Cost: $362 Million NSD. $550 Billion NSD for DPR. Crew: 4-8 (at least one pilot, co-pilot, and two flight engineers). Typically a flight commander, one pilot, three flight engineers, and three loadmasters. Payload: 128,595 kg distributed over 38 large pallets, or 7 Pumas, or 16 Fuchs, or 2 Feurig 2A2, or 6 Anakonda/Kondor helicopters. Capacity: 85 to 300 troops. Cargo Space Dimensions: 40 meters long by 20.5 meters wide by 14.1 meters high. Length: 77.12 m. Wingspan: 68.02 m. Wing area: 579 m². Height: 19.95 m. Empty Weight: 166,430 kg. MTOW: 390,000 kg. Powerplant: 4x Schuchert-1000B45 turbofans, 212 kN each. Fuel Capacity: 194,350 L. Takeoff Roll: 2,600 m. Landing distance: 1,100 m. Cruise Speed: 856 km/h (Mach 0.69). Service Ceiling: 10,650 m at 280,100 kg gross weight. Thrust/Weight: 0.24. Range: 12,000 km.Background & Design The SA-95 Taube (Strategic Airlifter 1995 'Dove') is a large military cargo aircraft designed by Wolf Armaments. Intended to replace the TECT Imperial Air Forces' aging line of C-5 Galaxy cargo planes, the SA-95 was designed for intercontinental strategic airlifting missions with oversized loads. Instead of buying new C-5's or outright upgrading its fleet, the TECT Armed Forces requested an entirely brand new design based off the C-5 to be made so that TECT's strategic interests could be better met with a native design; this includes the ability to manufacture towards TECT's military needs and operational security by transferring reliance onto the homeland rather than abroad. The project to replace the C-5 (simply named the "Strategic Airlifter Replacement Program") began in early 1985 with prototypes being constructed and tested throughout the late 80's and early 90's. SARP's final prototype, the 'Delta 2', was eventually chosen to become the future strategic airlifter; it would go through two more years of heavy testing and modifications before its first official delivery to the TECT Imperial Air Force - it would soon be renamed officially as the "SA-95 Taube" or "Dove". Dove was chosen as the plane's nickname early on by lead project designer Christoph Vann after noting that most of the final prototypes "Soared through the air like majestic doves, owning your full undivided attention." - Imperial Air Force officials liked the name and kept it for the SA-95 as its official given name.
To start with, one of SA-95's primary design focuses was the reduction of weight while increasing cargo capacity. The heavier an aircraft is the more lift is required to balance its weight; by making the aircraft lighter in weight, you reduce the lift it requires and conserve fuel needed for propulsion. To achieve the goal of reducing weight, designers looked into using construction materials that eliminate weight without sacrificing cargo space. SA-95's airframe, namely the fuselage, use "composite materials" that reduce weight with similar characteristics of aluminum, a common construction material for aircraft. For the fuselage, the primary composite material is a simple carbon-fibre reinforced polymer; it is constructed into two layers of panels with an aluminum seam keeping them together/reinforced. The engines, the source of propulsion and some of the heaviest contributors of weight for planes, utilize titanium aluminide (TiAI) and ceramic matrix composites (CMC); materials, that when used with turbofan engines, lowers the turbofan's weight by at least fifty percent and improve the turbofan's heat tolerance. Reinforced aluminum for SA-95's wings have improved their tensile strength, increased their fatigue resistance, and have improved their damage tolerance compared to high-grade aluminum alloys - studies have shown that reinforced aluminum reduces the weight of a plane's wings by twenty-five percent and is excellent for fuel conservation. The wings are swept to twenty-five degrees and are equipped with twelve internal fuel tanks connected to the four Schuchert-1000B45 turbofan engines via large pylons; SA-95 is able to refuel whilst flying via a fuel port above the cockpit for refueling tankers. SA-95's distinct high T-tail fin (vertical) stabilizer is constructed with the same material as the wings and offers the SA-95 more efficient maneuverability.
SA-95's cargo floor is a dual-sided floor with rollers for palletized cargo on one side and a flat floor on the other to prevent vehicles from rolling; numerous tie-down positions are located on both sides of the flooring and the floor itself can be easily flipped by crew to the other side while the aircraft is parked. Cargo is loaded by "drive-though" methods, meaning both sides of the aircraft are openable for loaders to place cargo inside. From the front, cargo enters from the nose of the aircraft, which detaches from the airframe and raises above the cockpit on a hinge assembly; a full-width ramp assembly is lowered down and if necessary the aircraft can "kneel forward" using its primary (front) landing gears to facilitate loaders at truck-bed level. The traditional aft cargo-bay comes with its own ramp assembly and cargo-bay doors. Both aft and fore bay doors open the full width and height of the cargo bay to maximize efficient loading of oversized equipment. Other entryways for the aircraft include two sets of pressurized doors, four per deck and four per side, equaling eight doors in total; the bottom level doors feature a deployable stairs for easy access while the upper-deck require aircraft stairs to access - all doors are fitted with evacuation slides and four life rafts with each having a thirty passenger capacity. The upper-deck of the SA-95 is similar to commercial aircraft that typical passengers would recognize; these recognizable features include passenger seating, comfort oriented aesthetics, and overhead luggage storage. To access the upper-deck internally, passengers are required to use step-ladders in the fore and aft of the aircraft. These stairs lower down safely into the cargo bay from the upper-deck, doing so while a safe distance away from cargo parked in the center of the aircraft. Inside the upper-deck you have the cockpit at the fore of the plane, a living space for crew (including two bedrooms with two cots each, a rest area with seating and two tables, a latrine, and lunch area for basic meal/drink storage) behind it, and a large seating area for passengers situated towards the aft of the aircraft.
Cargo Compartment SA-95's ability to travel up to twelve thousand kilometers whilst fully loaded is what makes it a versatile aircraft. With its ability to lift over one hundred and twenty-eight thousand kilograms, SA-95's only limitation is its limited cargo space. This lift ability has been achieved by Wolf Armaments using weight reduction and fuel conserving airframe designs; this includes using manufacturing materials that weigh less but retain the same strength as traditional materials (aluminum and certain alloys) used on planes, and cutting down on heavy metal parts where they're no longer needed. This ability to lift heavy oversized loads in an airframe that weighs less means the SA-95 cuts down on its usage of fuel while also extending its travel range.
The cargo compartment is approximately forty meters long by twenty in a half meters wide by fourteen meters high. This wide open space can accommodate thirty-eight master pallets, two Feurig 2A2s, three Höllenhund IFVs, seven Puma AFVs, six Anakonda/Kondor helicopters, and sixteen Fuchs SLAVs. There is room for eighty-five passengers in the upper-deck passenger area where passengers can enjoy a comfortable flight. In the cargo-deck, three hundred passengers can be accommodated using side seating and installed passenger benches; although less common, this ability to transport up to three hundred and eighty passengers could be useful for delivering manpower in dire need, or drop a small battalion of paratroopers into an operation area.
Cockpit The flightdeck of the SA-95 is a fully glass cockpit, using almost zero traditional analog aircraft instruments. Using four large LCD displays in front of the pilots, two per pilot, as well as several other LED displays surrounding them, crew are consistently kept up to date with what is happening to the aircraft both inside and out. On each pilot's left main screen they will be able to track measurements using the SA-95's Airspeed Indicator, Altimeter, Turn Coordinator, Vertical Speed Indicator, and the Artificial Horizon. On the right screen the exact location of the plane and its waypoints, plus its destination, are displayed along with the planned route; this screen will also display other information about the surrounding area, including aircraft and their pathways to help pilots avoid collisions, weather patterns detected by the aircraft's weather radar, elevation models, and other referential map objects. SA-95's sophisticated digital fly-by-wire system is controlled by computers that perceive the plane's position and force inputs from pilot controls to assist pilots in operating the aircraft, or, to automatically protect the aircraft from threats/avoid dangerous events. Said computers solve special equations to determine appropriate command signals that move the flight controls, prevent changes, or correct imminent failures. The programming of the digital computers enable flight envelope protection. FEP allows aircraft designers to precisely tailor an aircraft's handling characteristics to stay within the overall limits of what is possible given the aerodynamics and structure of the aircraft. For example, the computer in flight envelope protection mode can try to prevent the aircraft from being handled dangerously by preventing pilots from exceeding preset limits on the aircraft's flight-control envelope, such as those that prevent stalls and spins, and which limit airspeed and G-forces on the airplane. Software can also be included that stabilize the flight-control inputs in order to avoid pilot-induced oscillations. Since the flight-control computers continuously "fly" the aircraft, the pilot's workloads can be reduced to a minimum while in transit. Stalling, spinning, and other undesirable performances are prevented automatically by the computers.
Propulsion Propulsion for the SA-95 is provided by four Schuchert-1000B45 turbofan engines, each producing over two hundred and twelve kilonewtons of thrust each. Although large and based on the GE TF39, Schuchert-1000B45 turbofans utilize advanced lightweight materials that have reduced their overall weight by fifty percent (a whopping one thousand eight hundred and fifteen kilograms compared to the original three thousand six hundred and thirty kilogram weight of the TF39); titanium aluminide (TiAI) used for the main components of the turbofan and ceramic matrix composites (CMC) for the fan blades are the main contributors to weight loss. TiAl offers superior resistance to high temperatures and better tensile strength compared to previous aluminum parts, and CMC (along with an advanced blade design) is especially strong against extremely high temperatures found inside turbofan engines. Each of the four engines are mounted below the wings and can be operated independently of each other. The fuel system uses direct fuel sprays that spray into the section of the turbine which will create the most efficient combustion for controlled fuel consumption; this means that fuel will be sprayed in an amount needed according to the aircraft's flight-control system, which continuously tracks the aircraft's flight profile. This much higher power-to-weight ratio and fuel conservation technology means SA-95 will outperform similarly powerful engines found on commercial airliners. External ports for in-air refueling extending from both wings of the plane increases flight range with the assistance of in-air refueling aircraft.
Electrical power for both the electronics including avionics, radar, computers, and other electrical systems on the plane are provided by electrical generators attached to each engine. Each generator produces over one megawatt of power to feed the plane's vast electrical needs, whether they're for aircraft operation or for comfort, such as plug-ins and luxury items for passengers. A backup generator is located above the cockpit, bellow the exterior paneling; the paneling uses both bleed-air and cooling doors to remove the heat generated when the generator is activated. This generator is an emergency electrical generator to be used in case of failure exterior generators, such as mechanical failures or damage caused by enemy action, and is used to power primary systems for flight and basic operations to avoid system failures until the plane can land and receive repairs.
Protection SA-95's are not designed to operate in direct combat roles; the role of any cargo aircraft, strategic or tactical, is to deliver cargo to and from destinations. But with that knowledge came the understanding that cargo planes like the SA-95 would be heavily targeted by hostile forces looking to cut off airborne supply chains. This is why SA-95 was built with countermeasures and basic protection systems that contribute to safety and protection of the aircraft while adding very little weight overall; a number of these safety and protection systems include fire-fighting technology, lightweight Kevlar padding, self-sealing fuel tanks, and missile defense systems.
All fuel tanks are composed of vinylester resin/glass fiber GFRP, which provides a strong outer hull for the fuel tank while cutting out heavier aluminum alloys to save weight. Additionally, the fuel tanks are designed to seal themselves when penetrated, notably by enemy cannon fire or shrapnel. The self-sealing tanks have three layers of rubber, one of vulcanized rubber and two of untreated rubber that can absorb oil and expand when wet. In-between these untreated rubber layers is a layer of composite foam for improved absorption and sealing performance. When a fuel tank is punctured, the fuel will spill on to the layers, causing the swelling of the untreated layers, thus sealing the puncture - the composite foam being designed to control the initial affects of the puncture (including sealing the puncture itself and absorbing the initial oil leakage). This makes a fuel tank explosion caused by enemy weapons less likely, saving the aircraft from catastrophic failures. Fire protection for aircraft, a very important safety and protection feature, is essentially the process of cooling the fire and coating the fuel to prevent its contact with oxygen, resulting in suppression of the combustion. Flight FPS is a fire-fighting foam used by TECT Imperial Air Force aircraft that will form a protective film in the presence of alcohols, resisting and smothering alcohols. The system can be activated manually by the pilots/crew, or set to automatically deploy (via EO/IIR sensor); allowing for maximum flexibility and a system which cannot be fooled by the Sun, glare, or other bright/hot/red objects. There are also additional fire extinguishers on-board for crews to combat fires if they do occur.
SA-95's protection from missile threats include systems for detection of threats, deterrence or dissuasion of incoming threats, and countermeasures designed to fool incoming missiles. The HAP (Heavy Aircraft Protection) system is a multi-layered system that provides warning to the crew while allowing them to select the appropriate response to any threat. The system is composed of a UV missile approach warning sensor, laser warning sensors, radar warning receiver, DIRCM units, jamming units, and a Threat Detection Control System (TDCS) that integrates interactions and is usually displayed on screens and helmet HUDS for the pilots. Flare bundles and chaff packets are standard countermeasures on-board that can be set to automatically deploy for incoming threats, or be manually deployed if needed. Pilots can use additional sensor information provided by friendly assets for countermeasures and flight information.
Export The SA-95 Taube is available for purchase on the Wolf Armaments storefront page for $362 Million NSD. DPR licenses for the SA-95 are available for $550 Billion NSD.
Last edited by Common Territories on Wed Jul 29, 2020 3:08 pm, edited 1 time in total.