Specifications:
General characteristics:
Crew: 2 (pilot and combat systems operator)
Length: 23.3 m
Wingspan: Spread: 21.3 m, Swept: 10.6m
Height: 5.4 m
Wing area:
Spread: 63.2 m²,
Swept: 49.1 m²
Empty weight: 22,112 kg
Loaded weight: 41,164 kg
Max takeoff weight: 46,263 kg
Powerplant: 2× Lughenti Aerodrome L-114 low-bypass augmented turbofans
Dry thrust: 110kN each
Thrust with afterburner: 140 kN each
Aspect ratio: Spread: 7.56, Swept: 1.95
Performance
Maximum speed: Mach 2.8 (2,975 km/h)
Combat radius: 2,250 km
Ferry range: 6,200 km
Service ceiling: 22,100 m
Rate of climb: 139.7 m/s
Wing loading: Spread: 651.3kg/m², Swept: 838kg/m²
Thrust/weight: 0.69
Armament
Bombs and missiles: 17,800 kg on 8 underwing pylons, 4 belly recesses and 2 wing-glove pylons
Avionics
AN/APQ-281 'Tiamat' EW system
AN/APG-92 'Heimdall' Active phased array pulse-doppler radar
AN/ASQ-240 'Apsca' Advanced Polyspectral Combat Sensor Array
LWR
RWR
GPS/TFR/INS
Abstract
The LY908 'Warhawk' is a twin-engined, variable geometry, high-speed, extreme range, tandem two-seater strike fighter and interceptor, designed and manufactured by the Protectorate of Lyras, in conjunction with the Holy Reich of the People's Freedom.
Background and Conceptualisation
As the Protectorate and Reich engaged in a number of conflicts, often side by side, across the globe, it became increasingly evident that there remained a place for high-speed strike fighter, specifically those that would be able to deliver high volumes of ordnance, apply precision or wide-area saturation (as required) to the targets, often at very long range, then withdraw to friendly airspace. These missions would often be flown from short or damaged runways, so exemplary STOL capabilities were also required, in addition to high- and low-speed manoeuverability. Further to that, the platform was, with this in mind, expected to be able to function as a highly capable interceptor and/or air superiority fighter, as a secondary capability.
Furthermore, it was ever-more apparent that existing aircraft, both domestic and overseas, were simply unable to deliver the required performance, in speed, range or payload, in a single package.
It was for this requirement that the LY908 was conceived, and the project was submitted to the Lyran Protectorate Research and Development Commission in November of that year.
Initial plans and concepts were dubious, at best. None of the submissions, even on paper, appeared to meet the criteria advanced by Executive Command, and it was even suggested that the objective may have not been feasible in a tactically sized package. Many designs were very capable in one or more areas of the requirements, but none appeared to satisfy enough to assuage the concerns of Executive Command. In particular, existing electronic and sensory infrastructure was woefully unable to meet the standards set. A whole suite of requirements for the avionics was hot on the heels of that realisation, and tendered alongside the initial set.
The field was widened, and a more modular design conceptualisation emerged, and the new platform began to take in innovations and components from not only Lyras and the Reich, but also from Yanitaria, Varessa, Lamoni, and the Symmetriad Corporation of Vault 10.
Within four years of the first prototypes taking to the skies over the Lughenti Testing Area, the LY908, newly dubbed 'Warhawk', was selected for full-scale production. Minor alterations continued, however, and these post-production commencement changes lead to more than a couple of teething problems as aerospace divisions found themselves with spare parts that weren't compatible with their aircraft, or with aircraft fielding different components. More than once, Lyran ground-crew found themselves tripped up by language barriers, as they attempted to make sense of instruction manuals written in Yanitarian, and it took some time before Varessan design teams were able to explain to Lyran manufacturers exactly how to produce some of the avionics. These problems were rectified, however, and the LY908 quickly proved itself to be everything that had been hoped for, and a great deal more.
Propulsion system
From the outset, the LY908 was intended for very longe range, high speed penetration of hostile airspace, and therefore selection of an appropriate engine was vital. The engine would need to deliver high top-end speed, high acceleration, at both high and low altitudes, and yet also be as fuel efficient as possible. It was a daunting task, and one that, at least initially, eluded Lyran design teams. Consultation with Lamonian and Yanitarian conglomerates, both of whom were more experienced with aerospace engines than their Lyran counterparts, was fruitful, and the chassis leant itself readily to the alterations suggested.
Attempted redesigning of existing Lyro-Lamoni-Yanitarian engines was unsuccessful, with power output and fuel efficiency both insufficient. Thus, the tripartite team commenced design of a brand new engine, specifically optimised for the LY908, but maintaining as much component commonality as possible with existing aircraft used by Fedalan states. After several years of adjustment, trial and error, frustration, several crashes, and an enormous investment of resources, the Lughenti Aerodrome L-114 low-bypass augmented turbofan was developed and successfully deployed. Each of the two delivers 110kN military thrust, increasing to 140kN each when afterburners are engaged, for a total thrust of 220kN and 280kN, respectively.
An aircraft's performance envelope is not solely a product of its powerplant, however. Lessons learned from a number of earlier VG-wing platforms was very valuable in maximising the Warhawk's capabilities. For example, though maneuverability was not a design aim, the F-14 Tomcat was remarkably agile, despite its underpowered engines and large size. It was far more maneuverable than the F-111, the Tornado (IDS and ADV), or any of the Soviet variable-sweep wing aircraft due to lower effective wing loading, brought about by the lift-generating airfoil design of the main fuselage and an automatic wing sweep. These features have been adapted for use on the LY908, but have been coupled with a large number of other features designed to optimise performance, sourced both foreign and domestically.
One of the first decisions made was the inclusion of variable-geometry intakes, which automatically adjust 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.
3D thrust-vectoring exhaust nozzles are fitted, mounted 25 degrees outward to the axis of flight, on the widely space engines. These can be deflected 20 degrees in any direction, including in the vertical plane, which can generate a corkscrew effect, which greatly enhances the turning capability of the Warhawk, particularly when seen in light of the aircraft's large size.
The LY908's utilises active fuel and engine monitoring by the aircraft's avionics suite, with all information available to the pilot, CSO or other data-linked sources, on request. The system self-adjusts for optimum performance, and flags notable or mission-critical details to the operators, and higher command.
Related to this, the engine's exhaust is actively cooled, with the waste heat radiated from the upper surfaces of the aircraft. While this does not lower the total heat given off, it does blur the otherwise distinct thermal point, making it harder to target with IR-homing weaponry, and easier to draw them off with flares.
Almost a matter of course in today's military aviation world, an aerial refuelling probe is fitted, which extends the Warhawks already very considerable range.
Fuselage and wing design
The LY908's fuselage is composed of two distinctive sections, the two widely spaced engine housings, and an elongated wedge-shape area between them. The Warhawk's extensive integral electronics, primary and secondary flight controls, and the wing-sweep mechanism are all located within in this section of the fuselage. The fuselage's unusual planform also generates additional lift, particularly at high speeds. The pivots are situated in distinct segments on either side of the fuselage, and are fitted with a pylon each, rated at 500kg. These pylons are usually used to carry short-range (generally IR-homing) missiles for self-defence, regardless of the aircraft's tasking, although this is not an ironclad rule by any means.
Each of the two engines are housed seperately, and the fuselage blends into the shape of the thrust-vectoring exhaust nozzles. This distinctive shape adds a little more space than might otherwise have been the case, which in turn has made it that much easier to carry munitions in the Warhawk's belly recesses, and increases internal volume for fuel capacity, avionics, and hardware.
Wing sweep can be varied between 20 degrees and 74 degrees in flight, and the sweep is, in most circumstances, automatically controlled by the platform's integral Cromwell computer system. This enables the Warhawk to automatically select the appropriate sweep to generate optimum lift-to-drag ratio, as air speed varies, although the Cromwell's input on wing sweep can be manually overridden by either the pilot or CSO. In adverse circumstances, the LY908 can land with wings swept at any angle, including asymmetrically, but wings swept at other than forward or near-forward is considered hazardous.
The wings have a dual-spar structure with integral fuel tanks. The majority of the structure is made of titanium, which while light, rigid and strong, is also difficult to weld and machine, and also relatively costly when compared to more standard materials. 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. Full-span slats and flaps are used to increase lift both for landing and combat, with slats and flaps being automatically controlled by the computer for optimum performance. The configuration can be manually adjusted however, if the operators desire or require.
The LY908's twin tail planform assists agility and responsiveness in maneuvers at high AoA (angle of attack) while simultaneously providing a degree of redundancy for damage or system failure.
Warhawk's all-controlled retractable forward canards provide lift at all speeds, but are of particular use in the full-speed, high supersonic profile, where the Warhawk, as with most variable-geometry aircraft, would otherwise have a tendency to nose down. The canards correct this, and are also deployed to generate lift for take-off rotation, dramatically shortening take-off lengths, and decreasing the LY908's turning circle at high angles of bank.
Avionics and control interfaces
In keeping with the almost unanimously held Lyran drive to standardise where possible, every effort was made to ensure that the LY908's electronics suite was not simply state-of-the-art and highly suited to its roles, but would also interact seemlessly with other-in-service Lyran and Fedala-equivalent systems.
The platform uses a digital 'fly-by-optics' control system, with artificial stability control. The aircraft's inherent instability allows for extremely high agility, to the point where manual operation alone is unfeasible. For safety purposes, the stability control interfaces are quadruple redundant. If combat damage has rendered all these control interfaces inoperable, there isn't a plane left to control in any case.
The Warhawk, along with a large number of modern aircraft, features a glass cockpit without any conventional instrumentation. Default layout includes three full colour Multi-function Head Down Displays (MHDDs) for both the pilot and CSO, a panoramic HUD with BALCOTH-type data-interface, Voice & Hands On Throttle And Stick control methodology, Multifunction Information Distribution System, an auxiliary Manual Data Entry Facility and a Dedicated Warnings Panel.
The pilot flies the aircraft by means of a a fairly conventional centre-stick and left-hand throttle set up, although voice commands are available if desired/required. Emergency escape is provided by a pair of Symmetriad 'Laertes IV' ejection seats, with the canopy being jettisoned by two rocket motors.
The hub of the LY908, as with most Lyran combat vehicles, is the Cromwell II battlespace management system. In terms of electronic uplinking and data sharing, the LY908 is thus, in terms of information, extremely similar to many recent Lyran AFV designs, including the LY4A2 and LY224, and in-development LY6A1, as well as the Yanitarian YA-28 and YA-42. The Warhawk is fitted with a highly extensive sensor suite so as to enable the transmission of as much information as possible into any extant battlenet, while possessing substantial internal (multiple-redundant) computational facilities so as to handle required downloads from that selfsame network or its own aforementioned sensor systems. It is worth mentioning that the vast majority of gathered information is NOT displayed to the operators, but is nevertheless known to the battlespace system (and aircraft itself), which determines relevant information, as displays to the flight crew as appropriate.
The result is an integrated and adaptive battlespace network that maximises combat lethality, performance, and output, and also enables command and control on an unprecedented scale. Information is sourced not only from multiple sources on the individual platform, but from every Cromwell II equipped friendly vehicle within the battlespace, land, sea, air and space, which provides constant informational updates across a broad spectrum of sources, both known to the operators, and operating below their awareness. In recent years the Cromwell II system has begun to mature as a force-multiplier, with effectiveness of the system increasingly and exponentially evident to all but the most entrenched detractors. Image and pattern recognition software constantly interfaces with sensory systems (even while the given input is not being examined by crew), and the results both relayed to friendly and superior force elements, and also displayed for action by operators. For example, a Warhawk's CSO is scanning to his right, checking to the 2 o'clock position, with the view in the helmet-mounted HUD set to TI. While in that orientation, an AWACS platform 25 kilometres away detects a flight of inbound aircraft at 11 o'clock to the LY908, 300km away, while another Warhawk's APSCSA (OLS) spots a flight of F22s 100km away at 1 o'clock. Without any input from operators on either platform, the information is processed and displayed to other units that Cromwell determines need to know, based upon the radar signature and OLS contacts cross-referenced to Cromwell's databanks. A pattern match for the radar signature is found – MiG31s. The identified target is then silhouetted (with any of a number of settings [such as colour-coding or numerical assignment] in place to illustrate level of threat, in both relative and absolute terms), and the image is displayed on the HUD. While the LY908's radars (given that this is an air-to-ground mission) are set to passive (to minimise detection footprint), the Cromwell has insured that the aircraft has been made aware of the potential threat, given the Cromwell's evaluation of both the MiG31s and F22s as credible threats. This is, of course, relative... had the aircraft been in the process of engaging a quartet of F22s, at close range, on its own, the Cromwell would probably have marked the MiG31s, but not highlighted it as a priority for engagement, given the relatively higher threat represented by the F22s, and leaving aside the fact that that would imply a serious problem on a number of levels. Similarly, were systems to detect a lone Kiowa helicopter 300km to 9 o'clock, there probably would not be any audio notification of that fact.
In this case, however, Cromwell activates the audio notification system, and informs the vehicle's operators of the detected F22 and MiG31 hostiles. The target identification and crew notification process has, to this point, taken less than a third of a second, baring the half second it has taken for the auditory warning to be processed by the crew's central nervous system and brain.
The Cromwell II system utilises this information to compute a firing solution for the platform's LY4031 missiles, based upon analysis of the target. If the operators choose to fire, the firing solution is finalised at the moment the operator depresses the firing stud, and is completed in less time than it takes the finger to depress all the way. The firing solution that Cromwell II generates, utilising the enormous range of sensory inputs available to it, ensures an extremely high hit percentage at standard ranges, across all conditions using any of the available weapons systems.
For close-in dogfights, the radar automatically acquires enemy aircraft, and this information is projected on the head-up display. The high off-boresight capabilities of the recommended weapon systems ensures that the operators need only look at the targets, hear the 'target locked' tone, and release the missile. Often manoeuvering the plane isn't necessary, although it is certainly recommended in many circumstances, both to elude retaliatory fire, and to ensure a better chance of hit.
At the most basic level, the Cromwell II system aims to accelerate engagement cycles and increase operational tempo at all levels of the warfighting system. This acceleration is achieved by providing a mechanism to rapidly gather and distribute targeting information, and rapidly issue directives. Cromwell II's ultra-high speed networking permits 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.
In case of an emergency, the vehicle can be operated by a single member of its two-person crew, with all operating functions able to be accessed by either pilot or CSO. The Cromwell system can autonomously locate and track detected targets, comparing them both to known hostiles (identified by datalink) or targets established by image recognition (again as available via information uplink), avoid blue-on-blue engagements and fire its main gun without needing any input from a human operator, although the absence of a human operator will adversely affect engagement tempo.
The crew-stations borrow extensively from the interfaces on the more advanced Lyran and Fedalan vehicles, and utilise a far more advanced and adaptive control interface than that of earlier marks of aerospace craft or AFVs. The new system integrates the data gathered by the vehicle's external sensors and projects it directly onto the HUD inside the crew's headset-visor, a feature not dissimilar to that utilised in the BALCOTH helmet and on the Fedalan-grade crew interfaces of the YA-42. As the operator turns his 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). Note that this feature ensures the absence of the traditional 6 o'clock-low blindspot, as the crew 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.
From this point, either physical or voice activated controls are then used as required. By way of example, the vehicle commander may look left, with the Cromwell automatically adjusting the firing solution to whatever is under the helmet-reticle (assuming the function is activated). With Cromwell having identified hostile dismounted infantry, the CSO simply places the targetting reticle (located by default in the centre of his HUD) upon the desired target, selects appropriate weapon (say, a 500kg laser-guided thermobaric bomb), and presses the firing stud. Alternatively, he could centre the reticle at a target, and designate it for engagement by accompanying forces, by either voice command or toggle. Targets can be sequenced for engagement, and the operator may target and fire in a similar manner using any of the vehicle's weapons, flight commanders may sequence targets for engagement by subordinate force elements. Designated command stations can be switched, if the situation requires, and vice versa, due to the intuitive and flexible command systems, and adaptive interface provided by the Cromwell system. As a consequence, awareness and engagement speeds of the Warhawk are extremely fast, especially given the platform's size. Targetting and display speeds are such that they allow real-time orientation and lag-free look-shoot capability, particularly when combined with high off-boresight-capabe 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 missiles 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.
As with every Lyran vehicle, the electrics of the platform, more specifically the circuitry, are composed of Gallium Arsenide (GaAs), rendering the vehicle proof against electromagnetic interference or EMP-based attack, although the GaAs is itself a highly expensive addition. Given the ever increasing utilisation of sophisticated electronic and sensory systems, shielding these systems is, now more than ever, deemed a centre of gravity for the platform's protective systems. It was quickly reasoned that when operating in an environment which may include anti-strategic platforms such as the LY4032 “Rampart”, the chances of the platform encountering high levels of electromagnetic interference goes up dramatically, and the dangers presented by these and similar munitions far outweighs the relatively modest (though expensive in absolute terms) cost of the implementation of GaAs components.
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 seperate instances, but also then, in both cases, were able to exploit the massive EMP side-effect the 'Rampart' generates in nuclear defence. The result was a carrier battle group destroyed, to no Lyran loss. While not a land-based example, the lesson has been learned, and gallium arsenide is set to stay as a standard feature of Lyran electrics for the some time to come.
Also in that conflict, Warhawks flown by the Reich conducted a number of strikes against fascist and communist forces, conducting several thousand sorties. With a strike success rate of 73 percent (ahead of the next nearest, being 44 percent), the Warhawk demonstrated a capability to operate in all conditions that has been, thus far, second to none. This is despite heavy electromagnetic interference, in the form of LY4032 defence against inbound GWO-nuclear weaponry, and high concentrations of surface-to-air defensive systems.
Cromwell does not, despite its potency, constitute the sum total of electrical systems of the vehicle, although it is the co-ordinating system. 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.
The first is the AN/APG-92 'Heimdall' Active phased array pulse doppler radar, fitted as standard to LY908s of all marks. The 14kw system's capabilities include high resolution synthetic apperture radar mapping (which works in conjunction with Cromwell, GPS, INS and sidescan-TFR to not only provide extremely precise details of location, but also serves to update the battlenet as to the layout of terrain on the ground), multiple ground moving target indication and track (GMTI/GMTT), combat IFF and classification, electronic warfare resistance, automatic target prioritising and ultra high bandwidth communications, and a veritable suite of additional features. The radar is able to detect, acquire and track a 20m2 RCS target at 415km, although is able to display known locations (or locations tracked by datalink) at considerably higher ranges. The radar is fixed in position, along the Warhawk's axis, and has a +75/-75 azimuth, +70/-70 elevation scanning sector. It is frequency agile, and actively modulates to minimise the effect of ECM.
Like a number of other radar systems, 'Heimdall' uses several seperate electronically steered arrays, housed within its single 1.5m diameter antenna. In this case, X-band and L-band emitters are utilised, providing for an extremely wide range of uses for the system. Reciprocal ferrous phase shifters allow the electronic steering to be completed in a whisker over a millisecond, rather than the several seconds required for mechanically-steered equivalents.
'Heimdall' can be used to guide SARH missiles, but the LY908 is designed to utilise the LY4031, which is a fire-and-forget missile. The capability does exist, however, specifically for use within non-Lyran platforms.
The second pseudo-conventional (in conceptualisation) system of note is the AN/ASQ-240 Advanced Polyspectral Combat Sensor Array (APSCSA – normally referred to as the 'Apsca'). The Apsca features a 360 x 360 degree 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. It is fixed conformal to the LY908's port fuselage, but sensors applicable to the system are distributed throughout the aircraft's chassis. Full-duplex Cromwell-datalink allows information to be processed and disseminated to friendlies, while it is received by the platform. The package, in toto, 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, and comes complete with a Lyran Arms fair-wear-and-tear warranty for fifteen years, and technical support on-call to assist in maintaining it.
As with most modern combat aircraft, the Warhawk features a TFR/INS/Cromwell-backed-GPS integral navigational array. The chances of navigational error are extremely slim. So slim, in fact, that it is more likely that if a stray LY908 claims it is having a 'navigational error', then something suspicious is going on.
Never neglecting the Mk1 eyeball's importance, ambient light sensors with auto-compensating NV systems (imaged without operator input) are mounted on the inside of the operator's helmet displays, providing high-resolution imaging in all conditions, enabling very high degrees of night-combat visibility. Still in the visible spectrum, the LY908 carries, as standard, high- and low-altitude panoramic cameras, datalinked via Cromwell, which can provide real-time reconnaissance to higher levels of command.
The Warhawk is also extremely capable in the electronic warfare role, with escort jamming and standoff jamming capability provided through use of the Lyro-Varessan AN/ALQ-281 'Tiamat' (Babylonian mythology – 'Dragon of Chaos') electronic warfare system. The 'Tiamat' recievers are located in pods atop the Warhawk's twin vertical tails, while the transmitters are housed in the wing shoulders, just forward of the pivots, and on the trailing edges of the tailplane's horizontal surfaces. The system, when engaged, is capable of intercepting, automatically processing and jamming received radio frequency signals. The LY908'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.
This capability is second to none, and places the LY908 at the very top of known NS-combat aircraft 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, however, 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 LY908's engines, this has not adversely affected performance in any appreciable manner.
Armament
Concieved as it was as a strike fighter with the primary intent of carrying as much ordnance as possible, as far as possible, as fast as practical, the LY908 is thus capable of carrying just about any air-to-ground munition in the world, from unguided rocket pods to WAGAV cluster bombs and air-launched cruise missiles, all the way up to air-dropped nuclear weapons.However, with its highly-capable interceptor role in mind, the Warhawk is cleared to also carry a whole host of air-to-air missiles, while remaining optimised to carry the LY4031.
All marks are designed for up to eight underwing pylons (four under each wing), four belly recesses, and two wing-glove pylons. The belly recesses are rated at 1,500kg each, and the wing-glove pylons 500kg. The two inner wing pylons on each side are rated to 2,700kg each, and the two outer wing pylons on each wing ate rated at 1,000kg. The fact that a limited number of F111 pylons could swivel restricted the maximum practical weapons load, since the F111 cannot use all pylons with the wings fully swept. By contrast, later aircraft such as the F-14 and Tornado can carry their maximum bomb loads with fully swept wings, and the LY908 has capitalised on the experience accumulated to ensure the full armament load can be carried on operations. It is worth noting that if every pylon is loaded to maximum, the weight will exceed rated maximum take-off weight. The provision is simply there to enable individual pylons to carry more weight, if required.
Options for the air-to-ground munitions borrow extensively from the F111's wide repertoire, expanded for WarPAC and NS norms, and include:
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)
GBU-28, a very specialized 2,200 kg penetration bomb
BLU-107 Durandal runway-cratering bomb
GBU-15 electro-optical bomb
AGM-130 stand-off bomb, with a range of 64 km.
LY589 Hellion cruise missiles, with a range of 2800km.
For the air-to-air role (including ASAT and anti-cruise-missile taskings), armament can include:
So-92 SMRM
So-100 LRM
AIM-9 Sidewinder-series
AIM-120 AMRAAM-series
AIM-132 ASRAAM-series
LY4031 LRM
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.
The above list is by no means exhaustive. There are many, many weapons that are compatible with the LY908, or at least will be after minor software adjustments. From inception, the platform was designed to be able to take as many weapons, from as many nations as possible, and this proved to be perhaps the least contentious, least problematic developmental issue. The Warhawk allows a weapons fit that can be tailored to any mission requirement or logistical stream, with a minimum of fuss.
Undercarriage
The LY908's undercarriage is a fairly standard retractable tricycle type, with two wheels on the nose, and two single-wheeled legs just rear of the wing gloves, mounted on the fuselage. All tires are 'run-flat' variants, enabling the aircraft to continue to roll, even if one or more tire were to burst, and saving damage to the undercarriage, although control will doubtless suffer. High-grade shock absorbers are fitted, as is a considerable amount of suspension, enabling landing on short and rough or unprepared terrain.
Amenities
Lyran vehicles have, for some time, placed a high premium on crew comfort, as a means of improving operational performance, and the LY908 is no exception. The pressurised cockpit was designed using the inputs of a large number of operational- and test-pilots and combat-systems operators, from a number of participant nations, so as to bring out the very best in comfort and crew performance.
Crew sit semi-reclined, which serves to minimise g-force effects in-flight. 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 throttle or control stick, and the provision of the data-linked Laertes IV automatic ejection seat allows pilots and CSOs to focus completely on the mission, without having to worry about when to time their ejection.
Export
There are several marks of the Warhawk, with varying degrees of permitted export access;
LY908A is the baseline model. It is, in effect, the standard variant for non-Fedalan states, and does not come with the AN/APQ-281 'Tiamat' EW system or AN/ASQ-240 'Apsca' Advanced Polyspectral Combat Sensor Array. Alternatives are completely compatible, however, and there exist many NATO and CIS modules that are appropriate to these role. NS$100m
E-LY908A 'Darkhawk' is the electronic warfare version. These variants are otherwise identical to the -A variants, but have ben fitted with the 'Tiamat' system. These aircraft are therefore capable of both escort and standoff radar jamming, a factor extremely useful in a great number of engagement scenarios. These models are permitted for export to most states, but DPRs are only available to entities in a formal alliance with the Lyran Protectorate, including the states contributing to the wider LY908 project. NS$107m
LY908B is the advanced combatant variant. While in most respects similar to the -A, the -B is fitted with the AN/ASQ-240 'Apsca' Advanced Polyspectral Combat Sensor Array, which dramatically increases its capabilities in the relevant fields, especially in the strike/reconnaissance roles. -Bs are restricted to states with whom Lyras has firm confidence, and DPRs are only available to states in a formal alliance with the Protectorate. NS$107m
LY908C is the (currently) definitive version, featuring both the 'Tiamat' EW system and the 'Apsca' Polyspectral Sensor Array. DPRs and sales are only available to states in formal alliance with the Protectorate, including the states contributory to the LY908 program. This is the variant that forms the majority of the Lyran inventory of the LY908. NS$110m
LY908D 'Grimhawk' and LY908E 'Greyhawk' are still-in-development carrier-based variants. They are expected to be generally similar to the -A and -C variants, respectively, but fielding the modifications appropriate to the ability to operate from aircraft carriers.
All queries and purchases can be lodged through the Lyran Arms subsidiary of the Lyran Governmental Trade Department, or Groupe AIR.
