Credits: The art and the engineering research for this aircraft has been developed by The Corparation. I have - with his permission and advice - attempted to improve the writeup, and hopefully did not do too bad of a job.
Table of Contents
Overview:
In the ever expanding battlefields faced in our multiverse, the need for long-range logistic transports has always been a necessity.. Sadly this has always been a slow task, aircraft can only carry a limited number of troops, few can carry more than one or two pieces of heavy equipment and all require multiple refueling stops to reach the farthest battlefields. These drawbacks mean that the use of ships is a must when transporting military forces across the world. Unfortunately transport vessels can take months to reach a combat zone. In order to alleviate this problem, and provide a means to rapidly transport large numbers of troops and equipment world wide, Polaris Aerospace started The LRNSA Project.(Long Range Nuclear Strategic Aircraft). Based on earlier design studies such as the Lockheed CL-1201, the goal of the LRNSA Project was to create a super-heavy aircraft capable of rapidly transporting large amounts of men and equipment over extreme distances. The ultimate result of the project was the Model AN5K "Roc". The AN5K is a massive superheavy transport, and is built to be able to deliver approximately 2000 metric tons of cargo anywhere in the world on short notice. Coupled with a passenger capacity of over 2000 combat troops, the AN5K can deliver a full infantry Battalion with support vehicles to its destination. To this end the AN6K utilizes the latest in nuclear propulsion technology in the form of a 2000 MW reactor powering 4 massive Dual-Cycle High Bypass Turbofan engines. The engines are dual cycle, using conventional jet fuel for take-off and landing, and switching to nuclear for cruise power. The use of nuclear power while cruising means that the range of the aircraft is such that the primary limiting factor when determining the aircraft's range for a mission is the amount of consumable supplies used by the Aircraft's crew and passengers rather than fuel load.
However, due to difficulties Polaris Aerospace faced producing these majestic aircraft, production rights were eventually sold to Allanean Arms, who undertook an extensive redesign of this majestic plane. The results are what you now see before you.
The AN5K's primary identifying feature, other than its massive size (The aircraft's tail is higher than a 15 story building), is its unique tail-less blended wing-body design. The design allows for both increased lift and decreased drag resulting in a superior lift to drag to ratio compared to a conventional layout. The design also allows for increased interior volume and increased fuel efficiency when the engines are running on conventional jet fuel. The aircraft is divided up into 5 decks, split at the back by the main reactor. The lower two decks are devoted to carrying cargo or other mission gear, with the upper three decks are devoted to crew and passengers. Due to the blended wing body design, these upper decks extend out into the wings allowing for increased space for crew, passengers and cargo. Aft of the reactor on the upper decks are service and storage areas.
The crew of the AN5K LRNSA is split into one of three operational areas depending on their role, Flight Operations (FO), Maintenance Crew (MC) and Payload Specialists (PS).
Flight Operations crew members are responsible for flying the aircraft, operating the reactor, and defense systems. The Flight Operations Crew operate the AN5K from the flight deck and an aft control room for the reactor. The flight deck crew consists of the Pilot, a Co-pilot, a Navigator, a Radio Operator, 4 Defense System Operators and, 4 Flight Engineers (3 Propulsion, 1 Electrical). The rector control room is manned by 5 crew, a Nuclear Flight Officer (NFO), 2 Nuclear Flight Engineers (NFE) and 2 Airborne Reactor Operators (ARO). In total 17 crew members are required to fly the aircraft. Due to the extreme ranges involved in the aircraft's operation the Flight Operations crew operate on 18 hour days and are assigned to one of 3 six hour watches, giving a total Flight Operations crew of 51.
The aircraft is commanded by the pilot of the first watch, with the Executive Officer a the pilot of the 2nd watch. The aircraft's third in command is the Senior Nuclear Flight Officer who is assigned to the third watch.
Maintenance Crew are responsible for maintaining the aircraft's systems in flight. While not assigned to a specific watch, these crew perform any and all in-flight repairs. The crew consists of 2 Nuclear Systems Technicians and 4 Nuclear Systems Mechanics, who are responsible for any inflight repairs of the nuclear propuslion system that can be performed in flight. In addition 6 additional mechanics are carried to repair the other aircraft systems.
Payload Specialists crew are responsible for the aircraft's payload. For the base transport model this crew consists primarily of load masters, responsible for cargo,stewards, responsible for the passengers, as well as the galley crew members. For other versions such crew can include pilots for parasite aircraft, air traffic controllers, additional EW specialists or a regional commander's staff. For a normal transport mission, the Payload Specialist crew usually numbers between 15 to 20.
Located at the forward most point of the top deck, the Flight Deck is an AN5K’s brain. The AN5K's flight deck features a full glass cockpit, with each of the 12 crew stations having multifunction LCD displays. Each crew station has a full keyboard and trackpad, in addition to the other controls. The pilot and copilot control the aircraft via a fly-by-optics system. Both the pilot and copilot are provided with their own full set of flight controls. The majority of the cockpit stations are arranged in a horseshoe shape, with the pilot and copilto stations at the front, and the flight engineers and defense systems operators along the sides. In the center of the horseshoe, aft of the pilots are stations for the radio operator and navigator. Further aft are two additional crew stations for another flight engineer and defense systems operator.
In addition for the above, the plane is equipped with an advanced autopilot system, which is capable of seeing it through long-range transoceanic journeys and landing it in specially equipped airports (i.e. airports equipped with a digitized ATC component and radio beacons). It is possible to attempt autopilot landing without these, however this is extremely dangerous. Allanean Arms takes no responsibility for any casualties and damage to the aircraft which occur due to attempts to land it in airports which lack properly equipped runways, or from attempting to use the autopilot in airports not equipped for its use.
Due to the large size of the AN5K's crew, the entire uppermost deck, with the exception of the flight deck and reactor control rooms, is dedicated primarily to housing the crew, but also contains space for the addition of mission equipment. At the front of the upper deck is the flight deck, immediately aft of the cockpit is the forward mission room. The forward mission room is designed to allow for the expansion of the flight deck to provide a control center for the additional crew required for LRNSA variant missions.Unlike traditional aircraft which may have a single bunk or two for crew to sleep, LRNSA provides every crew member with a cabin. These cabins sleep between one and two crew members depending on rank. Senior officers such as Pilots and Nuclear Flight Officers have individual cabins, all other crew members share a cabin. Each cabin contains bunks, a desk, and storage for personal belongings. In total there are 52 cabins. Aft of the forward mission room are 14 crew cabins stretching along the sides of the aircraft. This block of cabins ends at a small crew lounge and stairs to the lower decks. A corridor on either side of the stairs leads to an additional 5 cabins on either side. These corridors lead to the central mission bay. Two side corridors lead into the wing roots, and 14 more cabins on each side. The central mission room is a large space and is built to be easily reconfigurable. Different LRNSA variants use it for different purposes. On some variants this space is fitted for additional crew quarters, while others use it for command and control centers. At the very end of the top deck is the reactor control room, flanked on either side by crew lounge / mess areas.
Crew accommodations include a satellite Internet uplink (this uplink is not connected to any of the mission computers, and therefore cannot be used by external entities to damage them in any way), onboard Wi-Fi linked to this uplink throughout the crew lounges and digital televisions in all crew cabins and lounges. Digital separate climate control is available for each cabin.
The massive weight weight of the AN5K is borne by 132 landing wheels. The main Landing gear of the AN5K is consists of two sets of wheels, each one mounting 44 wheels in 11 rows of 4. The Nose gear has a further 16 wheels in 4 rows of 4. The reminder of the wheels are mounted on the undersides of the massive wings in sets of 8, 4 and 2. Each Tire for the main landing gear measures just short of two meters across and is fitted with ceramic disc brakes.
The large size of the AN5K means that the LRNSA is extremely vulnerable to detection from hostile forces. As such it is not recommended for operations in areas where hostile aircraft may be encountered. However in the event that the AN5K is detected and attacked by hostile forces, a comprehensive defense system allow it to fight off most threats. The defense system consist of a variety of radars along with both passive and active electronic countermeasures. In addition the AN5K can carry up to 252 long range air to air missiles for defense.
The most important step in defending from any attack is to see that attack coming, to this end the AN5K is equipped with a powerful array of radars to detect any and all threats to the aircraft. Two separate clusters of radar, one located at the nose and the other in the tail provide radar coverage for a full 360 degrees. Each cluster contains several multipurpose active electronic scanned arrays, angled to provide for the maximum amount of coverage. These radars are capable of detecting and tracking fighter sized targets at up to 400 kilometers away. This allows for the AN5K to spot possible threats prior to such threats entering missile range and thus giving the aircraft time to react.
The Long range radars are only part of the defense system. The AN5K also carries numerous electronic countermeasures to interfere with enemy attacks.These countermeasures include both the aformentioned radar jamming systems as well as the new INFRD system (INFrared laseR Disrupter). The INFRD system utilizes infrared lasers to disrupt the seekers of an enemy heat seeking missile. The system works by aiming a laser at the seeker head of an oncoming missile. The laser interferes with the enemy missile's guidance system by overwhelming the seeker, and causing the missile to veer of course and lose its lock on the aircraft. The AN5K is fitted with 6 such turrets. One Dorsal, one ventral, two near the tail and two more in the nose, allowing for full 360 degree coverage.
In addition to the electronic countermeasures, the AN5K also carries more traditional air defenses such as flare and chaff dispensers, which form part of the Allanean-designed Monarch-S smart chaff dispenser system. The dispensers for these countermeasures are located in the tail and wing roots. These systems may launch chaff, infra-red flares, as well as active radar and radio decoys, which make radar and radio broadcasts to confuse enemy RADAR and HARM missiles.The Modules can each hold 30 Flares or an equivalent number of Chaff canisters. The AN5K has mounts for 50 modules. 15 are located on either side of the tail, as well as an additional 10 in each wing root. Together these modules can carry a total of 3000 chaff rounds.
In addition to chaff, flares, and Monarch S, the AN5K's defensive package also includes the capability of using launched active decoys, each with a weight of about 100 kilograms and capable of creating a radar signature similar of that of an actual AN5K (essentially a larger version of the MALD decoys used by the Free Kingdom Armed Forces). Each decoy is housed in an under-wing pod when not in use.
Among the more potent defense the AN5K carries is the Advanced LRNSA Attack Repulsion Missile (ALARM). The ALARM has a range of over 200 kilometers, travels at over Mach 5 and can be fitted with either a nuclear or a conventional warhead. the event the enemy does manage to fire a missile at the AN5K , ALARM is capable of intercepting other air to air missiles, providing the AN5K with a stand-off hard kill countermeasure against such threats. ALARMs are carried on 9 missile rotary launchers, and the AN5K is capable of carrying 28 launchers for a total of 252 missiles. It should be noted that carrying a full load of ALARMs does reduce the cargo capacity of the aircraft by around 150 tons.
LRNSA's final line of defense is the Derringer Aircraft Close-In Weapons System. This system is linked to the LRNSA’s targeting radar, and carries about 50 close-in defense missiles similar to those used by Navy warships, in mounts at different points at the aircraft hull.
Despite all above statements, Allanean Arms reminds all users that the LRNSA and all its modifications are NOT and will NEVER be combat aircraft. We recommend flying them no closer than 500 km from potential enemy air defense networks, and preferably 1500 km from them. Allanean Arms at no point accepts any liability resulting from combat damage to this or any other Allanean Arms product!
The AN5K is powered by a Model 3-1.8G-AC (Gen 3 Reactor, 1.8 GW, Aircraft). At over 10 meters in diameter not including support systems the spherical shaped 3-1.8G-AC generates over 1800 Megawatts. The reactor is a circulating molten salt design utilizing uranium tetra-fluoride fuel suspended in a mixture of Sodium-fluoride and Zirconium-fluoride salts (Designated in service as JF-N-1). The use a of a circulating fuel design allows for the AN5K's reactor to be easily refueled on the ground for servicing, greatly simplifying maintenance and ground handling.
During operation the fuel mixture is first pumped into the reactor core, entering the core with an initial temperature of approximately eight hundred Kelvin. Inside the reactor core are numerous channels through a beryllium Oxide lattice for the fuel mixture to flow through. As part of the lattice the beryllium oxide surrounding the channels serves as a neutron reflector, reflecting neutrons back into the fuel mixture thus causing the fuel to go critical. A number of control rods are located within the lattice between the fuel channels. These control rods are also manufactured primarily from beryllium oxide serve as neutron absorbers. Reactor power can be governed via the insertion and removal of these control rods. During operation the control rods are mostly retracted allowing the reactor to operate at full power. The resulting increased rate of fission heats the fuel mixture from the initial eight hundred kelvin to over one thousand degrees kelvin prior to it leaving the reactor core.
After leaving the reactor core, the fuel mixture is pumped through a heat exchanger transferring the thermal energy to the coolant loop before being returned to the reactor. To save on space and reduce the amount of shielding needed, this heat exchanger is contained within a spherical shell surrounding the reactor. The fuel is pumped through channels in this shell and coolant is pumped through bundles of tubes passing through the channels. The coolant used is a liquid Sodium-Potassium Alloy (NaK) due to both its high thermal conductivity and its much lower melting point compared to other metal coolants. The use of NaK as coolant allows for the coolant loops to be drained for maintenance, easily as unlike other liquid metal coolants NaK is liquid at room temperatures and does not have to be heated prior to being drained or added. From the heat exchanger the NaK is pumped to one of the 4 main engines where it transfers its heat to the air driving the turbines.
Startup & Shutdown:
Due to the 3-1.8G-AC's use of a Liquid fuel mixture, the refueling process is not unlike that of a conventional aircraft, although with a few diffrences due to the unique nature of the nuclear fuel. The AN5K is moved to a special fueling area at its home base and piping is attached to a refueling valve located on the top of the aircraft. After the piping is secure, the JF-N-1 fuel is pumped into the reactor and the circulation pumps are started. During this period the Reactor's control rods are fully inserted and the fuel is not critical, however it is still circulated through the reactor and heat exchanger. While on the ground, the aircraft's coolant loops can be hooked to an external coolant system to allow for ground testing of the reactor. To power up the reactor the control rods retract allowing the nuclear reaction in the core to reach criticality. This is usually done after takeoff, as the aircraft is reaching cruising altitude.
To shutdown the reactor, the control rods are reinserted, slowing down the fission and inhibiting criticality. The circulating fuel design allows for the reactor to easily be able to be shutdown and restarted in flight. The reactor is normally shutdown as the aircraft descends from crusing altitude for approach and landing. After landing, the aircraft's reactor is usually refueled. To defuel the reactor, the An5K is parked over a special defueling pit and piping is connected to a fuel drain valve on the bottom of the aircraft beneath the reactor. The valve is then opened, and the fuel flows down into an underground storage system. From this underground storage it can be sent to a reprocessing facility, where waste products are removed and additional fissile material is added.
Safety & Shielding:
The 3-1.8G-AC is designed to maximize crew safety and is equipped with multiple safety systems. The circulating fuel design is an inherently safe design with many features that incorporates many passive safety features. Chief among these is an inherent ability to quickly react to load changes, an important feature when the aircraft's engines rely on the reactor. Another inherent safety feature is a resistance to accidents involving voids forming in the coolant of the reactor, while in a normal reactor this can easily create problems, the use of fuel as a coolant in the circulating fuel design, means that these voids form in the fuel mixture itself, which in turn pushes fuel out of the core, lowering the amount of fuel reacting. Another important feature of the reactor is the relatively low operating pressures compared to more conventional reactor designs. The biggest safety feature, is the ability to completely remove all fuel from the reactor in an emergency. The dump valve for the reactor used to drain the fuel can, in an emergency be opened in flight. While this carries a large environmental impact through dumping nuclear fuel into the open air, it does mean that any issues with the reactor going out of control are stopped. Due to the environmental impact, this feature is only to be used as a last resort.
While the design incorporates many safety features, the design also has a few drawbacks. One of these is the ability for the NaKto become activated and present hazard to crew working on engines immediately after shutdown. While the reactor incorporates measures to minimize activation of the coolant, for crew saftey the Coolant should be Drained or allowed to decay for 5 days prior to working on the engines. In addition, as with all Nuclear Reactors, the 3-1.8G-AC emits radiation and as such must be shielded from the crew. To this end the entire reactor assembly is immersed inside a tank of borated water. This tank is further surrounded by layers of lead and plastic. Due to the heavy weight of radiation shielding, the crew and passenger areas are all located to the front of the reactor, with the exception of a few storage and service areas. By locating the crew and passenger areas in this way the amount of shielding required for the reactor is greatly reduced. Since personal will not be spending extend periods of time aft of the reactor, less radiation needs to be blocked to stay within acceptable exposure levels. This greatly reduces the mass of the shielding which means the aircraft can devote more mass to other systems and cargo.
Simplified Diagram of a Fireball Style Test Reactor of the same configuration as the 3-1.8G-AC
The AN5K is propelled by 4 NT-214-D High-bypass Turbofan Engines. (Nuclear Turbofan-2014 Dual Cycle), each NT-214-D generating over 556 KN of thrust during flight Among the largest jet engines ever built, each engine features main fans measuring over 12 Meters across and the entire engine stretches over 20 meters long. The heart of these engines is their unique dual-cycle core. Whereas other nuclear powered aircraft may rely on separate conventional engines for takeoff and landing and relying on their reactors only for cruise, or posse a possible health hazard by using only a reactor for power thus requiring the use of nuclear power during takeoff and landing, the AN5k is unlike any other aircraft in service in that it's NT-124-Ds are not constrained to a single source of power during flight and are able to operate using both conventional jet fuel and the thermal energy delivered by the coolant from the AN5K's 3-1.8G-AC reactor. During takeoff and climb to altitude, the NT-124Ds burn jet fuel. Once the aircraft is at cruising altitude the reactor is powered up and the coolant begins to heat up and begins to transfer heat to the engines. As the reactor powers up the amount of heat delivered to the engines by the coolant increases and reduces the amount of Jet Fuel needed to maintain cruising power. As a result of this the engine's conventional fuel injectors automatically decrease the amount of fuel being used, ensuring that the engines deliver consistent thrust during the reactor start up. Prior to descent for landing, this process is slowly reversed.
One important operating consideration for the NT-124Ds compared to the engines of other aircraft, is that the pilot does not always have direct control of engine power during the entirety of flight. While the aircraft is taking off and landing, the engines are throttled like any other jet engines, and as such can be directly controlled by the pilots. However, during cruise mode due to the engines drawing power, all increases in thrust require an increase in reactor power. To this end while the aircraft is operating in cruise mode, the throttle is switched from direct engine control, to instead providing "requests" to the crew in the reactor control room, who in turn increase reactor power, and by extension the engine's power. While this does create a delayed response between a pilot's wish to increase thrust, and the thrust increase, it is seen as an acceptable tradeoff for the long ranges which the nuclear power mode provides. In an emergency, the pilots can re-enable direct thrust control of the engines by using jet fuel to increase engine power.
The hybrid nature of the engine allows it to be used with clean kerosene, which no doubt limits the environmental concerns with the aircraft. [Although frankly, we prefer just telling environmentalist protesters outside Allanean Arms compounds to fuck off and die before we release the hounds.]
LARS Specifications:
Length: 13.7 Meters Wingspan: 13.0 Meters (7.5 folded) Height: 4.1 Meters Range: 2,00 km Top Speed: 1000 km/h Propulsion: 2 x LARS-1 Turbofan Engines 9 KN Thrust Each Crew: 2 Payload: -10 x Passengers
or
- 4 Litters and two attendants
- 2000 kg Cargo
Because LARS was designed for the same role as a conventional aircraft carries Carrier On Board Delivery aircraft,it shares many similarities with more conventional transport aircraft. Chief among these is its rear payload ramp. While the ramp is unable to be opened until the aircraft is moved to the hangar, it allows for easy loading and unloading of large cargo. LARS is powered by two turbofan engines. The turbofan engines allow LARS to match the speed and altitude of a LRNSA in cruise mode. Measuring at only 13.7 meters long and a wingspan of 13 meters, LARS is much smaller than most other CODS due to its parasitic nature. For carriage aboard LRNSA, the LARS features folding wings, which bring the aircraft's maximum width to only seven and a half meters folded. The small size of LARS does limit its payload, the aircraft is only capable of transporting 6000 kgs of cargo or ten passengers. It can also be configured to transport four litters with two attendants. LARS is flown by a crew of two, located in an all glass cockpit at the front of the aircraft. LARS also features flares, chaff and a basic ECM system for limited defense.
In order to carry LARS, the aft cargo bay and the service decks immediately above it must be completely rebuilt. Instead of a single large cargo bay and separate upper service area, the area is split into a hangar bay capable of storing up to four LARS and a launch/recovery room. The hangar bay can carry up to four LARS all of which can be worked on in a shirt sleeve environment. The launch/recovery room is located where the rear cargo ramp would normally be located and is operated from the hangar by large sliding doors. The Launch/Recovery Bay is dominated by the Launch/Recovery Equipment and the Aircraft Hatch, which is located in the same place the aft cargo ramp would normally be. Locating the bay at the aft end of the aircraft allows for easy loading and unloading of aircraft while LRNSA is on the ground. The Launch Recovery Bay's equipment is suspended from the roof of the bay. The equipment consists of two primary components, the Guidance / Refueling Probe (GuRP) and the Aircraft Recovery Trapeze (ART). Both of these systems are fully automated. The Guidance /Refueling Probe is similar to the refueling flying boom mechanisms used by many large airborne tanker aircraft. Consisting of a long gimballed telescoping pole with control wings, the probe is extended into the airstream and is "flown" to the inbound LARS. Once the probe has connected with the LARS, a datalink is established with LARS granting control of the aircraft to LRNSA's docking system. After control of LARS is transferred, the probe begins to retract with LARS flying along with, drawing it in closer to the LRNSA. Once the LARS is within range, the Aircraft recovery Trapeze is lowered around the GuRP and attaches to the LARS on the upper fuselage and wing roots. Despite its name ART is not actually a trapeze system, instead ART is made up of a pair of arms supporting a cradle that connects to three locations atop the docking aircraft. Once the system indicates that these connections are secure, the GuRP is disconnected from the aircraft. The GuRP is then retracted into the aircraft and moved to the side of the Launch/Recovery Bay. After the GuRP is secured, the ART is retracted into the Launch/Recovery Bay. The bay door is then closed and pressurization of the bay begins. After the bay has been pressurized, catwalks are extended from the sides of the bay around the aircraft. These catwalks allow for the unloading of crew and payload as well as performing any needed maintenance. After the crew and payload are offloaded the wings can be folded, and an interior crane system can be connected to the aircraft. This crane system is mounted on overhead tracks which allow it to move the aircraft into the storage hangar and secure it on a storage rack. To launch an aircraft, the interior crane brings a LARS out of the hangar and into the Launch/Recovery Bay. Once the aircraft is in the Launch/Recovery Bay, the hangar doors are closed, the aircraft's wings are unfolded, and the aircraft is loaded and fueled. After these preparations are complete, the ART is attached to the aircraft, the room is cleared of all personal and the Launch/Recovery Bay doors are opened. The ART then lowers the LARS out of the LRNSA, after which the engines are started. Once the engines are started, last minute checks are performed and the LARS is released to fly to its destination.
An Embarked LARS detachment consists of four LARS and 32 crew. 10 of these crew members are flight crew for the LARS aircraft. Of the 22 are support crew, 16 are responsible for the maintenance of the LARS, and the remaining 6 are for the Launch/Recovery System.
AN5K-L Roc Super heavy Transport:
The AN5K-L is the base line model LRNSA. The Model L is built to serve primarily as a super heavy transport although it does possess limited self defense capabilities. To fulfill this task, the aircraft is built to carry a whopping two thousands metric tons of cargo. The main cargo bay of the AN5K-L stretches 74 meters long, 4 and a half meters high. It starts out 13.5 Meters wide before expanding outwards to 26 meters meters across towards the center of the aircraft. The aft cargo bay is somewhat smaller only stretching for roughly 35 meters and 15 meters wide. The Aft and forward Cargo bays are separated by the aircraft's main reactor, however two smaller cargo bays measuring 18 meters long by 7 meters wide x 4 by meters tall connect the two main bays. In addition to the main cargo deck, there is a secondary cargo deck above the main cargo deck in the forward area of the aircraft. Connected to the main cargo deck via a ramp that lowers to a point just aft of the main cargo bay's loading doors as well as a small 2 1/2 ton lift just forward of the reactor, the upper cargo deck stretches over 60 meters long. from near the nose of the aircraft aft to the main reactor The upper cargo deck width varies from 16 meters in the forward section of the aircraft, to over 36.5 Meters near the center of the aircraft. Combined the cargo bays offer nearly 17,000 cubic meters of cargo space.Cargo can be loaded onto the main cargo deck via both a front loading ramp in the nose, and a secondary ramp at the tail.The aft boarding ramp can be opened in flight to allow for the airdropping of troops and supplies. The upper cargo deck can be loaded via an internal cargo lift, a lowering ramp the comes down just aft of the forward cargo ramp, and via opening side doors.
Above the foreword cargo bays are the main crew and passenger area. These areas are located almost exclusively in the foreword half of the aircraft as a means to reduce the amount of shielding required for the reactor. The area is primarily split up over 3 decks. The uppermost deck is restricted to the flight crew and contains the Flight Deck and Reactor Control Room as well as the Flight Crew's living accommodations. The other two decks are dominated by passenger cabins. The exact layout of these cabins varies between An5K variants, however the standard layout is 237 Enlisted passenger Cabins,24 Cabins for Senior NonComs and 10 rooms for officers. The Enlisted Cabins each seat 8 troops in 2 rows of 4 chairs facing each other. The chairs on each side fold into two beds and another bed folds down above each of those, forming a total of 8 bunks. The Noncom Cabins seat 2 rows of 4 facing each other and have 4 bunks. Officer Cabins are laid out similarly to the Noncom Cabins, however they only seat two and one set of bunks is replaced by a desk. In total between all of the cabins there are berth for 2,012 passengers. In theory, these cabins may be used for emergency transport of up to 5,000 passengers if less-than comfortable conditions are accepted for a short flight. In addition to the cabins these areas contain the main galley, passenger mess and passenger lounges.
The upper of the two main passenger decks contains the main officer's Club, located at the nose of the aircraft, immediately below the flight deck as well as the main galley and mess. In addition 131 of the enlisted cabins are located on this level. Twenty one of them are located between the forward boarding area and the Officer's Club in 7 rows of three, the other 110 are located aft of the boarding area stretching back to the mess area. Located near the front of the wing roots on either side are two small passenger lounges. The mess area located to the aft of the passenger cabins is the primary dining area aboard the AN5K and has the galley and a small bar.
The mess area is also the location of the main stairways between the passenger levels and the crew area. The lower of the two passenger decks contains both the remaining enlisted cabins, as well as the officer and non-com cabins. The Officer's cabins are located in the nose and partially encircle a small common area for the officers. Aft of this are the 24 Non-Com cabins located in 6 rows. Moving further back is the main stairwell to the other levels and two lounge areas in the port and starboard wing root. Around each are 14 enlisted cabins. To the rear of these lounges are the remaining 90 enlisted cabins. Aft of these cabins just forwards of the reactor is another small lounge area.[/align]
Length: 170 Meters Height: 17.6 Meters
(45.7 Meters to Tail)Wingspan: 350 Meters Power: 1 x 1,800 Megawatt Reactor Propulsion: 4 x Type NT-214-D Turbofans Cruising Speed: 1000 km/h Empty Mass: 3,000,000 kg Payload: 2,000,000 kg MTOW: 5,400,000 kg Range: -Jet Fuel : 1,500 km
-Nuclear : 60 Day Endurance (~1.4 Million km at cruising speed)Cruising Altitude: 10,000 meters Armament: -252 ALARM Air to Air Missiles
-2 x CIWS missile turretsPassengers: 2012 Crew: ~80 Flight Operations Crew: 3 Watches each with:
1 x Pilot
1 x Copilot
1 x Navigator
1 x Radio Operator
4 x Defense System Operators
1 x Electrical Systems Engineers
3 x Propulsion Engineers
1 x Nuclear Flight Officer
2 x Nuclear Flight Engineers
2 x Reactor Operators
Total: 17 per Watch
Total Flight Operations Crew: 51Maintenance Crew: 2 x Nuclear Systems Technicians
4 x Nuclear Systems Mechanic
6 x Systems Mechanics
Total Maintenance Crew: 12Payload Crew: 15-20
SALES POLICY
DO NOT FOR THE LOVE OF THE GODS ORDER IN THIS THREAD!
MAKE ALL ORDERS AND COMMENTS IN THE ALLANEAN DEFENSE EXPORTS THREAD
The AN5K cargo aircraft is available for any customer for a sum of $1.5 billion Universal Standard Dollars, to be paid in either Menelmacari Credits, Reichskamphenite Marks, or New Dornalian dollars, or gold. Other forms of payment can be discussed separately. A LARS aircraft is available for $50 mln, and a DPR for it is available for $50 billion
It is possible to purchase DPR for this aircraft for 1.5 trillion dollars for the specific cargo modification of the plane. DPR for all other versions will, when they are made available, cost 1 trillion each, and will only be available to customers that have already purchased DPR for the AN5K. Payment will be accepted in Universal Standard Dollars, to be paid in either Menelmacari Credits, Reichskamphenite Marks, or New Dornalian dollars, or gold, or, alternatively, real estate to the value of the DPR. This payment is partly a desire to avoid the technology falling into the hands of irresponsible state actors, and partly a desire to earn large quantities of money.
DO NOT FOR THE LOVE OF THE GODS ORDER IN THIS THREAD!
MAKE ALL ORDERS AND COMMENTS IN THE ALLANEAN DEFENSE EXPORTS THREAD