Specifications:
General characteristics:
• Crew: 1 (2 for –B )
• Length: 15.4 m (15.7 for –B )
• Wingspan: 9.4m
• Height: 4.2 m
• Wing area:28.5m2
• Empty weight: 8,100kg (8,400kg for –B )
• Loaded weight: 13,700 kg (14,000kg for –B )
• Max takeoff weight: 16,900 kg
• Powerplant: 1× Lughenti Aerodrome L-115 low-bypass augmented turbofan
• Dry thrust: 99.5kN
• Thrust with afterburner: 135 kN
Performance
• Maximum speed: Mach 2+
• Combat radius: 1,320 km
• Ferry range: 4,250 km
• Service ceiling: 16,800 m
• Rate of climb: 255 m/s
• Wing loading: 480.7kg/m² (nominal)
• Thrust/weight: 1.06
Armament
• Bombs and missiles: 5,000 kg on 4 underwing pylons, 1 belly pylon and 2 wingtip rails.
• LY108 ‘Gideonschild’ 25mm automatic cannon
Avionics
AN/APG-93 'Hallarn' Passive Electronically Scanned Array
AN/ASQ-240 'Apsca' Advanced Polyspectral Combat Sensor Array
LWR
RWR
GPS/TFR/INS
Abstract
The LY909 ‘Sparrowhawk’ is a single-seat, single-engine lightweight multirole fighter designed by the Lyran Protectorate’s Protectorate Research and Development Commission (PR&DC), in conjunction with (insert supporting nations here). Lyran Arms acts as the prime avenue for marketing, selling and supporting the Sparrowhawk around the world.
Background and Conceptualisation
In the late 1990s, a replacement for the Lyran Protectorate’s very large arsenal of ageing LY906 ‘Kestrel’ and LY907 ‘Goshawk’ aircraft became needed increasingly urgently. A new fighter was being considered by 1998, to meet both the LY906’s strike-centred multirole taskings, and the air superiority roles of the LY907. Development of the LY909 ‘Sparrowhawk’ began in 1999, when the Protectorate Research and Development Commission was formally given design authorisation by Executive Command.
The LY909 was designed as a true multirole, and as such performance, flexibility, survivability, combat persistence and lethality are all first-rate considerations. Following on the heels of those requirements was the very real possibility of the new aircraft being manufactured in one of the largest aerospace production runs in human history. Preliminary Lyran analysis indicated a requirement for at least 60,000 aircraft for Lyran requirements alone, and an unknown (but considerably larger) number for export under the auspices of the Lyran Governmental Trade Department, through Lyran Arms. These figures mandated that the final aircraft be production-efficient to a very high degree, and to be able to be produced in as little time as possible, for as few resources as could be managed.
Early development of the Sparrowhawk was chequered. The varying requirements for many of the roles it was expected to undertake forced several compromises in the initial design submissions, none of which truly hit the high benchmark that had been sought. The only area of relatively appropriate capability was in the combat avionics suite, where the Sparrowhawk could partake of the advances made during development of the LY908 ‘Warhawk’. Ongoing Varessan support for Lyran-manufactured electronics has been particularly instrumental in the Sparrowhawk’s software design, and has leant tremendous capability to the finished product.
Experience with highly demanding requirements was nothing new to the Protectorate Research and Development Commission, and persistence was one of the institution’s hallmarks. Eventual recourse to trial-and-error prototype development produced some interesting results, most of which were so interesting as to likely never again see the light of day. One less interesting (but eminently more successful) design was a quadplane configuration, with a pair of large controlled canards, cropped-delta mid-mounted main wing, a large tailplane, and twin outward-canted vertical tails. While some may consider this a form of triplane, the outward cant on the twin vertical surfaces does generate life, thus making the platform, technically, a quadplane. When this was combined with relaxed stability and fly-by-wire and fly-by-light interfaces, the LY909 Sparrowhawk features low drag, high lift, high onset of pitch, and as such enjoys a longer range, higher speed, and higher payload than many comparable conventional platforms of similar dimensions and statistics.
The first prototype rolled out of the production lines of Lughenti Aerodrome in late 2006, a scant seven years after the original requirement was released by Executive Command, an exceptionally fast development, especially given the somewhat problematic early stages of the project. By the end of January 2010, the current Lyran requirements were satisfied, and production began to be put aside for international export.
The LY909 comes in a single seater variant as standard, but a two seater training variant is also available.
Propulsion system
The powerplant first selected for the first-flight of the single-engined Sparrowhawks was the 1× Lughenti Aerodrome L-115 low-bypass augmented turbofan, a heavily modified version of the L-114 system built for the twin-engined LY908. Experience obtained from collaboration on the Warhawk with Yanitarian, Lamonian and Varessan technicians made design of the L-115 far less problematic than had been the case with its predecessor. Flight-trials, modifications and upgrades continued throughout the design and development stages, with the aircraft’s intentionally modular nature making the process of changing engines for testing and evaluation considerably easier than was the case for many comparable aircraft. Integral to the platform and its engine is an Electronic Flight and Engine Control System (EFECS) which improves reliability and reduces the risk of engine stalls and the consequent requirements for mid-air engine restarts – a process known to be nerve-wracking. 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.
Performance differentials between aircraft with fixed and variable air intakes lead to a fairly prompt decision to feature variable and automatically controlled intake-adjustment systems. These systems alter the angle of the Sparrowhawk’s side-mounted 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. Easy-access panels allow maintenance to be carried out on most of the engine without requiring a ladder, another feature for which maintenance teams are grateful.
Conformal fuel tanks are fitting above each wing, flush against the fuselage, providing an extra 2,100L of fuel for enhanced range or station-keeping capabilities. These are optimised for modularity and ease of maintenance, and can be easily removed should the mission not require their inclusion, or should they be needed elsewhere.
The rear of the Sparrowhawk’s engines feature thrust-vectoring exhaust nozzles, with many subsystems borrowed from the LY908 Warhawk. Like the Warhawks, the exhaust is able to be deflected 20 degrees in any direction, including in the vertical plane, which can act in concert with other flight control systems to generate the extremely high manoeuvrability for which the Sparrowhawks have become renowned.
As is what one would expect, an aerial refuelling probe is fitted, just behind the rear of the canopy, which can extend the aircraft’s range, theoretically, as far as pilot endurance allows.
Fuselage and wing design
As the truism holds, however, an aircraft's performance envelope is not solely a product of its powerplant, and the very wide diversity of missions that the Sparrowhawk was expected to operate lead to a great deal of consideration being given to fuselage and wing design.
Implementation of fully variable-geometry wings was considered, but was rejected, given the increased weight and complexity that the swivels would require. This divergence from weight and complexity did not, however, limit the aircraft’s wings to a single planform, in the conventional sense. The mid-wing quad-plane layout with dual-tandem leading edge slats made for high degrees of lift at all angles of attack, and provides for very high control responsiveness, even at airspeeds very close to stall – a feature which is something of a double-edged sword, and that cost several test aircraft before being identified with a degree of certainty.
The quad-plane layout of the Sparrowhawk, which includes forward canards, main wing, tailplane and outwardly canted vertical stabilisers, makes for tremendously high lift, and, importantly, makes for a considerably lower wing-loading than the statistics would imply. A nominal wing-loading of 395kg/m2 is in excess of the actual loading, given the lift provided by the other surfaces of the aircraft.
The Sparrowhawk’s main wings are a cropped-delta, with a leading edge sweep of 43 degrees and a straight trailing edge. Leading and trailing edge flaperons are fitted, which are in turn controlled by the EFECS, which adjusts the wing’s camber throughout the flight envelope to maximise performance.
Leading edge strakes are fitted to generate vortex lift over the main wings, a process that is greatly assisted by the large and controllable canard foreplanes. Tight airflow vortices scrub the leading edge of the wings (and can actually be seen with the naked eye at high angles of attack and/or during high-g manoeuvres), which generates additional lift and consequent mobility. Lift and rotation generated by the canards further contributes to this, and assists the aircraft’s already impressive short-takeoff and landing performance. A pair of small fins fitted laterally just fore of the canards induce strake vortices in front of the canards as well, pushing the lift provided yet higher.
A dorsal spine runs from just behind the cockpit to the base of the tail, providing for nearly 900L of space for avionics and self-defence systems, without appreciably increasing the aircraft’s drag.
The Sparrowhawk's twin tail planform assists agility and responsiveness in manoeuvres at high AoA (angle of attack), as covered previously, while simultaneously providing a degree of redundancy for damage or system failure, and providing structural space for avionics or systems. The horizontal tailplane control surfaces are held some distance from the primary exhaust, to allow for changes in thrust direction due to the vectored engines, and also to allow for the widening of the exhaust as power from the engines increases as the throttle is opened.
Both wings have a dual-spar structure with integral fuel tanks. A bonded aluminium honeycomb structure is coupled with extensive use of graphite epoxy laminate in the aircraft’s skin, pushing weight and cost down, without impacting performance or maintainability. High-use of aviation-grade aluminium, titanium and a numbering of differing advanced composite materials further contribute to this trend, while also adding a corresponding degree of upwards pressure on the cost of the aircraft. Very large Lyran use of titanium (in most of the several hundred thousand recent AFVs, for instance) has pushed the price down, however, and this downward trend is expected to continue as time goes on. Airframe life is expected to last 12,000 hours, and is designed for sustained 10.5g. Airframe modularity allows for sequential replacement of parts as structural fatigue milestones are reached, with accessibility, ease of replacement and maintenance being emphasised heavily.
The Sparrowhawk’s all-controlled forward canards also allow for considerably shorter landing distance than many of its contemporaries. This is achieved by pushing the aircraft’s nose down during landing, adding more traction to the roadwheels and thus providing greater stopping power. The use of the canards and tailplanes as large airbrakes also assists in bringing the aircraft to a halt, but provides for a somewhat unusual aesthetic quality to the aircraft upon landing.
Avionics and control interfaces
Most aircraft derive very high proportions of their fly-away cost from their avionics, and the Sparrowhawk is no exception. Very large economies of scale have gone some way towards mitigating these factors, but the highly capable avionics suite is nonetheless nothing to be scoffed at.
The platform uses a digital 'fly-by-optics' control system, with artificial stability control. The aircraft's inherent instability (a feature known as ‘relaxed static stability’ – RSS) allows for extremely high agility, to the point where manual operation alone is unfeasible. This situation changes at supersonic speeds, as the aircraft’s centre of gravity shifts rearward, resulting in a net neutral static stability past Mach 1. For safety purposes, the stability control interfaces are quadruple redundant. If combat damage has rendered all of these control interfaces inoperable, there isn't a plane left to control in any case, and the pilot will likely have long since chosen to eject, or have been ejected.
Due to the continual adjustments to the aircraft’s trim brought about by relaxed static stability, the LY909, as with any other aircraft with this feature, is actually constantly on the brink of losing control. To address this tendency, the EFECS utilises a multi-channel fly-by-light flight control system. This system accepts flight-control inputs from the pilot, and feeds it into the EFECS, which then adjusts the aerodynamic control surfaces (and possibly the thrust vectoring settings) to produce the inputted course and attitude changes.
A BALCOTH-type data-interface provides the pilot with high proportions of essential information without forcing him to look within the cockpit. The BALCOTH-type interface permits extremely high off-boresight weapon cueing, and as relevant flight information is projected onto the helmet screen, rather than the fixed cockpit HUD, the glass cockpit’s three full Colour Multi-function Head Down Displays (CMFHDDs) are used in far more specific roles than generally the norm. Although interchangeable, by default the left hand CMFHDD is the primary flight display (PFD), which shows radar and moving-map related information. The full tactical situation can be (and often is) displayed on this moving map, with the relevant information fed into it by the operating battlespace management system. The right hand CMFHDD is the aircraft systems display monitor, which presents information pertaining to flight systems, such as the engine, slat and flap settings, canard and tail pitch, rudder angle, weapons status and fuel quantities.
All displays are compatible with the night-vision displayed by the helmet through BALCOTH, with some early developmental mishaps pushing home this requirement.
The Sparrowhawk’s ‘Laertes IV’ zero/zero ejection seat, built under license from Symmetriad Corporation of Vault 10, is inclined at the slightly higher-than-usual angle of 22 degrees, selected to improve pilot tolerance to high-g manoeuvres, and particularly aimed at reducing the incidence of gravity-induced blackout. Given the Sparrowhawk’s very high levels of agility, this degree of inclination was determined to be necessary, and the provision of a high-quality g-resistant flight suit is also strongly encouraged for flight crew.
Emergency escape is provided by a pair of Symmetriad 'Laertes IV' ejection seats, with the canopy being jettisoned by two dual-redundant rocket motors. Due to the presence of the rocket motors, the seats themselves thus lack canopy breakers, a factor which provides that modicum of additional visibility.
The aircraft is flown by means of left-hand throttle and right-hand stick, a deviation from the standard left-and-centre layout of most aircraft that is brought about, again, from the high-g loading that the aircraft is designed to take. Lessons learned from the F16 were not wasted on the Sparrowhawk, and the right-hand mounted control stick has a certain degree of movement, despite the fact that it is actually just the pressure which transmits electrical signals to the fly-by-wire and fly-by-light systems of the aircraft. Most of the important control elements for the aircraft have been moved to the throttle and control stick, providing a hands-on-throttle-and-stick (HOTAS) interface for enhanced pilot control during high-g operations.
The aircraft’s avionics suite is linked to the battlespace management system, with relevant tactical and operational data provided to and from nodes on the system to maximise combat potential. The basic structure of this system architecture is not dissimilar to that of the Warhawk, and is also quite similar to that of the Yanitarian YA-28 and YA-42.
The Sparrowhawk fields a highly extensive sensor suite so as to enable the transmission of as much information as possible into the extant battlenet, while 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.
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 helmet’s display, even if the no direct line of sight can be drawn to the pilot’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).
The Sparrowhawk’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. This acceleration is achieved by providing a mechanism to rapidly gather and distribute location and targeting information, and rapidly issue directives and allow for flexible operator response. The default system, the Lyran Cromwell II, is designed for ultra-high speed networking, with almost completely error-free, high integrity transmission in a bare fraction of the time required for voice-based transmission, and permits transfer of a wide range of data formats, from a multitude of compatible sources.
For two-seater variants of the Sparrowhawk, all operating functions are able to be accessed by either pilot or CSO. Available battlespace networks can utilise the Sparrowhawk’s own systems, and those of other friendly platforms, if similarly enabled, 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. As a consequence, awareness and engagement speeds of the Sparrowhawk are extremely fast, and all the more so when the extremely high agility of the platform is considered.
Targeting and display speeds are such that they allow virtually real-time orientation and near 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 thirty 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 Sparrowhawk’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).
The immense potential of this as a feature of military system 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.
One of the most expensive features of the LY908 was the aircraft’s AN/APG-92 ‘Heimdall’ Active Electronically Scanned Array (AESA) radar, which cost over NS$20m more than a Passive Electronically Scanned Array (PESA) with broadly similar performance capabilities. Given the requirement for the Sparrowhawk to form the bulk of combatant operations, and be able to be produced quickly during times of conflict, and also to satisfy the expected export requirements, such an expensive addition to the aircraft was difficult to justify, despite the positive effects on performance. For Lyras alone, the additional costs represented by the use of the ‘Heimdall’ in the Sparrowhawk would run well into the trillions. Regardless, the large dimensions of the ‘Heimdall’ would have proven problematic for the far lighter Sparrowhawk.
Thus, the requirement for an alternative system was generated, a requirement that lead the Protectorate Research and Development Commission, less than six years after first lodgement of requirements, to unveil the AN/APG-93 ‘Hallarn’. As irony would have it, the first examples of the system would be tested aboard Warhawks, as the Sparrowhawks were not yet sufficiently developed for employment in aerial trials of the new radar system.
‘Hallarn’ took shape as an advanced, multimode PESA radar system, which provides for air-to-air, air-to-sea and air-to-ground (the latter including Doppler beam sharpening, high resolution ground mapping and ground moving target indication and track (GMTI/GMTT) functions) modes, and is designed specifically to detect extremely low-observability airbourne threats, even in high-clutter environments.
‘Hallarn’ includes a 600mm passive phased array antenna, which can be electronically steered to provide a scanning sector of 60 degrees, both in azimuth and elevation, out to 280km. The system is capable of detecting and tracking up to 28 aerial contacts, and provide for organic attack capability against ten of them... more than the platform has AAMs to fire. Switching from air-to-air to air-to-ground or air-to-surface modes does not disable the system’s scanning capabilities, and the platform, while engaged in the conduct of air to ground operations, is perfectly able to employ non-radar-guided weapons to engage aerial threats. ‘Hallarn’ will track 0.01m2 targets at 85km, making the system highly capable against UAVs, low observability aircraft and most forms of air-breathing cruise missiles.
The system operates in the X-band, and uses reciprocating ferrous phase shifters to allow beam positioning in less than 1 msec. ‘Hallarn’ can be used to provide mid-course and terminal guidance to SARH missiles, but Lyran doctrine does not make use of SARH missiles, and the Protectorate does not maintain stockpiles of them. The Sparrowhawk maintains the capabilities required for employing larger long- and extreme-range AAMs, but this is not regarded as an optimum use of the aircraft’s design strengths.
The primary combat sensor suite is taken directly from the LY908’s repertoire, housed in the dorsal spine, where it occupies about a third of the available volume. 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 this dorsal spine, however the relevant emitters and receivers are not so constrained, with differing systems 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 Sparrowhawk’s easy-access 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 Sparrowhawk employs Lyran-standard terrain following radar, inertial navigation and battlespace-network-backed global positioning systems in parallel, in order to minimise the likelihood of navigational error.
Further, the Sparrowhawk’s 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.
Unlike the Warhawk, the Sparrowhawk does not feature the world-benchmark AN/ALQ-281 ‘Tiamat’ EW system as integral. It is, however, provided with the relevant software to employ such a system, or other systems that use similar principles. There IS a built-in EW unit, to reduce the requirement for operators to use an external stores pylon, but, as would be expected, it is less capable than the larger, more powerful and heavier ‘Tiamat’. If the Sparrowhawk is carrying a ‘Tiamat’ pod, then the aircraft is more than capable of operating as a stand-off or escort electronic warfare platform, and the capability integral to the aircraft is superseded by this more advanced feature.
Armament
The LY909 has, like the Warhawk, a very wide possible payload. The Sparrowhawk is, however, considerably smaller and lighter than the Warhawk, with a maximum take-off weight of 16tons, rather than 46tons, and as such the stores available for any given operation are lower in quantity, although not in variety.
The Sparrowhawk mounts four underwing pylon points, and a single centre-line belly pylon. Additionally, wingtip rails are fitted to allow for carriage of short range AAMs. All underwing pylons and the belly mount are plumbed for carriage of drop tanks.
The wingtip rails are rated to 200kg, outer pylons 250kg, inner pylons 1600kg and belly pylon 1000kg. Of course, if all hardpoints are at maximum rated load, the aircraft will actually exceed maximum take-off weight, so this is generally not advised.
Free-fall GP bombs:
• Mk 82 (500 lb/227 kg)
• Mk 83 (1,000 lb/454 kg)
• Mk 84 (2,000 lb/907 kg)
• Mk 117 (750 lb/340 kg)
Cluster bombs, including:
• BLU-109 (907 kg) hardened penetration bomb
Laser-guided bombs, including:
• GBU-10 (907 kg)
• GBU-12 (227 kg)
• BLU-107 Durandal runway-cratering bomb
• GBU-15 electro-optical bomb
• AGM-130 stand-off bomb, with a range of 64 km.
For the air-to-air role (including ASAT and anti-cruise-missile taskings), armament can include (but is not limited to):
• AIM-9 Sidewinder-series
• AIM-120 AMRAAM-series
• AIM-132 ASRAAM-series
• AIM-220 MRAAM
• AIM-240
• LY4031
• Vympel R27 (AA-10 Alamo) (SARH-MRM)
• Vympel R33 (AA-9 Amos) (ARH-LRM)
• Vympel R37 (AA-13 Arrow) (ARH-ERM)
• Vympel R73 (AA-11 Archer) (IRH-SRM)
• IRIS-T (IRH-SRM)
• MBDA MICA (IR or ARH, S-MRM)
A wide range of other missiles are also available, including:
AGM-84 Harpoon anti-ship missile
AGM-88 HARM anti-radiation missile,
AGM-122 Sidearm anti-radiation missile,
AGM-142 Popeye stand-off missile.
LY589 Hellion cruise missile
This list is in no way exhaustive. The LY909 was specifically designed to be as versatile as possible, and is expected to be compatible with just about any weapon system, with the least effort possible. In most instances, only minor software adjustments are required to mount and fire air-launched weapons.
Note, many weapon systems having divergent software requirements, and as such it may not be possible to mount certain combinations. This is a limitation of weapon systems, not of the platform itself.
The Sparrowhawk is also equipped with the LY108 ‘Gideonschild’ 25mm automatic revolver cannon. Named after the commander of Lyras’ Aerospace Forces, High Marshal Walter Gideonschild, the LY108 was developed by the Protectorate Research and Development Commission to meet the requirements of the LY909 program, and with an eye to export and implementation in future Lyran and Lyran-aligned aircraft. Gideonschild is a single-barrel, gas-operated, linkless-feed system, breech-cylinder system, based heavily upon Mauser’s BK-27 weapon. Like the BK-27, the LY108 is a selective fire weapon, which employs fire at 1000rpm, 1500rpm and 2000rpm settings.
The LY108 fires 25x150mm projectiles, with an average weight of 255grams, and can appear in many variants, including (but not limited to) armour-penetrating, HE-Frag, HE(I) and tracer. Standard loadout is 400 rounds of HE-Frag, with 1:5 HE(I).
Recoil springs and a floating buffer make for very limited felt-recoil stresses upon the airframe, which improves accuracy and flight performance, and lowers maintenance burdens.
Ammunition is mounted laterally, and positioned adjacent to the feed mechanism, generally on the right-hand side of the barrel. Spent cartridge cases are ejected rearwards, and held in a collection bay for removal upon reloading. The weapon is air cooled, and is assisted by automatic ram air which is forced into the weapon and collection bay during and immediately after firing. This process also serves to purge both of any uncombusted propellant residue which may contribute to fouling. This improves weapon reliability, and further serves to reduce maintenance footprint.
High accuracy was a very important priority for the weapon, and steps were taken right from the design outset to obtain this. Aiming is provided by both a radar sight and a helmet-mounted predictor. It is compact, simple and rugged in construction, features implemented for maximum reliability and operational lethality.
Undercarriage
The LY909's undercarriage is a fairly standard, although ruggedised, retractable tricycle type, with two wheels on the nose, and two single-wheeled legs just rear of the trailing edge of the wing, mounted on the fuse. Shock absorbers are fitted, as is a considerable amount of suspension, enabling landing on short and semi-prepared strips. An arrestor hook can be fitted between the rear undercarriage legs for naval operations.
Amenities
Crew sit semi-reclined, which serves to minimise g-force effects in-flight, which can be quite severe, due to the aircraft’s exceptional agility. Water is available for consumption, in flight, and relief bags allow pilots to vent their bladders, if required, without risking any of the sensitive equipment in the cockpit. The various control interfaces allow access and adjustment without removing hands from the left-hand throttle or right-mounted control stick, and the provision of the data-linked Laertes IV automatic ejection seat allows pilots to focus completely on the mission, without having to worry about when to time their ejection.
Export
The Sparrowhawk comes in two variants, the LY909A single seat multirole aircraft, and the two-seater LY909B trainer variant. The –B variant is 30cm longer, 300kg heavier, and there is a slight reduction in available capacity in the dorsal spine. Both cockpit stations are identical, and control functions are interchangeable. The –B variant, it must be stressed, is otherwise no different from the –A, and is fully combat capable.
LY909A NS$56m
LY909B NS$58m
DPRs to the two marks together are available at NS$380bn, which is equivalent in price to 10,000 aircraft. If less are required, numerically, purchase of aircraft on a per-unit basis is suggested in most instances.
All queries and purchases can be lodged through Lyran Arms.
