the using command activities for the system. It contributes to full-dimensional protection by improving individual probability of survival through improved crew situational awareness of the radar guided threat environment. An RWR processor/memory capacity upgrade was required to allow incorporation of software algorithm enhancements (RAD, etc) to fix known threat ambiguity and false alarm problems.

The Felucan military initiated an ALR-512M processor upgrade program which will provide a common processor for both the ALR-512M/69C configurations; the military committed funds to the common NRE tasks. This upgrade will replace 7 SRUs with one. The ALR-512M includes a fast scanning superhet receiver, superhet controller, analysis processor, low band receiver/power supply, and four quadrant receivers. The ALR-512M is designed to provide improved performance in a dense signal environment and improved detection of modern threat signals, as compared to the version of the ALR-69C which it replaced. A miniaturized version of the ALR-69C, the ALR-512M is a form and fit replacement for the ALR-69C RWR in the F-1 Hawk and other aircraft.

The system comes in several versions, each optimized for that arm's specific needs. Examples are the naval and naval submerged systems, which provide countermeasures and detection equipment specially designed for naval warfare. This includes towed sonar arrays and integration, as well as triangulation and listening specializations for submerged threats. The naval version fully allows for the precision hunting of submarines and other submerged threats.

AIM-1 Fang Air-to-Air Missile - $300,000

The AIM-1 advanced medium-range air-to-air missile (AMRAAM) is a new generation air-to-air missile. It has an all-weather, beyond-visual-range capability and is scheduled to be operational beyond 2015. AMRAAM is a supersonic, air launched, aerial intercept, guided missile employing active radar target tracking, proportional navigation guidance, and active Radio Frequency (RF) target detection. It employs active, semi-active, and inertial navigational methods of guidance to provide an autonomous launch and leave capability against single and multiple targets in all environments.

The AMRAAM weighs 340 pounds and uses an advanced solid-fuel rocket motor to achieve a speed of Mach 4 and a range in excess of 50 miles. In long-range engagements AMRAAM heads for the target using inertial guidance and receives updated target information via data link from the launch aircraft. It transitions to a self-guiding terminal mode when the target is within range of its own monopulse radar set. The AIM-1 also has a "home-on-jam" guidance mode to counter electronic jamming. With its sophisticated avionics, high closing speed, and excellent end-game maneuverability, chances of escape from AMRAAM are minimal. Upon intercept an active-radar proximity fuze detonates the 40-pound high-explosive warhead to destroy the target. At closer ranges AMRAAM guides itself all the way using its own radar, freeing the launch aircraft to engage other targets.

Range: 55 miles
Guidance: Active radar terminal/inertial midcourse
Warhead: Blast fragmentation, 40lbs
Speed: Mach 3.9
Weight: 335lbs
Diameter: 8 inches
Length: 12 feet
Wingspan: 20 inches


AIM-2 Claw Air-to-Air Missile - $470,000

The AIM-2 Claw Long-range air-to-air missile, carried in clusters of up to six missiles on the airframe.It is an airborne weapons control system with multiple-target handling capabilities, used to kill multiple air targets with conventional warheads. The weapon system consists of an AIM-2 guided missile, interface system, and a launch aircraft with a Felucan Strike weapon control system. The AIM-2 is a radar-guided, air-to-air, long-range missile consisting of a guidance, armament, propulsion, and control section, interconnecting cables, wings and fins. The total weapon system has the capability to launch as many as six AIM-2 missiles simultaneously from the aircraft against an equal number of targets in all weather and heavy jamming environments.

Range: 105 miles
Guidance: Semi-active and active radar homing
Warhead: Proximity fuse, high explosive 135lbs
Speed: Mach 3.6
Length: 13 feet
Diameter: 15 inches
Wing span: 3 feet
Weight 1000 pounds

AGM-1 Stake Air-to-Surface Missile - $130,000 -

The AGM-1 Stake is a tactical, air-to-surface guided missile designed for close air support, interdiction and defense suppression mission. It provides stand-off capability and high probability of strike against a wide range of tactical targets, including armor, air defenses, ships, transportation equipment and fuel storage facilities. Maverick was used during the Felucan Independence War and, according to the Air Force, hit 85 percent of its targets.

Range: 17 miles
Guidance: Electro-optical television and imaging infrared
Warhead: 125lbs delayed-fuse penetrator
Speed: Mach 1
Weight: 428lbs
Diameter: 12 inches
Length: 6 feet 4 inches
Wingspan: 2 feet 4 inches
Picture: http://www.fas.org/man/dod-101/sys/s...65-dvic445.


AGM-3 HARM - $350,000

The AGM-3 HARM (high-speed antiradiation missile) is a supersonic air-to-surface tactical missile designed to seek and destroy enemy radar-equipped air defense systems. The AGM-3 can detect, attack and destroy a target with minimum aircrew input. Guidance is provided through reception of signals emitted from a ground-based threat radar. It has the capability of discriminating a single target from a number of emitters in the environment. The proportional guidance system that homes in on enemy radar emissions has a fixed antenna and seeker head in the missile nose. A smokeless, solid-propellant, dual-thrust rocket motor propels the missile.

Range: 35 miles
Guidance: Proportional radar-homing
Warhead:143.51bs. Direct Fragmentation
Speed: 1,700mph
Weight: 800lbs
Diameter: 10 inches
Length: 13 feet 6 inches
Wingspan: 3 feet 8 inches
Picture: http://www.fas.org/man/dod-101/sys/smart/agm88.jpg


AGM-4 JSOW A/B/C - $300,000 for A, $500,000 for B, $725,000 for C -

The AGM-4 (Joint Standoff Weapon) is intended to provide a low cost, highly lethal glide weapon with a standoff capability. JSOW family of kinematically efficient, air-to-surface glide weapons, in the 1,000-lb class, provides standoff capabilities from 15 nautical miles (low altitude launch) to 40 nautical miles (high altitude launch). The JSOW will be used against a variety of land and sea targets and will operate from ranges outside enemy point defenses. The JSOW is a launch and leave weapon that employs a tightly coupled Global Positioning System (GPS)/Inertial Navigation System (INS), and is capable of day/night and adverse weather operations. The JSOW uses inertial and global positioning system for midcourse navigation and imaging infra-red and datalink for terminal homing.

Range: 15 to 40 miles unpowered, 120 miles powered
Guidance: GPS/INS with guided submunitions -- two-color infrared sensors
Warhead: Varies, see below. Speed: 1,700mph
Weight: 1,600lbs
Diameter: 24 inches
Length: 14 feet 8 inches
Wingspan: 4 feet 8 inches
Picture: http://www.fas.org/man/dod-101/sys/s...4-vin-jsow.jpg

AGM-4A (Baseline JSOW) The warhead of the AGM-4A consists of 145 BLU-97/B submunitions. Each bomblet is designed for multi-target in one payload. The bomblets have a shaped charge for armor defeat capability, a fragmenting case for material destruction, and a zirconium ring for incendiary effects.

AGM-4B (Anti-Armor) The warhead for the AGM-4B is the BLU-108/B from the Air Force's Sensor Fused Weapon (SFW) program. The JSOW will carry six BLU-108/B submunitions. Each submunition releases four projectiles (total of 24 per weapons) that use infrared sensors to detect targets. Upon detection, the projectile detonates, creating an explosively formed, shaped charge capable of penetrating reinforced armor targets.

AGM-4C (Unitary Variant) The AGM-4C will use a combination of an Imaging Infrared (IIR) terminal seeker and a two-way data link to achieve point target accuracy through aimpoint refinement and man-in-the-loop guidance. The AGM-4C will carry the BLU-111/B variant of the 500- pound general purpose bomb, equipped with the FMU-152 Joint Programmable Fuse (JPF) and is designed to attack point targets

OOC: Mekugi, I'm having serious doubts that you can somehow cut off $75 million per unit without any corporate money loss. Your corporation wouldn't be making any money from this deal and isn't feasible. Basically your just giving those jets away for $75 million to them. Sorry, I don't want to sound rude but that's the fact. If someone were to buy 150 of those units (probably more considering its NS), you would be at a loss of $11.25 billion and that's a lot of money even for NS corporations to lose without going bankrupt or at least having some problems.

But to not clutter VL's thread, we can talk about this on MSN. My screename is yousyodady@hotmail.com

OOC: Mekugi, I'm having serious doubts that you can somehow cut off $75 million per unit without any corporate money loss. Your corporation wouldn't be making any money from this deal and isn't feasible. Basically your just giving those jets away for $75 million to them. Sorry, I don't want to sound rude but that's the fact. If someone were to buy 150 of those units (probably more considering its NS), you would be at a loss of $11.25 billion and that's a lot of money even for NS corporations to lose without going bankrupt or at least having some problems.

But to not clutter VL's thread, we can talk about this on MSN. My screename is yousyodady@hotmail.com[OOC: lol, by this point Ive recupped most (if not all) my design costs for the features and can most likely produce the planes for quite a bit less than originally posted (most of it included the horrendous costs associated with building the plane from the ground up.) as such the extensive use of composites and a now tuned assembly line means the actual cost per plane is much lower, and inorder to sucessfully compete with other offers (some of which nearly half the cost of the raven) an incentive (even at any potential loss) is beneficial.. it is afterall assumed that if they agree to the contract they will order most likely more than 150 planes...

and if you did not intend to make this statement public as an affront thats why we have TG's... good day sir...]

(OOC: I will look through all offers today, so that I can make a formal post. It's a bit much to just read through in a few minutes. ;) )

OOC: You gotta give me some credit here VL, I brought Isselmere and Mekugi here to show off their creations. ;)

(OOC: OK. Well, and let Mekugi and Isselmere have a major part in the programme as of now... They came best out of my "testing".

From: Van Luxemburgian Airforce, Ministry of Defence
To: All Participants
Subject: RE:Proposals

Dear Sirs/Ma'ams,

We have extensively reviewed and tested your proposals. Therefore, we have a few comments. After all, we tested the aircraft in every possible situation, which we can reproduce, and placed our best-tested aircraft from first to last.

FIRST PLACE:

We think we have to make this place a shared one. Both the DAS.2 "Spectre" and F-33 "Raven" came out of our tests as victorious. This means, that a chance exists that the order will be split up between the nations of Isselmere and Mekugi. Our pro's for the "Spectre" were that it was relatively cheap, and not too techically advanced as others, which would make it harder to service. The "Raven" was preferred over others, together with the "Spectre" because of it's high speeds and good looks.

SECOND PLACE:
We'll place the TAF-622 second. It is a great aircraft, and would've made it to the first position if the price didn't surpass our maximum. Also, the presence of a so-called "ETC" gun is not preferred by the technicians of the VLAF, as it was harder to service then the conventional cannons.
(OOC: This mainly has to do with the fact that I see the ETC still in testing phases as of MT.)
We would however be honoured to order a small group of Naval and EW variants, as another contract. They performed excellently during the tests.

THIRD PLACE:
We would like to place the Juumanistranian aircraft third. Despite some speed problems, while other aircraft of Juumanistrana had the right speed. The quality of the aircraft surprised us, however. The well-built aircraft need to have a Third-Place.

FOURTH PLACE:
The Omzian F-109D has been chosen to serve on the fourth place. Mainly because the Maximum range couldn't weigh up to most of the other ones up the medal plaza. We however still think it's a superior plane to most of the aircraft down below.

FIFTH PLACE:
This goes to the SuF-5. The SuF-5 has been chosen to serve as the fifth place, because of the lower speeds, and it's low range. The SuF-5 also has a higher price than some of the higher-ranked aircraft.

SIXTH PLACE:
As Sixth, the FJ-14 had a speed below the requirements, aswell as a 20mm cannon. While it met the requirements, this has been outdone by other aircraft.

SIXTH PLACE:
We have chosen the F-1 Hawk to go into this position, Mainly because the
requirement was a Multirole fighter, and not an Interceptor. Also, it has a weaker cannon than all the other aircraft.

LAST PLACE:
This place is absolutely reserved for the MRF-9. The requirements set were not for a V/STOL fighter, but for a Conventional Multirole. Also, the low weight worries us, as it could lead to a strange handling of the aircraft.

An aircraft left out of the rankings is the Wingardian WF-27 Firebolt, which could make it to a third place, judging by the technical specifications. However, the proposal was unofficial, and wasn't tested by the VLAF.

As you now have seen, we have made a fair and neutral judgement of the aircraft. We hope that the results will be satisfying to all companies. The orders will be made as quickly as possible.

ORDER 1:
221 DAS.2 "Spectre" FG.3
479 DAS.2 "Spectre" FGR.4
TOTALLING: 45,790 million USD (45.79 billion USD)

ORDER 2:
702 F-33 "Raven"
TOTALLING: 63,180 million USD (63.18 billion USD)

ORDER 3:
206 TAF-622B (ETC will need to be replaced with Conventional cannon)
54 TEF-622 (" ")
TOTALLING: 36,450 million USD (36.45 billion USD)


The Grand Total will come to 145.4 Billion USD. This will be paid upon delivery of the aircraft.

Sincerely Yours,
Philippe Dermont,
Ministry of Defence,
Grand Duchy of Van Luxemburg
Groussherzogtum Vum Lëtzebuerg

"Raven" was preferred over others, together with the "Spectre" because of it's high speeds and good looks.

OOC: Typical of society and humankind. Superficiality. You can find a lot of NS players (that are not in the 56K computer group) buying an aircraft that is not as well designed as it's image-less/less well drawn opponent simply out of superficiality.

(OOC: The picture looked OK to me. I think it's a big plus when you have one, and it can affect my choices. However, the choice of the non-pictured "Spectre" was because I liked the specifications.)

OOC: Typical of society and humankind. Superficiality. You can find a lot of NS players (that are not in the 56K computer group) buying an aircraft that is not as well designed as it's image-less/less well drawn opponent simply out of superficiality.

(OOC: While SEA's approach was a wee bit condescending, he has a point, there was a point in NS history where people didn't include drawings in their design. Now, people do it because it boosts sales. :rolleyes: )

(OOC: And I have to say, that is completely true.)

OOC: Well, that wasn't meant to be condescending Velkya. It was meant to be straight to the point. Oh, and TG response to Detmerian and others required from you Velkya, please!

[OOC: Images and styling plays a major part in Realworld marketing as well people, do you really believe the new VW bug, or BMW Z4 would sell as well as they do if the designers hadnt spent so much time on the external appearance?

Heck do you think the F-22 would still continously dodge major budget cuts if it didnt appeal to the American people as stylish and lethal? Same thing with the Mirage 2000, and Typhoon.

The point Im trying to make is that yes I did include pictures (Im a visually oriented guy, it helps me refine a written work better than just trying to recall feaures) if I had not included 7 full pages of write up with it (10 in 12pt font) your right, just the images and specs would not have gotten me the time of day in this or really any serious competition, but when you add the month and half put into the write up (im a slow writer) and the 30 hours put into the images, I dont feel that either is really all that mroe improtant than the other. Both have to be complimentary. The writing must lay down a base work and explain the concept, the Images must flesh out the concept and help it seem more solid, alone they may look pretty or be long, but together they form an effective sales pitch... just as in RL pictures by themselves dont sell things (porn excluded of course), there has to be base of info for them to be effective.]

IC: Your order has been recieved and will be processed withnt he hour, we have already 35 planes ready for delivery (consistant production for the generation of surplus) that can be shipped post haste, we hope to complete 234 planes per year (for adaquette QA) meaning complete delivery should take place of 702 units within three years.

We thank you again for your considerations of the F-33 and hope to hear your reports on the aircraft.

[OOC: Mekugi's right. If one can provide both the images - or at least links to images - and the text, one can show the prospective buyer both what it can do and what it looks like, both of which aid the RPer when he or she uses it in an RP. If I could make proper images, I would add links to them.]

To: Philippe Dermont, Minister of Defence, Grand Duchy of Van Luxemburg
From: Lewis Felsham, President/Director-General, Detmerian Aerospace, UKIN
Subject: DAS-2 order

Your Excellency,

It is a great honour to receive this large order from your glorious nation. Work has begun on the aircraft forthwith. The total cost of this order for 221 single-seat FG.3 and 479 two-seat FGR.4 will be $43500 million ($43.5 billion) after five percent bulk purchase discount.

We at Detmerian Aerospace would like to thank Your Excellency and the Van Luxemburg Air Force for this generous order and know that the VLAF will always protect the Grand Duchy's skies!

Sincerely yours,

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

IC:

New Feluca appreciates the response. We would like to note, the F-1 Hawk is designed primarily as an interceptor, but as an examination of its air-to-air and air-to-ground weaponry will show, it serves as a multi-role air platform.

As to the cannon, we feel that 20mm is an optimal dogfighting cannon, as there is no airborne target that can withstand a 20mm round anyway. This leaves more room for electronics and ammunition for the cannon itself.

In an era of long-range air-to-air and air-to-ground missiles, the use of a jet-mounted cannon tends to be exploded as a first-resort type of weapon instead of its true role, which is a last-resort backup.

- New Felucan Government

To the head of procurement at the VLAF -
We have been made aware of your contract, and offer the following plane:

F/A-22B Sea Raptor (http://www.globalsecurity.org/military/systems/aircraft/images/f-22-19990618f22.jpg) - Courtesy of Lost Hills DoD
Abstract: The F/A-22B is a carrier version of the standard F/A-22 Raptor. Designated the Sea Raptor, it has all the capabilities of the standard F/A-22, except with additional range for carrier-based operations.

Specifications:
Propulsion: two Pratt & Whitney F119-PW-100 engines
Thrust: 35,000 lbst
Length: 62.08 feet (18.90 meters)
Height 16.67 feet, (5.08 meters)
Wingspan: 44.5 feet (13.56 meters)
Wing Area: 840 square feet
Horizontal Tailspan: 29 feet (8.84 meters)
Ceiling: 65,000 feet (19,812 meters)
Speed: Mach 1.8 (supercruise: Mach 1.5)
Crew: one pilot
Armament:

One 20mm M61A2 Vulcan
two internal weapons bays (22,000 lbs (10,000 kg) of munitions)
four 5,000 lb (2,272.73 kg) external hardpoints (usable at the expense of stealthiness)
Representative warload: 2 AIM-9 Sidewinder, 6 AIM-120 AMRAAM, 2 1,000 lb (2,200 kg) JDAM bombs

Range: 500 nm
Price: $95 million

Thank you.

Sincerely,
Gwendolyn King, CEO

OOC: Ah ha! Last place... must've missed the 'conventional' requirement. Oh well, no worries, didn't expect to win anyway.

OOC - Sorry we're late; please consider our entry for any future arms purchases you wish to make.