B-10 “Lancelot”
ImageType: Supersonic Long Range Bomber
Crew: 3 (Pilot, Co-Pilot, Electronic Warfare Officer)
Length: 70m
Wingspan: 28m (Swept) 57m (Extended)
Height: 12m
Wing area: 360.44m ²
Max Fuel Weight: 190,000kg
Empty weight: 113,011kg
Loaded weight: 351,011kg
Max takeoff weight: 375,000kg
Powerplant: 6x Pennsylvania General Electric 3900-B202-101 Afterburning Turbofans
Dry thrust: 822kn
Thrust with afterburner: 1,470kn
Maximum speed: Mach 2.4-2.6 (2,860km/h to 3,100km/h) At Altitude, Mach 0.92-1.3 at Low Altitude (1,136km/h to 1,605.24km/h)
Cruise Speed: Mach 0.78 (963km/h)
Supercruise: Mach 1.45 (1,790.46 km/h)
Combat Range: 8,750km
Ferry range: <20,000km
Service ceiling: 17,000m
Rate of climb: 80m/s (15,700 ft/min)
Wing loading: 973.84kg/m ²
Thrust/weight: 0.23
Armament: 5 Internal Bombbays (48,000kg limit), 6 External Hardpoints (19,200kg limit) *
Avionics:AN/APQ-281 'Tiamat' EW system
AN/ASQ-240 'Apsca' Advanced Polyspectral Combat Sensor Array
Cromwell II Battlefield Management System
Global Positioning System
Navigational Radar
AbstractThe B-10 “Lancelot” is a high speed, long range, Variable Geometry Strategic Bomber, designed out of a need for a Mach 2.2+ Strategic Bomber, more suited to the need of the Pennsylvanian Air Force than the then in service Ath-86 “Nebula”, of Yanitarian Origin.
Background and ConceptualizationWork on the B-10 began in 2002, when a Request for Proposal was sent out to the major Aircraft Manufacturers of Pennsylvania. The design detailed requirements for a aircraft with a capability of Mach 2.2+ at altitude, with a weapons capacity overall exceeding 48,000kg internally, with external hardpoints capable of supporting a further 19,000+ kilograms of payload.
The B-10 was designed with a ability to carry significant numbers of Cruise missiles or bombs long distances, with a ability to dash at extremely high speed for periods of times. Another requirement for the design was that the aircraft have as low of a Radar Cross Section (RCS) as possible from the top, in order to allow it to have something of a chance to evade detection if it were ever to be used for low altitude penetration of enemy Airspace.
Propulsion systemThe propulsion for the Aircraft is that of 6 Pennsylvania General Electric 3900-B202-101 Afterburning Turbofans, each capable of up to 137 kilonewtons running on dry thrust, or up to 245 kilonewtons when utilizing afterburners. These engines allow the aircraft to, at any one time, put out between 822 and 1,470kn of power, able to push the aircraft at rather high speeds, both at low altitude and at high altitude.
The 3900-B202-101 Afterburning Turbofans used in the aircraft are themselves based off of the NK-32 Afterburning Turbofan, used in the Soviet Designed and Built Tupolev Tu-160 “Blackjack”, a large, long range, Mach 2.2 capable bomber.
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 “Lancelot’s” underwing-mounted intakes to allow the greatest volume, and optimal airflow speed and pressure, for any given aircraft velocity. 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. However, as a result of this, the engines of the aircraft hang relatively low to the ground, meaning that the chance of a obtrusion sticking out of the ground damaging the aircrafts engine is much higher than in other aircraft.
Disclaimer: Make sure runway is clear of all obtrusions of any type and size before attempting to land. Failure to do this may result in the severe damage of one or more engines, possibly resulting in the disconnection of the engine from the airframe
The majority of the aircraft fuselage, with the exception of the Cockpit area, 5 Bomb bays, and other vital areas that are open, is home to a massive amount of fuel stores. The aircraft can carry up to 190,000kg of fuel internally, and also holds the ability to carry up to 19,200kg more fuel on its exterior hard points, each of which is wet, meaning that they can each carry a fuel tank weighing up to 3,200 kilograms, greatly adding to the aircraft fuel carrying ability. While the Aircrafts exterior hard points are capable of supporting Drop Tanks for additional Fuel, opposite of this, the aircrafts interior Bomb Bays are incapable of carrying fuel tanks.
In order to support aerial refueling, a refueling probe, for use with a Probe and Drogue Style of Aerial Refueling, and the ability to use a aerial refueling boom, allowing the aircraft to refuel from any type of tanker aircraft around, provided that it does not use some very odd sort of aerial refueling methods.
Fuselage and wing design The Fuselage of the aircraft is designed to follow a sort of Blended Wing Body design, which allows for the aircraft to be aerodynamic, therefore, allowing very high speeds, while still maintaining enough lift surfaces to allow a very high payload.
Blended Wing Body, or BWB, designates an alternative airframe design which incorporates design features from both a futuristic fuselage and flying wing design. The purported advantages of the BWB approach are efficient high-lift wings and a wide airfoil-shaped body. This enables the entire craft to contribute to lift generation with the result of potentially increased fuel economy.
Flying wing designs are defined as having two separate bodies and only a single wing, though there may be structures protruding from the wing. Blended wing/body aircraft have a flattened and airfoil shaped body, which produces most of the lift to keep itself aloft, and distinct and separate wing structures, though the wings are smoothly blended in with the body.
The Aircraft uses Variable Geometry (VG) or “Swing Wings”, enabling the aircraft to travel at very high speeds, allowing the aircraft it’s up to Mach 2.4-2.6 speed at altitude, while during slow speed travel, like when the aircraft is taking off or landing or during low speed transit, when its wings are spread, giving the aircraft more lift, preventing the aircraft from stalling.
The usage of Variable Geometry allows for the aircraft to maintain a high lift to weight ratio when its wings are spread, while, when they are swept at the aircrafts maximum of 67.5 degrees backwards, allows the aircraft to travel at very high speeds while maintaining the lift needed to keep the aircraft from staling.
Much of the aircraft is made from various composites, such as carbon and aramid fibres as well as epoxy-resin and large amounts of the metal Titanium, which is significantly stronger per unit of volume than steel, as well as being lighter. While altogether, this makes the aircraft very expensive, it overall increases the airframes durability, enabling the very high speeds that it is capable of.
In a attempt to lower the aircrafts Radar Cross Section (RCS) against Look Down Radar Systems, such as those found on Interceptors or Airborne Early Warning and Control Systems (AEW/CS), the top of the aircraft has significant attempts to lower its RCS. These include the modifications of the upper fuselage in order to deflect radar signals away from the aircraft, preventing them from returning to the sending aircraft. Along with these changes, the aircraft, strangely compared to many other aircraft of a similar type, incorporates a V-Tail into the design, eliminating any right angles from the tail of the aircraft, as well as the Horizontal Stabilizers. While this results in a very large V-tail for the aircraft, it nonetheless lowers the aircrafts overall Radar Cross Section.
While the designers of the aircraft failed to go so far as to apply Radar Adsorbent Material (RAM) to the aircraft in any form, due to the fact that at the high speeds the aircraft might end up operating at, this would be a wasted effort, with the RAM having to be replaced on the aircrafts airframe quite often, for a relatively minimal gain.
Avionics and control interfacesThe centrepiece of the avionics suite on the Lancelot is the AN/APG-94 ‘Huldra’. Sharing many similarities with the AN/APG-77 of the F-22, as well as the AN/APG-92 ‘Heimdall’ of the LY908, the ‘Huldra’ radar of the Lancelot is the Lancelot’s primary anti-air sensor. A very long range, multi-function, rapid scan system, the ‘Huldra’ is an active-element electronically scanned array radar, integrated into the airframe both physically and electromagnetically. Designed with low probability of intercept (LPI) capability at the forefront of the design, ‘Huldra’ is intended to provide pilots, and the wider battlenet, with detailed information about extant threats without allowing hostile radar detection of the parent aircraft, or the ‘Huldra’ radar emissions.
Based in large part upon the Lyran experiences building the ‘Heimdall’, the ‘Huldra’ is however a more capable and advanced system, with far lower likelihood of successful detection by radar warning receivers or EW aircraft, higher resistance to jamming, greater frequency agility and smoother power-throughput. The radar has very few mechanical parts (which are common to most other radars), improving reliability considerably.
Like the ‘Heimdall’, ‘Huldra’ utilises a separate transmitter and receiver for each of the antenna's finger-sized radiating elements. 1900 individual transmit and receive modules, situated behind each element of the radar, constitute the array. Each module weighs 15g, and has a power output of over 4W. The base-plate is polyalphaolefin (PAO) liquid-cooled to dissipate the considerable generated heat.
The AESA nature of the radar is also integral to its Low Probability of Intercept (LPI) capability. ‘Huldra’ defeats most RWR/ESM systems by virtue of being able to carry out an active radar search on RWR/ESM equipped fighter aircraft without the target knowing it is being illuminated. Unlike conventional radars which emit high energy pulses in a narrow frequency band, LPI AESA systems like ‘Huldra’ emit low energy pulses over a wide (often punctuated or non-continuous) frequency band using a technique called spread-spectrum transmission. When multiple echoes are returned, the radar's signal processor combines the signals. The amount of energy reflected back to the target is about the same as conventional radar, but because each LPI pulse has considerably less amount of energy and may not fit normal modulation patterns, the target will have a difficult time detecting the Lancelot. Each individual LPI pulse is only marginally above background radiation levels, a factor which further forces down the likelihood of successful detection of the ‘Huldra’ system.
‘Borrowing’ from the APG-79, copies of which were obligingly provided by a pair of moderately well reimbursed Raytheon employees (who are currently living under false identities somewhere in the Varessan Commonwealth), ‘Huldra’ offers simultaneous air-to-air and air-to-ground modes. This is achieved using highly agile beam interleaving in near-real time, providing the pilot (and datalinks) an extremely high degree of situational awareness and tactical flexibility. The system operates (primarily) in the X-band, and uses reciprocating ferrous phase shifters to allow beam positioning in a time-frame measured in tens of nano-seconds.
By implementation of Cromwell-backed system resource management, ‘Huldra’ automatically schedules tasks to optimise radar functions and minimise pilot workload, and, for that matter, to minimise data overload. Therefore, the radar can continue scanning while communicating with other aircraft and capturing ground imagery, and can simultaneously guide multiple weapons to multiple targets widely spaced in azimuth, elevation and range.
Non-Cooperative Target Recognition is also one of the ‘Huldra’ capabilities. Traditionally problematic, the AN/APQ-94 accomplishes this by generating an array of fine radar beams and generating a high-resolution image of the target by utilising Inverse Synthetic Aperture Radar (ISAR) processing. The targets own relative rotation generates a 3D image (by virtue of the doppler shift) of the target, which is then cross-referenced with a radar-picture database. Should this be insufficient, the details are cross-checked via the Cromwell system, although the onboard bank of radar images is very comprehensive.
Other ‘Huldra’ capabilities include high resolution synthetic aperture radar mapping (working in conjunction with other integral and external assets, this provides extremely detailed information concerning topography and surface conditions), multiple ground moving target indication and track (GMTI/GMTT), combat IFF, electronic warfare resistance and integrated ECCM, automatic target prioritising and more. The radar is able to reliably detect, acquire and track a 3m2 RCS target at 400km, and a target with a RCS of 0.01m2 at 90km. UAVs, cruise missiles and fifth-generation aircraft are thus all on the list of likely candidates for successful engagement by Shadowhawks.
‘Huldra’ is able to track 64 aerial targets, and engage 12 of them, eight if fired missiles are semi-active radar homing, rather than active. Previously a rarity in Lyran aerial warfare, the very low probability of intercept of the ‘Huldra’ has brought SARH back onto the table of options, and targets have sometimes been downed by radar-guided missiles without ever having realised that they had been detected, let alone illuminated, tracked, allocated a target priority, and fired upon.
Antenna Diameter 1400 mm
-Azimuth Coverage: 120 °
-Elevation Coverage: 60 °,
-Detection Ranges:
3m2 RCS: 425km
0.01m2 RCS: 90km
Track: 64
Engage: 12 (8 SARH)
The Lancelot also carries the world-benchmark AN/ALQ-281 ‘Tiamat’ EW system as integral. By default, ‘Tiamat’ emitters are set to ‘off’. Should the Lnacelots RWR systems determine that it has, in actual fact, been detected, ‘Tiamat’ provides world-leading EW capability as an option to enhance aircraft survivability and defeat radar-lock. AN/ALQ-281 'Tiamat' (Babylonian mythology – 'Dragon of Chaos') is a Lyro-Varessan electronic warfare system. The 'Tiamat' recievers are located in several points within the leading and trailing edges of the wings, while the transmitters are housed in the wing shoulders, and at the point of the aircraft’s rearmost ‘beaver-tail’. The system, when engaged, is capable of intercepting, automatically processing and jamming received radio frequency signals. The LY910's electronic attack capabilities involve using radiated EM energy to degrade, neutralise or destroy hostile force- or force-support elements. 'Tiamat' is one of the first EW platforms to use high-end solid-state emitters, coupled with dramatically elevated potential power throughput, and dynamic and pattern-probability frequency agile (PPFA) barrage and spot jamming to render all but the most potent radars impotent. Further, if the seeking radar is calculated to be capable of burning through the jamming, precisely timed utilisation of Cromwell-backed broad-spectrum DRFM (Repeater) jamming is implemented.
This capability is second to none, and places ‘Tiamat’-equipped aircraft at the very top of known NS-combatants in the active electronic warfare role. The receivers can also be used to detect, identify and locate those signals, providing ELINT/SIGINT either automatically or manually. When emissions control (EMCON) is required (which is most of the time in the Lancelot) the 'Tiamat' transmitters can be turned off, which thus, as one would expect, cancels the EM broadcasting. Unlike the earlier AN/ALQ-99 series, the 'Tiamat' utilises power generated by the aircraft to function. Given the very high power output of the B-10s PGE 3900-B202-101 engines (137kN each dry), this has not adversely affected performance in any appreciable manner.
The primary passive combat sensor suite is taken directly from the LY908’s repertoire, and is housed on the aircraft’s underside, between the two engines. The AN/ASQ-240 Advanced Polyspectral Combat Sensor Array (APSCSA – normally referred to as the 'Apsca') features a 360 degree (ventral) scanning arc with multi-sensor, electro-optical locator/targeting system, complete with IR, low-light digital CCD TV, laser range-finder/designator, and laser spot tracker. The pod itself is 190cm long, 45cm wide, 205kg, and ranges out to 52km. The systems themselves are housed within easy-access area of the aircraft, however the relevant emitters and receivers are not so constrained. Differing systems are arrayed throughout the airframe, often within internally turreted sensor mounts to provide relevant coverage during for air to ground or air to surface operations.
Full-duplex Cromwell-datalink allows information to be processed and disseminated to friendlies, while it is received by the platform. The package, as a whole, dramatically increases capabilities for target detection, acquisition, recognition and engagement, and permits reliable all-weather, day and night engagement of multiple targets by a single aircraft, in a single pass. Further, the design is modular for ease of maintenance and upgrade, especially in the 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 Lancelot employs side-scanning functionality within the LPI ‘Huldra’ system to achieve the Pennsylvanian-standard terrain following radar capability, with inertial navigation and battlespace-network-backed global positioning systems operating in parallel, in order to minimize the likelihood of navigational error.
A BALCOTH-type data-interface, similar to the F-35’s helmet mounted display, provides the pilot with high proportions of essential information without forcing him to look within the cockpit.
Image too large – Rockwell-Collins’ HMD for the F-35The helmet provides relevant flight information to the pilot, displayed on the helmet’s visor, rather than onto a fixed cockpit HUD. This allows for the use of extremely high off-boresight weapon cueing, and for more specialised use of the glass cockpit’s three full 8” x 20” Lyran InfoWar 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 (again, by default) the aircraft systems display monitor, which presents information pertaining to flight systems, such as the engine, slat and flap settings, weapons status and fuel quantities, and any damage sustained. Separate inset diagrams provide at-a-glance details of similar information regarding wing mates’ aircraft.
((Excerpt directly from Lyras’s LY910 Writeup, names only changed))
The aircraft uses a digital “fly-by-optics” control system, with a artificial stability control to help maintain overall stability of the aircraft while in flight. For safety purposes the control surfaces and stability control surfaces in the aircraft are quadruple redundant, meaning that in the case that all of the surfaces have been damaged or destroyed, the aircraft is already well on the way to the point of crash, if not already there. All of the electronics and vital systems of the aircraft are also hardened against an Electro-Magnetic Pulse. The decision to completely harden the aircrafts vital systems against a EMP attack was due to the strategic value of the bases that the B-10 was destined to be based at, and the fact that, in order to help defend against pre-emptive first strikes, many “Rampart” Nuclear Tipped Anti-Ballistic Missile Systems were placed at the airbases. The result would be that, in the event of a first strike, and any planes were not able to make it off of the ground before the Ramparts began detonating, the aircraft would still be able to take off after it was determined that it was safe to do so.
ArmamentThe B-10s armament is focused on 11 points whereupon weapons could be loaded, including 5 internal bays, Capable of holding up to 6 missiles of BGM-109 or Hellion 2 sized missiles, for a total of 30 missiles internally. The plane can also carry a number of bombs of equal weight.
Externally, the aircraft has 6 Hardpoints, each capable of carrying up to 3,200kg of payload, or two Hellion 2 Cruise Missiles, for a combined total of up to 19,200kg of weapons, or fuel, in the case of the 6 external hardpoints.
In total, the maximum payload of the aircraft is 67,200 kilograms of payload. While loading the aircraft to its maximum payload capacity, while at the same time loading it up with its maximum fuel capacity will bring the aircraft to within 5 tonnes of its Maximum Takeoff Weight, requiring the aircraft to have an extremely long runway for takeoff.
The following weapons are some of the many weapons that the B-10 can carry, but is far from an exhaustive list. Many more weapons can be carried by the B-10, and not just the ones listed below.
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
CBU-87 Series
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.
Missiles, including
AIM-120 AMRAAM-series
AIM-220 MRAAM
AIM-240
BGM-109
LY589 Hellion
Hellion II
UndercarriageThe undercarriage of the B-10 consists of a common Tricycle landing gear, 1 in the nose, 2 in the rear of the aircraft, on the inside of the aircrafts engine mounts. The forward landing gear of the B-10, located in the nose, has 4 wheels, in two separate double mounts on the landing gear, while the 2 rear gears each have 8 wheels, in 4 double mounts.
B-1B Undercarriage, which is very similar to that of the B-10Each tire is a “runflat”, meaning that each tire, if deflated, is designed to be able to last long enough to allow the aircraft to come to a complete stop on a properly built runway. This is intended to allow for a damage aircraft to land without causing too much unneeded damage, especially if the tires on the landing gear have been hit and deflated as a direct result.
AmenitiesEach aircraft has several simple amenities for the crew for long duration flights. These include a Coffee/Tea maker, enough water for four fully grown men for 4 days, and a small refrigerator and freezer for food storage. The aircraft also has a bed in it for very long duration flights that will end up taking more than 12 hours to complete.
ExportEach B-10 is available at the cost of $525 million per unit, while Domestic Production Rights are available to nations that are permitted access to them at the rate of $2.625 trillion, or the equivalent of a purchase of 5,000 aircraft. While any nation is free to purchase any single aircraft, Domestic Production Rights are restricted, and any denial is final.