NationStates Jolt Archive

OOC: Bear with me, I'm new to this RP stuff.

IC:
Press Room, President's Palace, Duntovostok, capital of ChevyRocks

Admiral Charles Donnell and Defense Secretary Erik Borgesov had scheduled a press conference...something not entirely common. President Johanson generally was the one to give statements to the press, but in any case, there they were. After all the audience had settled down and made their way to their seats, Borgesov approached the podium.

"Good afternoon. It has come to my attention that the Chevrokian Naval Air Wing is in need of a bomber aircraft to operate from our force of Duntovostok-class aircraft carriers. We currently are looking to purchase around 50 to 100 such aircraft, which would help support any regional combat operations, as well as aid penetration of our land-based CCRAF heavy bombers. Under normal circumstances, we would have a native aerospace defense firm design and build such an aircraft. However, at the moment, they are backed up with current production and refitting of older inventory. So we are looking to the international community for an aircraft design. I will let Admiral Donnell have the podium, to give our requirements for the aircraft."

"Thank you, Secretary Borgesov. At the moment, we have not many specific performance requirements for the aircraft. However it must be capable of landing and takeoff from our Duntovostok-class aircraft carriers, which are similar in dimension and design to the Nimitz-class carriers many other nations possess. We need it to have a payload and range greater then that of normal carrier-based fighter and strike aircraft. Capability to carry different kinds of unguided and guided bombs, as well as air-to-air, air-to-surface, and anti-ship missiles is a priority. An aircraft with supersonic speed capability is also a priority. As long as it meets the stated guidelines, we will consider any designs, and other features the plane may possess could be helpful in our final decision. Thank you, that is all."

To Defense Secretary Erik Borgesov -
It has come to our attention that you are interested in naval bombers. We wish to offer the F/A-22B Sea Raptor for your consideration:
F/A-22B Sea Raptor - 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; 35,000 lbst per engine
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)
Max Takeoff Weight: 80,000 lb (36,500 kg)
Speed:
Max - Mach 1.8
Supercruise - Mach 1.5
Range: 500 nm
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

Price: $95 million

We hope this design is satisfactory. If you are interested in further purchases from our growing company, please contact us here (http://forums.jolt.co.uk/showthread.php?t=468453). Thank you in advance for considering our offer.

Sincerely,
Gwendolyn King, President and CEO of Martin Avionics

OOC: The F/A-22 can only carry a little over 3000 lbs internally. Unless you're counting fuel, but that wouldn't be under armament then . . .


IC:
CSJMI is interested in fulfilling the ChevyRocks request, and would like to submit the following designs:

A-12B Avenger II
Crew: 2
Maximum Weight: 36,281 kg
Empty Weight: 17,687 kg
Length: 11.35m
Height: 3.44m (3.82m w/ wings folded)
Wingspan: 21.42m (11.06m w/ wings folded)
Speed: Mach .76 (933 km/h) at sea level
Range: 3500+ km (1500 km combat radius)
Armament: internal bomb bays for 4540 kg disposable stores, including 2xAMRAAM & 2xHARM
An advanced stealth strike aircraft designed to replace the A-6 intruder. The aircraft is extremely stealthy and well armed, and uses newer composites and technologies to counter the structural problems caused by the original design. All weapons are carried internally, and the aircraft's wings fold to take up even less space than current naval attack aircraft, allowing more to be carried aboard aircraft carriers.
Cost: $100 million ($175 million w/ spare parts, training, & support)

A-6SJ Super Intruder
Crew: 2
Maximum Weight: 30,000 kg
Empty Weight: 12,275 kg
Length: 17.08m
Height: 5.06m
Wingspan: 16.53m (7.9m w/ wings folded)
Speed: Mach .9 (1103 km/h) at sea level
Range: 6200 km ferry, 2000 km w/ max payload
Combat Radius: 1765 km w/ 950 kg, 895 km w/ 4705 kg
Ceiling: 15,000m
Armament: 5xHard point for 1927.4 kg each (9637 kg total), typically 30-40 500 lb bomb
An improved A-6 aircraft with new sensors and engagement systems to provide a significantly enhanced PGM and missile platform, as well as increased range, speed, and payload.
Cost: $55 million ($90 million w/ spare parts, training, & support)



Also, while we would normally not consider offering this to a nation with which we have no relations, it has been decided that a deal could be worked out for the following units:

A-15 Hammerhead
Crew: 2
Maximum Weight: 29,000 kg
Empty Weight: 10,213 kg
Length: 18.4m
Wingspan: 16.4m (8.26m folded)
Height: 5.07m
Speed: Mach 1.2 (1471 km/h)
Range: 7000 km ferry, 2500 km w/ max payload
Ceiling: 15,240m
Armament: 7xHard point for 1650 kg each (11,550 kg total), 2xLaunch position for Sidewinders or similar missiles
This is a new medium bomber that provides carriers with a heavy strike capability that they lost with the retirement of the A-6E. It has over 35% greater payload capacity than its closest current rival (the F/A-18SJ), and can deliver that load much further. The aircraft is rated for a full range of missiles and bombs, and can carry any weapon up to 1650 kg.
Cost: $60 million ($95 million w/ spare parts, training, & support)

A-15B Hammerhead
Crew: 2
Maximum Weight: 29,000 kg
Empty Weight: 10,213 kg
Length: 18.4m
Height: 5.07m
Wingspan: 16.4m (8.26m folded)
Speed: Mach 1.2 (1471 km/h)
Range: 7000 km ferry, 2500 km w/ max payload
Ceiling: 15,240m
Armament: 4xHard point for 2000 kg, 2xHard Point for 1775 kg (11,550 kg combined total), 2xLaunch position for Sidewinders or similar missiles
A specialized antishipping version of the Hammerhead, designed to launch the Bankarit missile. The aircraft has had a slight reduction from seven hard points to six, with four of its remaining stations reinforced to allow them to employ the 2000 kg B-model Bankarit.
Cost: $65 million ($100 million w/ spare parts, training, & support)

OOC - The F/A-22B is an enlarged version of the F/A-22; thus, it can carry more stuff. However, it's slower, with a max speed of only Mach 1.8 (as opposed to Mach 2.1 for the normal F/A-22).

To: Gwendolyn King, President and CEO of Martin Avionics
From: Admiral Charles Donnell, commander of Chevrokian Navy
Subject: F/A-22B Sea Raptor

The F/A-22B looks to be an impressive aircraft. I see its supercruise ability as an excellent ability, as well as its relatively high ordnance capacity. I understand that the standard Raptor has pitch-axis thrust vectoring. Can this also be found on the carrier version?

To Admiral Charles Donnell, commander of Chevrokian Navy -
The F/A-22B Sea Raptor does have pitch-axis thrust vectoring, which increases its maneuverability.
Thank you for your kind words with regards to our aircraft; we are proud of the Sea Raptor, as with all our other designs.
Sincerely,
Gwendolyn King, President and CEO of Martin Avionics

OOC - The F/A-22B is an enlarged version of the F/A-22; thus, it can carry more stuff. However, it's slower, with a max speed of only Mach 1.8 (as opposed to Mach 2.1 for the normal F/A-22).
Sorry, you can't just add 20,000 lbs to the weight and say it's all payload. That kills the fuel fraction, cutting down range; reduces structural integrity; and leaves its ability to get off the ground as rather dubious, as it can't have the notably improved engines it needs. Really, if you want to keep performance, you need to keep relative weights similar.

For this, you might manage to get an extra 1000-2000 lbs internal carriage. But the rest of the weight would all go to basic airframe, reinforcements needed for operating from a carrier, and extra fuel. So, you get maybe 5000 lbs internal weapons load, not 22. On the other hand, you grossly understated range (the F/A-22 can do over 2000 nm). I'd say with the suggestions I made, the ferry range should be at least in the area of 2500-3000 nm, with a combat radius of around 1000 nm, maybe a bit more.


If you want to discuss this further though, I would suggest going to another thread (you can PM me). This is more than enough hijacking.

The Allied Union would like to submit the MR-2 fighter, an older strike fighter used by the Navy until it's replacement by the MR-4 Ixiom. Make no mistake, it is the superior of all other designs presented here.

MR-2B Phoniex
Crew: 2
Maximum Weight: 73,000 lbs.
Length: 58.2 ft.
Height: 19 ft. (20.3 ft. with wings folded)
Wingspan: 21.42m (11.06m w/ wings folded)
Top Speeds: Mach 1.8 normal, Mach 2.4 supercruise
Range: Approx. 820 miles on combat, 2400 miles on transit
Armament:

- 27mm AC-432 "Rattler" delayed fuse revolver autocannon
- internal weapons bays capable of stowing 10,000 lbs. of weapons
- six hardpoints, located on the wings, allow for 6,000 lbs total of increased storage, allow the aircraft to carry additional munitions at the cost of speed and manueveribility, as well as stealth.

Description: Designed as a replacement for the well-designed and well-exported LMF project (designated MR-1 later), the MR-2 Phoniex served for two decades as the premier carrier and land based multirole fighter aircraft before it's replacement by the MR-4 before the First Kraven War. Boasting an advanced sensor suite allowing the craft to fly and deliever weapons on target in all weathers, the aircraft also proves itself a superior dogfighter, with 3D thrust vectoring engines, a sleek, aerodynamic design, and capability to carry potent air-to-air weapons. The current "B" variant (a midlife upgrade) includes next-generation RADAR absorbent material, jammers, and RADAR signal disruption.

Price: $93 million per fighter, plus $60 million for training, a spare parts program, etc.

Production Rights: $90 billion

To Admiral Charles Donnell, commander of Chevrokian Navy -

Something odd happened. We tested out our F/A-22B, fully loaded, and it failed to take off. We suspect something went wrong with the software we used to translate the design we were given, and our engineers have created a revised design:
F/A-22B Sea Raptor - 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; 35,000 lbst per engine
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)
Max Takeoff Weight: 80,000 lb (36,500 kg)
Speed:
Max - Mach 1.8
Supercruise - Mach 1.5
Range: 1,000 nm
Crew: one pilot
Armament:

One 20mm M61A2 Vulcan (or 25mm GAU-12/U cannon)
two internal weapons bays (5,000 lbs (2,272.73 kg) total 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

Price: $95 million [For this bid, we offer $89 million]

We hope this design wins the bid; production rights can be purchased for the price of one hundred (100) units.

Sincerely,
Gwendolyn King, CEO of Martin Avionics

I lowered the price to attempt to secure the bid; even though Martin makes a smaller profit, it gets more attention on the world stage for having won a contract, leading to more buyers.

To: Erik Borgesov
Defense Secretary, ChevyRocks
From: Major General Stephen C. Wilcox (ISAF-Ret.)
Managing Director, Avalon Aerospace Corporation
Subject: Carrier-based bomber

We have recently been made aware that your Department of Defence has requested a carrier-based bomber in your efforts to improve strategic power projection capabilities. The Incorporated Sarzonian Air Force approached us with the same requirement and we provided the B-25 'Archduke' light bomber (http://s13.invisionfree.com/The_NS_Draftroom/index.php?showtopic=376), an aircraft dedicated to increased payload from a combat aircraft capable of carrier-based deployment.

We hope the aircraft indicated meets your nation's needs. If you have any questions, please feel free to contact my office.

To: Clan Smoke Jaguar
From: Admiral Charles Donnell, commander of Chevrokian Navy
Subject: Bankarit missile

I am unfamiliar with the Bankarit missile, but it certainly sounds like quite a weapon with a 2000 kg weight. Do you have any more details, such as warhead design and operational speed?



To: Martin Avionics, Clan Smoke Jaguar, Velkya
From: Defense Secretary Erik Borgesov

Thank you for your proposals, there are many excellent choices listed I can see. We will review the specifications of the aircraft, and will contact you tomorrow on our final decision.

To: Sarzonia
From: Defense Secretary Erik Borgesov

Thank you for the proposal, we will also take into consideration your B-25 Archduke.

Phoenix Dynamix in association with United Elias produces an A-12 Avenger II based design which is more combat capable and carries more weapons. I'll see if I can dig it up

Here we are.
The EA-220 Joint Tactical Bomber is the result of a long multinational development program and is probably the best aircraft in its field to date. Nations were handpicked by the Elias Ministry of Defence Procurement and Export due to their expertise in various areas of design and construction so quality and reliability is obviously of the highest possible degree.

The aircraft itself is designed to provide Carrier Battle groups or Air Force Strike wings with an unrepresented ability to penetrate enemy air space and delver large amounts of ordnance accurately while being able to escape due to stealth technology, countermeasures and capacity for air to air weapons. The other main consideration was that the aircraft had to be flexible as nations all use different weapons and have different requirements; this goal has been achieved mostly due to the open architecture computer systems developed by Crookfur.

Elias Aerospace along with its partners without which this plane would never have come into existence are extremely proud of this new design that took much time and money to develop although the rewards in capability are most worth it.

Project Partners

United Elias: Design, Final Assembly, Flight testing, Powerplants, project management: 35%

Dark Terror: Wing/Fuselage assembly: 20%

Phoenix Militia: RAM coatings, Internal Weapons bays: 10%

Ferrussia: Ejection seats, fuel system: 5%

Omz222: control surfaces, landing/arresting gear: 10%

Croockfur: Cockpit systems, flight control systems, countermeasures, weapons delivery systems and any other avionics not previously mentioned: 20%

Design and Structure

The wings and fusalage are made of composite materials and covered with Radar Absorbent Materials (RAM). This ensures that the EA-220 is extremely low-observability.
The EA-220 delta-wing design, without getting into too much aerodynamics here, is what is known as a lightly loaded wing. Such a design offers some unique challenges in handling the flight control system and making it adaptive to the environment that the EA-220 is designed to be in, which is a very low-altitude, high-speed state as it penetrates enemy defenses.

The wing area of the EA-220 is 1309 ft. sq., more than twice as large as the A-6's wing area. Flying wings generally have a large wing area in order to compensate for their lower lift capabilities. The wingspan of the EA-220 is 70 feet, 3.2 inches and it is 37 feet, 3 inches long.

The EA-220 has a straight trailing edge. Along the trailing edge are pairs of elevons at each wingtip and pairs of spoilers forward of them. A pitch flap is located in the center, above the engine exhaust area. Yaw control is designed to be provided by differential drag at the wingtips. All flight controls are integrated in a quadruple redundant fly by light control system.

The EA-220 uses reinforce titanium alloy landing gear and on the carrier version full arresting gear, which has been fully tested for durability and fatigue


Cockpit and Electronic Systems

Cockpit:
5 Multiple Multifunction displays in both pilot and WSO stations showing complete tactical data, conventional glass dial back ups in case of electronic systems falure
Wide angled HUDs, with CCIP indicator and threat indicators.
Helmet mounted systems offering HUD abilities, weapons targeting and cue and imposition of imagery from sensors and targeting systems.
Controls: VOTAS with adjustable positioning of main flight stick.

Navigation:

Laser ring gyro Inertial navigation system, open architecture satellite system (since there are numerous NS GPS systems), radio compass ability, full terrain following autopilot with terrain avoidance system for low level flight.

Sensors:


MK5004 sensor system

Multi mode Electro optical/ IR scanning system with ground tracking, targeting and lasing abilities (with up to x50 zoom and the ability to las up to 4 targets at once) and air to air IRTS mode (up to 200 targets at 120km).


CFES MK4015M

Based on the Mk4005 entered for the FC multi role fighter the 4015M model place more emphasis on a ground surveillance mode, air surveillance can still track up to 20 simultaneous airborne targets (for zero emissions operation it can use data supplied by other platforms including AEW/AWACS) in air search mode the high definition scan can give detailed returns on targets over 500km distant.

As with the 4005 the MK4015 is more than just a radar but a complete target identification and engagement management system with automatic threat prioritization and combat analysis (MICA already does this but I’m expanding it into the air to ground mode).
As an added extra for the stealthy nature of the JTB the MK4015 has a number of low emission ground surveillance modes.
The first mode is completely passive and relies on gathering returns from signals generated by other platforms (kind of like the UAVs they are proposing for the E3 but using GS systems) as well as enemy emissions. The second mode uses a very low powered but highly focused beam to provide a stealthy short range surveillance mode giving medium detail.

Air search: 370km
Detail scan: 500km
Surface scan (full power) vs. large targets: 500km
Surface scan (full power) vs. small targets: 150km
Surface scan (stealthy) vs. large targets: 150km
Surface scan (stealthy) vs. small targets: 45km

Delivery systems:

Air to Air: Standard installation covering US systems and MICA/ASRAAM, optional modules for soviet/indigenous systems.
Bombs: Full compatibility with laser, IR, GPS/INS and EO targeting, radar targeting in concert with Stand off radar imaging platforms (In a very recenttest a J-STAR guided a bomb) or in built systems (i.e. this lot offers full any condition engagement of both stationary and mobile targets.
Missiles: same as bombs and with support for Stand off weapons and microwave targeting for tactical weapons.
Gun: targeting using best senor for environment.

A fully integrated system where the plan selects the best weapon for the Rules of Engagement and mission type so that the pilot/WSO chooses the target from the data that is gathered by all systems, a data link to other units is of course included for those who like the info sphere idea and so your Forward Air Controllers can double check your targets (if you use Rather gung-ho pilots).

Countermeasures

Full automatic radar/ millimetric/ laser illumination detection and threat warning, missile launch warning system, active counter measures including 50 round chaff/ flare/ DPS launcher and active IR/ laser missile dazzler system (the laser is for those rather annoying ImRec missile some bugger came up with, its just one emitter but the beam works well against both IR and EO seeker heads).

Weapons

The main bay has an 8 panel retracting door with a split in the middle. Electronic servo motors provide quick opening and closing of the main bay. Should electronics fail for whatever reason a hydraulic system opens the doors at a slightly slower pace. Whether they are open or closed the main bay doors do not protrude from the fuselage.

1 main bomb bay, w/ 9 mounting points 7 of those can accept double mountings (bombs of various types, a variety of ASMs, ALCMs or ARMs)
2 inner wing bays (AMRAAAMs, bombs, HARM, Maverick, Harpoon, Rainbow etc) [also can take extra fuel tanks]
2 outer wing bays (AIM-132 ASRAAMs, AIM-120 AMRAAMs, Maverick, SHRIKE, etc.)
2 inner IR guided AAM ports (AIM-9X Sidewinder or AIM-132 ASRAAM etc)
1 Gsh-6-23 (http://www.shipunov.com/shipunov-e/str/cannons/gsh6_23.htm)/ Gsh-6-30 (http://www.zid.ru/en/products/military/gsh30.html) interchangeable gun systems


Summary:

Outermost wing bays will hold 2 AMRAAM or Sidewinder missiles, inner wing bay will hold 2 AMRAAM, HARM, Maverick, Harpoon, Shrike, Rainbow or 4 rockyeye cluster bombs or 2 500-1000lb bombs of multiple types etc or 6 Small Diameter bombs. Main bay will have 9 points they can hold up to 14 500lb bombs (7 points will accommodate double mounts) or 9 2,000lb bombs such as the LGB or a bunker buster bomb. It would carry a total of 22 Small Diamter Bombs in the main bay also 2 in the wing bays = 24 Small Diameter bombs)


Powerplants

The Elias Precision Engineering Corporation has designed the high technology EPE-136M2 turbofan engine specifically for the JTB. (18,230lb of thrust each)

They include the following features:

-Integrally bladed rotors: In most stages, disks and blades are made from a single piece of metal for better performance and less air leakage.
-Long chord, shroudless fan blades: Wider, stronger fan blades eliminate the need for the shroud, a ring of metal around most jet engine fans.
-Both the wider blades and shroudless design contribute to engine efficiency.
-Low-aspect, high-stage-load compressor blades: Once again, wider blades offer greater strength and efficiency.
-Alloy high-strength burn-resistant titanium compressor with innovative titanium alloy increases durability, allowing the engine to run hotter and faster for greater thrust and efficiency.
-Alloys in augmentor and nozzle: The same heat-resistant titanium alloy protects aft components, permitting greater thrust and durability.
-Floatwall combustor: Thermally isolated panels of oxidation-resistant high cobalt material make the combustion chamber more durable, which helps reduce scheduled maintenance.
-No visible smoke: Reduces the possibility of an enemy visually detecting the plane
-Improved Supportability: All components, harnesses, and plumbing are located on the bottom of the engine for easy access, all line replaceable units can be removed with just one of the six standard tools required for engine maintenance.

Fuel and Range


The plane will carry two fuel tanks, one in each wing. Both tanks will be connected, with a small integrated computer system controlling flow between the tanks if necessary. The system will be accessible from the cockpit, so the pilot can take over manually. A backup physical control will be situated in the cockpit as well, in case of computer malfunction.

The program and connections will ensure that in the event that one engine is disabled, fuel is given to the other engine, or if a fuel leak is detected, fuel can either be pumped into or out of the leaking tank, depending on whether both engines are needed.

A small backup tank situated in the middle of the plane provides some fuel reserves, so that the actual range of the plane is slightly farther than what the fuel systems and official range state. This is also connected to the automatic fuel distribution system.

Finally, up to two of the weapons bays can carry fuel pods. These, too, are wired into the distribution system.

All aspects of the distribution can be sealed off within .025 seconds.

In-flight refueling:

the EA-220 will have both probe-and-drogue as well as boom refuelling capabilities. The boom will be like that of the SR-71, but with an automatic cover to reduce chances of radar reception and increase the streamlined shape.

SR-71 boom port (http://www.sprucegoose.org/images/Refuling%20Port.jpg)

The probe-and-drogue facilitations will look like this (http://www.b-domke.de/AviationImages/Foxhound/Images/2047.jpg), except recess within the plane itself, again with an automatic cover.


Ejector seats:

When necessary to eject, an automatic system can be activated by either the pilot or weapons officer. The Automatic Personnel Ejection System (APES) blows the canopy screws with very small shaped charges, and then detonates additional charges that blow the canopy off the fuselage. A final charge deploys a small parachute in a small integrated structure in the back of the canopy. The parachute slows the airspeed of the now free canopy, and the entire process of events takes a matter of milliseconds.

At this point, the system ignites charges beneath the seats which detach it from the cockpit at specific points. A small solid rocket booster ignites beneath each seat, propelling the crew about 2-300 feet above the plane. A supplemental oxygen system is activated (via the helmet) if the air pressure is low enough to pose a health hazard to the crew. A large parachute is stored in the back of the seat, which deploys automatically when either G-forces become too high or the altitude is less than 2-3,000 ft from the last reported ground level. Provisions are also made for pilot-initiated deployment of the parachute. An additional strap-on parachute is in a small and easily accessable compartment, in case of malfunction or other reasons that make it necessary to disembark from the chair.

All of the APES subsystems can be activated manually if necessary. The pilot is free from the plane in a calculated .225 seconds from activating the APES system

http://www.invisible-defenders.org/images/a12/highlohigh_colorsmall.jpg
JTB mission Profiel


Summary of Specifications

Wing Span:

Overall: 70 feet 3 inches

Folded: 36 feet 3.25 inches

Length: 37 feet 3 inches

Height:

Overall: 11 feet 3.375 inches

Folded: 12 feet 6.25 inches

Wing Area: 1,308 square feet

Empty Weight: 42,000 pounds

Gross Weight: 86,000 pounds

Performance:

Max Speed: Mach 0.98

Cruise Speed: Mach 0.95

Service Ceiling: 54,000ft

Design Load Factor: 9 Gs

Range:

Combat range - avg. load: 1,100 nm (1,265 mi)

Combat range - max. take-off weight: 950 nm (1,093 mi)

Ferry range: 2,500nm (2,876.9 mi)

Ferry range - weapons bay fuel pods: over 3,200 nm (3,682 mi)

In actuality, all of these ranges are about 90 nm further than stated, thanks to the backup systems and reserve tanks, but this is generally only used in emergencies.

Armament: See Above

Countermeasures: See Above

http://www.angelfire.com/ns2/united_elias/JTB.JPG

http://www.aerofiles.com/gendym-a12.jpg

http://www.collectaire.com/modelpages/a12a/a12a.jpg

http://www.fas.org/man/dod-101/sys/ac/a-12_1.jpg

http://www.collectaire.com/modelpages/a12a/a12a2.jpg


Price:



EA-220B Joint Tactical Bomber, Carrier based Version: 120 million

To: Clan Smoke Jaguar
From: Admiral Charles Donnell, commander of Chevrokian Navy
Subject: Bankarit missile

I am unfamiliar with the Bankarit missile, but it certainly sounds like quite a weapon with a 2000 kg weight. Do you have any more details, such as warhead design and operational speed?



To: Martin Avionics, Clan Smoke Jaguar, Velkya
From: Defense Secretary Erik Borgesov

Thank you for your proposals, there are many excellent choices listed I can see. We will review the specifications of the aircraft, and will contact you tomorrow on our final decision.

The Bankarit series is a development of our earlier Thunderbolt weapon created as a joint project between OMASC and CSJMI, and is a Yakhont class weapon with similar design and specifications to the Yakhont and Brahmos missiles, but incorporating superior avionics. The air launched weapon has a launch weight of 2000 kg (2/3 that of the main version) and is excellent for striking against most escort vessels.

AGM-234B Bankarit
Weight: 2000 kg
Length: 6.9m
Diameter: 0.6m
Wingspan: 1.1m
Speed: Mach 2.8 (3435 km/h 954 m/s)
Range: 280 km (high-low), 120 km (low only)
Altitude: 15m cruising (low altitude), 5m terminal
Guidance: Inertial w/ GPS and data link, and active or passive radar terminal (options for EO)
Maximum Seeker Search Angle: +/- 40 degrees
Warhead: 300 kg penetrating HE
Launch Method: Heavy aircraft
An air-launched version of the Bankarit missile for use on heavier aircraft. The 2000 kg weight will preclude most tactical fighters from using it though. It boasts a more powerful warhead than the main variant, but has a slight reduction in range.
Cost: $2.2 million

This weapon could be provided along with the A-15B, but a separate deal would be necessary. We're certainly open for offers.

To:Erik Borgesov, Defense Secretary, ChevyRocks
Cc:Admiral Charles Donnell, Chevrokian Navy
From: Lewis Felsham, Detmerian Aerospace, UKIN
Subject: Swordfish bomber

Your Excellencies,

Detmerian Aerospace would like to submit the DAS-4 Swordfish strike aircraft for your naval bomber requirements. I hope you will look kindly upon my firm's entry.

Sincerely yours,

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


DAS-4 Swordfish interdiction strike aircraft

Introduction
Like the DAS-3 Sea Fury, the DAS-4 Swordfish began with an official request for proposals from the Royal Isselmere-Nieland Navy’s Fleet Air Arm (FAA). Naval Aircraft Requirement, Number 29 (NAR-29) specified an aircraft that could perform low level attack missions at either supersonic or high trans-sonic speed at ranges in excess of 800 nm (about 1500 km) carrying its main strike armament within an internal weapons bay and equipped with at least two short range self-protection missiles and with a measure of stealth.

Though there was a host of aircraft suitably conforming to some of those specifications, in particular Dat’ Pizdy Corporation’s F-225A Kestril, Avalon Aerospace Corporation’s SZ-1 Vulture and SZ-70 Valkyrie, and Praetonia’s L-82 Hussar, none entirely fit the NAR-29 requirements. The General Dynamics F-111, though with characteristics similar to those of the NAR-29, failed in terms of engine reliability and response time and had an exceptionally large radar cross-section (RCS). The electronics suite of the F-111 was also woefully obsolete. Lockheed Martin’s FB-22 fulfilled most of the NAR-29 specifications, but not that for low altitude flying: the large wing had too great a gust response.

Detmerian Aerospace Dynamics’s design, the DAS-4, did not have the speed of the Valkyrie or the Hussar or such advanced features as pulse detonation gas turbine engines or electro-thermal chemical (ETC) cannons, but it met the range and reliability requirements established by the FAA and the foreign aircraft were not as able to fly comfortably at low level. Consequently, the FAA requested that Detmerian Aerospace produce six working prototypes – the Harridan DSP.1 one-sixth scale uncrewed strike aircraft prototype, the full-scale crewed Indigenous Design Prototype, Number 31 (IDP-31), as well as four of the finalised NAR-29 prototypes.

Development
With the success of the Harridan DSP.1 and the crewed IDP-31, the NAR-29 prototypes advanced to the airframe, engine, electronics, and weapons testing phases. The first of the development aircraft, DA1, was powered by the DAS-2’s ATG-8F engines and was modestly underpowered. Still, it managed to break the sound barrier on its first flight and showed the general suitability of the DAS-4 airframe. The mission adaptable wing fitted with spoilers, full-span leading edge slats, and low-speed flaps was shown to generate sufficient lift to reduce the landing speed to an acceptable 130 knots.

DA2, with two of Isselmere Motor Works Aeronautical Division’s ATG-9F augmented low bypass ratio three-dimensional thrust vectoring twin-shaft turbofans installed, gave the NAR-29 swift engine response and more than enough power to propel the Swordfish at well over twice the speed of sound – DA2 achieved Mach 2.52 in its sixth flight. This speed was, of course, in clean condition and without the complete electronics suite of the production aircraft.

To save funds during one of the UKIN’s economic recessions, the FAA was forced to do away with DA4 and conducted both electronics and weapons testing on DA3. Electronics testing on the sensors, electronics countermeasures, and electronic support measures passed without revealing significant interference or electronic noise problems. Weapons testing indicated initial problems with the release mechanism in the internal weapons bay when operating at maximum speed, which was corrected in a subsequent software upgrade: the bay doors failed to close owing to a conflict between the fire control computer and the signature self-detection system. Once that conflict had been resolved, the DAS-4 passed into the production phase.

Construction
Airframe
The Swordfish had to be lightweight in order to ensure rapid acceleration from the ATG-9F, strong enough to transport a massive payload over a long distance, and sturdy to withstand the stresses of high speed low level flight. Modern materials science, miniaturisation, and clever engineering combined to craft the DAS-4.

In terms of materials, forty percent of the Swordfish’s weight comes from composites, thirty-eight percent from titanium alloys, ten percent from high temperature aluminium alloys, and the final twelve percent from high quality steels with low reflective indices. The composites serve several functions. A sandwich of composite honeycomb and fabric form the wings and much of the skin of the fuselage, the wings stiffened by composite spars interspersed with spars of high strength titanium alloys used primarily for the wing hardpoints. A thin layer of Hauberk composite-ballistic ceramic armour providing additional protection to the self-sealing tanks adds strength to the wings as well. Much of the composites are radar absorbent materials (RAM) that reduce the DAS-4’s large physical cross-section to a very modest RCS.

Titanium alloys are utilised in areas subject to high physical and thermal stress such as the wing folds and roots, the engine bays and within the engines themselves, and a thin layer protecting the pilots and certain key components. Aluminium alloys with improved thermal resistance are used in the remainder of the Swordfish’s skin and support structures within the aircraft itself.

Flight control is entirely digital. Like most modern combat aircraft, the DAS-4 control surfaces and systems are managed by four flight control computers that receive and transmit commands by light signals through fibre-optic cables, known commonly as fly-by-wire. Electronic commands to the control surfaces are received by the high pressure hydraulic system fed by three distributed reservoirs enabling the aircraft to react almost instantaneously to aircrew and computer input.

Although the high top speed of the Swordfish requires the use of variable incidence intakes, the reflections potentially caused by those protuberances has been kept to a minimum. The engines are hidden deep within the fuselage minimising the infra-red signature of the aircraft and vents to the final stages of the exhaust on the upper fuselage of the aircraft may be opened to further minimise emissions. Baffles further serve to mask possible radar reflections from the fan and compressor blades.

Future designs may take advantage of research conducted on new fixed intakes to minimise both the DAS-4’s radar signature and weight.

Airfoils
The Swordfish has a small wing with a small chord for an aircraft of its size. This wing gives very low gust response – that is, the DAS-4 is not as susceptible to low altitude turbulence – making low level flight far more comfortable for the aircrew than in multirole fighters whilst prolonging the airframe’s lifetime. The small wing in no way diminishes the Swordfish’s low altitude manoeuvrability. Quite the reverse, as the fly-by-wire command-to-control surface interface and direct voice input (DVI) with hands-on-throttle-and-stick (HOTAS) man-machine interface (MMI) as well as a design that is naturally unstable in subsonic flight and with superb lift-generation devices on the wings themselves make the aircraft an extremely agile and deadly low level performer.

The wings are fixed, unlike many modern strike aircraft designs. Though fuel efficiency and manoeuvrability in all flight regimes may have been sacrificed, so has the weight penalty incurred by the variable sweep mechanism. To compensate for these purported deficiencies in a fixed wing design, the wings are stronger.

Like the DAS-2, the DAS-4 has twin canted tail surfaces to maximise supersonic stability and to reduce the chance of radar return reflections and two slab all-moving tailerons or stabilisers. The tails themselves host an array of aerials for electromagnetic signals receivers and transmitters for the ALI.261 integrated countermeasures system (ICMS).

The wings and vertical tail surfaces both support self-sealing fuel tanks allowing the Swordfish to carry an incredible quantity of fuel to conduct long range operations deep into enemy territory. Indeed, fuel may comprise to thirty-six percent (10800 kg) of the DAS-4’s clean take-off weight, though usually the Swordfish takes off with 8200 kg.

Powerplant
The Swordfish’s engines are 150 kN (96.4 kN dry thrust) IMW ATG-9F augmented low bypass ratio three-dimensional thrust-vectoring turbofans that permit the aircraft to fly at Mach 2.24 or to supercruise at Mach 1.32 (clean and at altitude in both conditions). The engines are necessarily separated by a short distance in order to accommodate the fuselage weapons bay, granting some protection against both engines being disabled by a single blow whilst the ATG-9F’s thrust vectoring can minimise the difficulties of controlling the aircraft on a single engine, which can be aggravated by widely spaced engines.

The ATG-9F, like the ATG-8F, is a modular design permitting rapid exchange of damaged components rather than of entire engines. The use of powder metallurgy – which facilitates the manufacturing of single crystal structures that are more resistant to thermal stress fractures – and of blended blade-disc (blisk) fans offer exceptional weight savings and give the engine a thrust-to-weight ratio of 1:9.34.

The thrust-vectoring mechanism is that used on the ATG-8F, with a modified universal joint to direct engine thrust up to thirty degrees off the engine’s axis not simply up and down, but through a three-hundred-and-sixty degree arc, offering superb handling capabilities and the precision release of iron bombs.

Each of the ATG-9F turbofans are controlled and monitored by two AEQ.15b computers giving the pilot full-authority digital engine control (FADEC). Engine performance from each is closely monitored and recorded to prolong engine life and to ensure maximum fuel efficiency.

Electronics
General automated systems
As noted above, the Swordfish operates in accordance with pilot and computer inputs to maintain artificial stability in subsonic flight and quick reactions in all flight regimes. A quadruplex flight control system of AEP.15 computers manages the control surfaces to give the DAS-4 its surprising agility along with the four AEQ.15b computers that administer the engines. To these eight computers are a further three for fuel and stores management (AEL.15), two for the aircrew environmental control system (AEQ.11) that distributes aircrew inputs to the appropriate systems, and one for the ground crew to perform tests and evaluation of the DAS-4’s many systems. A final pair of computers – AEQ.242 threat management systems (TMS) – serve as the Swordfish’s integrated fire control and defensive systems management. All computers use dual-core processors that are capable of in-flight recovery in case of corrupted software and are monitored by built-in test and evaluation (BITE) equipment. The computers use an open architecture operating system that permits rapid in-flight updating of mission information and swift upgrading of systems and functions in the field.

The safeguards provided by redundant computers and systems monitoring are buttressed by another hardware advantage. All of the computers use gallium arsenide chips, which are more resistant to electromagnetic pulses (EMP) that silicon-based chips. Mission critical systems such as the four flight control computers are further hardened against EMP so that the Swordfish can effectively perform free-fall nuclear bombing missions if necessary.

Sensors and related systems
The DAS-4 is bristling with sensors and electronic support measures in order to perform low-level attack missions at high speed both day and night in all weathers.

First and foremost among these systems is the ARU.235 Loki multifunction radar. The Loki is a low probability of intercept active electronically scanning array (AESA-LPI) optimised for low-level operations. With over 2000 transceiver modules arranged into sub-arrays the ARU.235 permits the Swordfish to speed along at tree-top level whilst using ground mapping radar (GMR) with moving target indication (MTI) and terrain following radar (TFR) scans to successfully avoid obstacles and to navigate using terrain reference points. GMR with MTI along with synthetic aperture radar (SAR) technology allows the DAS-4 to detect surface targets, picking out even moving targets from ground clutter, including those hidden by obstacles. The low power of each transceiver module makes the ARU.235 very difficult to detect whilst being incredibly capable.

Despite the ARU.235’s main role as a surface attack system, it can make an enemy pilot’s life a misery as well. The Loki can simultaneously detect and track surface and air targets, allowing the Swordfish to prosecute foes in the air as well as on the ground. Inverse synthetic aperture radar (ISAR) technology can cut through stealth technology and electronic countermeasures, using a target’s own movement to reveal it for termination.

Enemy emitters, rather than giving the Swordfish’s foes an advantage, simply permit the DAS-4 to either avoid or attack them. The ARU.235, with sub-arrays in either operating in a active-passive mode or purely passive reception role, can detect and classify specific emitters at much greater than their detection range. Using that information, the Swordfish can respond with anti-radar or air-to-air missiles as required. Alternatively, the DAS-4 can simply sneak its way under and around those enemy radars to perform surprise strikes against heavily defended targets.

The Loki can instead use the electronic intelligence it receives to respond with electronic countermeasures (ECM) by jamming those emitters. The ARU.235 can serve as a noise or deception jammer (using range gate stealing or active cancellation) over its wide range of bandwidths (X-band and the higher end of L-band and the lower bandwidth of the K-bands).

In addition to the ARU.235, the Swordfish is equipped with a rear passive electronically scanned array (PESA), forward and rear sector optronics, and the helmet-mounted display/sight (HMDS) system.

The AVQ.71 HMDS in conjunction with direct voice input (DVI) makes the pilot-weapons system operator (WSO) team in a Swordfish an exceptionally deadly pair. The HMDS conveys information collated by the AEQ.242 and the AEQ.11 computers to the aircrew in simple to understand symbology permitting rapid response to threats and targets of opportunity without having to divert their attention to the HUD or other displays. The AVQ.71 is fitted with night vision equipment (NVE) giving the aircrew full visibility during night missions.

Target cueing using the AVQ.71 is achieved either through DVI or by depressing a button on the control relay mechanisms such as the control stick and throttle or the WSO’s joysticks. The pilot or WSO maintains the object of interest – which need not be an object presently detected by either the sensors or the ESM – in sight until it is noted by a targeting caret. Noting of previously unidentified objects can occur within milliseconds, depending on the object in question.

The DVI system at present has a vocabulary of approximately 500 words attuned to the speech patterns of the aircrew. This working dictionary is usually developed over several training missions and is stored in secure, transferable data transfer devices.

Size restrictions necessitated the use of a PESA rather than an AESA in the aft quarter, but the ARQ.284 can still perform most of the functions of a shorter ranged version of the ARU.235. The X-band PESA usually serves as a passive receiver for enemy interceptor radars though it may be used to provide a short sharp burst of radio waves to overwhelm the seeker heads of active radar homing missiles. Doing so does severely diminish the service life of the unit and may cause damage to friendly radars, but line replaceable units (LRU) and shop replaceable items (SRI) are far easier to exchange than aircrew. The range of the ARQ.284 against small fighter-sized targets is approximately 60 km in active tracking mode.

The Swordfish sports a wide assortment of optronics as well. Its forward optronics array consists of an AAS.233 infra-red search-and-track (IRST) turret and an APQ.240 multifunction detection and ranging array. The IRST can passively acquire and track air and surface targets or to assist in low-level navigation day or night in all weather conditions. In low-light and nighttime conditions, the AAS.233 may feed its view to the aircrew’s HMDS or other displays.*

Should the AAS.233 be rendered inoperable, a GWS.65Aa Kite infra-red missile seeker head may be used as an IRST.

The APQ.240 consists of an AJS.229 laser designator/range-finder (LDRF) and an AVS.230 low-light capable charge-coupled device (CCD). Unlike the APQ.240 on the Spectre, that on the Swordfish is chin-mounted to identify and illuminate ground targets. Imagery from the APQ.240 may likewise be forwarded to the HMDS or other displays.

In the rear sector, the Swordfish has tail-mounted aerials for the AAS.243 infra-red (IR) search arrays to detect incoming missiles and approaching fighters as well as two further low-light level capable CCDs used primarily for battle damage assessment (BDA). The AAS.243 has entered a new age of usefulness with the introduction of the new rear-firing missile hardpoints: in air exercises, a number of fighter pilots have been “destroyed” by supposedly vulnerable Swordfish.

Threat management
To attack the most heavily defended targets and protect itself against foes determined to remove it from the sky, the Swordfish has been given a threat management suite capable to detecting and defeating a broad variety of enemy systems.

The basis of the AEQ.242 threat management system (TMS) are two computers that compile the immense volume of data coming from the active and passive arrays detailed above, such as the ARU.235 and the AAS.243, as well as the receiver systems, notably the ALR.217 radar warning receiver (RWR) and ALR.218 laser warning receiver (LWR) arrays that detect and home on emitters, and the missile approach warning system (MAWS), comprising of the AAR.219 missile plume detector and the ALR.227 launch warning indicator arrays that monitor radiated radio and infra-red energy coming from emitters and launchers as well as the missiles themselves.

Data to the AEQ.242 comes from the DAS-4’s identification and classification systems as well. The AUX.254 combined interrogator transponder (CIT) is the Swordfish’s identification friend or foe (IFF) aerial. The CIT set uses beam steering not only to identify whether a bogey or land unit is friendly or hostile, but may provide additional targeting data such as altitude and speed as well. The AMX.255 target recognition system (TRS) vets both returned queries from the CIT or by other IFF units as well as from the DAS-4’s radar, infra-red, and optical sensors and emission receivers, cross-referencing that data with information within its threat library. New threats may be catalogued in-flight by the AMX.255 and passed along to fellow flight members using a secure datalink (covered below).

With this information, the AEQ.242 presents the aircrew with a concise but thorough visual description of known threats through the HMDS as well as the HUD and head-down displays as desired by the aircrew. This allows the Swordfish to navigate around the worst threats as well the means by which to foil the others.

Should avoidance not be possible, the Swordfish has an elaborate countermeasures suite, starting with the ALQ.228 self-protection jammer (SPJ). The ALQ.228 is capable of receiving a broad spectrum of radio bandwidths and of countering the most commonly used surface-to-air missile (SAM) control and fighter radars and of noise and deception jamming on the S, L, and X-bands – an expanded capability model is currently in service with the RINN and the JGN – as well as a limited capacity to jam communications.

If the ALQ.228 SPJ and the ARU.235 and ARQ.284 radars fail to dissuade an enemy attack, the Swordfish can respond with an assortment of expendable countermeasure decoys. Though not an integral part of the DAS-4, the ALQ.220 Flamingo autonomous aerial decoy is certainly the cornerstone of the aircraft’s defence. Equipped with a modest laser ring gyro inertial navigation system (LINS), a secure datalink relay with the launching aircraft, a radar reflector and a small set of short range warning receivers of its own, the 250 kg Flamingo adopts the flight characteristics of the launching aircraft. The Flamingos may be used to feint in an alternative direction or to fill the sky with a host of alternative, more seductive radar targets for active radar guiding missiles and air defence radars. The Swordfish usually carries three ALQ.220 during strike missions. Flamingos with improved infra-red deception capability will be entering service in the near future.

Next in the DAS-4’s arsenal of deception is the ALE.212 towed deception decoy (TDD) unit. The Swordfish sports two three-cell ALE.212 units on its wingtips. When released, the ALE.212 decoys trail one hundred metres (100 m) behind the DAS-4 on thermally insulated fibre-optic cables capable of withstanding +6/-3 g manoeuvres. Connected to the ALI.261 integrated countermeasures system (ICMS) by the fibre-optic cable, the decoy may be configured in flight to counter specific incoming threats, forcing SAM and air-to-air missiles to detonate prematurely. There are two models of the ALE.212 decoys: the ALE.212a radar decoy and the ALE.212b IR decoy. The ALE.212b has just entered RINN and RINAF service and will soon be appearing in JGN aircraft. It emits pulses of IR radiation invisible to the naked eye to fool even the more discerning IR-seeking missiles.

When even the ALE.212 fails, the Swordfish still has six 32-cell ALE.209 expendable aerial countermeasures ejectors (EACME) for chaff canisters and flares. Improved radar and IR decoys – including non-incandescent ‘flares’ – capable of fooling even modern highly sensitive missile seeker heads may be used as well and are currently in service with the UKIN-DF.**

The ALI.261 ICMS manages all of these varied countermeasure systems. The ICMS may be configured to operate entirely autonomously of aircrew-input, in conjunction with pilot or WSO commands, or strictly in accordance with aircrew input. Effectively a sub-system of the AEQ.242, the software of the two systems and that of the AMX.255 – another AEQ.242 sub-system – has been rigorously tested to avoid command conflict. The aircrew is thus left only with an incredibly clear picture of their flying environment.

Communications
The communications equipment on the Swordfish is diverse, covering the HF to UHF bands as well as the S- and L-bands. All of the radios aboard the DAS-4 are designed to operate over secure channels, although for intercepts of civil aircraft, open channels may be used. There is a secure satellite communications aerial for the embedded global positioning satellite (GPS) system and to maintain contact with higher echelons as well.

Yet the most common means of communication between flight mates and uncrewed aerial vehicles (UAV) is through multi-function information distribution systems (MIDS) or datalinks. The Swordfish is equipped with two datalinks. The CSZ.17Ab general purpose datalink allows the DAS-4 to communicate with fellow flight members or with similarly equipped aircraft. The ASP.259 provides tactical control to UAV, which the WSO or the pilot may use to reconnoitre targets or to provide a diversion or additional support. With both systems, the Swordfish can coordinate devastating attacks and mutual support against the enemy, overwhelming him or her with aerial targets and overwhelming firepower.

Navigation
The ARU.235 Loki is a multipurpose low probability of intercept active electronic scanning array (AESA-LPI) optimised for low-level operation and attack, offering Swordfish crews superlative information for nape-of-the-earth (NOE) flight in all conditions, day or night. The ARU.235’s ground mapping and terrain following functions (GMR and TFR) use synthetic aperture radar (SAR) technology to identify targets that might otherwise be hidden by obstructions. Along with the AMN.252 hybrid navigation system (HNS) – comprising of an AJN.249 laser ring gyro inertial navigation system (LINS) and an AUN.250 embedded GPS system – the ARU.235 provides the Swordfish crew with terrain profiling and matching (TERPROM) capability managed by the AEN.256 computer, allowing the aircraft to fly accurately, safely, and with the minimum of electronic emissions over dangerous terrain.

With the ARU.235’s ability to act as a passive receiver for enemy radars allow the Swordfish to keep below enemy air defences while not endangering the crew. The TFR system delivers information immediately to the head-up display and the helmet mounted display/sight (HMDS) system permitting the pilot to retain perfect situational awareness. The TFR may be used to automatically correct the aircraft’s flight path to counter obstacles or enemy air defences. The Loki uses synthetic aperture radar technology to assign optimal attack vectors, ingress and egress points, as well as to define otherwise unseen targets.

As well as these systems, the Swordfish sports aerials for an LPI millimetric wavelength Doppler radar altimeter, tactical air navigation (TACAN), and an instrument landing system (ILS). But devices are not the end to the DAS-4’s navigational avionics.

The Swordfish is equipped with a superlative autopilot and microwave landing system (MWLS) that allows for complete automatic control of flight operations from wheels up to touchdown. The ASP.263 autopilot in automatic gun aiming mode combines data from the ARU.235 and the front sector optronics (AAS.233 and the APQ.240) with that from the AEP.15 flight control computers to give the DAS-4 a one-shot kill capability with the ACA.41 automatic cannon.

Cockpit
The cockpit stations for the pilot and the WSO are dominated by polychromatic active matrix liquid crystal displays (AMLCD). The so-called glass cockpits present flight data, threat information, and targeting solutions to the aircrew using easy to understand symbols, minimising the need to hunt for this or that steam gauge-style instrument. The pilot also has use a large, wide-angle HUD that may be disengaged in preference to the HMDS. The WSO’s station has been optimised for sensor and weapons control with additional mechanisms to facilitate UAV control.

The arrangement of the displays was arrived at after much ergonomic testing for ease of use and interpretation whilst in the midst of aerial combat.

Stores
The aircraft has an internal weapons bay has been stressed for 2500 kg with room enough for two 1000 kg precision guided munitions (PGM) such as laser guided bombs (LGB). Two smaller internal missile bays are located on the side of each air intake. Each missile bay may carry either one medium-sized beyond visual range missile such as the AIM-120C AMRAAM or the GWS.74A Kestrel or two intermediate-to-short range missiles such as the AIM-9X Sidewinder, the ASRAAM, the IRIS-T, or the GWS.65A Kite. The Swordfish sports an ACA.41 30 x 173mm automatic cannon with 250 rounds capable of accurately striking targets at almost two kilometres (1.83 km to be precise) that is still quite deadly against some armoured vehicles.

The fuselage bears three external hardpoints as well. After the recent air battles in Inkana, two further recessed hardpoints for rear-firing intermediate-range missiles were added to provide the aircraft with rare off-boresight killing capability. The recesses, designed for GWS.65A missiles, but which may be altered to conform to the short-to-intermediate range missiles used by the purchasing nation, generate very little additional drag when the missile is in place. A piston safely propels the missile from the aircraft before the motor ignites. The final fuselage hardpoint is aft of the weapons bay and fore of the arrestor hook. This centreline hardpoint primarily serves to launch ALQ.220 Flamingo autonomous deception decoys, although it may be used to carry one ALQ.222 Finch electronic countermeasures pod.

Atop each wing-root are connections for two large (2700-litre) conformal fuel tanks (CFT) or additional avionics. The CFT and the internal weapons bays permit the Swordfish to prosecute targets at extreme range with minimal drag or radar cross-section (RCS) penalties. The CFT have been constructed to withstand the entire range of the DAS-4’s flight envelope whilst the internal weapons bay can maintain its integrity to over +7/-3 gravities (g) sustained.

Each wing has four hardpoints. The two innermost hardpoints on each wing are each stressed to carry 3000 kg in flight regimes of greater than +6/-3 g sustained. The outer two hardpoints on each wing have been stressed for 575 kg (inner) and 400 kg (outermost). The outermost pylon has been wired for the launching of the ALQ.220 Flamingo decoy.

In terms of weapons functionality, the Swordfish can easily carry most aerial weapons systems currently produced by Lyme and Martens Industries – with the sole exception of the massive GWS.58A Hurricane long-range surface attack missile -- and may easily be configured to fire a very wide assortment of other devices.

Characteristics (for DAS-4M unless otherwise noted)
Crew: 2, pilot and weapons system operator
Variants:
DAS-4A (land-based): $85 million
DAS-4M (maritime): $88 million
Wings: span: 16.42m; folded width: 12.5m; area: 62.74 m2
Fuselage: length: 24.02m (nose folded, 21.83m); height: 5.64m
Powerplant: 2 x Isselmere Motor Works ATG-9F augmented low bypass ratio three-dimensional thrust-vectoring turbofans (150 kN max. reheat (33,766 lb st), 96.4 kN max. military/dry (21,711 lb st) each)
Mass: Empty: 18,672 kg (41,167 lb); Clean take-off: 30,337 kg (66,881 lb; maximum internal fuel); Maximum take-off: 44,887 kg (98,959 lb)
Performance: Operational maximum velocity at altitude Mach 2.24; Velocity in supercruise Mach 1.32; Velocity, clean, at sea level: 1,125 km/h; Range (maximum, at altitude): 4800 km; (maximum, at low altitude): 1950 km; Service ceiling (clean): 20 km (65,617 ft)
Internal weapons: Royal Isselmere-Nieland Ordnance ACA.41 30mm cannon (250 rounds), ventral bay (2500 kg, for two 907 kg-class LGB or four 500 kg LGB), 2 missile bays (400 kg each, for 1 GWS.74A Kestrel or 2 GWS.65A Kite or similar)
Hardpoints/Stations: 13; centreline (400 kg), 2 aft fuselage (400 kg), 2 over-wing-root stations for conformal fuel/sensor pods, 4 outboard of wing-fold (575 kg inner, 400 kg outer), 4 inboard of wing-fold (3000 kg).
Payload: maximum: 14550 kg (32,077 lb)
Fuel fraction: 0.36 (13880 litres - 10812 kg maximum; usually 8200 kg)
Thrust loading: maximum: 1.008 (clean) – 0.681 (max. load); military: 0.648 (clean) – 0.438 (max. load)
Wing loading: 483.53 kg/m2 clean take-off; 715.45 kg/m2 maximum take-off
Electronics suite
Computers: AEQ.11 environmental awareness module (EAM); AEL.15 fuel and stores management computers (3); AEP.15 flight control computers (4); AEQ.15b engine control and monitoring units (4); AEL.14 ground crew accessible module (GCAM); AEQ.242 threat management system
Computer systems: AEI.8 operating system
Displays: AVL.16 damage control; AVL.17 sensor management (WSO); AVQ.57 threat management; AVQ.58 threat management (WSO); AVQ.62 HNS; AVQ.64 fuel and engine; AVQ.65 HSD; AVQ.66 MFHDD (3); AVQ.67 MFHDD (WSO); AVQ.68 HUD (pilot); AVQ.71 HMDS
Radars: ARU.235 Loki AESA radar (fore); ARQ.284 PESA radar (aft)
Optronics: AAS.233 IRST (fore); APQ.240 forward optronic array (AJQ.229 LDRF, AVS.230 CCD); AAS.243 IR (aft)
Navigation: ARN.208 millimetric Doppler altimeter; AWN.225 UHF/TACAN; AMN.252 HNS (AJN.249 LINS and AUN.250 GPS); AWN.253 ILS aerial; AEN.256 TERPROM; ASP.263 autopilot; APN.264 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)
Electronic countermeasures/Electronic support measures:
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 30-cell); ALQ.212 Cuckoo towed deception jammers (2 x 3-cell); ALQ.228 self-protection jammer; ALI.261 integrated countermeasures system (ICMS)

* = The image from the AAS.233 forwarded to the HMDS covers only the scanning arc of the IRST. Outside of that arc, imagery from the NVE takes precedence.
** = Please note that these improved chaff and flare canisters will not protect this aircraft against every missile fired at it, just give it a slightly better than usual chance to evade destruction.

From: Lewis Felsham, Detmerian Aerospace, UKIN
Subject: Pelican anti-ship missile

Your Excellencies,

On behalf of Lyme and Martens Industries, I would like to offer the GWS.52A2 anti-ship missile, the specifications for which I list below.

Sincerely,

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


GWS.52.2 Pelican AShM (http://homepage.eircom.net/~steven/images/noranti.jpg)
The GWS.52 Pelican was developed by Lyme and Martens Industries to replace the GWS.39.3 Jewel (Yakhont-3) in domestic service.

The Pelican, like the Pigeon, is really a one-way drone with many advanced features allowing it to evade most missile defences as it approaches its targets. Like its siblings the Rook and the Tern, the Pelican possesses an effective autonomous operation situational awareness module (AOSAM) permitting the missile to alter its flight characteristics and use its minute radar cross-section and small infra-red signature as well as active jamming (ECM) to counter enemy threats as well as to respond to countermeasures (ECCM), thus giving the Pelican a greater probability of successful strikes.

Like the GWS.39.3, the GWS.52 can work individually but is even deadlier in flocks. With its Link 17.2G secure data link, the lead Pelican operating at altitude can communicate with the other missiles in the flock to assign and prosecute targets ensuring a wider range of strikes against enemy ships. With this data link connection, the Pelican can receive targetting information from dedicated reconnaissance satellites, aerial vehicles providing over-the-horizon guidance, or from the firing vehicle. With this information, the GWS.52 can prosecute an enemy from various angles, regulating its thrust to ensure either a staggered or unique arrival time in the target zone. Furthermore, the data link permits attacks to be performed in conjunction with other combat drones, such as the Puffin or the Rook, to minimise probability of intercept. For instance, the Puffin or Rook can use its search radar to illuminate the enemy fleet allowing the entire flock of Pelicans to remain below the enemy radar. Also, Pelicans and Pigeons can engage in a combined assault against a hostile fleet: the Pigeons eliminate the enemy's air defences while the Pelicans advance towards their targets.

Adding to the small EM signature of the Pelican is its ability to use either its small low-probability of intercept (LPI) radar or imaging infra-red sensors to home in on a specific target without revealing its presence.

When air launched from high altitude (10-15 km), the Pelican may initially proceed to target at 10-12 km altitude until its radar warning receivers begin detecting hostile emissions. The Pelican then descends to between 20 m and 5 m, or lower if sea states permit, and accelerates towards its targets. From about 50 km away, one missile (if in a flock) ascends to acquire targets and transmits this data to the other missiles as it descends. This hi-lo profile and the Pelican's supercruise turbo-ramjet engine allows a maximum range of 560 km. When either air launched from low altitude, or surface or submarine launched, the Pelican may opt for a lo-hi-lo attack profile, allowing attacks from as far away as 325 km. The Pelican may also perform a direct lo-lo assault. Using supercruise, the GWS.52 can prosecute targets from over 240 km distant, while operating at full speed (Mach 3+) the Pelican can travel up to 175 km to its prey.

All in all, the GWS.52 offers a great advance in the field of modern naval superiority.

Characteristics
Function: supersonic cruise anti-ship missile
Launch Angle: vertical to fifteen degrees from the horizontal, with 360 degree initial acquisition capability
Dimensions: length: 7.82m; diameter: 0.65m (in launch capsule), 0.75m (fins deployed); wingspan: 1.96m (deployed)
Mass: air launched version: 2,500kg (2.5t); warhead: 300 kg APHE
Range (dependent on launch and attack profile): air launched, hi-lo attack: 570 km (max.); air, surface, or submarine launched, lo-hi-lo profile: 325 km (max.); surface or submarine launched, supercruise with full speed terminal (50+ km), lo-lo profile: 275 km (max.); surface or submarine launched, full speed, lo-lo profile: 180 km (max.)
Propulsion: turbo-ramjet
Ceiling: 15 km; attack altitude 10-5 m and lower (depending on sea states)
Speed: 1.65 Mach (supercruise); 3.22+ Mach (terminal)
Cost: $1.225 million

Press Release from Defense Secretary Erik Borgesov

"Recently, we put out a contract for a carrier-based bomber aircraft. During extensive talks, we have come to a conclusion for the design we wish to purchase. Further, we have decided upon other aircraft and armaments purchases from some of the competitors."

To: Detmerian Aerospace, of Isselmere
We wish to aquire 150 units of the DAS-4 Swordfish aircraft, at a price of $13,200,000,000. Also, if there is a training and parts program available for the DAS-4, we wish to pay for that as well. Admiral Donnell has also informed me that the Naval Air Wing is lacking a heavy anti-ship missile, and we also wish to purchase 5,000 GWS.52 missiles, at a price of $6,125,000,000.

To: Martin Avionics, of The Beltway
While you did not win our primary contract, Admiral Donnell has informed me that we are in serious need of replacing our older, navalized F-16E fighters. So, we wish to aquire 700 units of the F/A-22B Sea Raptor, at a price of $66,500,000,000. Also, if there is a training and parts program available for the F/A-22B, we wish to pay for that as well.

To: Sarzonia, Velkya, The Phoenix Militia, and Clan Smoke Jaguar
We thank you for participating in this program. While you may not have won the contract, it is clear you have quality products, and it is possible we may refer to your companies, should we have any future equipment or armament needs for our growing defense forces.

To Defense Secretary Erik Borgesov -
Thank you for your order. We will supply you with parts, when needed, free of charge, for a period of five (5) years; after that, you're on your own. Unfortunately, trainers are not available; however, we provide thirty-five (35) flight simulators, free of charge, in your order (one for every twenty planes). Your aircraft will arrive in groups of fifty, each being sent after one month; thus, your entire order will have arrived in fourteen months. Thank you for choosing Martin Avionics for your needs, and we hope you will contact us in the future.
Sincerely,
Gwendolyn King, CEO and President of Martin Avionics

To: Erik Borgesov, Defense Secretary, Chevy Rocks
From: Lewis Felsham, President/Director-General, Detmerian Aerospace, UKIN
Subject: Order

Your Excellency,

On behalf of Detmerian Aerospace and Lyme and Martens Industries, let me thank you for your generous order for 150 DAS-4M Swordfish strike aircraft and 5000 GWS.52A2 Pelican anti-ship missiles. The majority of this order shall be completed within 3 [RL days].

Let me thank Your Excellency once more for your interest in our products, and I hope you will visit our storefronts sometime soon. May the Chevrokian Navy always find victory on the high seas!

Sincerely,

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