Paladin Aerospace Cal Poly The four-hour loiter is conducted at a best endurance speed (Vbe) of 269 kts at 20,000 ft., and attack, at a best endurance speed of 225 kts. As shown in Figure 3.24 above, Firefox has ample thrust to sustain the recoil force of the 105mm and 40mm cannons. The maximum speed at attack altitude is 465 kts, which allows Firefox to quickly leave an engagement area if necessary. The rate-of-climb performance was determined for a range of aircraft speeds and altitudes, as shown in Figure 3.24. Figure 3.24: Rate of climb and maximum rate of climb The maximum rate-of-climb from each altitude was used to determine the cruise, service, and absolute ceilings (also shown in Figure 3.24), and was used to compile a flight envelope. The flight envelope in Figure 3.25 shows that all key points called for by the RFP fall well within Firefox’s operating region. Figure 3.25: Flight envelope 49 Paladin Aerospace Cal Poly 3.3.2 Takeoff and Landing The RFP balanced field length takeoff requirement is 5,000 ft. over a 50 ft. obstacle on a standard day, while the landing requirement is 5,000 ft. over a 50 ft. obstacle on a wet runway on a standard day with 60% fuel burned. The RFP also requires that the maximum landing weight be equal to 80% of the TOGW. As illustrated in Figure 3.26, both landing and takeoff distances were met without excessively exceeding the requirements and increasing costs. Figure 3.26: Takeoff and landing distances The BFL distance was 4,556 ft. and the total landing distance for a wet runway was 4,551 ft. Landing distances for other surfaces such as grass and dirt runway surfaces are presented below in Table 3.4. Table 3.4: Takeoff and landing distances 50 Paladin Aerospace Cal Poly These surfaces were analyzed to account for the various conditions encountered when operating out of austere and forward airbases, and show that Firefox meets these BFL requirements as well. 3.4 Structures, Materials, and Weights 3.4.1 Velocity-Load Diagram The velocity-load (V-n) diagram in Figure 3.27 shows the maximum loads the pilot can induce at various airspeeds. The RFP required a maximum positive load factor of 3.5g and a maximum negative load factor of 1.2g. A 1.5 factor of safety resulted in ultimate load factors of 5.25g and -1.8g, positive and negative respectively. Figure 3.27: V-n diagram The diagram shows the maneuver envelope in green and the gust envelope wiith dashed lines. The gust envelope is represented for vertical gusts of 66, 50, and 25 fps. As illustrated by Figure 3.27, the gust envelope is the limiting load factor for the structure. The cruise speed of 325 knots equivalent airspeed (KEAS) gave a limit speed or maximum dive speed of 410 KEAS. 3.4.2 Landing Gear A tricycle configuration was selected with dual wheel layout on both the main and nose gears, because it provides excellent stability on all types of runways, and stability during braking and ground maneuvers. At a typical landing angle, the relative location of the main assembly to the aircraft center-ofgravity (CG) produces a nose-down pitching moment upon touchdown. This moment helps to reduce the 51 Paladin Aerospace Cal Poly angle of attack of the aircraft and thus limits the lift generated by the wing. In addition, the braking force, which acts behind the aircraft CG, has a stabilizing effect, enabling the pilot to make complete use of the brakes. The longitudinal location of the front and main landing gear was determined primarily from the forward and aft CG limits. While vertical travel of the CG was also examined, only the upper boundary was used, as it represented the most adverse condition. The spanwise location of the main landing gear was determined by Figure 3.28, and the tire-ground contact point had to fall within the design space, with shock struts fully-extended, to fulfill all landing gear placement constraints. Figure 3.28. Main landing gear location constraints The main gear was placed to efficiently transmit the loads to the wing spar as well as the structure supporting the 105mm cannon. As pictured in Figure 3.29, the retractable gears swing inboard cleanly into landing gear bays behind the spars, eliminating the need for bulky, drag inducing fairings. Figure 3.29: Main landing gear retraction The nose gear retracts into compartment, just forward of the cockpit, and is protected by spectra armor to prevent an exploding tire from injuring the crew. The longitudinal location was driven by the location of the main gear, and a final load ratio of 8:92 was achieved with the main landing gear supporting 92% of the aircraft weight. 52 Paladin Aerospace Cal Poly Figure 3.30: Forward landing gear Tipover angle was examined to size landing gear strut lengths, and Firefox has a tipover angle of 17º, approximately equal to the recommended 15º design point used for most aircraft. Figure 3.31: Aircraft tipover angle The next step was to analyze the load distribution with gears in down and locked position, with the wheel center three inches aft of the strut centerline to provide adequate shimmy prevention. Raymer’s method was used to calculate main landing gear and nose landing gear loads of 20,000 lbs and 10,000 lbs per tire, respectively.24 The austere field requirement put important constraints on tire pressures. As a measure of validation and also to determine the number of allowable passes on austere fields, California Bearing Ratio (CBR) tables were referenced and analyzed in conjunction with the tire pressure limitation. Based on the footprint area of the tires selected, distance between adjacent tires, and CBR tables, the allowable number of aircraft passes was calculated to be 1,400 passes for the nose gear and 2,000 passes on the main gear for operations on hard sand fields, placing Firefox within maneuvering limits for austere field requirements. For the nose gear, B.F. Goodrich, Goodyear, and Bridgestone manufacture sets which met both the pressure and loading requirements however, only Goodyear Type III 15.00-12 tires were compact enough to fit in the nose gear bay. Only Goodyear Type III 17.00-16 tires met the required loading while falling within the 60 max psi limit. 53 Paladin Aerospace Cal Poly 3.4.3 Fuselage Structure One of the primary structural concerns was the 20,000 lb recoil force from the 105mm cannon. To ameliorate this issue, the cannon was tied directly in-line with the wing spars, thus directing the recoil into the strongest structural element of the aircraft. The A-10 Thunderbolt, which also carries a 20,000 lb recoil force gun, provided guidance for spacing the fuselage rings around the 105mm cannon, which were spaced 12 inches apart. Additionally, historical data from Roskam29 of aircraft with similar TOGW and mission profiles, led to the selection of a fuselage ring spacing of 20 inches apart. Structural features can be seen in Foldout 2, page 54. 3.4.4 Wing Structure The wing structure of the aircraft is shown in Figure 3.32, and is composed of ribs spaced 18 inches apart along the span of the wing. Integrally machined leading edge, center, and trailing edge spars are located at 17%, 45%, and 65% chord, respectively. Figure 3.32: Wing structure The third spar was implemented due to increase the survivability under heavy fire. A fourth spar was analyzed; however, it would have increased the structural weight of the aircraft, and decreased wing volume for fuel, and made it impossible to retract the landing gear into the wing-root. 54 Nose Gear Main Landing Gear Forward 40mm Cannon Structure • • • 3rd Spar for increased survivability Rib Spacing: 18 inches Average Frame Spacing: 20 inches Aft 40mm Cannon Structure Foldout 2 Page 55 Paladin Aerospace Cal Poly 3.4.5 Materials Selection Composite Materials In recent years, there has been an increasing trend in the use of composite materials, especially combat aircraft, which rely on them for ballistic protection. The F/A-18 Hornet, Joint Strike Fighter, the X45A, along with Lockheed Martin’s F-35, all employ extensive use of ballistic-resistant composites for skin panels and structures. As progression continues toward more extensive use of composites in manufacturing aircraft, the tools and equipment required to create composites will become readily available, lowering costs. Thermosets and next generation composites In the past, composites have proven to be difficult to manufacture and repair however, current development have improved these issues. Traditional composites use thermoset resins which possess low fracture toughness, leading to the brittle behavior that complicates maintenance and repairing procedures. Moreover, proper servicing of damaged thermoset composites requires a high temperature environment, and adds further to the level of complexity33. A new generation of composites feature thermoplastic resins, which in contrast to thermosets, exhibit a much higher degree of toughness and are capable of withstanding impact without adverse de-lamination or fracture characteristics33. Also, thermoplastic resins have a much lower servicing temperature, making them easier to repair and allowing composite structures to be serviced in the field with portable equipment33. Aramid fibers can be integrated with thermoplastic resins, resulting in extraordinary ballistic resistance, with tensile strengths nearly ten times that of aluminum with half the density.33 However, despite its performance in tension, aramid fiber composites fare poorly in compression. To enhance the compressive ability, a hybrid composite of aramid and carbon fibers produces a material combining the high-impact resistance and tensile strength of aramid along with the high-compressive strength of carbon. Improvements in aramid fibers has led to the development of Spectra, a third-generation ballistic composite armor patented and produced by Allied Signal. Unlike Kevlar or other aramid fibers, Spectra Shield material is unwoven and is instead constructed from thousands of strands of unidirectional fiber layered in 0° and 90° angles, bonded with resin and sealed between thin sheets of polyethylene film. The 56 Paladin Aerospace Cal Poly elasticity of the Spectra fiber eliminates the de-lamination upon ballistic impact, a characteristic of traditional composite materials. Additionally, the unwoven bi-directional pattern keeps high velocity metal jacketed rounds from pushing the fibers apart and transfers energy away from the point of impact in all directions. The result is improved performance in fragmentation, multiple-hit, angle shot, and high velocity impact situations. At $1.00 pound per square ft., Spectra Shield costs about twice as much as traditional aramid fibers, however results in a 30% improvement in RHA penetration. Spectra shield is currently used to protect AC-130U Spooky cockpits. Materials Breakdown Firefox employs aramid-carbon fiber thermoplastic composite panels on the wing skin to enhance the damage tolerance and survivability of the gunship. Research shows that new technologies in fabricating composite material provide a natural ability for the composite panels to induce crack arrest in the event that it sustains penetration, decreasing maintenance costs. Moreover, separate panels allow for easier repair processes in the event that significant damage is sustained since only the damaged panels needs to be serviced. Shielding of components is achieved through the use of plated materials concentrated near the cabin as shown in Figure 3.34. The pressurized cabin is protected with Spectra armor as used on the AC130U. Figure 3.34: Materials usage 57 Paladin Aerospace Cal Poly The titanium alloy armored area directly below the crew cabin, performs a number of roles, including protection from enemy fire, and shielding from the 105mm cannon’s blast overpressure, which can be as high as 5,000 psi. The titanium plate also functions as a load-bearing structure, distributing loads to the surrounding skin. 3.5 Weight and Balance 3.5.1 Weight Breakdown TOGW was initially estimated using the fuel fractions method from the preliminary design process, and then refined as Firefox progressed. The equations used to calculate the primary structural weight of the aircraft were provided by Raymer24, and did not reflect the increased use of composite materials in modern aircraft. They also neglected to address the additional structure necessary to support the weapons systems and enhance the overall survivability of the aircraft was. For these reasons, a worst-case scenario was calculated and compiled, by piecing together the most conservative elements from each weight estimation method. The propulsion and fuel system groups were calculated using Nicolai34, and were updated as weights for survivability features such as engine-bay fire suppression were selected. Engine installed weight was based on physical data provided by General Electric, and calculated using Raymer’s24 method26, while fixed equipment weights were estimated using Torenbeek35. Known component weights, such as avionics, and countermeasure systems were used in place of estimates whenever possible. The weapon system weights were determined from published values for both cannons and ammunition. The 5,090 CTA 40mm rounds weigh 2.2lbs each and the 100 CTA 105mm rounds weigh 44 lbs each. Crew weights were based on an average pilot weight of 190 lb plus an additional 30 lbs to account for flight gear. Table 3.5 shows the complete weight breakdown of the aircraft, as well as an illustration of the weight distribution. 58 Paladin Aerospace Cal Poly Table 3.5: Weight breakdown A weight history, shown in Figure 3.35, was kept throughout the design process, to recognize the trends and benefits with each evolving configuration. Some of the weight fluctuation was due to design improvements, while others were due to improved weight estimates. Figure 3.35: Weight History The initial drop in TOGW was due to a wing redesign, and the weight increase because of improved fuel estimates based on a detailed analysis of mission fuel burn. After the Configuration Downselect Review at Lockheed Martin, the crew was reduced from 8 to 5 members resulting in a total weight savings of about 59 Paladin Aerospace Cal Poly 3,000 lbs. The large increase in weight immediately after the Preliminary Design Review (PDR) at Northrop Grumman was the result of improved weight estimates for the weapons systems, based on actual manufacturer values. The other slight weight fluctuations after PDR are due to wing refinements. The final reduction in weight was achieved by reconfiguring the interior of the aircraft to eliminate unused space and excess structure, resulting in a weight savings of 5,000 lbs. 3.6 Stability and Control 3.6.1 Tail Type Selection Conventional, T-tail, and H-tail configurations were analyzed during the initial configuration for Firefox. T-tail was eliminated for structural reasons, because the vertical stabilizer has to be stiffened to support the increased load on the horizontal stabilizer. A conventional tail addressed the structural concerns by mounting the stabilizers directly to the fuselage, and also involved less complex control-surface linkages. However, the H-tail configuration shown in Figure 3.36 was selected based on stability, performance, and survivability reasons. Figure 3.36: Tail Configuration The H-tail configuration affords better stability and accuracy during attack, because it can deflect the rudder and compensate for yaw without rolling the aircraft. Additionally, the end-plate effects reduce the size and weight of the horizontal stabilizer, and keep induced drag to a minimum. The redundant vertical tail surfaces increases survivability, and reduces the overall height, leading to a smaller aircraft that fits more easily into hangars. The size of the vertical stabilizer were minimized while meeting OEI requirements with one rudder surface inoperable. 60 Paladin Aerospace Cal Poly 3.6.2 Tail Sizing Tail sizing was conducted using methods from Roskam29 and Schaufele25, which were checked with each other to ensure accuracy. Schaufele25 was based on empirical trends, and gave a horizontal tail surface area based on desired CG shift in percent chord, resulting in a horizontal tail volume coefficient of 1.0 based on the 30% travel. Roskam29, based on static margin and CG travel, yielded a value of 1.10, as shown in Figure 3.37. The vertical surfaces were sized using the average of the two methods, which provided comparable results of 0.090 and 0.10. For the horizontal and vertical stabilizers, a NACA 0012 airfoil was selected based on the maximum lift coefficient and the thickness required for structural supports. A thickness of 1.8 feet was adequate for the spar sizes needed to sustain the recoil impulse, and a symmetrical airfoil was desired since the range of necessary deflections would be evenly matched. Horizontal Stabilizer Sizing Evaluation of the forward and aft CG limits was performed using Figure 3.37. The nose wheel liftoff constraint was based on Firefox’s ability to rotate the nose for liftoff, and was calculated by summing the pitching moments of the aircraft. The aft CG limit was evaluated similarly. Figure 3.37: Static longitudinal stability 61 Paladin Aerospace Cal Poly A final horizontal tail volume coefficient of 1.00 contained the most forward and aft adverse loading conditions and gave Firefox a static margin factor of safety at the takeoff CG location. 3.6.3 Center-of-Gravity Excursion Since Firefox’s CG varies greatly with ammunition expenditure and loading, a plot of CG excursion was needed for tail sizing and stability purposes. The most adverse loading conditions were determined by loading the aircraft for a typical mission. Starting with the empty weight; fuel, crew, and ammunition weights and locations were added. Finally the 5% reserve fuel as stated by the RFP was used to obtain the maximum and minimum loading constraints shown by the dashed lines in Figure 3.38. Figure 3.38: Center-of-gravity excursion Firefox was run through a standard gunship mission to develop the CG excursions shown in Figure 3.38. The solid green line accounts for all aft 40mm ammunition onboard and no fuel, while the solid blue line represents only forward 40mm and 105mm ammunition loaded, with no fuel. Operation of the gunship falls within the designed forward and aft CG limits, and all ammunition expenditure occurs after the maximum landing weight so that Firefox is capable of aborting the missions. Based on the CG locations at mid-mission cruise, takeoff and landing, a set of three moment curves in Figure 3.39 were developed to demonstrate static aircraft stability. The horizontal tail was given a 3.1° upward incidence to provide zero pitching moment about the CG during cruise, enabling the pilot to fly a trimmed aircraft. 62 Paladin Aerospace Cal Poly Figure 3.39: Pitching moment Finally, elevator angle to trim was examined in order to ensure the aircraft was capable of trimming at all flight conditions. The cruise curve was corrected for Mach number to demonstrate stability throughout the entire flight envelope. A final design point of ±20° was capable of trimming up to stall for each scenario allowing the pilot to maintain complete control of the aircraft at all times and regain control of the aircraft when necessary. 3.6.4 Dynamic Stability MIL-F-8785C was consulted in order to ensure that Firefox met established military specified dynamic stability requirements. Based on the gunship mission description, Firefox was classified using the definitions for non-terminal Flight Phases as Class A-IV highly maneuverable, for use in ground attack (GA) and in-flight refueling (RR). The first dynamic stability requirements examined was the longitudinal axis for the short period and phugoid mode responses. Using both the Pamadi and Nelson to derive approximations, a longitudinal state space model was created in Equation 2, and broken into phugoid and short period modal approximations. These were evaluated using the aircraft’s cruise, loiter, and attack steady state conditions. Xu ⎡ Δu ⎤ ⎡ ⎢ Δw ⎥ ⎢ Zu ⎢ ⎥=⎢ ⎢ Δq ⎥ ⎢ M u + M w Z u ⎢ ⎥ ⎢ 0 ⎣ Δθ ⎦ ⎣ Xw Zw M w + M w Z w 0 0 uo M q + M w uo 1 − g ⎤ ⎡ Δu ⎤ ⎡ Xδe ⎤ ⎥ ⎢ ⎥ ⎢ ⎥ 0 ⎥ ⎢ Δw⎥ ⎢ Zδ e ⎥ [ Δδ e ] Equation 2 + 0 ⎥ ⎢ Δq ⎥ ⎢ M δ e + M w Zδ e ⎥ ⎥⎢ ⎥ ⎢ ⎥ 0 ⎦ ⎣ Δθ ⎦ ⎣ 0 ⎦ After assessing the basic traits of these modes, the values were then checked against the MIL-F8785C specification in order to establish the handling qualities rating. Takeoff and landing performance were also included in this evaluation to validate the chosen flap configuration. This was process was 63 Paladin Aerospace Cal Poly performed for both the short period and phugoid mode characteristics, and the results are shown in the following tables. Table 3.6: Phugoid & short period evaluations In these evaluations, the gunship received a consistent rating of Level 1 flying qualities stating that it was clearly adequate for the mission Flight Phases defined. Next, the lateral aircraft dynamics were examined to evaluate the roll, spiral, and dutch roll behavior during flight. Control derivatives for the lateral dynamics were estimated using the Pamadi, Nelson, and Roskam design texts, and used to develop the state space model shown in Equation 3. ⎡ Δβ ⎤ ⎡Yβ / uo Yp / uo ⎢ Δp ⎥ ⎢ Lp ⎢ ⎥ = ⎢ Lβ ⎢ Δr ⎥ ⎢ N β Np ⎢ ⎥ ⎢ 1 ⎣ Δφ ⎦ ⎣ 0 − (1 − Yr / uo ) − g cos θ o / uo ⎤ ⎡ Δβ ⎤ ⎡ 0 Yδ r / uo ⎤ ⎥⎢ ⎥ ⎢ ⎥ Lr 0 ⎥ ⎢ Δp ⎥ + ⎢ Lδ a Lδ r ⎥ ⎡ Δδ a ⎤ ⎥ ⎢ Δr ⎥ ⎢ Nδ a Nδ r ⎥ ⎢⎣ Δδ r ⎥⎦ Nr 0 ⎥⎢ ⎥ ⎢ ⎥ 0 ⎦ 0 0 ⎦ ⎣ Δφ ⎦ ⎣ 0 Equation 3 This was used to examine the roll, spiral, dutch roll characteristics of the gunship during cruise, loiter, and attack phases of the mission. 64 Paladin Aerospace Cal Poly Table 3.7: Roll mode & spiral stability evaluation Meeting the dutch roll mode requirements stated in the Milspec was a necessity for Firefox, since this particular mode was not only called out for ground-attack aircraft, but would directly affect tracking and firing of the 105mm cannon. Table 3.8: Lateral oscillation evaluation Essentially, the Level 1 dutch roll ratings indicate that the only displacement Firefox experiences when it fires the 105mm cannon, is straight back, in-line with the flight path, which is critical, because it ensures precision accuracy shot after shot. A Level 2 rating was obtained for cruise due to the emphasis on low-speed performance however, does not inhibit the gunship in its primary role. 65 Paladin Aerospace Cal Poly 3.7 Systems 3.7.1 Fire Control Sensor and targeting devices for Firefox were selected with regard to its over-fly engagement pattern, which meant targets had to be acquired on either side of the gunship. Active electronic beam scanning offers this capability, by allowing the radar beam to be steered at near the speed of light. This enables the radar’s multiple target tracking modes to interleave in near-real time, allowing the pilot and crew to use both modes simultaneously. The AN/APG-79 AESA radar made by Raytheon, is composed of numerous solid state transmit and receive modules to virtually eliminate mechanical breakdown, which increases its reliability, and reduces operation costs. Moreover, as demonstrated in Figure 3.40, the APG79 radar provides state-of-the-art high-resolution ground-mapping superior to that of any current fire control system. 38 Figure 3.40: AN/APG-79 high-resolution ground mapping38 This advanced imaging aids to increase situational awareness, provide precision fire capability, and expedites target acquisition. The AESA radar is located at the nose of the aircraft to provide initial ground mapping as the aircraft enters the battlefield. In addition to the APG-79, two AN/AAS-52 Multi-Spectral Targeting Systems (MTS) are incorporated into Firefox. Pictured in Figure 3.41, Raytheon's AN/AAS-52 is a multi-spectral system designed to provide surveillance, targeting, range finding, tracking and laser designation for laser-guided munitions. Generally, it consists of a spot laser, IR and EO sensors. 16 66 Paladin Aerospace Cal Poly Figure 3.41: AN/AAS-52 Multi-Spectral Targeting The system is combat proven and used in the Predator UAV. Growth potential allows the addition of TV camera, spot tracker, avionics and other multiple wavelength sensors, which provides Firefox with full nighttime capability. Two MSTs positioned behind the 105mm tank gun and on the tail of the aircraft provide full view of targets at any position regardless of orientation as well as a measure of redundancy, reducing the chances of an attrition kill due to damage to the externally mounted MSTs. Sensor positions are displayed in Foldout 3, page 88. Performing in conjunction with the APG-79 and MST is the AN/APX-114 Interrogator, which represents the most technically advanced, compact, lightweight interrogator available for airborne, highpower applications. The AN/APX-114 Airborne Interrogator initiates an Identify Friendly or Foe (IFF) inquiry and provides the advanced processing capability to positively identify friendly targets. The system is designed with a Versa Module Eurocard (VME) open architecture that enables maximum system flexibility with cost-effective upgrades. An IFF signal processing card incorporates Raytheon’s Very Large Scale Integration (VSLI) reply decoder chipset, which uses leading-edge pulse detection techniques. The APX 114 platform interfaces include Mil-STD-1553B, RS-232, Ethernet and RS-422. The 2.5-kilowatt transmitter and receiver sensitivity of -83 dB will meet or exceed the link margin required for airborne combat applications.40 Furthermore, the APX-114 offers significant advantages in acquisition and life cycle cost, technical superiority, reliability, and growth potential. All three components are from Raytheon, which provides reduced cost benefits in the long run as supply and maintenance are all contracted from the same company. This also insures maximum compatibility, for example, the APX-114 was designed specifically to talk to the APG-79 class of radars. 67 Paladin Aerospace Cal Poly 3.7.2 Weapons Recoil Force The greatest limiting factor associated with the tank gun was recoil force. To address this concern, Jane’s Armour & Artillery was used as a primary source for a historical study into the relationship between recoil stroke and recoil force14. A contact from Rheinmetall provided additional 105mm recoil data to construct the scalable curve displayed in Figure 3.42. Figure 3.42: Recoil force vs. recoil strength A 3.15 ft. recoil stroke would reduce the recoil force to 20,000lbs; equivalent to the A-10’s 30mm GAU 13. Discussion with Rheinmetall confirmed that modifying a current 105mm tank gun to this slightly longer recoil stroke would not be difficult. 3.7.3 Ammunition The compact, cylindrical geometry of CTA rounds allows the gun loading mechanism to be simplified resulting in a small, lighter weapon as shown in Figure 3.43. Figure 3.43: Cannon size comparison 68 Paladin Aerospace Cal Poly CTA International reports that the gun system has been designed to increase reliability by eliminating over 50% of a conventional gun’s most unreliable parts. The simplified rotating loading mechanism shown in Figure 3.44 will be employed in both the 40mm and 105mm weapon systems.32 Figure 3.44: CTA 40mm reloading system After the round is spent, the cartridge remains in the loading mechanism, until the next round enters the chamber, ejecting the previous cartridge from the bottom of the aircraft. Advanced concept engineers from Lockheed, Boeing and Northrop Grumman, and Western all recommended ejecting spent cartridges rather than trying to collect them. The loading systems achieves 200 SPM for the 40mm cannons, however the 105mm rate of fire is limited to 30 SPM by the recoil recovery time. The small size and simple compact geometry (smooth cylinders) of the rounds means they take up less than half the storage space of a traditional 40mm. As shown in Figure 3.45, the CTA 40mm rounds are currently available in High Explosive (HE) air bursting rounds, and armor penetrating rounds, though future variations are in development. Figure 3.45 CTA 40mm HE and APFSDS-T, and HE penetrating concrete wall32 The HE rounds cover roughly twice the Pk area as traditional 40mm rounds, and the Armor Piercing Fin Stabilized Discarding Sabot (APFSDS-T) CTA 40mm rounds achieve higher armor penetration (125mm 69 Paladin Aerospace Cal Poly versus 90mm RHA). Because the 40mm HE rounds are not ballistically matched with the APFSDS-T rounds, the ammunition cannot be mixed with a 4:1 ratio as in the AC-130U. However, the ammunition magazines developed by CTA International are selectable between two different types of rounds, and take only three seconds to switch. 32 Figure 3.46 CTA 40mm automatic magazine Ammunition for the 105mm CTA cannon is currently being developed by Esterline Armtec in HE, and APFSDS-T varieties (Figure 3.47), although High-Explosive Anti-Tank (HEAT) and other varieties are also planned. Figure 3.47: Cutaway of 105mm APFSDS-T, 105mm magazine32 The HE rounds are standard all-around cost-effective ammunition for engaging a variety of targets, while the HEAT and APFSDS rounds are designed for heavily armored vehicles. Since the range for air-launched CTA 40mm and CTA 105mm cannons is unavailable, a trajectory analysis was conducted using a code developed in Java. The physical size and geometry of the projectiles was used to calculate a bullet coefficient, which was used along with altitude, muzzle velocity and aircraft attack velocity to generate the curves shown in Figure 3.48. 70 Paladin Aerospace Cal Poly Figure 3.48: Trajectory analysis of projectiles When expended at an angle of 0°, the CTA 40mm rounds have a range of 15.2 miles, and the CTA 105mm a range of 18.7 miles, which greatly compromises the accuracy of the projectiles. The solution lies in the development of Cased Telescoped Guided Projectiles (CTGP) in Figure 3.49, which integrates technology from the Thales aerospace Starstreak MANPADS, into CTA cartridges. Figure 3.49: CTGP 40mm HE with discarding sabot32 CTA International is currently developing laser and GPS guided projectiles, although similar projects such as the 155mm GPS guided Excaliber howitzer round are already operational. Firefox will use laser-guided CTA 40mm rounds for smaller, more mobile targets, while GPS-guided CTA 105mm rounds will be required for long-range structural engagements. CTGP are expected to be 2.5 times the cost of standard CTA rounds, however the accuracy at long range afforded by the guidance system, puts Firefox easily out of reach of even the most sophisticated long-range MANPADS or AAA systems. Both forward CTA 40mm magazines contain 2,000 rounds each, the rear CTA 40mm cannon 1,090 rounds, and the CTA 105mm cannon 100 rounds. For a typical mission, all three CTA 40mm magazines will be loaded with an unmixed and selectable 4:1 ratio of HE to APFSDS-T, while the CTA 105mm magazine will be filled exclusively with HE. However for high threat situations, long range GPS guided 105mm HE CTGP rounds, and laser guided 40mm CTGP rounds can be swapped in for the 40mm APFSDS-T, and half of the 105mm rounds. 71 Paladin Aerospace Cal Poly Reloading Replenishing, and Access Reloading for both the CTA 40mm and CTA 105mm rounds is accomplished through a Linkless Ammunition Loading System (LALS), similar to the one currently used on the AC-130U. Figure 3.50 shows the LALS ammunition conveyer attaching to the magazine through access doors through the bottom of the aircraft. Figure 3.50: 40mm replenishing with LALS Unlike missiles and bombs, which require 30 minutes each to install, the LALS system replenishes the ammunition magazines in only 15 minutes, ensuring Firefox can match the AC-130U’s 30-minute turnaround time. Firefox maintains a very small logistics train, by first avoiding a UAV configuration, and secondly by its selection of weapons. Rounds for cannons are much more compact and easier to transport than missiles and bombs, and the two-caliber approach further simplifies re-supply. Additionally, as illustrated in Figure 3.51, CTA style ammunition saves on volume for transport. Figure 3.51: CTA reduces the logistics train32 72 Paladin Aerospace Cal Poly Compact CTA ammunition saves greatly facilitates the transport of ammunition to austere fields, requiring half the throughput volume of traditional 30mm rounds. Access to the 105mm gun is easily achieved through panels opening from the bottom of the fuselage. The barrel simply drops down for barrel repair and gun replacement as shown in Figure 3.52. Figure 3.52: 105mm barrel access 3.8 Survivability Survivability considerations for Firefox began in the initial configuration stage with the selection of such primary features such as the H-tail, top-mounted engines, and minimal wing area. In subsequent iterations, survivability features were broken down into categories of susceptibility and vulnerability reduction and examined more rigorously. 3.8.1 Susceptibility Reduction Susceptibility reduction is generally designated by the probability of being struck, PH36, and is achieved through six concepts: signature reduction, threat warning, threat suppression, noise jamming and deceiving, expendables, and weapons/tactics/crew proficiency.36 Infrared Signatures Sources An aircraft’s IR signature is composed of radiation emitted by and reflected from the aircraft in the 0.77- to 1000μm band of the electromagnetic wave spectrum. However, most of the IR signature of interest lies within the 1-3 μm short-wave infrared (SWIR) band, the 3-5 μm mid-wave infrared (MWIR) band, and the 8-12 μm long-wave infrared (LWIR) band. Figure 3.53 illustrates some examples of these IR sources and the general radiation phenomena. 73 Paladin Aerospace Cal Poly Figure 3.53: Infrared Sources 36 As illustrated in Figure 3.54, the four general sources of this signature are the airframe and propulsion system, the exhaust gas or plume from the engines, and the reflected radiation incident on the aircraft.36 Figure 3.54: Primary IR sources In general, the surfaces of the aircraft emit and reflect IR radiation with an intensity that varies as a function of the radiation wavelength λ, surface temperature T, surface emissivity ε, and the viewing angle relative to the surface. IR detectors can often only sense radiation within a narrowband of wavelengths. The vertical gray bands in Figure 3.55 show the extent of the SWIR, MWIR, and LWIR bands. 74 Paladin Aerospace Cal Poly Figure 3.55: Radiant exitance: SWIR, MWIR, & LWIR bands36 The 1-3 μm and 3-5 μm bands are typical detection center-bands for early and later generation IR missiles. As shown, the 1-5 μm bands also describe the center-band of an engine tailpipe. While various other sources discussed earlier also contribute to an aircraft’s total IR signature, the major provider of IR trace for missiles originates from the engines. Various gases in the atmosphere absorb the IR radiation propagating away from the aircraft at several discrete wavelengths. The CO2 and H2O bands are where the greatest atmospheric absorption occurs, and are also the bands that have high emissivity. Because these two gases are also present in the exhaust plume from an aircraft engine, a large amount of energy is radiated into the atmosphere and absorbed by these bands. However, the radiation from the hot CO2 and H2O molecules in the exhaust plume is not completely absorbed by the CO2 and H2O molecules in the surrounding atmosphere because of the significant differences in temperature and pressure. 36 Thus, their emission and absorption values are as illustrated in Figure 3.56, which shows both the radiation from the plume (the dashed line) and the atmospheric absorption (the grey area) in the vicinity of the 4.3 μm CO2 band. The spikes of radiation from the plume on both sides of the 4.3 μm wavelength, are known as the blue spike and red spike, and are not absorbed as a result of differences between the plume and atmosphere.36 75 Paladin Aerospace Cal Poly Figure 3.56: Exhaust plume IR radiation36 The radiant exitance of a typical engine along the center-band of an IR missile’s detection band in addition to the large spikes of IR radiation resulting from exhaust plume serves to illustrate the impact of the engine on the overall IR of an aircraft. Consequently, to properly address IR reduction of the gunship, focus was placed on the engine location, design, and housing. In subsequent design stages, engagement patterns determined aspects of the gunship which would be most vulnerable. A typical infrared radiation signature at several locations around a turbojet-engine aircraft at some arbitrary distance away may appear as shown by the grey line in Figure 3.57. As seen by the red line, the partially buried engine configuration employed by Firefox reduces exhaust plume temperatures by approximately 50% and hot engine part visibility by approximately 70%. Figure 3.57. IR signature around an aircraft36 76 Paladin Aerospace Cal Poly Most important to note is the change in scale of intensity in Figure 3.56 for the different aspects. When the gunship is viewed from the front and sides, as is the case when Firefox is entering the engagement zone in an over-fly attack pattern, the plume radiation would be the primary source of the IR signature in the MWIR band. The radiation is most intense at the two spikes of the CO2 radiation line centered at 4.3 μm. When viewed from the tail, the engine hot parts become the major IR source in the SWIR and MWIR bands, and the red and blue spikes of radiation from the plume are dwarfed by the hot part emissions, as shown in the 180° view in Figure 3.57. While the minor spikes of a front and side view can be easily addressed with infrared countermeasures, the large IR emission visible from the rear as Firefox exits the engagement area, is a notable problem, as the base signature is five times the magnitude of any other aspect. Accordingly, the particular engine configuration employed by Firefox was integrated as a means to address this issue. Infrared Signature Reduction Reduction of the IR signature is accomplished by reducing the temperature and surface emissivity of hot components, exhausts, observable surface radiating area, and surface reflectivity for the reflecting surfaces.36 Cooling hot engine components and exhaust plume, was addressed in section 3.2.2: Nacelle Design, and as illustrated in Figure 3.55, is the most effective technique for controlling the IR radiation level in the bandwidth of an IR detector. Radiation from the airframe consists of the emissions from the relatively cool surfaces in the LWIR band; from aerodynamically heated surfaces, hot metal spots, aircraft lights in the LWIR and MWIR bands; and the reflection of incident radiation or sun glint in all three bands36. Aerodynamic heating effects are only a significant source of IR signature for supersonic aircraft, and for aircraft flying low altitudes at very high subsonic speeds, neither of which matches the RFP mission profile. IR radiation from hot spots caused by sources other than the propulsion system and aerodynamic heating, such as oil coolers and heat exchangers, are dealt with by reducing the surface emissivity through insulation between the hot part and the skin and a cooling flow system. 77 Paladin Aerospace Cal Poly 3.8.2 Vulnerability Reduction Vulnerability reduction refers to the use of any design technique or piece of equipment that controls or reduces either the amount or the consequence of damage to the aircraft caused by the damage mechanisms. In general, any method for reducing vulnerability is a specific application of one of six vulnerability concepts: component redundancy with separation; component location; passive damage suppression; active damage suppression; component shielding; and component elimination or replacement39. Passive Damage Suppression Passive damage suppression is any design technique that reduces vulnerability by incorporating a feature that, after the impingement of a damage mechanism, tends to either contain the damage or reduce its effect. These passive features have been integrated into Firefox throughout the design process. Features such as the tri-spar wings for redundant load paths were included during initial configuration, while material and component selection were integrated later on. Furthermore, large-diameter, thin-wall control rods that can function with perforations caused by projectiles and fragments are installed on the gunship. Dual, tandem hydraulic power actuators are made with rip-stop construction to prevent cracks in one power cylinder from propagating to the other power cylinder and causing a loss of both power-control hydraulic subsystems. Another subcategory of passive damage suppression is ballistic resistance, which is a design technique involving the use of high-strength materials in components for the purpose of preventing the total penetration of an impacting penetrator or fragment. The casing around hydraulic actuators and gearboxes installed in Firefox are such areas that have been made ballistically resistant. Component Redundancy Nearly all modern aircraft, both commercial and military class, feature flight control redundancy to some degree. The obvious benefit to military aircraft is decreased vulnerability in the event damage is incurred during wartime. The added benefit of redundant flight control loops is safety of flight during noncombat operations. The particular difference between flight control redundancy for a gunship as opposed to a commercial aircraft deals with component separation. 78 Paladin Aerospace Cal Poly Component Elimination or Replacement Vulnerability can be reduced by completely eliminating a particular critical component or by replacing the component with something less vulnerable component that accomplishes the same function36. A conventional fuel-feed boost pump is replaced with a fuel-feed suction device. This reduces Firefox’s vulnerability by eliminating the possibility of pumping fuel through damage-caused holes in fuel transfer and feed lines and into void spaces where a fire can start. Active Damage Suppression Figure 3.58 shows a trade study investigating a number of active damage suppression devices for Firefox. Fire detectors and extinguishers are mounted inside the engine cowlings around the core of the engine and are manually set off by the pilot when a “fire” warning light is indicated. Also, an on-board inert gas generation system (OBIGGS) is employed to inhibit the oxygen level in the tank ullage space to increase beyond a certain level preventing hot missile fragments or incendiary bullets from igniting the fuel vapors if these spaces are penetrated. 3.8.3 Gunship Survivability Enhancement The AIAA sub-branch, Survivability Technical Committee (STC), published a supplemental resource listing six survivability enhancing features, shown in Figure 3.58. These were provided along with a brief description of each, an approximate cost and weight value, as well as benefits of the feature in terms of a probability of kill per encounter (PK|E) reduction.39 Figure 3.58: Survivability enhancing features 79 Paladin Aerospace Cal Poly Additionally, a baseline PK|E versus MANPADS and AAA was provided to be 0.45 and 0.18 respectively. As mentioned previously, redundant flight controls were included in Firefox as a baseline feature. The remaining five features were assembled into various packages, generating a possible 31 different combinations, which produced six viable packages that met the PK|E requirement of less than 0.10 for both MANPADS and AAA. Each of the six packages was examined against five categories emphasizing survivability and cost-reduction. Weighting of Categories Each of the five categories carried a weighted percentage that contributed to the total measure of merit awarded each of the packages. Weight minimizing was attributed a weight of five, while every other category was given a weighting of ten. Figure 3.59 shows a chart indicating the weighting as well as the five categories each package was measured by. Figure 3.59. Survivability features trade study summary Of the six packages which met both MANPADS and AAA PK|E requirements, none differed by more than 200 lbs whereas cost differences ranged to nearly $2 million. By inspection, 200 lbs in equipment weight referenced to a 95,000 lb aircraft was much less significant than $2 million referenced to a $70 million aircraft. Integrating a weighting scale served to alleviate this discrepancy in emphasis, producing more pertinent results for Firefox. Categories of Measurement Addressing cost issues also inherently implicated weight as cost is effectively increased with weight. Accordingly, both cost and weight minimizing were included as two of the five categories of 80 Paladin Aerospace Cal Poly measurement. Low cost and weight values attributed a high measure of merit to the package in those categories. The measure of merit attributed to the categories labeled MANPADS and AAA were scored based on the proximity of the PK|E value of the package to the required 0.10 value. Lower values of PK|E incur unneeded costs despite increased survivability Cost and weight minimizing dealt primarily with a low cost for the gunship while MANPADS and AAA chiefly concerned the survivability of the aircraft. Susceptibility reduction was included as a fifth category of measurement as a means of addressing two issues. Insuring low susceptibility decreases maintenance and operations costs because the gunship will incur less damage during engagements. An aircraft that is consistently sustaining damage also unnerves the crew, so low susceptibility also introduces psychological benefits. Even the hardiest of veterans suggest that vulnerability reduction is the least desirable feature they would like to see in their aircraft38. Fact remains that susceptibility reduction is by far the more desirable route. In providing increased ride quality, crew proficiency is enhanced as well, subsequently improving survivability and lethality Based on these five categories of measurement, package B was attributed the highest measure of merit. Figure 3.60 shows a summary of the components loadout of package B along with a comparison to the AC-130 based on a similar analysis. Firefox satisfies the PK|E requirement for both MANPADS and AAA at a lower cost and weight. Figure 3.60: Firefox vs AC-130 survivability enhancements Countermeasures The IR countermeasures equipment selected for Firefox is the Suite of Integrated Infrared Countermeasures (SIIRCM)/Common Missile Warning System (CMWS). SIIRCM contributes to the Joint Vision 2010 concept of full-dimensional protection by improving individual aircraft's probability of survival 81 Paladin Aerospace Cal Poly against an increasing worldwide proliferation of advanced IR guided missiles. The Advanced Threat Infrared Countermeasures (ATIRCM) is part of the U.S. Army's SIIRCM concept of IR protection including the Advanced Infrared Countermeasures Munitions and passive IR features. These features include host platform modifications such as engine exhaust/heat suppression and special coatings, intended to reduce the platform IR signature38. ATIRCM is a subset of the SIIRCM program and is specifically comprised of an active IR jammer and the passive Common Missile Warning Receiver. Figure 3.61 displays the combined SIIRCM suite used aboard Firefox. Figure 3.61: SIIRCM suite CMWS is a software reprogrammable system intended to provide automatic passive missile detection, threat declaration, positive warning of a post launch missile that is homing on the host platform, countermeasures effectiveness assessment, false alarm suppression, and cues to other onboard systems such as expendable countermeasures dispensers. Additionally, the ATIRCM adds active directional countermeasures via an arc lamp and laser. The SIIRCM suite is already employed in the Air Force F-16s, insuring readily available servicing equipment at airbases where Firefox would be stationed. Particular attention was given to IR reduction and suppression in the SIIRCM suite, making it the most advanced and readily available countermeasure package to the Air Force that would address the specific MANPADS threat called out in the RFP. While AAA was also a chief consideration, the nature of AAA threats common to the gunship platform are primarily visually based weapons41. Consequently, the countermeasures suite focused on 82 Paladin Aerospace Cal Poly evasion of MANPAD threats while the passive damage suppression features provided the most effective means of addressing AAA threats. Fuel Tank Ullage Protection To prevent fuel vapors from igniting the fuel tanks, the OBIGGS system pictured in Figure 3.62 was selected. The OBIGGS approach has significant advantages, in that provide an aircraft fuel system with a continuous and unlimited supply of nitrogen gas and there are virtually no maintenance related activities required. The only maintenance activity is associated with an OBIGGS system, is the occasional replacement of an inlet air filter approximately every 1,000 hours, depending upon the cleanliness of the engine bleed air that is being utilized as the OBIGGS source air. Figure 3.62: OBIGGS System36 The integral OBIGGS oxygen monitor provides the pilot and/or maintenance crew with notification of required maintenance actions. Repair of the actual system is typically performed by the original equipment manufacturer as the system reliabilities for this type of system, including health monitoring, is greater than 10,000 hours mean time between failures38. To further illustrate this level of reliability, an aircraft would encounter only three system failures per year, based on a 100 aircraft fleet, where the total average flight time per aircraft is 20 hours per month. OBIGGS is a proven solution that has minimal aircraft integration impact and negligible long-term maintenance and lifecycle costs. An OBIGGS incorporated with self-sealing fuel tanks meets the survivability needs of avoiding damage by providing protection against multiple hit scenarios. Sensor and Threat Detector/Suppression Placement To locate the positions of sensor and threat detector/suppression devices, the aircraft was analyzed for probability of kill due to fragmentation (PK|F) from proximity fuzing of a missile in the vicinity of the gunship. The PK|F was determined from two qualities of proximity fuzing missile: the immediate blast zone as well as fragmentation travel as shown in Figure 3.63. The lethality of the proximity warhead is presented 83 Paladin Aerospace Cal Poly in a discrete form by determining the PK|F for an array of detonation locations around the aircraft with the same endgame conditions depicting the gunship entering the engagement zone and leaving. Vulnerability of the gunship was assessed for a baseline model of Firefox’s most critical components: crew location, fuel tanks, and engines. Figure 3.63: PK|F values, entering & exiting engagement zone The array of PK|F values locates the optimal fuzing region, along which the IR jammer heads (IRJH) included in the SIIRCM suite are located on the center-band and the CMWS threat sensors are located around the center-band. The array generated as the gunship enters the engagement zone locates the IRJH near the forward section of the fuselage along with three of the six CMWS provided in the SIIRCM suite. Similarly, the array generated as the aircraft exits the engagement region positions the IRJH in the aft portion of the aircraft along with the remaining three threat sensors as shown in Foldout 3, page 88. 3.9 Systems 3.9.1 Hydraulic System Two independent pumps drive a dual 8,000 psi system which is used to power the primary flight control actuators. Electrical lines lead to the pumps, (one at the wing root and one at the tail), with the actual hydraulic lines beginning at the pumps to minimize weight. The risk of flammable fueling leaking is minimized since the only portion of the primary control system containing carrying hydraulic fuel lines is located in the wing. Moreover, in the event of a fire due to hydraulic line leakage, the present fire suppression system in the wing can be employed while jettison valves at the wingtip aid to quickly eject hydraulic fluid. A secondary mechanical/electrical system acts as a backup if the primary hydraulic system 84 Paladin Aerospace Cal Poly fails. Firefox’s 8,000 psi hydraulic system yields a 25% weight savings over the lower pressure 4,000 psi systems seen in many of the older military aircraft such as the C-17. For survivability, hydraulic lines are physically separated by at least 20 inches in order to minimize the possibility that a direct hit would sever lines from both systems. The hydraulic systems from the F-4 Phantom and A-10 Thunderbolt, were used to guide the layout shown in Foldout 3, page 88. 3.9.2 Electrical System An investigation into utilizing an independently APU powered weapons system was conducted. While engine wear would be lowered, the resulting increase in acquisition and maintenance as well as weight to the gunship proved too costly for the benefits. Furthermore, the use of an APU would notably increase Firefox’s IR signature regardless of the location of the APU exhaust port. For these reasons, a generator system was selected, with the engines driving two 60kVA generators to power the primary electrical system. Each engine supplies 125 hp for a combined 250 hp or 186 kW power, meeting the 150 kW peak power demand during the attack segment of the flight profile. The excess 36 kW provides a buffer against surge power loading from weapons usage. Additionally, the dual system provides an extra measure of survivability and allows Firefox to retain primary offensive and defensive capabilities in the event that one generator becomes inoperable in flight. 3.9.3 Fueling System Firefox conducts aerial refueling via a standard boom system, such as carried by the KC-135 Stratotanker. MIL-STD 1797A requires that refueling operations be conducted at 1.4 times the stall speed. For Firefox at a standard refueling altitude of 30,000 ft., this corresponds to a minimum refueling speed of 210 kts. The KC-135 typically refuels fighter aircraft at 250-300 kts and 30,000 ft., which falls easily within Firefox’s flight envelope. The Universal Aerial Refueling Receptacle Slipway Installation (UARRSI) is located on the centerline behind the cockpit to minimize CG shifts during refueling, and feeds directly into Firefox’s wing tanks. While on the ground, Firefox is refueled by high-pressure refueling ports on the underside of each wing. Engine fuel pumps are located in the engine nacelles, and fuel jettison lines are located in both wings. All fuel lines are redundant, as shown in Foldout 3, page 88, to maintain survivability during combat. 85 Paladin Aerospace Cal Poly 3.9.4 Anti-Icing Research by the National Aeronautics and Space Administration (NASA) Glenn Research Center into ultrasonic technology, will provide a lightweight, cost-effective solution for aircraft ice-protection. As shown in Figure 3.64, the compact device attaches directly to the inner surface of the wing leading edge similar to traditional anti-icing systems. Sound waves generated at the tip of the device create a stress field at the interface between the ice and wing, and cause de-bonding to occur. Current research is focused on de-bonding ice from aluminum and has shown that the de-bonding of a 0.032-in. aluminum plate and ice occurs within one second. Future investigations will include composites, glass, and steel. Figure 3.64: Ultrasonic anti-icing device42 Aside from the immediate cost savings and reduced maintenance requirements compared to traditional thermal anti-icing units, ultrasonic anti-icing is also environmentally friendly as there is no cooling fluid needed. Moreover, heating at the wing edge is avoided, eliminating thermal fatigue and consequently, unnecessary material degradation as well as decreased infrared signature. With a TRL of 7, the ultrasonic anti-ice system will be available for use in Firefox by the operation date of 2015. 3.9.5 Oxygen System A liquid oxygen system is used in case of a loss in cabin pressurization. Using liquid oxygen saves weight and volume, and is delivered to the flight deck via hoses and masks that drop down from the ceiling. 3.9.6 Cockpit Layout The armored crew cabin is the only pressurized portion of the aircraft, and was kept as small as ergonomically possible to reduce the structural costs associated with pressurization. The reduction also 86 Paladin Aerospace Cal Poly minimized the vulnerable area the aircraft, and the close proximity of the crew to each other increased moral and efficiency, as illustrated in Foldout 4, page 96 Five multi-function liquid crystal displays (LCDs) bring real-time performance and navigation information to the pilot and flight engineer with minimal effort. Figure 3.65: Instrument panel Because more women are joining the armed services, aircraft must be designed to accommodate the shortest woman as well as the tallest man. MIL-STD-1333B guidelines dictate that the workstations are designed for 5th and 95th percentile crewmembers21, which means the cockpit is designed for a variety of reach and viewing angles. Firefox’s cockpit features adjustable seats, with long rudder pedals travel adjustments, and a side-mounted flight stick, which offers the pilot an enhanced, uncluttered view of the flight instruments. 87 Hydraulic Lines Mechanical Hydraulic Pumps Fuel Lines Fuel Tanks AN/AAR-57 AAS-52 MST ALQ-212 IRJH APG-79 AESA Foldout 3 Page 88 Paladin Aerospace Cal Poly 3.9.7 Maintenance Mechanics can spend 40-50% of their maintenance man-hours retrieving information. Portable maintenance aids (PMAs) help reduce the amount of time mechanics spend looking for maintenance information, ordering parts, recording part usage, and getting technical data. By 2015 technology advances should provide smaller, cheaper, and more reliable devices to complement the enhanced communications systems that will be available. These advances coupled with historical data lead to an estimated 13 maintenance man-hours per flight hour (MMH/FH), which is equivalent to the current A-10 Thunderbolt. 3.10 Manufacturing Firefox is designed with a traditional aluminum alloy frame, however the extensive use of composite skin and armor, necessitates the need for lay-up facilities and autoclaves. To reduce costs, these elements will be sub-contracted to aerospace companies such as Vought, and Honeywell, who have extensive facilities and experience with composite materials. Use of thermoset resin based composites in Firefox allow for injection molded pieces around the wing-fuselage junction. Injection molding is a cost effective means of producing precision replications of the complex curvature of the wing-fuselage blend as well as the nacelle design. These sub-assemblies will be brought together and integrated into the central assembly line as shown in Figure 3.67. Figure 3.67: Central assembly line Manufacturing will begin with the main assembly, with wing, and empennage and sub-assemblies and finally skin panels and armor added as the airframe proceeds through the assembly line. 89 Paladin Aerospace Cal Poly Table 3.9 shows an initial production timeline for Firefox. Static and dynamic testing will ensure the structure meets the RFP loading requirements in addition to identifying possible fatigue issues from cyclic gust loading from low altitude flight. Due to the large stress loads created by the weapon fire, extensive testing with a prototype aircraft will help identify any load transmission issues overlooked in the design phase. Table 3.9: Firefox production timeline Once the design modifications driven by the static, dynamic, and weapon fire test results are implemented, the part tooling will commence, followed by the aircraft subassembly construction. The final set of design modifications will then be applied before beginning the full-scale production of Firefox. 3.11 Costs One of the key RFP requirements was to minimize acquisition costs and life-cycle costs. To begin analysis, the total life cycle cost was broken down into four major categories: Research Development Test and Evaluation (RDTE), Acquisition, Operating, and Disposal. Two primary factors when estimating program costs are production run size and service life. Firefox is designed to replace the AC-130U, so the target production run size is at least 100 aircraft. Since only 21 AC-130 gunships are currently in service, total production is not expected to exceed 200 units, unless the same airframe can support alternative configurations and missions. Firefox’s configuration is predisposed to accommodate new technology and alternative configurations, which will extend the production run, and expected service life for at least 20 years. The modular avionics can be upgraded instead of replaced, and the guns, removed and upgraded as needed. 90 Paladin Aerospace Cal Poly 3.11.1 Research Development Testing and Evaluation RDTE cost was estimated using the method for military aircraft outlined in Roskam41, and as shown in Figure 3.68, decreases greatly by the time production reaches 100 aircraft. Figure 3.68: RDTE cost for varied production runs Acquisition cost is the sum of the flyaway, or production, cost and the RDTE cost. Methods from Raymer24 and Roskam41 independently estimated costs within $5 million of each other, and were averaged to determine the flyaway cost shown in Figure 3.69. Figure 3.69: Flyaway cost for varied production runs The flyaway cost of $70 million for 21 units is slightly higher than the $60 million C-130H to AC130U conversion, and is due to the more advanced avionics and state-of-the-art weapon systems that Firefox will use. The cost of a new C-130H airframe will be $47 million by Firefox’s IOC date of 2015, and 91 Paladin Aerospace Cal Poly the cost to acquire a new AC-130 will be $122 million. Figure 3.69 shows that producing 400 aircraft will cut the initial flyaway cost by over one-third to $18 million. The operating cost for Firefox is primarily influenced by the cost to run and maintain the aircraft and its weapons systems, as shown in Figure 3.70. Operating cost methods provided by Raymer1 and Roskam14 did not account for ammunition expenditure, so the operating cost was determined by modifying Raymer’s DAPCA IV based method24. The breakdown in Figure 3.70 assumes that, on average, only half the ammunition is spent, and includes ammunition in the miscellaneous category. Figure 3.70: Operating cost breakdown Due to the large contribution of ammunition costs, the operating cost per hour was analyzed based on the amount expended, as shown in Table 3.10. Because operating cost is the largest part of the lifecycle cost, as shown by Figure 3.71, producing 100-400 aircraft will significantly reduce the operating cost after the 20-30 year service life envisioned for Firefox. An average mission would have Firefox using between none and all of its ammunition. Table 3.10: Operating cost varies with ammunition expenditure Life-cycle cost is the sum of disposal, operating, acquisition, and RDT&E cost, as given by Equation 4. Disposal cost is generally estimated to be about 1% of the life-cycle cost for aircraft using standard materials and not utilizing any nuclear weapons or power, which is costly to dispose of.41 92 Paladin Aerospace Cal Poly C LCC = CRDTE + CAcquisition + COPS + CDisposal C LCC = CRDTE + (CMAN + CProfit ) + COPS + 0.01CLCC Equation 4 Figure 3.71: Breakdown of and average life cycle cost Consumable materials like fuel and ammunition, as well as personnel salaries increase the overall lifecycle cost for a longer service life, as shown in Figure 3.70. However, as Figure 3.71 presents, the acquisition, and RDT&E costs are minimized by extending service life. Because the military will not have to redesign a new aircraft every decade to replace Firefox, the additional cost incurred by extending service life is justified. 3.12 Aircraft Variants The size and performance characteristics built into Firefox give many secondary configuration and mission capabilities. Advanced weapon systems currently in development can directly replace the 105mm position with little modification. 3.12.1 Railgun Railguns were the highest scoring alternative system in the weapon selection trade study, and with a TRL of seven, these powerful yet capable weapons will soon be realized. A notional railgun was scaled to 93 Paladin Aerospace Cal Poly the length and recoil force of the 105mm cannon, using target specifications from published NAVSEA and Batelle presentations. These values are presented below in Table 3.11.7 Table 3.11: Scaled rail gun comparison Power is supplied by a Bugatti 4MW Super Compact Turbine power generator, while the 3.9 foot recoil stroke reduced the recoil force to 20,000 lbs. As illustrated in Figure 3.72, because of the size matching, the railgun cannon can directly replace the 105mm with minimum modification. Figure 3.72: Railgun configuration The power generator and pulsed power supplies occupy the area once housing the 105mm ammunition, and the new 100 round ammunition box is sandwiched between the power supply and the forward 40mm magazines. The Mach 5 velocity reduces ballistic effects, increasing accuracy, and reducing flight time from the 105mm howitzer’s 9.2 seconds, to a mere 2.2 seconds at a range of 18,000 ft. 7 3.13 Conclusions Paladin Aerospace proposes a cost-effective, high performance solution to the AIAA 2004/2005 Undergraduate Team Aircraft Design RFP. The advanced next-generation gunship, Firefox, will take full 94 Paladin Aerospace Cal Poly advantage of the developing battlefield communications network to refocus its role from hunter/killer, to pure killer. Powerful, yet persistent 40mm CTA cannons and CTA 105mm tank gun provide lethal firepower at a low cost-per-kill. Through the use of state-of-the-art avionics and weapon systems, the crew is reduced from the AC-130U’s thirteen to four which, as illustrated in Table 3.12, greatly minimizes the size, weight and cost of the aircraft. Table 3.12: AC-130 Comparison Aerodynamically, Firefox is optimized for maximum fuel efficiency, while structural features such as a large H-tail and a third spar, enhance survivability. The location of the twin, shoulder-mounted engines, hides them from ground fire as well as infrared (IR) seeking devices, while the sophisticated yet cost-effective countermeasure system guards against AAA and MANPADS threats. As displayed in Foldout 4, page 96, Firefox meets all RFP specified requirements with a flyaway cost of $70 million, and an IOC date of 2015. 95 Gunship Mission Requirement Non-traditional Weapons Cruise Speed Loiter Altitude Payload Expenditure Altitude Balance Field Length Landing Distance Limit Load Factor Maneuver at 20,000 ft Payload AAA PK|E MANPADS PK|E Unrefueled Time on Station Mission Radius Initial Cruise Ceiling Maximum Landing Weight Aerial Refueling RFP ≥ = = ≤ ≤ ≥ = ≥ < < ≥ ≥ ≥ = Investigate 400 kts 20,000 ft 10,000 ft 5,000 ft 5,000 ft 3.5 g's 1.5 g's 15,000 lbs Best: 380 20,000 10,000 4,556 4,551 3.5 1.5 15,600 0.1 0.096 0.1 4 hrs 500 n.mi. 30,000 ft 80% TOGW Capable Firefox Met ? Utilized kts ft ft ft ft g's g's lbs 9 9 9 9 9 9 9 9 9 1: 2: 3: 4: 5: 6: 7: 8: 9: 10: Fuel Tanks - 24,348 pounds total Engine: CF34-10 Fuel Line UARRSI Refueling Port Hydraulic Line and Pump 40mm CTA Cannon 40mm Ammunition 105mm Ammunition Folding Stairway Single Fowler Flaps Cabin Layout 11: Battle Manager 12: Mission Systems 13: Pilot 14: Flight Engineer 9 0.072 4 hrs 500 n.mi. 38,000 ft 80 % TOGW Capable 9 9 9 9 9 9 Ferry Mission Requirement Cruise Speed Range Landing Distance RFP = ≥ = Best Speed 2,600 n.mi. Austere Base Firefox 400 kts 2,600 n.mi. Capable Met ? 9 9 9 Foldout 4 Page 96 Paladin Aerospace Cal Poly 3.15 References 1. 2. 3. 4. 5. 6. 7. 8. 9. 10. 11. 12. 13. 14. 15. 16. 17. 18. 19. 20. 21. 22. 23. 24. 25. 26. 27. 28. 29. 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Roskam, J., Airplane Design Part VIII: Airplane Cost Estimation: Design, Development, Manufacturing, and Operating, 2nd ed., DARcorporation, Kansas, 2002. pp. 3-14, 21-41,45-56, 145177,188-189 “Aircraft Anti-Icing and Deicing using Ultrasound Technology” [online database], URL: http://globalspec.com/goto/PDFViewer?pdfURL=http%3A%2F%2Fmastersonic%2Ecom%2Fdocume nts%2Fmmm%5Fapplications%2Fdifferent%5Fmmm%5Fapplications%2Ftop3%5F00119%2Epdf [cited 6 June 2005]. 3.15 Design Tools Company Software Description Utilization Solidworks Solidworks Parametric, feature-based three dimensional modeling and computer aided drafting Aircraft solid model generation Solidworks Floworks Fluid flow analysis for Solidworks Validation of engine nacelle design Microsoft Excel/Visual Basic Spreadsheet calculation for complex numerical analysis Used in conjunction with Matlab to conduct numerical analysis Microsoft Word Word Processor Report generation Adobe Photoshop Image editor Touch-up of figures and illustrations Mathworks Matlab High-level technical computing language and interactive development environment. Aerodynamics and performance trade studies and analysis Mark Drela (public license) XFOIL Design and analysis of subsonic isolated airfoils Airfoil selection and analysis PDAS Tranair Transonic Panel Method CFD Analysis of configuration Autodesk Autodesk Map Two dimensional computer drafting tool Large scale three view drawing and annotation 98