LY912 'Dragonhawk' - Image too large
The LY912 is a highly unusual aircraft. However, despite its first appearances, it is an MT platform, based primarily on research (and testing!) conducted by the USAF in the 1950s and ‘60s (see Nuclear Energy for the Propulsion of Aircraft), married up with some more modern electronics and sensors, and then built really, really big. Whether or not anyone wishes to use this platform is another matter entirely, but being able to fly a strategic bomber at Mach 2 for several days, hit something (or many somethings) from standoff ranges, then fly home, will have its uses. The concept for this aircraft is only workable if a country is one that subscribes to the idea that the NS world is extremely large, and international and inter-regional distances are proportionate. If all of your conflicts are taking place within a 1000km radius of your own borders, then this platform is a waste. If you are on the NS world map (which includes Astyria, Nova, Gholgoth, Greater Dienstad, Sondria and many other notable RPing regions), or are assuming that you are on that world, somewhere, and that very long ranges are thus part of your nation’s status quo and expected conflicts, then, again, the Dragonhawk may have some appeal.
Please don’t simply dismiss this on the basis of its size, or that it has nuclear engines. Yes, it’s unusual, but there’s nothing magical or impossible about the technology employed, it’s just a very odd way of putting together contemporarily understood subsystems into a military package that is specifically tailored for the unique geopolitical circumstances that abound in NationStates.
Please don’t simply dismiss this on the basis of its size, or that it has nuclear engines. Yes, it’s unusual, but there’s nothing magical or impossible about the technology employed, it’s just a very odd way of putting together contemporarily understood subsystems into a military package that is specifically tailored for the unique geopolitical circumstances that abound in NationStates.
General characteristics
• Crew: 6 (command pilot, copilot, weapon systems officer, EW systems officer, two flight engineers)
• Length: 135 m
• Wingspan: 110 m
• Height: 32 m
• Wing area: 3,350 m²
• Empty weight: 1,400,000 kg
• Maximum takeoff weight: 1,867,000 kg
• Powerplant: 18 × Highcairn Manufacturing Zone L-118 (137kN x 18) low-bypass turbofans
12 x Osmouth Arsenal LYDC-2A nuclear ramjets (156kN x 12)
Performance
• Maximum speed:
• At 15,000m: Mach 2.05 (2,220 km/h, 1,380 mph)
• At low level: Mach 0.92 (1,130 km/h, 700 mph, 60-150 m altitude)
• Range: Crew endurance.
• Maximum wing loading: 730 kg/m² (150 lb/ft²)
Armament
• Bombs and missiles: up to 250,000 kg in internal bays (six bays), 100,000kg on 20 (optional) underwing (wet) pylons.
Avionics
AN/APG-94 ‘Huldra’ LPI Active Electronically Scanned Array
AN/ASQ-240 'Apsca' Advanced Polyspectral Combat Sensor Array
LWR
RWR
GPS/TFR/INS
Contrail sensor
Damocles Satellite Constellation Network Link
AN/ALQ-281 ‘Tiamat’ EW system
The LY912 'Dragonhawk' is a supersonic, nuclear ramjet-driven, high altitude, super-heavy, stand-off strategic bomber, designed by the Lyran Protectorate Research and Development Commission in the early 21st century. It serves as the mainstay of the Lyran Aerospace Force's extreme-range strike capability, and is available for export through Lyran Arms.
Throughout the late 20th and early 21st century, global conflicts have become more, not less common, and the Protectorate of Lyras has taken great pride in its capacity to successfully determine the outcome of every conflict it has ever been party to. However, increasingly, the Protectorate has been made aware of the effects that distance has had upon its capacity to project meaningful military force.
With ranges, even within Lyras' home region of Greater Dienstad, often measuring in double-digit thousands of kilometres, it rapidly became apparent that most forms of aerial force projection were quite hamstrung. Naval aviation provided, and provides, a partial compensation to this, but naval forces are themselves hindered by the requirement for months of travel time between conflict zones. Enormous chains of tanker aircraft have been utilised, but aircraft still had to be in the air for weeks to hit their target, a dubious proposition at best.
The Lyran Protectorate Research and Development Commission, no stranger to addressing difficult strategic issues, was tasked to resolve this difficulty by providing an aircraft capable of reliable, extreme-range and timely strategic strikes. Dubbed the ‘Rapid Global Strike Aircraft’ (RGSA) Project, it became something of a grand-strategic holy grail of air-to-ground and air-to-surface force projection, and attracted a wide range of developmental interest. Quite a variety of innovative solutions were conceptualised, ranging from manned spaceplane-esque sub-orbital vehicles and space-stations to solar-powered pseudo-gliders and one borderline-phallic depiction of what resembled a giant rocket-assisted dirigible. Submissions were accepted from a variety of sources, and a composite solution was reached in August, 2012.
There answer to this demanding set of requirements was one of the largest and most unique heavier-than-air craft ever to grace the sky, the LY912 'Dragonhawk'.
With ranges, even within Lyras' home region of Greater Dienstad, often measuring in double-digit thousands of kilometres, it rapidly became apparent that most forms of aerial force projection were quite hamstrung. Naval aviation provided, and provides, a partial compensation to this, but naval forces are themselves hindered by the requirement for months of travel time between conflict zones. Enormous chains of tanker aircraft have been utilised, but aircraft still had to be in the air for weeks to hit their target, a dubious proposition at best.
The Lyran Protectorate Research and Development Commission, no stranger to addressing difficult strategic issues, was tasked to resolve this difficulty by providing an aircraft capable of reliable, extreme-range and timely strategic strikes. Dubbed the ‘Rapid Global Strike Aircraft’ (RGSA) Project, it became something of a grand-strategic holy grail of air-to-ground and air-to-surface force projection, and attracted a wide range of developmental interest. Quite a variety of innovative solutions were conceptualised, ranging from manned spaceplane-esque sub-orbital vehicles and space-stations to solar-powered pseudo-gliders and one borderline-phallic depiction of what resembled a giant rocket-assisted dirigible. Submissions were accepted from a variety of sources, and a composite solution was reached in August, 2012.
There answer to this demanding set of requirements was one of the largest and most unique heavier-than-air craft ever to grace the sky, the LY912 'Dragonhawk'.
The most challenging of the RGSA project's requirements was the provision of sufficient propulsive force to keep a strike aircraft aloft long enough to reach its target, unleash its payload, and return to friendly airspace tens of thousands of kilometers away, and all in as timely a manner as possible. Conventional hydrocarbon-based engines offered very good power-to-weight, but were hindered by the ancillary requirement to carry enormous amounts of fuel to cater for the extended flight envelopes. Low speed engines, while often providing good endurance, would result in prohibitively extended flight times and commensurately greater vulnerability to the platform, while higher speeds sucked up precious amounts of fuel.
With these challenges in mind, the Protectorate Research and Development Commission proposed the conundrum to the usual ensemble of Lyran design bureaus, Lughenti Aerodrome, Highcairn Manufacturing Zone, Osmouth Arsenal and Southbastion Ironworks. The most inherently practical proposal, however, was submitted by Osmouth Arsenal, in the form of a very large supersonic aircraft, powered by a modernized variant of the American ‘50s-era Tory-IIC nuclear ramjet engine.
As this proposal found favour (to the bafflement of the Southbastion Ironworks team, which had asserted that the original challenge was impossible), the competition stiffened, and the questions surrounding the implementation of direct- or indirect-cycle nuclear engines was brought to the fore. Lughenti Aerodrome, smarting from the rebuff of its manned spaceplane concept, proposed a clean, though technically difficult indirect-cycle, and commenced development of the Lyran Indirect-Cycle(LYIC)-series, starting with the LYIC-1, and moving to larger scale models with the -1A and -2.
Osmouth Arsenal continued to press forward with its mechanically simpler but structurally and radioactively more challenging direct-cycle systems, based more directly on the originally undertaken American investigations into nuclear propulsion. A number of prototypes and research reactors were built, recreating and refining the efforts undertaken during ‘Project Pluto’, including the production of an enormous Lyran air compression facility in the testing ranges to the east of Osmouth, which fed air to the reactor at a preheated 506°C and 316 psi, to simulate ramjet flight conditions (which Executive Command directed be shared with the Lughenti Aerodrome team for research purposes – a sore point with the Osmouth Arsenal staff, who felt slighted). The Lyran Direct-Cycle(LYDC)-series included fewer scale models than the LYIC-series, partly due to the already-broadly-completed ‘Project Pluto’ analysis from the ‘50s and very early ‘60s. Thusly, while the LYIC-series offered a number of very powerful developmental incentives, the much simpler and faster design path lead to the selection of the LYDC-2A nuclear ramjet as the principle cruise-engine of the still-in-development LY912.
Generating 156kN of thrust - and months of flight time - for 6.5 tons of gross weight, the LYDC-2A is, in its own way, a remarkable piece of equipment. Very closely resembling the original Tory IIC nuclear ramjet engine, the LYDC-2A is not, however, the same as its ancestor, despite the obvious similarities.
Tory IIC prototype, mounted on a railcar, being prepared for a test. May 1964
Like the Tory IIC, thrust is provided by the reactor in a manner similar to a conventional jet engine. Air is forced into the intakes, and is heated by the reactor, forcing it to expand as it is directed out the rear of the engine, providing forward thrust. Simple, conceptually, but far more technically difficult than the concept’s simplicity would imply.
The original Project Pluto having done much of the leg-work, a great deal of the research was brought bodily over. A veritable host of metallurgical and material-science advances were integral to the concept’s functionality. Pressure-driven motors needed to operate and control the reactors while in flight had to operate not only white-hot, but while under the effects of intense radioactivity. The need to maintain supersonic speed at low altitude and in any conceivable weather meant that Pluto's reactor had to survive conditions that would melt or disintegrate the metals used in most jet and rocket engines. While the pressures of speed and altitude were more forgiving in the Lyran manned aircraft implementation of the system (compared to the original lo-lo-lo flight-profile missile), the vastly increased flight time requirements, and presence of a crew and payload, posed new challenges to the design teams. The LYDC-2A is thus not identical to the Tory IIC, though, again, there are considerable and obvious similarities.
It was, in fact, while conducting reviews of data and commentaries from the original program that Lyran personnel stumbled upon a number of intriguing quotes that would later give the LY912 its name. During Project Pluto, engineers calculated that the aerodynamic pressures upon the missile might be as much as five times greater than those that the hypersonic X-15 had to endure. Pluto, according to engineer Ethan Platt, was "pretty close to the limits in all respects," and it was stated by Blake Myers, head of the propulsion engineering division that “We were tickling the dragon's tail all the way”. It was from that comment, and the anticipation of the strike-aircraft’s great size, that it was given the name ‘Dragonhawk’.
As the efficiency of a nuclear ramjet increases with temperature, greater and greater operating temperatures were pursued, though this in itself was a challenging on numerous levels. At Tory IIC’s operating temperature of 1,200 degrees Celsius, even high-temperature alloys would become white-hot and lose structural strength. The original project had asked a Colorado-based porcelain company named Coors to manufacture ceramic fuel elements that could stand the heat and provide even temperature distribution in the reactor – Southbastion Ironworks metaphorically shrugged, and utilised its expertise in the production of armour-grade ceramics for AFVs to provide a similar solution, although the exact sum provided to Coors for its original data has not been released. It is unknown whether the exact composition of the ceramic is identical (likely not), though the resultant temperature and pressure tolerances have manifested as near-congruent.
Temperature was not the sole issue that required address. Putting airborne reactors through rain, hail, salt and sand at supersonic speeds was also an issue. A wide variety of heat, pressure, corrosion and impact-resistant materials were experimented with, particularly for the all-important aft-reactor base plates, where the temperatures would be at their highest. On the original project, even measuring the temperature of the base plates presented a challenge, since heat-sensitive probes would be burned and blasted by Tory's searing heat and radiation. So close were the tolerances that Tory's base plates had an auto-ignition point only 150 degrees above the reactor's peak operating temperature. LYDC-2A is better in this regard, but only in as much as the reactor doesn’t run quite as hot due to its requirements for longer operating times.
The LYDC-2A consisted of 465,000 tightly packed hexagonal-section fuel rods 10.05cm long, with 9.12mm between outer parallel planes and an inside diameter of 5.7mm. The engine has about 27,000 channels between the fuel rods to provide thermal energy to the incoming high-pressure airflow. The elements were designed for average operation temperature of 1277°C, although tend to operate a little below that in the LYDC-2A, due to being having channels 1.52mm wider, and with slightly diminished airflow thermal input. The design includes small unattached elements which the Tory IIC team found reduced thermal stress loading. The LYDC-2A has an outer diameter of 193.88cm and is 130.56cm in length – a fraction larger (volumetrically) than the original Tory IIC, and still one of the smallest practical reactors built. The core itself is 160cm in diameter and 103.04cm in length. The critical mass of uranium is 59.9kg, and the reactor has a total power of 600MW. This differs from the Tory IIC by being 20% shorter, 33% wider, and having 20% wider internal channels, allowing for the slower operating airspeed, commensurate lower pressure and air temperature, and longer anticipated flight time that the LYDC-2A is expected to deal with, relative to its ancestor.
Enriched uranium dioxide with small amounts of zirconium dioxide (for structural stability) serves as the primary fuel, with the elements themselves made from a beryllium oxide-based refractory ceramic. High neutron flux is present (9×1017 neutrons/cm2 in the aft and 7×1014 neutrons/cm2 at the point of the intake). Gamma radiation is far lower in the LYDC-2A than in the original Tory IIC design, due to the reimplementation of lightweight shielding based upon British submarine reactor safety innovations. Note, proximity to the reactor while operational is still a serious radiation hazard, and is not advised.
Questions arose early on in the design process about whether the aircraft itself should be further radiation shielded, or whether just the engines themselves should be additionally shielded, in order to safeguard not just the first-priority crew, but also the aircraft’s own systems and structure. In the final analysis, both options were taken, but with the majority of the emphasis given to the LYDC-2As themselves, especially in the all-important gamma-radiation range, so as to prevent most of the radiation from leaving the immediate surrounds of the reactors.
Originally developed for use in spacecraft by the North American Space Agency, the crew shielding of the Dragonhawk is a three-layered multi-functional structure arrayed primarily around the crew section, and designed to protect the craft, its crew and everything around it from the negative effects of thermal, EM and particle radiation. Importantly, the material, dubbed ‘Salamander’ in Lyran service, is also considerably higher in strength-to-weight and strength-to-volume terms than most shielding, with its positioning positively contributing to the Dragonhawk’s structural integrity.
The first layer of ‘Salamander’ is 30-42 percent by volume of ultra-high molecular weight (UHMW) polyethylene fibers, 18-30 percent by volume of graphite fibers, and a remaining percent by volume (i.e., 28-52 percent by volume) of a thermoset epoxy resin matrix. The layer is itself formed into several plies of the UHMW-graphite-resin interweave, with the plies being arrayed orthogonally, to minimise the advent of structurally-generate gaps in functional shielding. The polyethylene and graphite fibers are typically long-fibrous in any of a number of layouts. The epoxy resin matrix impregnates the gaps formed between and around the fibers. Typically, the epoxy resin matrix is a thermo-set matrix that flows when heated and solidifies when cooled. The presence of UHMW polyethylene fibers provides radiation shielding while the combination of UHMW polyethylene fibers and graphite fibers provide a strong, lightweight composite. This first layer thus serves both shielding and structural purposes.
The second layer is flush to the first layer, said has approximately 68 percent by volume of UHMW polyethylene fibers and a remaining percent by volume of a polyethylene matrix, again arranged orthogonally. This layer is primarily a shielding layer.
The third layer is a ceramic, composed primarily of boron carbide built at the Southbastion Ironworks, and sandwiches the second layer between the first and third. This armour-grade ceramic layer is both radiation shield and a structurally sound material, and this layer, furthest from the crew, is oriented towards the engines.
‘Salamander’ is made using widely available materials, and is be fabricated from existing aerospace and armour-ceramic manufacturing technologies, and has provided a considerable advance in the Protectorate’s understanding of mobile radiation shielding technology.
Emergency water tanks (situated above the reactors at the rear of the fuselage and inner wings) dump pressurised and borax-loaded water into the reactor if the assembly heats up beyond tolerances. This will SCRAM the reactor, shutting it down quickly, and neutralising most of its radiation, though the reactor itself will be damaged, likely beyond repair. These tanks also be activated deliberately, if circumstances require.
The reactor control-rods are pressure-released. This means that they are unable to be retracted if the aircraft has not reached sufficient airspeed velocity to enable to air flowing through the reactor to provide sufficient coolant and/or thrust for the reactor to operate effectively. Once the required pressure has been achieved, the control rods may be retracted and the reactors engaged. Safeties provide for a degree of flexibility, and manual over-rides (past a certain point) are able to be employed. In the case of a decrease in pressure, the control rods will revert back into the reactor, and bring it back below the reaction's ongoing sustainability point.
Around the reactors themselves, shielding has not been neglected either, with awareness of the negative effects of embrittlement and nuclear-activation of otherwise non-radioactive material. The use of low-activation material for shielding is thus considered crucial. The matter is complicated by the fact that these low-activation materials must also possess extremely high thermal resistance, be lightweight enough to be realistically able to fly, and also possess sufficient structural strength to be a useful component of the aircraft in its own right.
The engines are circular in cross-section, but are held within radiation shrouds. The shrouds are composed of four layers of radiation shielding material. Boron carbide is within the inside of the radiation shield, backed by structurally-significant and heat resistant tungsten. Carbon-steel forms the third layer, both for its heat resistance and its low activation levels. Finally titanium forms the outer layer, and preserves the aerodynamics of the assembly. All twelve engines are located within the rear ventral section of the fuselage, in two side-by-side sets of six, with the variable intakes likewise located ventrally. Keeping the entire ‘hot’ assembly closer together and located far to the rear simplifies the shielding process, significantly lowers the radiation effects upon the airframe and crew (who, due to the extensive shielding, actually get less radiation exposure than persons exposed to normal background/ambient radiation) and enables maintenance of most of the aircraft to be conducted sufficiently removed from the hazard zones so as to not require special gear. More extensive maintenance can be carried out by separating the hot assembly, and moving it away from the rest of the aircraft.
Each LYDC-2A engine is estimated to cost NS$195m.
With these challenges in mind, the Protectorate Research and Development Commission proposed the conundrum to the usual ensemble of Lyran design bureaus, Lughenti Aerodrome, Highcairn Manufacturing Zone, Osmouth Arsenal and Southbastion Ironworks. The most inherently practical proposal, however, was submitted by Osmouth Arsenal, in the form of a very large supersonic aircraft, powered by a modernized variant of the American ‘50s-era Tory-IIC nuclear ramjet engine.
As this proposal found favour (to the bafflement of the Southbastion Ironworks team, which had asserted that the original challenge was impossible), the competition stiffened, and the questions surrounding the implementation of direct- or indirect-cycle nuclear engines was brought to the fore. Lughenti Aerodrome, smarting from the rebuff of its manned spaceplane concept, proposed a clean, though technically difficult indirect-cycle, and commenced development of the Lyran Indirect-Cycle(LYIC)-series, starting with the LYIC-1, and moving to larger scale models with the -1A and -2.
Osmouth Arsenal continued to press forward with its mechanically simpler but structurally and radioactively more challenging direct-cycle systems, based more directly on the originally undertaken American investigations into nuclear propulsion. A number of prototypes and research reactors were built, recreating and refining the efforts undertaken during ‘Project Pluto’, including the production of an enormous Lyran air compression facility in the testing ranges to the east of Osmouth, which fed air to the reactor at a preheated 506°C and 316 psi, to simulate ramjet flight conditions (which Executive Command directed be shared with the Lughenti Aerodrome team for research purposes – a sore point with the Osmouth Arsenal staff, who felt slighted). The Lyran Direct-Cycle(LYDC)-series included fewer scale models than the LYIC-series, partly due to the already-broadly-completed ‘Project Pluto’ analysis from the ‘50s and very early ‘60s. Thusly, while the LYIC-series offered a number of very powerful developmental incentives, the much simpler and faster design path lead to the selection of the LYDC-2A nuclear ramjet as the principle cruise-engine of the still-in-development LY912.
Generating 156kN of thrust - and months of flight time - for 6.5 tons of gross weight, the LYDC-2A is, in its own way, a remarkable piece of equipment. Very closely resembling the original Tory IIC nuclear ramjet engine, the LYDC-2A is not, however, the same as its ancestor, despite the obvious similarities.
Tory IIC prototype, mounted on a railcar, being prepared for a test. May 1964
Like the Tory IIC, thrust is provided by the reactor in a manner similar to a conventional jet engine. Air is forced into the intakes, and is heated by the reactor, forcing it to expand as it is directed out the rear of the engine, providing forward thrust. Simple, conceptually, but far more technically difficult than the concept’s simplicity would imply.
The original Project Pluto having done much of the leg-work, a great deal of the research was brought bodily over. A veritable host of metallurgical and material-science advances were integral to the concept’s functionality. Pressure-driven motors needed to operate and control the reactors while in flight had to operate not only white-hot, but while under the effects of intense radioactivity. The need to maintain supersonic speed at low altitude and in any conceivable weather meant that Pluto's reactor had to survive conditions that would melt or disintegrate the metals used in most jet and rocket engines. While the pressures of speed and altitude were more forgiving in the Lyran manned aircraft implementation of the system (compared to the original lo-lo-lo flight-profile missile), the vastly increased flight time requirements, and presence of a crew and payload, posed new challenges to the design teams. The LYDC-2A is thus not identical to the Tory IIC, though, again, there are considerable and obvious similarities.
It was, in fact, while conducting reviews of data and commentaries from the original program that Lyran personnel stumbled upon a number of intriguing quotes that would later give the LY912 its name. During Project Pluto, engineers calculated that the aerodynamic pressures upon the missile might be as much as five times greater than those that the hypersonic X-15 had to endure. Pluto, according to engineer Ethan Platt, was "pretty close to the limits in all respects," and it was stated by Blake Myers, head of the propulsion engineering division that “We were tickling the dragon's tail all the way”. It was from that comment, and the anticipation of the strike-aircraft’s great size, that it was given the name ‘Dragonhawk’.
As the efficiency of a nuclear ramjet increases with temperature, greater and greater operating temperatures were pursued, though this in itself was a challenging on numerous levels. At Tory IIC’s operating temperature of 1,200 degrees Celsius, even high-temperature alloys would become white-hot and lose structural strength. The original project had asked a Colorado-based porcelain company named Coors to manufacture ceramic fuel elements that could stand the heat and provide even temperature distribution in the reactor – Southbastion Ironworks metaphorically shrugged, and utilised its expertise in the production of armour-grade ceramics for AFVs to provide a similar solution, although the exact sum provided to Coors for its original data has not been released. It is unknown whether the exact composition of the ceramic is identical (likely not), though the resultant temperature and pressure tolerances have manifested as near-congruent.
Temperature was not the sole issue that required address. Putting airborne reactors through rain, hail, salt and sand at supersonic speeds was also an issue. A wide variety of heat, pressure, corrosion and impact-resistant materials were experimented with, particularly for the all-important aft-reactor base plates, where the temperatures would be at their highest. On the original project, even measuring the temperature of the base plates presented a challenge, since heat-sensitive probes would be burned and blasted by Tory's searing heat and radiation. So close were the tolerances that Tory's base plates had an auto-ignition point only 150 degrees above the reactor's peak operating temperature. LYDC-2A is better in this regard, but only in as much as the reactor doesn’t run quite as hot due to its requirements for longer operating times.
The LYDC-2A consisted of 465,000 tightly packed hexagonal-section fuel rods 10.05cm long, with 9.12mm between outer parallel planes and an inside diameter of 5.7mm. The engine has about 27,000 channels between the fuel rods to provide thermal energy to the incoming high-pressure airflow. The elements were designed for average operation temperature of 1277°C, although tend to operate a little below that in the LYDC-2A, due to being having channels 1.52mm wider, and with slightly diminished airflow thermal input. The design includes small unattached elements which the Tory IIC team found reduced thermal stress loading. The LYDC-2A has an outer diameter of 193.88cm and is 130.56cm in length – a fraction larger (volumetrically) than the original Tory IIC, and still one of the smallest practical reactors built. The core itself is 160cm in diameter and 103.04cm in length. The critical mass of uranium is 59.9kg, and the reactor has a total power of 600MW. This differs from the Tory IIC by being 20% shorter, 33% wider, and having 20% wider internal channels, allowing for the slower operating airspeed, commensurate lower pressure and air temperature, and longer anticipated flight time that the LYDC-2A is expected to deal with, relative to its ancestor.
Enriched uranium dioxide with small amounts of zirconium dioxide (for structural stability) serves as the primary fuel, with the elements themselves made from a beryllium oxide-based refractory ceramic. High neutron flux is present (9×1017 neutrons/cm2 in the aft and 7×1014 neutrons/cm2 at the point of the intake). Gamma radiation is far lower in the LYDC-2A than in the original Tory IIC design, due to the reimplementation of lightweight shielding based upon British submarine reactor safety innovations. Note, proximity to the reactor while operational is still a serious radiation hazard, and is not advised.
Questions arose early on in the design process about whether the aircraft itself should be further radiation shielded, or whether just the engines themselves should be additionally shielded, in order to safeguard not just the first-priority crew, but also the aircraft’s own systems and structure. In the final analysis, both options were taken, but with the majority of the emphasis given to the LYDC-2As themselves, especially in the all-important gamma-radiation range, so as to prevent most of the radiation from leaving the immediate surrounds of the reactors.
Originally developed for use in spacecraft by the North American Space Agency, the crew shielding of the Dragonhawk is a three-layered multi-functional structure arrayed primarily around the crew section, and designed to protect the craft, its crew and everything around it from the negative effects of thermal, EM and particle radiation. Importantly, the material, dubbed ‘Salamander’ in Lyran service, is also considerably higher in strength-to-weight and strength-to-volume terms than most shielding, with its positioning positively contributing to the Dragonhawk’s structural integrity.
The first layer of ‘Salamander’ is 30-42 percent by volume of ultra-high molecular weight (UHMW) polyethylene fibers, 18-30 percent by volume of graphite fibers, and a remaining percent by volume (i.e., 28-52 percent by volume) of a thermoset epoxy resin matrix. The layer is itself formed into several plies of the UHMW-graphite-resin interweave, with the plies being arrayed orthogonally, to minimise the advent of structurally-generate gaps in functional shielding. The polyethylene and graphite fibers are typically long-fibrous in any of a number of layouts. The epoxy resin matrix impregnates the gaps formed between and around the fibers. Typically, the epoxy resin matrix is a thermo-set matrix that flows when heated and solidifies when cooled. The presence of UHMW polyethylene fibers provides radiation shielding while the combination of UHMW polyethylene fibers and graphite fibers provide a strong, lightweight composite. This first layer thus serves both shielding and structural purposes.
The second layer is flush to the first layer, said has approximately 68 percent by volume of UHMW polyethylene fibers and a remaining percent by volume of a polyethylene matrix, again arranged orthogonally. This layer is primarily a shielding layer.
The third layer is a ceramic, composed primarily of boron carbide built at the Southbastion Ironworks, and sandwiches the second layer between the first and third. This armour-grade ceramic layer is both radiation shield and a structurally sound material, and this layer, furthest from the crew, is oriented towards the engines.
‘Salamander’ is made using widely available materials, and is be fabricated from existing aerospace and armour-ceramic manufacturing technologies, and has provided a considerable advance in the Protectorate’s understanding of mobile radiation shielding technology.
Emergency water tanks (situated above the reactors at the rear of the fuselage and inner wings) dump pressurised and borax-loaded water into the reactor if the assembly heats up beyond tolerances. This will SCRAM the reactor, shutting it down quickly, and neutralising most of its radiation, though the reactor itself will be damaged, likely beyond repair. These tanks also be activated deliberately, if circumstances require.
The reactor control-rods are pressure-released. This means that they are unable to be retracted if the aircraft has not reached sufficient airspeed velocity to enable to air flowing through the reactor to provide sufficient coolant and/or thrust for the reactor to operate effectively. Once the required pressure has been achieved, the control rods may be retracted and the reactors engaged. Safeties provide for a degree of flexibility, and manual over-rides (past a certain point) are able to be employed. In the case of a decrease in pressure, the control rods will revert back into the reactor, and bring it back below the reaction's ongoing sustainability point.
Around the reactors themselves, shielding has not been neglected either, with awareness of the negative effects of embrittlement and nuclear-activation of otherwise non-radioactive material. The use of low-activation material for shielding is thus considered crucial. The matter is complicated by the fact that these low-activation materials must also possess extremely high thermal resistance, be lightweight enough to be realistically able to fly, and also possess sufficient structural strength to be a useful component of the aircraft in its own right.
The engines are circular in cross-section, but are held within radiation shrouds. The shrouds are composed of four layers of radiation shielding material. Boron carbide is within the inside of the radiation shield, backed by structurally-significant and heat resistant tungsten. Carbon-steel forms the third layer, both for its heat resistance and its low activation levels. Finally titanium forms the outer layer, and preserves the aerodynamics of the assembly. All twelve engines are located within the rear ventral section of the fuselage, in two side-by-side sets of six, with the variable intakes likewise located ventrally. Keeping the entire ‘hot’ assembly closer together and located far to the rear simplifies the shielding process, significantly lowers the radiation effects upon the airframe and crew (who, due to the extensive shielding, actually get less radiation exposure than persons exposed to normal background/ambient radiation) and enables maintenance of most of the aircraft to be conducted sufficiently removed from the hazard zones so as to not require special gear. More extensive maintenance can be carried out by separating the hot assembly, and moving it away from the rest of the aircraft.
Each LYDC-2A engine is estimated to cost NS$195m.
As it became more evident that the nuclear-powered engines on the Dragonhawk were likely to emit radiation upon ignition, the importance of alternate engines for take-off and landing became very apparent. The respective design bureaus considered domestic development, and Highcairn Manufacturing Zone’s excellent L-118 high-pressure, low-bypass turbofan was selected. Highcairn’s purchase of production rights to the General Electric GEnX and Kuznetsov NK-321 engines as basis points was followed by Highcairn’s extensive examination of methods for ruggedizing and hardening the developing synergistic design, as well as providing for simplified maintenance across the board, and for computer-assisted logistics and supply. Lughenti Aerodrome’s experience with smaller engines to contrast with the higher-thrust/lower-exhaust-speed of the modified airline engines was a welcome addition to the L-118 program, and while remaining technically a Highcairn MZ engine, Lughenti does receive a proportion of the credit.
The design was challenging to the design bureaus, in no small part due to the competing demands of range, fuel economy, maximum- and cruising-speeds, and low drag. High-economy, high-thrust turbofans are, in many respects, optimal, but generate such high drag at transonic and supersonic speeds as to preclude their utilisation. Conventional turbojets suffer fuel economy issues. The immense size of the Dragonhawk is both blessing and curse when these factors are considered, and the final selection of a low-bypass turbofan is driven as much by space as anything else. All eighteen L-118s are located laterally along the fuselage, stacked above each other, and fed by variable, automatically controlled inlets. These systems alter the angle of the L-118’s intakes to allow the greatest volume, and optimal airflow speed and pressure, for any given aircraft velocity and/or angle of attack. Adjustable sections internal to the inlets minimise turbulence and restriction of flow, again for differing airspeeds. Further, retractable engine shrouds are employed to seal the engine mouth and dramatically reduce drag during nuclear-powered flight, eliminating what would, in essence, amount to approximately 36m2 of additional unrequired drag.
First among the Lughenti Aerodrome innovations and experiences ported over to the design of the L-118 was the implementation of the bureau’s Electronic Flight and Engine Control System (EFECS) found on the L-115 (of the LY909) and L-116 (LY910). Connected also to the full authority digital engine controls, the EFECS feeds information on airflow and power generation not only to the pilot-accessible cockpit controls, but also to the BMS, if present, simplifying logistics by keeping higher command and maintenance units appraised of the engine’s performance and readiness, and enhancing reliability and maintainability by a commensurate level. Aircraft with these systems fitted benefitted from a considerably lower incidence of unscheduled engine removal than did their un-augmented counterparts, a factor which leads to considerable savings in maintenance, and considerably higher readiness, both of which are highly appealing in a platform designed for extremely widespread employment.
Easy-access panels allow maintenance to be carried out on most of the engine without requiring elevation further into the engines than the access to the very large aircraft already requires, another feature for which maintenance teams are doubtless grateful.
Nor are the engine’s mechanical components themselves entirely conventional. The fan blades with the engine feature titanium leading edges over a lightweight composite materials to reduce weight without negatively impacting performance, and the fan chamber itself is also composite, to further push down weight and thermal stresses. Within the 2nd stage of the low-pressure compressor is a debris extractor, to minimise risk of fouling of the subsequent, higher-pressure stages.
The stage 3 and 4 turbine blades utilise gamma titanium aluminade (TiAl), in place of the standard nickel-based component, due to improvements in oxidation and corrosion resistance, and at considerable savings in density and mass. Further, the spools on the reaction turbines are contra-rotating, which serves to reduce the loading on the guide vanes.
Also borrowed from the L-116 was one of the more blatant results of Lyran espionage activity, the direct implementation of Pratt & Whitney’s high-strength ‘Alloy C’ titanium alloy in a number of engine components, including compressor stators, augmentors and nozzles, which allows the engine to run hotter and faster, permitting improved thrust, greater durability and improving engine efficiency. Similarly, the combustion chamber features thermally-isolated panels of high cobalt, oxidation-resistant material, which provides a similar downward pressure on maintenance, and improves overall reliability.
General characteristics
• Type: Three-spool ultra-low-bypass turbofan
• Length: 7,200 mm
• Diameter: 1,460 mm
• Dry weight: 3,400 kg
Components
• Compressor: 3-stage LP (fan), 5-stage IP, 7-stage HP
• Combustors: annular
• Turbine: 1-stage HP, 1-stage IP, 2-stage LP
Performance
• Maximum thrust: Cruise thrust: 14 000 kgf (31,000 lbf, 137 kN)
• Bypass ratio: 0.3:1
• Turbine inlet temperature: 1630 K (1357 °C)
• Specific fuel consumption: 0.72-0.73 kg/kgf/hour
• Thrust-to-weight ratio: 7.35 Kgf/kg
The LY912 carries up to 117 tons of fuel for the L-118 engine, which provides for 5 hours of operation at around 850kph, enough to get the Dragonhawk 4,000kms with a little left in the tanks for margin of error. Less fuel can be carried, but it is generally advised that switching off the LYDC-2A nuclear ramjets occur as soon as possible in any given flight, to allow the radiation to disperse as much as possible, and to preserve the lifespan of the fissile fuel elements.
The final element of the LY912’s propulsion system is its generally-fitted 48 solid fuel rockets for take-off assistance. The Dragonhawk’s immense size requires it to operate more-or-less exclusively from specially-prepared strips, and it is strongly recommended to utilise JATO for most take-offs. While theoretically possible to take-off in the conventional+nuclear configuration, this would be hazardous to ground crew, and is strongly advised against. Similarly, it is theoretically possible to take-off with jet engines alone, though the required runway distance is prohibitive, and the time taken to clear the wing effect area not insignificant. All 48 rockets are disposable, and mounted just below the wing roots.
The design was challenging to the design bureaus, in no small part due to the competing demands of range, fuel economy, maximum- and cruising-speeds, and low drag. High-economy, high-thrust turbofans are, in many respects, optimal, but generate such high drag at transonic and supersonic speeds as to preclude their utilisation. Conventional turbojets suffer fuel economy issues. The immense size of the Dragonhawk is both blessing and curse when these factors are considered, and the final selection of a low-bypass turbofan is driven as much by space as anything else. All eighteen L-118s are located laterally along the fuselage, stacked above each other, and fed by variable, automatically controlled inlets. These systems alter the angle of the L-118’s intakes to allow the greatest volume, and optimal airflow speed and pressure, for any given aircraft velocity and/or angle of attack. Adjustable sections internal to the inlets minimise turbulence and restriction of flow, again for differing airspeeds. Further, retractable engine shrouds are employed to seal the engine mouth and dramatically reduce drag during nuclear-powered flight, eliminating what would, in essence, amount to approximately 36m2 of additional unrequired drag.
First among the Lughenti Aerodrome innovations and experiences ported over to the design of the L-118 was the implementation of the bureau’s Electronic Flight and Engine Control System (EFECS) found on the L-115 (of the LY909) and L-116 (LY910). Connected also to the full authority digital engine controls, the EFECS feeds information on airflow and power generation not only to the pilot-accessible cockpit controls, but also to the BMS, if present, simplifying logistics by keeping higher command and maintenance units appraised of the engine’s performance and readiness, and enhancing reliability and maintainability by a commensurate level. Aircraft with these systems fitted benefitted from a considerably lower incidence of unscheduled engine removal than did their un-augmented counterparts, a factor which leads to considerable savings in maintenance, and considerably higher readiness, both of which are highly appealing in a platform designed for extremely widespread employment.
Easy-access panels allow maintenance to be carried out on most of the engine without requiring elevation further into the engines than the access to the very large aircraft already requires, another feature for which maintenance teams are doubtless grateful.
Nor are the engine’s mechanical components themselves entirely conventional. The fan blades with the engine feature titanium leading edges over a lightweight composite materials to reduce weight without negatively impacting performance, and the fan chamber itself is also composite, to further push down weight and thermal stresses. Within the 2nd stage of the low-pressure compressor is a debris extractor, to minimise risk of fouling of the subsequent, higher-pressure stages.
The stage 3 and 4 turbine blades utilise gamma titanium aluminade (TiAl), in place of the standard nickel-based component, due to improvements in oxidation and corrosion resistance, and at considerable savings in density and mass. Further, the spools on the reaction turbines are contra-rotating, which serves to reduce the loading on the guide vanes.
Also borrowed from the L-116 was one of the more blatant results of Lyran espionage activity, the direct implementation of Pratt & Whitney’s high-strength ‘Alloy C’ titanium alloy in a number of engine components, including compressor stators, augmentors and nozzles, which allows the engine to run hotter and faster, permitting improved thrust, greater durability and improving engine efficiency. Similarly, the combustion chamber features thermally-isolated panels of high cobalt, oxidation-resistant material, which provides a similar downward pressure on maintenance, and improves overall reliability.
General characteristics
• Type: Three-spool ultra-low-bypass turbofan
• Length: 7,200 mm
• Diameter: 1,460 mm
• Dry weight: 3,400 kg
Components
• Compressor: 3-stage LP (fan), 5-stage IP, 7-stage HP
• Combustors: annular
• Turbine: 1-stage HP, 1-stage IP, 2-stage LP
Performance
• Maximum thrust: Cruise thrust: 14 000 kgf (31,000 lbf, 137 kN)
• Bypass ratio: 0.3:1
• Turbine inlet temperature: 1630 K (1357 °C)
• Specific fuel consumption: 0.72-0.73 kg/kgf/hour
• Thrust-to-weight ratio: 7.35 Kgf/kg
The LY912 carries up to 117 tons of fuel for the L-118 engine, which provides for 5 hours of operation at around 850kph, enough to get the Dragonhawk 4,000kms with a little left in the tanks for margin of error. Less fuel can be carried, but it is generally advised that switching off the LYDC-2A nuclear ramjets occur as soon as possible in any given flight, to allow the radiation to disperse as much as possible, and to preserve the lifespan of the fissile fuel elements.
The final element of the LY912’s propulsion system is its generally-fitted 48 solid fuel rockets for take-off assistance. The Dragonhawk’s immense size requires it to operate more-or-less exclusively from specially-prepared strips, and it is strongly recommended to utilise JATO for most take-offs. While theoretically possible to take-off in the conventional+nuclear configuration, this would be hazardous to ground crew, and is strongly advised against. Similarly, it is theoretically possible to take-off with jet engines alone, though the required runway distance is prohibitive, and the time taken to clear the wing effect area not insignificant. All 48 rockets are disposable, and mounted just below the wing roots.
Given the Dragonhawk’s very large size, utilising the fuselage’s planform as a lift-surface was very much at the forefront of the aircraft’s conceptualisation. The utilisation of compression lift, taking full advantage of the LY912’s intended high speed, and wide cross-section, was an obvious choice, and the most cursory glance will show the intent in the design. Compression lift is generated by the wedge-shape in the forward ventral fuselage, between the forward engine inlets, which generates a shockwave of compressed air from which the aircraft derives lift. Less intuitive, but equally important to the design is momentum principle of lift, which is accomplished by the use of downward-pointed wingtips on the LY912, as with the XB-70 which functionally-pioneered the concept.
Momentum lift principle
Independently controllable canard fore-planes assist in manoeuvrability, providing additional lift at the nose (especially during take-off, when it’s needed most) during many phases of the flight, and contribute to what is actually a remarkably low wing-loading. When coupled with the Dragonhawk’s abundant power, the platform is surprisingly agile for its immense size, though its capability to move itself should not be taken as suggestion that it be used in a dogfight.
As with the engines, gamma titanium aluminide is used, alongside carbon composites, and silicon carbide fibers within a titanium metal-matrix composite on heat-sensitive areas along the forward fuselage and structural leading edges. The aircraft, overall, makes considerable savings in mass due to the preponderance of lightweight composite materials, created by the same resin transfer molding (RTM) found on the LY910 Shadowhawk, both to ensure uniformity of product, and also to assist in placing as much downwards pressure on costings as feasible. RTM differs from conventional compression molding in that the mold can be made from composites for low production cycles or with aluminium or steel for larger production. The differences between the two types being that metal has better heat transfer, hence quicker cycle times; metal lasts longer and deforms less, but at a higher cost. The main problem with this production route is that air can be trapped in mold and hence a method must be incorporated for allowing this air to escape. A number of solutions to the problem exist including extending one level of reinforcement beyond the cavity (with a 25% resin loss), appropriate vents and creating a vacuum in the mold (which also improves quality). Larger structures, better properties (less movement of fibres), increased flexibility of design and lower cost are some of the advantage this process has over compression molding due mainly to the low pressure injection. Given the very high amount of composite materials, this is an appreciable cost saving, if nothing else. Other benefits include rapid manufacture, capital (rather than labour) intensive production, ability to vary reinforcements easily or include cores such as foam and produce low and high quality products. RTM is used to fabricate more than 350 distinctive elements of the LY910, in areas as diverse as the engine’s intake rims and the load-bearing spars under the skin of the wings. RTM has driven down the cost of wing spars alone by 20 percent, and has halved the requirements for reinforcement parts within those spars. RTM is utilised to manufacture BMI, epoxy and carbon- or aramid-fibre components.
Much of the Dragonhawk’s structural elements are made of titanium, as titanium offers higher temperature resistance, and is stronger and lighter weight than most conventional aviation materials, while generally also being more demanding to produce and machine. This is somewhat offset by the traditionally extensive Lyran use of titanium, including in aviation grade on the LY909 Sparrowhawk, of which nearly half a million have been produced as of 29 July 2010 (1.23 million by May 2014). Dragonhawks are notably large, and thus feature very large amounts of titanium, but the cost is not forced up by as much as could have been expected by the titanium use, due to the very large economies of scale.
The large quantities of space within the wings are dedicated to self-sealing fuel tanks, and the internal capacity is commensurate with the aircraft’s size.
Momentum lift principle
Independently controllable canard fore-planes assist in manoeuvrability, providing additional lift at the nose (especially during take-off, when it’s needed most) during many phases of the flight, and contribute to what is actually a remarkably low wing-loading. When coupled with the Dragonhawk’s abundant power, the platform is surprisingly agile for its immense size, though its capability to move itself should not be taken as suggestion that it be used in a dogfight.
As with the engines, gamma titanium aluminide is used, alongside carbon composites, and silicon carbide fibers within a titanium metal-matrix composite on heat-sensitive areas along the forward fuselage and structural leading edges. The aircraft, overall, makes considerable savings in mass due to the preponderance of lightweight composite materials, created by the same resin transfer molding (RTM) found on the LY910 Shadowhawk, both to ensure uniformity of product, and also to assist in placing as much downwards pressure on costings as feasible. RTM differs from conventional compression molding in that the mold can be made from composites for low production cycles or with aluminium or steel for larger production. The differences between the two types being that metal has better heat transfer, hence quicker cycle times; metal lasts longer and deforms less, but at a higher cost. The main problem with this production route is that air can be trapped in mold and hence a method must be incorporated for allowing this air to escape. A number of solutions to the problem exist including extending one level of reinforcement beyond the cavity (with a 25% resin loss), appropriate vents and creating a vacuum in the mold (which also improves quality). Larger structures, better properties (less movement of fibres), increased flexibility of design and lower cost are some of the advantage this process has over compression molding due mainly to the low pressure injection. Given the very high amount of composite materials, this is an appreciable cost saving, if nothing else. Other benefits include rapid manufacture, capital (rather than labour) intensive production, ability to vary reinforcements easily or include cores such as foam and produce low and high quality products. RTM is used to fabricate more than 350 distinctive elements of the LY910, in areas as diverse as the engine’s intake rims and the load-bearing spars under the skin of the wings. RTM has driven down the cost of wing spars alone by 20 percent, and has halved the requirements for reinforcement parts within those spars. RTM is utilised to manufacture BMI, epoxy and carbon- or aramid-fibre components.
Much of the Dragonhawk’s structural elements are made of titanium, as titanium offers higher temperature resistance, and is stronger and lighter weight than most conventional aviation materials, while generally also being more demanding to produce and machine. This is somewhat offset by the traditionally extensive Lyran use of titanium, including in aviation grade on the LY909 Sparrowhawk, of which nearly half a million have been produced as of 29 July 2010 (1.23 million by May 2014). Dragonhawks are notably large, and thus feature very large amounts of titanium, but the cost is not forced up by as much as could have been expected by the titanium use, due to the very large economies of scale.
The large quantities of space within the wings are dedicated to self-sealing fuel tanks, and the internal capacity is commensurate with the aircraft’s size.
The primary air warfare sensor on the Dragonhawk is the AN/APG-94 ‘Huldra’, first built for the LY910 Shadowhawk. Sharing many similarities with the AN/APG-77 of the F-22, as well as the AN/APG-92 ‘Heimdall’ of the LY908, the ‘Huldra’ radar of the Shadowhawk is a very long range, multi-function, rapid scan system. ‘Huldra’ is an active-element electronically scanned array radar, integrated into the airframe both physically and electromagnetically. Designed with low probability of intercept (LPI) capability at the forefront of the design, ‘Huldra’ is intended to provide pilots, and the wider battlenet, with detailed information about extant threats without allowing hostile radar detection of the parent aircraft, or the ‘Huldra’ radar emissions. In the Dragonhawk this manifests slightly differently to the Shadowhawk. A Dragonhawk itself is not a low-emissions platform (far from it), but the LPI of the ‘Huldra’ does enable it to fire upon targets in self-defence, without those targets being necessarily aware that the Dragonhawk has detected it, let alone engaged it.
Based in large part upon the Lyran experiences building the ‘Heimdall’, the ‘Huldra’ is a more capable and advanced system, with far lower likelihood of successful detection by radar warning receivers or EW aircraft, higher resistance to jamming, greater frequency agility and smoother power-throughput. The radar has very few mechanical parts (which are common to most other radars), improving reliability considerably.
Like the ‘Heimdall’, ‘Huldra’ utilises a separate transmitter and receiver for each of the antenna's finger-sized radiating elements. 1900 individual transmit and receive modules, situated behind each element of the radar, constitute the array. Each module weighs 15g, and has a power output of over 4W. The base-plate is polyalphaolefin (PAO) liquid-cooled to dissipate the considerable generated heat.
The AESA nature of the radar is also integral to its Low Probability of Intercept (LPI) capability. ‘Huldra’ defeats most RWR/ESM systems by virtue of being able to carry out an active radar search on RWR/ESM equipped fighter aircraft without the target knowing it is being illuminated. Unlike conventional radars which emit high energy pulses in a narrow frequency band, LPI AESA systems like ‘Huldra’ emit low energy pulses over a wide (often punctuated or non-continuous) frequency band using a technique called spread-spectrum transmission. When multiple echoes are returned, the radar's signal processor combines the signals. The amount of energy reflected back to the target is about the same as conventional radar, but because each LPI pulse has considerably less amount of energy and may not fit normal modulation patterns, the target will have a difficult time detecting the pulses. Each individual LPI pulse is only marginally above background radiation levels, a factor which further forces down the likelihood of successful detection of the ‘Huldra’ system.
‘Borrowing’ from the APG-79, copies of which were obligingly provided by a pair of moderately well reimbursed Raytheon employees (who are currently living under false identities somewhere in the Varessan Commonwealth), ‘Huldra’ offers simultaneous air-to-air and air-to-ground modes. This is achieved using highly agile beam interleaving in near-real time, providing the pilot (and datalinks) an extremely high degree of situational awareness and tactical flexibility. The system operates (primarily) in the X-band, and uses reciprocating ferrous phase shifters to allow beam positioning in a time-frame measured in tens of nano-seconds.
By implementation of Cromwell-backed system resource management, ‘Huldra’ automatically schedules tasks to optimise radar functions and minimise pilot workload, and, for that matter, to minimise data overload. Therefore, the radar can continue scanning while communicating with other aircraft and capturing ground imagery, and can simultaneously guide multiple weapons to multiple targets widely spaced in azimuth, elevation and range.
Non-Cooperative Target Recognition is also one of the ‘Huldra’ capabilities. Traditionally problematic, the AN/APQ-94 accomplishes this by generating an array of fine radar beams and generating a high-resolution image of the target by utilising Inverse Synthetic Aperture Radar (ISAR) processing. The targets own relative rotation generates a 3D image (by virtue of the doppler shift) of the target, which is then cross-referenced with a radar-picture database. Should this be insufficient, the details are cross-checked via the Cromwell system, although the onboard bank of radar images is very comprehensive.
Other ‘Huldra’ capabilities include high resolution synthetic aperture radar mapping (working in conjunction with other integral and external assets, this provides extremely detailed information concerning topography and surface conditions), multiple ground moving target indication and track (GMTI/GMTT), combat IFF, electronic warfare resistance and integrated ECCM, automatic target prioritising and more. The radar is able to reliably detect, acquire and track a 3m2 RCS target at 400km, and a target with a RCS of 0.01m2 at 90km. UAVs, cruise missiles and fifth-generation aircraft are thus all on the list of likely candidates for successful engagement by ‘Huldra’-equipped aircraft.
‘Huldra’ is able to track 64 aerial targets, and engage 12 of them, eight if fired missiles are semi-active radar homing, rather than active. Previously a rarity in Lyran aerial warfare, the very low probability of intercept of the ‘Huldra’ has brought SARH back onto the table of options, and targets have sometimes been downed by radar-guided missiles without ever having realised that they had been detected, let alone illuminated, tracked, allocated a target priority, and fired upon.
Antenna Diameter: 1400 mm
-Azimuth Coverage: 120 °
-Elevation Coverage: 60 °,
-Detection Ranges:
3m2 RCS: 425km
0.01m2 RCS: 90km
Track: 64
Engage: 12 (8 SARH)
The helmet provides relevant flight information to the pilot, displayed on the helmet’s visor, rather than onto a fixed cockpit HUD. This allows for the use of extremely high off-boresight weapon cueing than generally the norm, a near-requirement for an aircraft like the Dragonhawk, which is not going to be making any meaningful maneuvering. Relevant information from all sensors is, as would be expected, fed into the cockpit displays by the operating battlespace management system, and the aircraft systems display monitors, which presents information pertaining to flight systems, such as the engine, slat and flap settings, weapons status and fuel quantities, and any damage sustained, are also provided to the BMS. Separate inset diagrams provide at-a-glance details of similar information regarding wing mates’ aircraft, if there are any. The extensive sensor capabilities also possessing substantial internal (multiple-redundant) computational facilities so as to handle required downloads from that network or its own aforementioned sensor systems. As is the case with most Lyran-built vehicles, the majority of gathered information is NOT displayed to the operators, being generally not worth their notice in a combat situation, but is nevertheless known to the battlespace system (and to the aircraft itself), which determines relevant information, and displays to the operator/s as appropriate, in order to mitigate data-overload.
Data-sharing is of particular import during close-in combat, where the body of the aircraft itself may obscure the pilot’s view. The BALCOTH-interface, coupled with data-input from friendly sources, can project the location of the target to the weapon systems officer’s display, even if the no direct line of sight can be drawn to the WSO’s eye. Note that this feature ensures the absence of the traditional 6 o'clock-low blindspot, as the operator/s are able to 'see' by means of the sensor suite, and thus take action accordingly, in a way that would be impossible for aircraft using more conventional electronics. As the operator turns their head, the view pans, and the image displayed can be either a direct projection of the ground, air and environs, as would be seen with the naked eye were the vehicle's hull not in the way, or various overlays, magnification and enhancements that can be applied or superimposed to highlight important elements (such as friendly ground forces – very important during a bombing run). This requires near-completely lag-free, high-luminance, high-contrast, low-fatigue and high-resolution picture with no viewing angle effect or parallax error. Further, the pilot helmet features ambient light sensors, with automatically compensating night vision systems (imaged without command input), mounted on the inside of the displays, providing high-clarity resolution in all conditions, and enabling unusually high levels of night-fighting capability.
‘Considerations’ granted to employees of a number of major aeronautical manufacturers are believed to have assisted in the implementation of this technology.
The Dragonhawk’s communication array is an upscaled variant of that available to the Shadowhawk, which was itself the most robust communications suite of any Lyran-flown or -built fighter aircraft, to date. The array features a Damocles-linked satellite communications capability that integrates beyond line of sight (BLOS) communications throughout the full spectrum of missions, both in its primary trans-regional strike role, and in its secondary profiles. The aircraft’s provision for battlespace networks aims to accelerate the observe-orient-decide-act cycle, and in the process to increase operational tempo at all levels of the warfighting system, and as such contains the leading edge in tactical- and operational-level datalinks, which provides for the sharing of data among flight- and squadron-members as well as a wide variety of other platforms. The default system, Cromwell II, is designed for ultra-high speed networking, high integrity transmission, and permits transfer of a wide range of data formats, from a multitude of compatible sources.
Available battlespace networks can utilise the platform’s own systems, and those of other friendly platforms to autonomously locate and track targets, comparing the data received against known friendly positions, to avoid blue-on-blue engagements, and maximise speed of deployment of weapons against hostile forces.
Targeting and display speeds are such that they allow real-time orientation and lag-free look-shoot capability, particularly when combined with high off-boresight-capable munitions. A single aircraft, without non-organic Cromwell-sensory system support, can independently track up to sixty-four aerial targets, and fire upon as many as there are weapons to release. When data-links from friendlies are able to handle more of the detection and processing load, the number of targets able to be tracked rises exponentially (assuming that load is not running at capacity, of course).
The Dragonhawk’s electrics are hardened and quadruple-redundant, and designed for ‘smooth degradation’, thus a system failure will result in the platform becoming, triple-redundant, then double-, before losing redundancy capability altogether. In testing, very little degraded broader system functionality to the point of loss of control or use of major systems, short of that that also destroys the aircraft itself (ie, direct damage).
High-grade hardening of computer systems and electronics is a Lyran norm, and the Dragonhawk is no exception. The immense potential of this as a feature of military systems was demonstrated in spectacular fashion during the Stoklomolvi Civil War, when Lyran warships not only saved the lives of countless Stoklomolvi civilians by defending them from nuclear attack on two separate instances, but also then, in both cases, were able to exploit the massive EMP side-effect the LY4032 'Rampart' counter-ballistic missile generates in nuclear defence. The result was a carrier battle group destroyed, to no Lyran loss (save the missiles fired to sink them). While not a land-based example, the lesson has been learned, and hardened systems are set to stay as a standard feature of Lyran electrics for the some time to come.
Present on the platform are a host of more standard avionics, with which (at least in general terms) most people familiar with the aerospace industry should be comfortable.
The primary passive combat sensor suite is taken directly from the LY908’s repertoire, and is housed on the aircraft’s underside, between the two engines. The AN/ASQ-240 Advanced Polyspectral Combat Sensor Array (APSCSA – normally referred to as the 'Apsca') features a 360 degree (ventral) scanning arc with multi-sensor, electro-optical locator/targeting system, complete with IR, low-light digital CCD TV, laser range-finder/designator, and laser spot tracker. The pod itself is 190cm long, 45cm wide, 205kg, and ranges out to 52km. The systems themselves are housed within easy-access area of the aircraft, however the relevant emitters and receivers are not so constrained. Differing systems are arrayed throughout the airframe, often within internally turreted sensor mounts to provide relevant coverage during for air to ground or air to surface operations.
Full-duplex Cromwell-datalink allows information to be processed and disseminated to friendlies, while it is received by the platform. The package, as a whole, dramatically increases capabilities for target detection, acquisition, recognition and engagement, and permits reliable all-weather, day and night engagement of multiple targets by a single aircraft, in a single pass. Further, the design is modular for ease of maintenance and upgrade, especially in the wide-body easy-access (from both internal and external ports) dorsal spine, and comes complete with a fair-wear-and-tear warranty for fifteen years, and technical support on-call to assist in maintaining it.
The Dragonhawk employs side-scanning functionality within the LPI ‘Huldra’ system to achieve the Lyran-standard terrain following radar capability, with inertial navigation and battlespace-network and Damocles-backed global positioning systems operating in parallel, in order to minimise the likelihood of navigational error.
Also featured is the world-benchmark AN/ALQ-281 ‘Tiamat’ EW system as integral. By default, ‘Tiamat’ emitters are set to ‘off’. Should the Dragonhawk’s RWR systems determine that it has been detected, ‘Tiamat’ provides world-leading EW capability as an option to enhance aircraft survivability and defeat radar-lock. AN/ALQ-281 'Tiamat' (Babylonian mythology – 'Dragon of Chaos') is a Lyro-Varessan electronic warfare system. The 'Tiamat' recievers are located in several points within the leading and trailing edges of the wings, while the transmitters are housed in the wing shoulders, and at the point of the aircraft’s rearmost vertical surface. The system, when engaged, is capable of intercepting, automatically processing and jamming received radio frequency signals. The LY912's electronic attack capabilities involve using radiated EM energy to degrade, neutralise or destroy hostile force- or force-support elements. 'Tiamat' is one of the first EW platforms to use high-end solid-state emitters, coupled with dramatically elevated potential power throughput, and dynamic and pattern-probability frequency agile (PPFA) barrage and spot jamming to render all but the most potent radars impotent. Further, if the seeking radar is calculated to be capable of burning through the jamming, precisely timed utilisation of Cromwell-backed broad-spectrum DRFM (Repeater) jamming is implemented.
This capability is second to none, and places ‘Tiamat’-equipped aircraft at the very top of known NS-combatants in the active electronic warfare role. The receivers can also be used to detect, identify and locate those signals, providing ELINT/SIGINT either automatically or manually. When emissions control (EMCON) is required (which is most of the time in the Shadowhawk) the 'Tiamat' transmitters can be turned off, which thus, as one would expect, cancels the EM broadcasting. Unlike the earlier AN/ALQ-99 series, the 'Tiamat' utilises power generated by the aircraft to function. Given the very high power output available to the Dragonhawk, this has not adversely affected performance noticeably manner.
Based in large part upon the Lyran experiences building the ‘Heimdall’, the ‘Huldra’ is a more capable and advanced system, with far lower likelihood of successful detection by radar warning receivers or EW aircraft, higher resistance to jamming, greater frequency agility and smoother power-throughput. The radar has very few mechanical parts (which are common to most other radars), improving reliability considerably.
Like the ‘Heimdall’, ‘Huldra’ utilises a separate transmitter and receiver for each of the antenna's finger-sized radiating elements. 1900 individual transmit and receive modules, situated behind each element of the radar, constitute the array. Each module weighs 15g, and has a power output of over 4W. The base-plate is polyalphaolefin (PAO) liquid-cooled to dissipate the considerable generated heat.
The AESA nature of the radar is also integral to its Low Probability of Intercept (LPI) capability. ‘Huldra’ defeats most RWR/ESM systems by virtue of being able to carry out an active radar search on RWR/ESM equipped fighter aircraft without the target knowing it is being illuminated. Unlike conventional radars which emit high energy pulses in a narrow frequency band, LPI AESA systems like ‘Huldra’ emit low energy pulses over a wide (often punctuated or non-continuous) frequency band using a technique called spread-spectrum transmission. When multiple echoes are returned, the radar's signal processor combines the signals. The amount of energy reflected back to the target is about the same as conventional radar, but because each LPI pulse has considerably less amount of energy and may not fit normal modulation patterns, the target will have a difficult time detecting the pulses. Each individual LPI pulse is only marginally above background radiation levels, a factor which further forces down the likelihood of successful detection of the ‘Huldra’ system.
‘Borrowing’ from the APG-79, copies of which were obligingly provided by a pair of moderately well reimbursed Raytheon employees (who are currently living under false identities somewhere in the Varessan Commonwealth), ‘Huldra’ offers simultaneous air-to-air and air-to-ground modes. This is achieved using highly agile beam interleaving in near-real time, providing the pilot (and datalinks) an extremely high degree of situational awareness and tactical flexibility. The system operates (primarily) in the X-band, and uses reciprocating ferrous phase shifters to allow beam positioning in a time-frame measured in tens of nano-seconds.
By implementation of Cromwell-backed system resource management, ‘Huldra’ automatically schedules tasks to optimise radar functions and minimise pilot workload, and, for that matter, to minimise data overload. Therefore, the radar can continue scanning while communicating with other aircraft and capturing ground imagery, and can simultaneously guide multiple weapons to multiple targets widely spaced in azimuth, elevation and range.
Non-Cooperative Target Recognition is also one of the ‘Huldra’ capabilities. Traditionally problematic, the AN/APQ-94 accomplishes this by generating an array of fine radar beams and generating a high-resolution image of the target by utilising Inverse Synthetic Aperture Radar (ISAR) processing. The targets own relative rotation generates a 3D image (by virtue of the doppler shift) of the target, which is then cross-referenced with a radar-picture database. Should this be insufficient, the details are cross-checked via the Cromwell system, although the onboard bank of radar images is very comprehensive.
Other ‘Huldra’ capabilities include high resolution synthetic aperture radar mapping (working in conjunction with other integral and external assets, this provides extremely detailed information concerning topography and surface conditions), multiple ground moving target indication and track (GMTI/GMTT), combat IFF, electronic warfare resistance and integrated ECCM, automatic target prioritising and more. The radar is able to reliably detect, acquire and track a 3m2 RCS target at 400km, and a target with a RCS of 0.01m2 at 90km. UAVs, cruise missiles and fifth-generation aircraft are thus all on the list of likely candidates for successful engagement by ‘Huldra’-equipped aircraft.
‘Huldra’ is able to track 64 aerial targets, and engage 12 of them, eight if fired missiles are semi-active radar homing, rather than active. Previously a rarity in Lyran aerial warfare, the very low probability of intercept of the ‘Huldra’ has brought SARH back onto the table of options, and targets have sometimes been downed by radar-guided missiles without ever having realised that they had been detected, let alone illuminated, tracked, allocated a target priority, and fired upon.
Antenna Diameter: 1400 mm
-Azimuth Coverage: 120 °
-Elevation Coverage: 60 °,
-Detection Ranges:
3m2 RCS: 425km
0.01m2 RCS: 90km
Track: 64
Engage: 12 (8 SARH)
The helmet provides relevant flight information to the pilot, displayed on the helmet’s visor, rather than onto a fixed cockpit HUD. This allows for the use of extremely high off-boresight weapon cueing than generally the norm, a near-requirement for an aircraft like the Dragonhawk, which is not going to be making any meaningful maneuvering. Relevant information from all sensors is, as would be expected, fed into the cockpit displays by the operating battlespace management system, and the aircraft systems display monitors, which presents information pertaining to flight systems, such as the engine, slat and flap settings, weapons status and fuel quantities, and any damage sustained, are also provided to the BMS. Separate inset diagrams provide at-a-glance details of similar information regarding wing mates’ aircraft, if there are any. The extensive sensor capabilities also possessing substantial internal (multiple-redundant) computational facilities so as to handle required downloads from that network or its own aforementioned sensor systems. As is the case with most Lyran-built vehicles, the majority of gathered information is NOT displayed to the operators, being generally not worth their notice in a combat situation, but is nevertheless known to the battlespace system (and to the aircraft itself), which determines relevant information, and displays to the operator/s as appropriate, in order to mitigate data-overload.
Data-sharing is of particular import during close-in combat, where the body of the aircraft itself may obscure the pilot’s view. The BALCOTH-interface, coupled with data-input from friendly sources, can project the location of the target to the weapon systems officer’s display, even if the no direct line of sight can be drawn to the WSO’s eye. Note that this feature ensures the absence of the traditional 6 o'clock-low blindspot, as the operator/s are able to 'see' by means of the sensor suite, and thus take action accordingly, in a way that would be impossible for aircraft using more conventional electronics. As the operator turns their head, the view pans, and the image displayed can be either a direct projection of the ground, air and environs, as would be seen with the naked eye were the vehicle's hull not in the way, or various overlays, magnification and enhancements that can be applied or superimposed to highlight important elements (such as friendly ground forces – very important during a bombing run). This requires near-completely lag-free, high-luminance, high-contrast, low-fatigue and high-resolution picture with no viewing angle effect or parallax error. Further, the pilot helmet features ambient light sensors, with automatically compensating night vision systems (imaged without command input), mounted on the inside of the displays, providing high-clarity resolution in all conditions, and enabling unusually high levels of night-fighting capability.
‘Considerations’ granted to employees of a number of major aeronautical manufacturers are believed to have assisted in the implementation of this technology.
The Dragonhawk’s communication array is an upscaled variant of that available to the Shadowhawk, which was itself the most robust communications suite of any Lyran-flown or -built fighter aircraft, to date. The array features a Damocles-linked satellite communications capability that integrates beyond line of sight (BLOS) communications throughout the full spectrum of missions, both in its primary trans-regional strike role, and in its secondary profiles. The aircraft’s provision for battlespace networks aims to accelerate the observe-orient-decide-act cycle, and in the process to increase operational tempo at all levels of the warfighting system, and as such contains the leading edge in tactical- and operational-level datalinks, which provides for the sharing of data among flight- and squadron-members as well as a wide variety of other platforms. The default system, Cromwell II, is designed for ultra-high speed networking, high integrity transmission, and permits transfer of a wide range of data formats, from a multitude of compatible sources.
Available battlespace networks can utilise the platform’s own systems, and those of other friendly platforms to autonomously locate and track targets, comparing the data received against known friendly positions, to avoid blue-on-blue engagements, and maximise speed of deployment of weapons against hostile forces.
Targeting and display speeds are such that they allow real-time orientation and lag-free look-shoot capability, particularly when combined with high off-boresight-capable munitions. A single aircraft, without non-organic Cromwell-sensory system support, can independently track up to sixty-four aerial targets, and fire upon as many as there are weapons to release. When data-links from friendlies are able to handle more of the detection and processing load, the number of targets able to be tracked rises exponentially (assuming that load is not running at capacity, of course).
The Dragonhawk’s electrics are hardened and quadruple-redundant, and designed for ‘smooth degradation’, thus a system failure will result in the platform becoming, triple-redundant, then double-, before losing redundancy capability altogether. In testing, very little degraded broader system functionality to the point of loss of control or use of major systems, short of that that also destroys the aircraft itself (ie, direct damage).
High-grade hardening of computer systems and electronics is a Lyran norm, and the Dragonhawk is no exception. The immense potential of this as a feature of military systems was demonstrated in spectacular fashion during the Stoklomolvi Civil War, when Lyran warships not only saved the lives of countless Stoklomolvi civilians by defending them from nuclear attack on two separate instances, but also then, in both cases, were able to exploit the massive EMP side-effect the LY4032 'Rampart' counter-ballistic missile generates in nuclear defence. The result was a carrier battle group destroyed, to no Lyran loss (save the missiles fired to sink them). While not a land-based example, the lesson has been learned, and hardened systems are set to stay as a standard feature of Lyran electrics for the some time to come.
Present on the platform are a host of more standard avionics, with which (at least in general terms) most people familiar with the aerospace industry should be comfortable.
The primary passive combat sensor suite is taken directly from the LY908’s repertoire, and is housed on the aircraft’s underside, between the two engines. The AN/ASQ-240 Advanced Polyspectral Combat Sensor Array (APSCSA – normally referred to as the 'Apsca') features a 360 degree (ventral) scanning arc with multi-sensor, electro-optical locator/targeting system, complete with IR, low-light digital CCD TV, laser range-finder/designator, and laser spot tracker. The pod itself is 190cm long, 45cm wide, 205kg, and ranges out to 52km. The systems themselves are housed within easy-access area of the aircraft, however the relevant emitters and receivers are not so constrained. Differing systems are arrayed throughout the airframe, often within internally turreted sensor mounts to provide relevant coverage during for air to ground or air to surface operations.
Full-duplex Cromwell-datalink allows information to be processed and disseminated to friendlies, while it is received by the platform. The package, as a whole, dramatically increases capabilities for target detection, acquisition, recognition and engagement, and permits reliable all-weather, day and night engagement of multiple targets by a single aircraft, in a single pass. Further, the design is modular for ease of maintenance and upgrade, especially in the wide-body easy-access (from both internal and external ports) dorsal spine, and comes complete with a fair-wear-and-tear warranty for fifteen years, and technical support on-call to assist in maintaining it.
The Dragonhawk employs side-scanning functionality within the LPI ‘Huldra’ system to achieve the Lyran-standard terrain following radar capability, with inertial navigation and battlespace-network and Damocles-backed global positioning systems operating in parallel, in order to minimise the likelihood of navigational error.
Also featured is the world-benchmark AN/ALQ-281 ‘Tiamat’ EW system as integral. By default, ‘Tiamat’ emitters are set to ‘off’. Should the Dragonhawk’s RWR systems determine that it has been detected, ‘Tiamat’ provides world-leading EW capability as an option to enhance aircraft survivability and defeat radar-lock. AN/ALQ-281 'Tiamat' (Babylonian mythology – 'Dragon of Chaos') is a Lyro-Varessan electronic warfare system. The 'Tiamat' recievers are located in several points within the leading and trailing edges of the wings, while the transmitters are housed in the wing shoulders, and at the point of the aircraft’s rearmost vertical surface. The system, when engaged, is capable of intercepting, automatically processing and jamming received radio frequency signals. The LY912's electronic attack capabilities involve using radiated EM energy to degrade, neutralise or destroy hostile force- or force-support elements. 'Tiamat' is one of the first EW platforms to use high-end solid-state emitters, coupled with dramatically elevated potential power throughput, and dynamic and pattern-probability frequency agile (PPFA) barrage and spot jamming to render all but the most potent radars impotent. Further, if the seeking radar is calculated to be capable of burning through the jamming, precisely timed utilisation of Cromwell-backed broad-spectrum DRFM (Repeater) jamming is implemented.
This capability is second to none, and places ‘Tiamat’-equipped aircraft at the very top of known NS-combatants in the active electronic warfare role. The receivers can also be used to detect, identify and locate those signals, providing ELINT/SIGINT either automatically or manually. When emissions control (EMCON) is required (which is most of the time in the Shadowhawk) the 'Tiamat' transmitters can be turned off, which thus, as one would expect, cancels the EM broadcasting. Unlike the earlier AN/ALQ-99 series, the 'Tiamat' utilises power generated by the aircraft to function. Given the very high power output available to the Dragonhawk, this has not adversely affected performance noticeably manner.
A very large aircraft, with a very large payload, the Dragonhawk carries up to 250,000kg in six internal bays, and up to 100,000kg on 20 optionally-fitted underwing (wet) pylons. Armament carriage is the rationale for the Dragonhawk’s existence, and the weapon-bays are modular, and able to be configured for nearly any payload weight or volume, using free-fall, gas-release and rotary-launchers, configurable in any number of alternate layouts. As a stand-off strategic bomber, the normal load-out consists of long-to-extreme range cruise missiles, and up to 16 air-to-air missiles for self-defence. The platform can also, in theory, be used to drop gravity-bombs, though this is not a recommended mission profile.
In Lyran service, the standard options in the air-to-ground and air-to surface role are as follows:
LY589 Hellions XRCM
LY589B Hellion 2 AXRCM
MTD Type-1610 Summanus HAShMs
We38 Francisque LRCM
LA-1330 Contrado
AIM-220 Velvet Glove LRAAMs
A conventional load-out for a Lyran LY912 on a inter-regional strike mission would be 150 LY589B carried internally, 60 LY589Bs carried externally (in 20 pylon-packs of 3) and 12 AIM-220 ‘Velvet Glove’ LRAAMs in the forward weapons bay for self-defence.
Cruise missile triple-pylon, on a B-52
In Lyran service, the standard options in the air-to-ground and air-to surface role are as follows:
LY589 Hellions XRCM
LY589B Hellion 2 AXRCM
MTD Type-1610 Summanus HAShMs
We38 Francisque LRCM
LA-1330 Contrado
AIM-220 Velvet Glove LRAAMs
A conventional load-out for a Lyran LY912 on a inter-regional strike mission would be 150 LY589B carried internally, 60 LY589Bs carried externally (in 20 pylon-packs of 3) and 12 AIM-220 ‘Velvet Glove’ LRAAMs in the forward weapons bay for self-defence.
Cruise missile triple-pylon, on a B-52
The Dragonhawk is, in most respects, the least subtle aircraft humanity has yet devised. More or less a flying, plane-shaped football pitch, its radar signature is comparable to a small country, and to further exacerbate the situation, for most of its flight profile it is powered by uranium-fuelled engines that light up against the sky in infra-red like a nuclear Christmas tree. Suffice to say that signature reduction is not a Dragonhawk’s strong suite. The Dragonhawk is not, nor has ever been intended to be, a penetration bomber. It is a stand-off aircraft, the design of which is optimised for the timely delivery of large quantities of ordnance, at very short notice, to within 3000km of anywhere in the world, and then release its payload of extreme-range ordnance. Staying outside the engagement envelope of any meaningful anti-aircraft system of any kind is strongly advised, or, failing that, leaving that envelope promptly is recommended.
The landing gear is, as one would expect, very heavy duty, in order to accept the tremendous weight of the aircraft. Based upon the landing gear assembly of the C-10 Minotaur strategic transport, the Dragonhawk mounts ten, five along either side of the fuselage, rather than the C-10’s more conventional two-plus-nose-gear. Each assembly features 28 high-load tires, arrayed in two files of seven axles of two-abreast tires.
[/i]Port rear landing gear assembly[/i]
Also featured within the landing gear is Aermet 310 steel for high-shock areas, without significant weight gains. In addition to being harder and stronger than the Aermet 100 used on some aircraft, -310, the similar composition is able to also benefit from the measures used to reduce landing gear corrosion, while also maintaining ductility and toughness. This is more important than might be expected, as the very wide wingspan of the Dragonhawk leads to a considerable amount of wing droop when the aircraft is on the ground, and the landing gear is far taller than the norm, requiring stronger materials than one would normally employ.
All tires are 'run-flat' variants, enabling the aircraft to continue to roll, even if one or more tire were to burst, and saving damage to the undercarriage, although control will doubtless suffer. Shock absorbers are fitted, as is a considerable amount of suspension.
[/i]Port rear landing gear assembly[/i]
Also featured within the landing gear is Aermet 310 steel for high-shock areas, without significant weight gains. In addition to being harder and stronger than the Aermet 100 used on some aircraft, -310, the similar composition is able to also benefit from the measures used to reduce landing gear corrosion, while also maintaining ductility and toughness. This is more important than might be expected, as the very wide wingspan of the Dragonhawk leads to a considerable amount of wing droop when the aircraft is on the ground, and the landing gear is far taller than the norm, requiring stronger materials than one would normally employ.
All tires are 'run-flat' variants, enabling the aircraft to continue to roll, even if one or more tire were to burst, and saving damage to the undercarriage, although control will doubtless suffer. Shock absorbers are fitted, as is a considerable amount of suspension.
Despite the Dragonhawk’s immense size, the crew quarters are actually quite Spartan. There are three bunk beds (not that they should all be used at the same time!), a small toilet, hot-and-cold water point, sink and mini-microwave. Just enough, in short, to provide for the needs of a crew of six for a long flight to and from a distant target zone. More comfortable than most aircraft, due to the long periods of expected flight time, seats are adjustable and temperature controlled (independently), the pressurised cabin is dehumidified, and there are a handful of universal AC power points for miscellaneous use.
All crew stations are equipped with Laertes IV ejector seats, and the upper section of the cabin is blown clear immediately prior to collective ejection. All seats are given slightly differing ejection vectors upon ignition of the rocket motors, to minimise the risk of ejecting personnel slamming into each other at high speeds, which is considered a health hazard, and frowned upon under many existing occupational health and safety regulations.
All crew stations are equipped with Laertes IV ejector seats, and the upper section of the cabin is blown clear immediately prior to collective ejection. All seats are given slightly differing ejection vectors upon ignition of the rocket motors, to minimise the risk of ejecting personnel slamming into each other at high speeds, which is considered a health hazard, and frowned upon under many existing occupational health and safety regulations.
The LY912 ‘Dragonhawk’ is one of the most visible and potent methods of force projection anywhere in the world. It is huge, hugely expensive, and very influential, in actual and potential terms, on the conduct of military operations across distances. For that reason, each and every acquisition of the LY912 ‘Dragonhawk’ must be authorised by Executive Command of the Protectorate of Lyras, under 'Omega' clearance level. Contact must be made with the Protectorate prior to each order being lodged, in order to facilitate successful purchase.
Due to the very high weight of the aircraft, runways must be specially constructed to handle it, and take-off rockets are considered standard, and are strongly advised to be used, and as such are recommended to be available at the facilities designed to handle Dragonhawks.
Each LY912 is available for purchase at NS$15bn, but be advised that the logistics and infrastructure that need to be provided for the platform are considerable, and unique.
All queries and purchases can be lodged through Lyran Arms.
Due to the very high weight of the aircraft, runways must be specially constructed to handle it, and take-off rockets are considered standard, and are strongly advised to be used, and as such are recommended to be available at the facilities designed to handle Dragonhawks.
Each LY912 is available for purchase at NS$15bn, but be advised that the logistics and infrastructure that need to be provided for the platform are considerable, and unique.
All queries and purchases can be lodged through Lyran Arms.
Australia should put you in charge of its DoD 
You'd be out doing the US in no time. Just to Add to your disclaimer though and even more credibility of the design, the USSR Also tested Nuclear powered bombers, If I recall right they refitted a Tu-95 Bear with a Reactor. Worked just fine, Shielding was the issue. 
