GM-23 Czapka Lightweight Strike Fighter

[Mikoyan-Guryevich]

Gemballa Avionic Development

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GM-23 Czapka Lightweight Strike Fighter

The GM-23 Czapka is intended as a lightweight stike fighter capable of performing a raft of duties. Whilst the GM-23 is essentially a scaled down and cheaper version of the GM-24 Caballero, it is intended to offer much the same capabilities for a much lesser operating and purchasing cost. The GM-23 first entered service in 2009, and is currently in service with the Mikoyan-Guryevich Air Force as a frontline strike fighter, capable of performing close air support and strike roles, as well as being capable to take on air-superiority missions.

Origins

The GM-24 was selected as a replacement for the IAI Kfir aircraft which had served Mikoyan-Guryevich outstandingly, however the Caballero was quite expensive to run and maintain in comparison to the Kfir. Although the Caballero is regarded as one of the best fighter aircraft in the world, there was not always a need for its superb talents. That is where the Czapka was introduced. The word Caballero is the Spanish word for 'Knight,' Czapka referrs to the elite Polish/German cavalry of distant times.

[Mikoyan-Guryevich]

Avionics

The avionic suite of the GM-23 is more pointed towards excelling at strike missions rather than excelling in air-to-air combat, however the versatality of the avionc suite certainly allows the aircraft to do both.

The GM-23's avionics include a slightly downgraded version of the Cervelo SS-16 radar warning receiver/emissions locator system, Cervelo SB-77 Infra-Red and Ultra-Violet MAWS (Missile Approach Warning System) and the Cervelo DD-18X Active Scan radar. The DD-18X features both long-range target acquisition and low risk of interception of its own signals by enemy aircraft due to its complex set up and frequent channel changing.

The Radar used in the GM-23 is the Cervelo DD-18X Active Scan radar. The 18X is an active electronically scanned array with the capability to track and engage multiple targets at any one time.

The Cervelo DD-18X Active Scan radar is designed for multirole operations and features a low-observable, active-aperture, electronically-scanned array that can track multiple targets in any weather, including storms. The Cervelo DD-18X Active Scan changes electromagnetic frequencies at more than 1,000 times per second to greatly reduce the chance of being intercepted by an enemy aircraft. If the GM-23 is spotted, it can then focus its radar emissions on an enemy aircraft, to overload enemy sensors and thus jamming the enemy radar. The DD-18X was designed with the Low Probability of Intecept theorem as paramount with a strong emphasis on the lowest possible observability to other aircraft. Unlke many other radar systems, the DD series of radar has very few moving parts and is much less likely to malfunction in the air than other radar systems employed by other aircraft.

An AESA or Active Electronically Scanned Array radar system represents the forefront of modern radar technology. These radars are deceptively hard to intercept because an AESA radar will change it's frequency every pulse, at up to 1000 times per second. Since the AESA can change its frequency with every pulse, and generally does so using a pseudo-random sequence, integrating over time does not help pull the signal out of the background noise. Nor does the AESA have any sort of fixed pulse repetition frequency, which can also be varied and thus hide any periodic brightening across the entire spectrum. Traditional Radar Warning Receivers are essentially useless against AESA radars. This means that the GM-23 can look for long periods of time without being seen in the process. This radar fitted to the GM-23 employs a very erratic search pattern made possible by the enourmous computing power at the disposal of the crew, further adding confusion to the Radar Warning Receiver at the other end.

AESAs are so much more difficult to detect, and so much more useful in receiving signals from the targets, that they can broadcast continually and still have a very low chance of being detected. This allows the radar system to generate far more data than if it is being used only periodically, greatly improving overall system effectiveness.

The radar utilises a separate transmitter and receiver module for each of the antenna's radiating elements. Making up the array of the AESA radar are over 3000 15cm long individual transmit and receiver modules. Each tiny TRM weighs in at just 50 grams, yet still contains a power output of six watts apiece, a relatively high amount. To remove the high amounts of heat generated by the AESA, the array is liquid cooled and mounted in a light weight polymer for support.

This information gathered by the Radar Warning Receiver, Missile Approach Warning Receiver and the Active Scan radar itself is processed by two Indeon Common Integrated Processors (CIP). Each CIP can process 12 billion instructions per second and has one gigabyte of memory, allowing it to store a wealth of information and making the system nearly impossible to overload. Information can be gathered from the radar and other onboard and offboard systems, where it is then filtered by the CIP which will effectively 'gist' the meanings of the signals onto several cockpit displays, enabling the pilot to remain on top of complicated situations by having all the information simply presented onto the data displays in the ergonomic cockpit.

The GM-23 also features the Cervelo S5 Terrain following radar. The system works by transmitting a radar signal towards the ground area in front of the aircraft. The radar returns can then be analysed to see how the terrain ahead varies, which can then be used by the aircraft's autopilot to maintain a reasonably constant height above the earth. This technology enables flight at very low altitudes, and high speeds, avoiding detection by enemy radars and interception by anti-aircraft systems. This allows the pilot to focus on other aspects of the flight besides the extremely intensive task of low flying itself.

Using it's ability to track targets while scanning, and it's ability to simultaneously track, scan and engage, the GM-23 can set it's radar to track a total of twenty four targets in the air or on the ground at any one time, while also engaging four seperate targets at once. For strike missions, tracked targets can automatically be set to engaged targets so that the GM-23 can eliminate several enemy units in one single run.

Adding to the powerful Avionics array is the Battlespace Network function which allows the GM-23 to connect to and share information gathered from other aircraft in the area. The Battlespace Network is essentially a secure satellite connection for which data, in simplified form, is transmitted between two or more aircraft and is theoretically capable of linking the entire airforce of a nation.

The SS-16 is a passive receiver system capable of detecting the radar signals in the environment. It is composed of 30 antennas smoothly blended into the wings and fuselage that provide all around coverage plus azimuth and elevation information in the forward sector. With significantly greater range than the radar, it enables the GM-23 to limit its own radar emission to preserve its stealth. As a target approaches, the receiver can set the SS-16 radar to track the target with a very narrow radar wave.

Cockpit



The GM-23 uses a near identical cockpit to the larger GM-24 Multirole fighter. There are some features on the GM-24 that are not included on the GM-23.

The cockpit was designed from the outset to be a fully glass cockpit wihtout any tradtional analouge instruments. This presents the challenge of the chance of engine failure in which all the cockpit instruments fail as well. Two small inlets in the fuselage are automatically opened during engine failure, which suck in air to spin one generators, which provide enough power to keep the cockpit operational.

The leading features of the GM-23 cockpit include simple and rapid start-up allowing scrambles possible, highly developed Human Machine Interface, lightweight helmet designed from automotive racing helmets incorporating carbonfibre and kevlar, large anthropometric accommodation and highly integrated threat warning system as previously discussed.

The GM-23 also features a capability for NightVision systems, allowing the pilot to leave NVS goggles at home. Infra-red sensors in the front of the aircraft project a 270 degree night vision image around the cockpit, simulating a normal cockpit with the world illuminated albeit, from a lower view angle due to the sensors being mounted below the cockpit canopy.

The HUD also features an 'ActiTarget' feature, where when the nightvision system is intiated, enemy ground targets are highlighted and flagged in their spot, allowing the pilot to clearly see them.

Armament

The Czapka has one internal weapons bay mounted in the underside of the fuselage which can carry three long range missiles, six medium range missiles or twelve short range missiles. The missile racks can be replaced with bomb racks that can permit carrying four medium bombs or sixteen small diameter bombs. Carrying missiles and bombs internally enhances its stealth capability and returns lower drag due to the absense of underwing armament permitting higher speeds, both maximum and cruise, and a much longer range due to less fuel being required. Launching ordnance requires opening the weapons bay doors for less than a second.
The ordnance is pushed clear of the airframe by hydraulic arms where they then fire at the target. This reduces the GM-23's chance of detection by enemy radar systems due to launched ordnance and also allows the GM-23's to launch missiles and ordnance while maintaining very high speeds. The aircraft can also designate targets to laser guided bombs giving it an excellent capability as a strike aircraft.The GM-23 also carries one ZZ-II Vulcan 30 mm gatling gun type cannon in the nose. The ZZ-II' can carry 500 rounds, which is enough for roughly seven seconds of constant fire. The ZZ-II is designed for small targets where firing a missile would be unefficient or as a weapon of last resort. The opening for the cannon's firing barrel is covered by a trapdoor when not in use to maintain stealth and reduce drag.

The GM-23 can be adapted for a range of missiles including high energy long range missiles. Standard missiles that are sold with the GM-24 are the AIM-9 Sidewinder short range missile, the AIM-120D medium range missile and the MBDA Meteor long range missile. The GM-23 can carry a variety of laser guided bombs as well as standard munitions.

The wings include four hardpoints, each rated to handle 2,250 kg. Each hardpoint has a pylon that can carry a detachable drop fuel tank or a rail launcher that holds two air-air missiles. However, use of external stores compromises stealth and has a detrimental effect on maneuverability, speed, and range (unless external fuel is carried). The two inner hardpoints are set up to carry extra fuel tanks. These hardpoints allow the mounting pylons to be jettisoned in flight so the fighter can regain its stealth after exhausting external stores.

The GM-23 also features the SmartPod laser guiding system. The Pod is effectively a guider for laser guided bombs which deploys when a missile or bomb is fired, guides the missile or bomb to its target and then retracts when not being used, minimising drag and increasing stealth capabilities even further.

Defensive Systems

The GM-23 also employs a DAS. A defensive aids system (DAS) is a military aircraft system which defends it from attack by surface-to-air missiles, air-to-air missiles and guided anti-aircraft artillery. A DAS typically comprises chaff, flares, and electronic countermeasures combined with radar warning receivers to detect threats. On the GM-23, the entire system is integrated and computer-controlled, allowing an aircraft to autonomously detect, classify and act in an optimal manner against a potential threat to its safety.

[Mikoyan-Guryevich]

Thrust & Thrust Vectoring

Thrust is provided by two Azzuri TR-GT300LE turbofans with afterburning. The Azzuri company is best known for its work on civillian airliners with transport giant Los Rios, producing turbo fan engines for large subsonic airliners.



Rather than use a single large engine as would many multirole fighters, Gemballa decided to employ two smaller turbines instead for their light weight fighter. The reasoning behind this is simple; smaller turbines will accelerate to provide full thrust much quicker than a turbine that is twice the size. This new found level of throttle responsiveness reduces the chance that the GM-23 will be caught flying too low or too slow and can accelerate from idle to full trhottle in a matter of hundreths of seconds.

Quite simply, the GM-23 was designed to be a fast aircraft and hence required powerful engines to be able to attain the speeds necessary to respond to any threat within it's combat radius. Being a multirole fighter, the GM-23 could be relied upon to be the first line of defence for any nation and hence, this required light weight, low drag and excess thrust.

The ability of the airframe to withstand the stress and heat is a further key factor, especially in an aircraft using as many carbon fibre reinforced polymers as the GM-23. However, while many aircraft are faster on paper, the internal carriage of its standard combat load allows the aircraft to reach comparatively higher performance with a heavy load over other modern aircraft due to its lack of drag from external stores. It is one of only a handful of aircraft that can sustain supersonic flight without the use of afterburner augmented thrust and its associated high fuel consumption. This ability is termed supercruise. This allows the aircraft to hit time-critical, fleeting or mobile targets that a subsonic aircraft would not have the speed to reach and an afterburner dependent aircraft would not have the fuel to reach.

The turbofans of the GM-23 are constructed from a blend of materials which are used in tandem as well as in isolation from one another. A Turbine engine produces exhaust and internal temperatures far beyond that of a piston engine therefore new materials had to be developed in order to resist these temperatures. Composite materials were selected on the premise that they not only had the heat resistance to withstand temperatures at which steel would bend, but they are also much lighter than metals and would improve the power to weight ratio of the engine itself.

Components of the turbofan aft of the compressor fans, including the internal turbines of the turbofan as well as the turbine shaft, are constructed out of a composite ceramic material to resist against the extreme temperatures of the propulsion system. A ceramic is an inorganic, non-metallic solid prepared by the action of heat and subsequent cooling, this results in a crystalline substance. The ceramic material used within the turbine is silicon carbide, or a carbon ceramic material. Silicon Carbide is exceedingly hard, synthetically produced crystalline compound of silicon and carbon.

Components of the turbine fore of the compression chamber and also components outside of the turbine itself are constructed from Aermet. Aermet is an ultra-high strength type of alloy steel where the main alloying elements are cobalt and nickel, but chromium, molybdenum, and carbon are also added. Aermet 100 was selected over Aermet 310 and Aermet 340 because of the greater fracture toughness that the 100 variant offers over Aermet 310 and Aermet 340, fracture resistance being paramount on the blades of the pair of compressor fans.

Both turbofans feature 3D Thrust vectoring technology, allowing the GM-23 to fly in a different direction to where the nose is pointing. The nozzles can be pointed 20 degrees in either direction on the y axis, and 5 degrees in either direction on the x axis, further boosting agility. Not only this, the TVC system is powered by an entirely different electric system rather than the hydraulic/electric control surfaces such as the ailerons, rudder and canards. What this means is that even if the GM-23 suffers a catastrophic failure of it's hydraulic systems, it will still be able to use it's TVC capabilities to work it's way back to base.

Variable altitude engine intakes are featured on both engines reducing the risk of compressor stall. A compressor stall is a situation of abnormal airflow resulting from a stall of the fan blades within the compressor of a jet engine. Compressor stalls result in a loss of compressor performance, which can vary in severity from a momentary engine power drop (occurring so quickly it is barely registered on engine instruments) to a complete loss of compression (compressor surge) necessitating a reduction in the fuel flow to the engine.

Both engines are rated at 31,000lbf per engine, resulting in a relatively high maximum speed of 2250km/h at altitude or above Mach 2 (twice the speed of sound). The GM-23 can supercruise at Mach 1.6 (1700km/h).

Airframe

The airframe of the GM-23 is heavily based on the lessons learnt and perfected on the GM-24 Caballero. However, it is noticably smaller and doesn't feature the same stealth technologies as the more expensive counterpart.

The GM-23 is a conventional twin tailplane compound-delta winged aircraft with the distinctive feature of it's airframe being the presence of canards rather than elevators.

The primary advantage of the delta wing is that, with a large enough angle of rearward sweep, the wing’s leading edge will not contact the shock wave boundary formed at the nose of the fuselage as the speed of the aircraft approaches and exceeds transonic to supersonic speed. The rearward sweep angle vastly lowers the airspeed normal to the leading edge of the wing, thereby allowing the aircraft to fly at high subsonic, transonic, or supersonic speed, while the over wing speed of the lifting air is kept to less than the speed of sound. The delta plan form gives the largest total wing area (generating useful lift) for the wing shape, with very low wing per-unit loading, permitting high maneuverability in the airframe. As the delta's platform carries across the entire aircraft, it can be built much more strongly than a swept wing, where the spar meets the fuselage far in front of the center of gravity. Generally a delta will be stronger than a similar swept wing, as well as having much more internal volume for fuel and other storage.

Not only this, the delta wing has a very high stall angle which allows the GM-23 to maintain a high angle of attack for long periods at slow speeds without stalling, a welcome necessity for carrier landings, and also makes short take off and landings a possibility.

Finally, the delta wing gives the GM-23 an enormous volume to store fuel as the delta has by far the largest area of any fighter wing. Not only this, but the structural strength of the delta wing also allows for very heavy stores of ordnance to be mounted under the wing. As a strike fighter, this is crucial.

The compound nature of the delta wing, which the inner part of the wing has a very high sweepback, while the outer part has less sweepback, to create the high-lift vortex in a more controlled fashion, reduce the drag and thereby allow for landing the delta at acceptably slow speed. This negates most of the issues of the low speed behaviour of delta winged aircraft.

Rather than elevators, the GM-23 employs canards which are mounted towards the fore of the fuselage in comparison to elevators which are mounted aft. In the later control-canard, most of the weight of the aircraft is carried by the main wing and the canard wing is used primarily for longitudinal control during maneuvering. Thus, a control-canard mostly operates only as a control surface and is usually at zero angle of attack, carrying no aircraft weight in normal flight. Combat aircraft of canard configuration typically have a control-canard. In combat aircraft, the canard is usually driven by a computerized flight control system to keep the canard at angles which will minimize drag and RCS. One benefit obtainable from a control-canard is avoidance of pitch-up. An all-moving canard capable of a significant nose-down deflection will protect against pitch-up. As a result, the aspect ratio and wing-sweep of the main wing can be optimized without having to guard against pitchup. At high angles of attack the canard surface directs airflow downwards over the wing, reducing turbulence which results in reduced drag and increased lift.

As much of the GM-23's flight time will be very low and very fast, the canards also fulfill one last and very important role. A large aircraft flying fast at low altitude can experience significant aerodynamic buffeting, leading to crew fatigue and reduced airframe life. Aircraft such as this incorporate small canard surfaces as part of an active vibration damping system that reduces these adverse effects.

The GM-23 was designed to be as 'slippery' as possible by effectively removing all drag inducing external features and mounting them inside the airframe, further enhancing its stealth and performance. Many features such as radar antennae can be blended in to the fuselage to avoid creating any perpendicular surfaces which attract radar attention and also do not produce any vortecies or turbulence which can improve the stability of the GM-24 when travelling at high speeds. As mentoned before, ordnance required for generic missions, for example standard short to medium range interceptions or Combat Air Patrol, can be carried internally in the two weapons bays, negating the need to mount weapons, fuel or other objects on the wings or the fuselage.

To keep the weight of the fuselage to the bare minimum, large swaths of the fuselage which were originally intended to be made with aluminium were replaced with composite materials. Composite construction is a generic term to describe any building construction involving multiple dissimilar materials, in this case carbon-fibre reinforced polymers are used. CFRPs are comprised of a polymer, in this case epoxy, which is a thermosetting polymer formed from reaction of an epoxide "resin" with polyamine "hardener", is re-inforced with fibres of carbon which give the material it's strength. CFRPs have an extremely high strength to weight ratio which makes them ideal for use on aircraft. The downside of CFRP's is that they can be extremely expensive to replace and require much more mantinence than more typical aircraft materials such as aluminium would. Thus, CFRPs have been used on the fuselage section which is above the bottom third of the fuselage and aft of the cabin. The section of the fuselage which is constructed from CFRP's is cast as two different panels which join an aluminium seam running across the top of the fuselage.

The remainder of the fuselage, the wings and the tail control surfaces are all constructed from Al-Li or Aluminium-Lithium alloy. Lithium is the least dense elemental metal, much less dense than alumiunium which is in itself less dense than most other metals, therefore when the two are alloyed together, the density and weight of the resulting material is less than that of the alloy while being stiffer at the same time and more resisitant to strain. Because the nose of the fuselage and the underside of the fuselage are the areas most sucseptible to damage, Al-Li alloy was used on these areas to offer a cheaper option of replacement than the expensive CFRP's. Because of it's stiffness, Al-Li alloy was also used on the wings which are acted upon by not only horizontal but also vertical forces unlike the fuselage and thus need to have the compressive and tensile strength required to outlast these forces, as well as resist the immensse shearing forces which are also experienced at high speeds. Al-Li is also used as a skin over the carbon fibre construction of the rest of the aircraft.



The GM-23's low observability is reliant on its low observance throughout the entire spectrum of sensors including radar signature, visual, infrared, acoustic, and radio frequency. While it does not have the advantage of radar absorbing paint, its low emissions radar still provides a great degree of protection from enemy radars, as it is hard to obtain a radar lock on the GM-23.

Landing gear struts are made from Aermet 100, which is a light but very durable steel and well accustomed to high compressive stress. Tyres used on the two main landing gear struts are four small high pressure .75 metre diameter tyres which lie in flat fairings along either side of the fuselage. The two nose tyres are smaller 0.5 metre diameter tyres and are inflated to a slightly higher pressure. In standard configuration, the GM-24 is not suitable for carrier landing however a strengthended landing gear and arrestor hook can be fitted. The strengthened landing gear comprises of slightly thicker struts, an increase of 50mm in radius, and a large oleo strut which has more spring travel to allow for rougher landings.

[Mikoyan-Guryevich]

Specifications

Crew: 1
Length: 15.6m
Wingspan: 12.4m
Height: 5.46m
Wing area: 62.05 m²
Empty weight: 14,700 kg
Loaded weight: 25,300 kg
Max takeoff weight 32,000 kg
Powerplants: 2× Azzuri TR-GT300LE Three dimensionalThrust vectoring turbofans
Dry thrust: 21,000 lbf
Thrust with afterburner 30,000+ lbf
Fuel capacity: 5,000 kg internally, or 9,000 kg with two external fuel tanks

Performance

Maximum speed:

At altitude: Mach 2.1(2,250 km/h)
Supercruise: Mach 1.6 (1,700 km/h)
Range: 2,750 km with 2 external fuel tanks
Combat radius: 800km
Ferry range 3,500 km)
Service ceiling: 62,500 ft


Armament

Guns: 1× 30 mm ZZ-II gatling gun in nose, 250 rounds

Loadout:
2× AIM-120 AMRAAM
or
2x MDBA Meteor
and
2× AIM-9 Sidewinder
2x 1000lb Laser Guided Bombs
or
4x 500lb Laser Guided Bombs
or
4x Exocet Air-Ground/Air-Sea Missile

Hardpoints: 4× under-wing pylon stations each with a capacity of 5,000 lb (2,500kg).

Avionics
RWR (Radar warning receiver): 400 km or more
Radar: 400 km against 1m2 targets
Chemring MJU-39/40 flares for protection against IR missiles.


Buying the GM-23
The GM-23 can be offered to nations for the price of $75,000,000.

Domestic Production Rights are not available at this time.