http://z4.invisionfree.invalid/NSDraftroom/index.php?showtopic=2394
Full Description
This wouldn't be a link if not for nonsensical image height restrictions
CL-32 Buitre Air Superiority Fighter / Interceptor
CL-32 Buitre Air Superiority Fighter / Interceptor
See other AEROCON aircrafts as well
Overview
The CL-32 Buitre is a 5.5th generation, modular seat, single-engine, short take-off and landing, stealth, medium air superiority fighter, which possess limited point defense interception capabilities and can perform both land and carrier-based missions, designed and manufactured by the AEROCON Aerospace Industries Confederation and engineered for a balance between stealth and agility. It was intended as a more logistically flexible and cost-effective replacement for the aging and costly F-22 Raptor, and capable of a much greater degree of force projection than the former. The CL-32 has two different models, a fully dedicated air superiority variant, and a cheaper variant able to conduct limited air-to-ground strikes at the expense of a less stealthy internal bay(CL-32E). The CL-32 early version used a passive radar as its main targeting system, while newer versions have an active radar capability as well, and can lock simultaneously on two different targets.
The CL-32 is based upon the CLEX-32, one of the two prototypes built for the Confederacy Light Fighter Program(CLFP), although as a full-fledged design, it does not share any fuselage or airframe modules with its predecessor, making of its airframe an integral cranked-arrow delta wing. It was entirely developed and funded by the AEROCON. Its prototype flew in 2036, while its first flight went on November 3rd, 2038.
Specifications
General characteristics
- Crew: 1 or 2
- Length: 16 m (52 ft 6 in)
- Wingspan: 9 m (29 ft 6 in)
- Height: 4.4 m (14 ft 5 in)
- Empty weight: 12,000 kg (26,450 lb)
- Loaded weight: 16,500 kg (36,370 lb)
- Max takeoff weight: 21,800 kg (41,060 lb)
- Powerplant: 1× EX-140 Biofuel-optimized Low Bypass Turbofan Engine
- Dry thrust: 14,750 kg/f (32,518 lb/f)
- Thrust with afterburner: 19,500 kg/f (42,990 lb/f)
- Dry thrust: 14,750 kg/f (32,518 lb/f)
- Intercept payload weight: 18,050 kg (39,790 lb)
- Fuel capacity: 7,000 kg (20,900 lb) or 12,000 kg (26,456 lb) with two fuel tanks
Performance
- Maximum speed:
- At altitude: Mach 2.4 (2,960 km/h, 1,840 mph)
- Supercruise: Mach 1.55 (1,910 km/h, 1,185 mph)
- Supercruise endurance: 15 minutes
- At altitude: Mach 2.4 (2,960 km/h, 1,840 mph)
- Cruise speed: Mach .9 (1,110 km/h, 690 mph)
- Range: 1,500 km (930 mi)
- Combat radius: 800 km (500 mi)
- Ferry range: 3,200 km (1,990 mi)
- Service ceiling: 18,000 m (59,000 ft)
- Maximum Altitude: 28,000 m (92,000 ft)
- Rate of climb: 250 m/s (49,200 ft/min)
- Thrust/weight: 1.18:1 at standard loaded weight
- 1.08:1 at intercept weight
Avionics
- OJO-3A5 Passive Radar
- Maximum Range(AWACS detection): 300 km.
- Maximum Range(Fighter detection): 150 km
- BUHO-3Z Automatic Target Recognition System
- Maximum Range: 100 km
- 3x FSoft Quantix Integrated Processors(QIP) units w/ 7 processors each.
- Fiber-optic Integrated Data Bus
- AirLinux 3.0cm Integrated Operating System
- FSoft Intelliview Air computerized displays
- 6 infrared complementary visual targeting cameras
- FSoft Águila7 Full Authority Digital Engine Control(FADEC)
- MTI/FSoft Airforce Standard Low Probability of Intercept Datalink
- Digital triplexed fly-by-wire flight control system
Armament
- Guns: 1× AirMaster 20mm twin-barreled hypervelocity revolver autocannon, 700 rounds
- Maximum Stealth Air Superiority loadout:
- 2x MAA-88 Eurojoto BVRAAM and
- 2x YCC Electro-optical SRAAM in internal drop cells
- 2x MAA-88 Eurojoto BVRAAM and
- Maximum Combat Endurance Air Superiority loadout:
- 2x MAA-88 BVRAAM and
- 2x YCC Electro-optical SRAAM in internal drop cells
- 4x MAA-88 BVRAAM in external modular hardpoints
- 2x MAA-88 BVRAAM and
- Intercept loadout:
- 2x MAA-88 BVRAAM and
- 2x YCC Electro-optical SRAAM in internal drop cells
- 2x Vympel R-37 VLRAAM in external modular hardpoints
- 2x MAA-88 BVRAAM and
- Anti-shipping loadout:
- 2x MAA-88 BVRAAM and
- 2x YCC Electro-optical SRAAM in internal drop cells
- 2x AGM-84H/K HARPOON anti-shipping missiles in external modular hardpoints
- 2x MAA-88 BVRAAM and
- Precision Bombing loadout(CL-32E and CL-32AE only):
- 4× Small Diameter Bomb in internal bay
- 4x MAA-88 BVRAAM in external modular hardpoints
- 4× Small Diameter Bomb in internal bay
- Removable Hardpoints: 2x wet underwing pylons for very long range air-to-air missiles, SEAD, air-to-ground and air-to-sea missiles or 4x low RCS underwing pylons for BVRAAMs
Economic Data
- Cost: US$ 85,000,000
Variants, Upgrades and Derivatives
- CL-32E: Export Version uses conventional internal bay, rather than vertical launch pods, which also supports cold drop launch and features partial radar absorbing features.
- Cost: US$ 80,000,000
- Block A Upgrade: Primarily developed to to improve the asymmetric air warfare capabilities of the CL-32, and make of it better able to lock-on targets.
- New Avionics:
- ASA-3A5 dual-mode phased array radar, with passive and active modes.
- Maximum Simultaneous Target Locks: 2
- BUHO 3.0A Automatic Target Recognition System
- ASA-3A5 dual-mode phased array radar, with passive and active modes.
- CL-32A Cost: US$90,000,000
- CL-32AE Cost: US$85,000,000
- Derivatives: CE-32 Cuervo Electronic Warfare Fighter
- Price: US$ 70,000,000
Development
Confederacy Light Fighter Program
The Confederacy Light Fighter Program was initiated in 2034 by the MilNet, with the goal of developing a viable replacement for the F-22 Raptor, and a fighter capable of carrier based operations for the recently commissioned Libertarian Class Cruiser-Carrier and Anarchy Class Supercarrier of the Revolutionary Navy, which would become an essential piece for the strategic goal achieving power projection capabilities. It led to the development of two concurrent projects.
Requirements
The CLFP greatest requirements was the development of a cost-effective and easy-maintenance full stealth technology that would be incorporated into its common design, allowing drastic economies in MilNet aircraft logistics and reducing the dependence on a limited number of specialized facilities that would likely be among major targets should an hypothetical invasion of the home islands occur, and to have a renewable source of fuel instead of oil derivatives like kerosene, due to strategic considerations regarding peak oil predictions that did not happen yet, back when it was first suggested. Alongside these primary goals, such fighter should also be extremely agile to allow for faster response capabilities and for maintaining tactical superiority, and have enough maximum altitude to bypass many widely used surface-to-air missile systems. Specifically, it was intended to have at least 1.1 higher acceleration capability than the F-22, 70% of its unit cost during its early production runs and the capability to house the same number of missiles than a F-22(six BVRAAM and two SRAAM) in its air-to-air loadout, and to be 1.5 times more effective than a F-22 in air-to-air combat.
Origins and Selection
The CL-32 was the result of concepts developed and perfected in the following concurrent prototypes, from 2034 to 2036.
The CLEX-31, developed independently by the Confederación de las Cooperativas Aéreas (Spanish: Confederation of Air Cooperatives), was a very expensive but lightweight flying wing air superiority fighter with a full stealth configuration, developed as an equivalent of the F-22 Raptor regarding most performance except for maneuverability, and for its greater focus on stealth. It was powered by experimental, EX-100 non-afterburning turbofans which gave to it a limited thrust:weight ratio, and its stealth technology development principle was very close to that of a B-2 Spirit. It was intended to not even be armed with an autocannon due to its poor maneuverability, compensated by its capability of locking on targets with beyond visual range missiles without facing their direction. It was discarded because it lacked the needed mobility for an effective air superiority fighter and due to its prohibitive costs and need of dedicated maintenance facilities, besides lengthy maintenance operations. Despite its cancellation, the CLEX-31 served as a testbed for innovative concepts, giving origin to the first biokerosene-optimized turbofan, and to the first practical fluidic nozzle vectored thrust able turbofan of the Confederacy.
The CLEX-32, developed by the AEROCON, was intended to be a cheap and light air superiority fighter workhouse, with a very low radar cross section focused mostly on local defense, offering very little in practical power projection capabilities, and being de facto a smaller and modernized "copy" of the F-16 Fighting Falcon with stealth technology, built with cropped delta wings and leading edge extensions like the same. It had only two external pylons like the F-20 Tigershark, an internal bay able to carry only two missiles, and an extremely limited passive radar due to the volume limitations of its fuselage.
In consideration of the economy of scale and increased detection capabilities a medium fighter would provide, coupled with the rapid growth of the aerospace sector in the Confederacy, its development would eventually expand into a medium fighter, like what happened with the F-16 early development, thus the CLEX-32 would be scaled up as the primary basis for the CL-32.
Design Phase
The CL-32 relates to the CLEX-32 in a similar manner through which the F-16XL Cranked-Arrow relates to the F-16, with the difference it was built entirely anew, taking no modules from the CLEX-32 prototype, ensuring to it better aerodynamic properties as it lacked the nearly unswept section the F-16XL had, which was the front of the F-16 wing root module. Other major changes were the concept of an unified air superiority platform for both power projection and air defense, leading to the integration of a lifting fan with its engine and the addition of an unstable canard, lengthening even further its airframe, and giving to it practical STOL capability, and the capability to take-off and land from public roads, like a JAS 39 Gripen, coupled with the use of a tailless airframe to increase its stealth capability.
Design
The CL-32 resembles a significantly streamlined F-16XL with canards and shorter wings, which trailing edges resemble those of earlier stealth aircrafts like the F-117 and the B-2 Spirit, but its most noticeable feature is how its airframe lies in-between a conventional and blended wing body due to the nearly seamless manner its wings join its fuselage, despite being fully separate components, and thus it is technically a conventional aircraft rather than a BWB. Its lift fan duct is much more compact than that of a F-35, serving only as a take-off and landing aid coupled with thrust vectoring rather than allowing it to achieve VTOL capability, for STOL capability was considered more than enough for its purpose.
Airframe
The CL-32 airframe was designed sourcing many different new and old ideas, most featured by being either innovative or virtually unexplored beyond flyable prototypes. A combination of nearly seamless connection between wings and fuselage, of external re-entrant triangles in its very wing configuration and of a reasonably maneuverable tailless aircraft give major benefits to its stealth capabilities without significant costs. It is an unstable design, due to its focus on stealth and agility. Also, its shaping takes benefit of the Coandã effect.
Cranked-arrow Wing
Once the properties of a Cranked-arrow configuration were researched for a possible supersonic transport prototype due to its aerodynamic benefits regarding agility, speed and supercruise capability. Such configuration allows for the replacement, or complementation, of rear horizontal control surfaces, an important factor for a tailless aircraft, and for an increased lift-to-drag ratio in both subsonic and supersonic speeds. Likewise, its configuration is a significant contribution for the CL-32 capability of reaching as high altitudes as an English Electric Lightning, for increasing supercruise sustainability, and optimal for high-altitude flight.
Tailless Agility Fighter
The CL-32 does not resort to the conventional tail surfaces, using instead a combination of its canard and split ailerons of its wings in combination with its vectored thrust capabilities as directional controls, based upon the results of the X-36 Tailless Agility Fighter research. Theoretically, the addition of a tail would give to the CL-32 superb maneuverability if combined with such capabilities, but as the CL-32 focus, from its short wingspan to its streamlined airframe, was on agility and speed rather than maneuverability, a tailless airframe was more than enough for its needs, and it still is more maneuverable than a F-22.
Stealth
First, the entire CL-32 was shaped in accordance to Planform alignment, while the fluidic nozzles of the CL-32 are blended into the fuselage, like in some stealth aircrafts and in the YF-23 prototype, rather than extruding from them like in conventional aircrafts, and covered below with heat ablating tiles. Internally, the CL-32 fuselage and wings feature re-entrant triangles behind their skin, which are able of trapping radar waves capable of penetrating it. The challenged to have an equal, or ideally superior stealth capability to that of a F-22 without the expensive materials was answered through a labor-intensive during its construction, but maintenance-easy airframe.
All the metallic components of its frame were built with an alumina-silica aluminum metal matrix composite, a material technology which was becoming quite commonplace in the Confederacy, and was already used for naval and small arms fabrication, and becoming increasingly cheaper due to economies of scale from its continual production, research and development, and potentially improvable in the near to medium future with thanks to the potential of nanotechnology, predicted to flourish industrially from two to four decades from now.
A dielectric fiberglass composite also is involved in parts of its frame, while its skin is coated with a light refraction layer, which reduces drastically the capability of some bleeding-edge technologies like LIDAR and LADAR against the CL-32, being technically less efficient for detecting its presence. Its primary radar absorbing material is an improvement over the Foam absorber concept, which has both anechoic chambers with long pyramids of carbon and sheets with increasing gradients of carbon black covering its entire internal frame to capture the radar waves which penetrate its composite skin and which were not absorbed by its re-entrant triangles. A Jaumann layer was suggested, but due to the fact it uses wave interfering to cancel the radar wave, it was considered too easy to be defeated by modern detection systems to be applied for it was limited for bypassing only a specific type of detection system.
Cockpit
The CL-32 cockpit is fitted with a bulletproof canopy built of aluminum oxynitride, which offers the same resistance of layered polycarbonate thermoplastic and glass laminates, with less weight, adding to the sum of the weight-reducing features which aid the CL-32's speed. Although usually single-seated, its size is more than enough for installing a modular second seat, and additional interfaces for a second pilot, although such configuration is only of use with CL-32s equipped for air-to-ground or for training new pilots.
Total awareness, in accordance to principles of network-centric warfare, was one of the intended design goals of the CL-32, which features a fully electronic glass cockpit built using to the fullest the FSoft Intelliview technology, capable of recreating and filtering in the wide, heads-left, heads-right and heads-down displays connected to its generous heads-up display, by demand and without obstructing the vital indicators like the digital altimeter or the canopy view itself, the visual input from the points of the environment covered by five, wide-angle cameras with switchable infrared, points which would otherwise be, except for radar, blind spots. An additional camera also exists inside the cockpit for redundancy purposes and for electro-optical targeting, as the Intelliview technology is fully integrated with avionics. Speech-to-text is also supported, allowing the pilot to issue commands while keeping control over flight maneuvers.
A strange idea originated from the capabilities offered by such system was not approved, during the early stages of the CL-32 development, when was suggested the creation of an effective canopy-less manned aircraft, as it did not consider the risk of failure from such system.
Its pilot seat was developed to combine comfort and ergonomics with utilitarian principles, being a adjustable but solidly stable seat which can reclined from 15 to 45 degrees by the pilot, and provide an excellent, soft touch due to its impressively tender polymer fiber build, which helps to avoid distraction from any possible discomfort during a mission, for it is believed in the Confederacy that although prepared for less than optimal conditions, pilots tend to perform better in good conditions than in unpleasant configurations of seats. Air conditioning is present as well, logically.
Propulsion
Speed, efficiency, reasonable maneuverability, short take-off and landing capability and stealth were the five primary considerations of the development of the EcologiX modelo 140 fluidic nozzle turbofan, which is structurally less complex and with no moving parts or surfaces compared to a conventional vectored thrust system. Generating 19,500 kg of thrust with its afterburners, the primary feature of the EX-140 is strategic rather than operational: its structural optimization for jet biofuels produced from the massive algae farms in Confederacy territorial seas, instead of relying on a non-renewable resource the Confederacy depends heavily of imports and that as expected to once happen, peaked at the same year the CL-32 took its maiden flight. Although biofuels are far from a definite solution to the energy crisis mankind will have to go through, they remain the only viable, even if temporary, alternative to fossil fuels. Although a nuclear ramjet was suggested, and at first glance wouldn't be a bad idea, considering that more than ninety percent of Third Spanish States electricity comes from fission power, the damage provoked by such device would far outweigh the results of the ever reckless expansion of algae and other biofuel plantations.
