SDI Aircraft Catalog [DO NOT POST]

by **The Technocratic Syndicalists** » Thu Nov 12, 2020 1:56 pm

LT 13 Argus

General Characteristics:
Role: Aerial refueling tanker and strategic transport aircraft
Crew: 3 (pilot, copilot, boom operator)
Length: 76.5 m
Wingspan: 71.8 m
Height: 19.7 m
Wing area: 517 m2
Empty weight: 145,000 kg
Fuel weight: 199,000 kg
Max payload weight: 102,800 kg
Max takeoff weight: 344,000 kg
Powerplant: 2x SDI RM800 turbofans, 490 kN each
Performance:
Maximum speed: Mach 0.87
Cruise speed: Mach 0.84
Range: 10,200 km (max payload)
Ferry range: 30,300 km
Service ceiling: 13,100 m
Wing loading: 665 kg/m2
Avionics:
SDI FMG 163 Weather Radar
SDI RLG 640 Missile Approach Warning System
SDI FMS 790 Radar Warning Receiver System
SDI TKW 680 Countermeasures Dispenser System
SDI Advanced Infrared Countermeasure (AIRCM) System

by **The Technocratic Syndicalists** » Thu Nov 12, 2020 4:02 pm

D 18 Mantis

General Characteristics:
Role: UAV helicopter
Crew: 0
Length: 11.0 m
Height: 3.3 m
Empty weight: 1,000 kg
Fuel weight: 1,200 kg
Max takeoff weight: 3,000 kg
Powerplant:1x SDI HL52 diesel engine, 490 kW
Main rotor diameter: 11.0 m
Disc area: 95 m2
Performance:
Maximum speed: 165 knots (305 km/h)
Cruise speed: 140 knots (260 km/h)
Combat radius: 900 km w/ 10 hour loiter
Endurance: 30+ hours
Ferry range: 4,600 km
Service ceiling: 6,100 m hover, 9,150 m cruise
Disc loading: 31.5 kg/m2
Power/mass: 0.16 kW/kg
Armament:
Up to 800 kg of ordinance on eight stub wing hardpoints
24x BR 30 Viper guided rockets
4x RBS 93 ATGMs
Avionics:
EOS 590 FLIR System
FMG 90 Multi-Mode Radar System
FMG 88 Maritime Surveillance Radar (optional)
EOS 480 Hyperspectral Mine Detection System(optional)
FMG 140 Foliage Penetrating Radar System (optional)

Overview:
The D 18 Mantis is an unmanned aerial vehicle (UAV) helicopter designed to act as an autonomous reconnaissance and attack platform. The Mantis can operate from either land bases or surface ships configured from helicopter flight operations and features a unique aviation diesel engine and twin-speed rigid rotor system which give the aircraft significantly more range and endurance than conventional manned helicopters. Capable of being as either a reconnaissance or an attack platform the aircraft features modular fuselage payload bays which can accommodate FLIR and/or SAR/MTI radar systems along with removable stub wings capable of carrying a variety of guided missiles and other weapons. The complete D 18 system consists of a ground control station, two remote data terminals, four D 18 Mantis air vehicles with FLIR and radar payloads, and associated control handling and support equipment.

Propulsion:
Name: HL52
Name: SDI HL72
Type: Opposed piston, opposed cylinder (OPOC) diesel engine
Length: 890 mm
Width: 1,040 mm
Height: 410 mm
Dry Weight: 248 kg
Bore/stroke: 100/168 mm
Displacement, cylinder: 1.305 l
Displacement, total: 5.22 l
Compression ratio: 17.5:1
Charging method: 2x twin-scroll electrically assisted turbochargers
Intercooling: Air-water intercooler and aftercooler
Number of Cylinders: 4, opposed
Cooling method: oil cooled
Injection method: Common rail injection
Specific fuel consumption: 200 g/kW-hr
Power: 490 kW (650 PS) @ 3,800 RPM
Torque: 1,600 N-m @ 2,200 RPM
Fuel: JP-5, JP-8, Ultra-low sulfur diesel
Engine: The Mantis is powered by an SDI HL52 opposed piston, opposed cylinder (OPOC) oil-cooled 2-stroke diesel engine capable of producing up to 650 PS (490 kW) of power at sea level and up to 450 PS (335 kW) of power at an altitude of 4,500 meters. The HL52 was originally designed as a compact heavy-duty military truck engine which has been modified for use in the MQ-31 helicopter. The HL52 OPOC engine combines a high specific power output of 2kW/kg with a specific fuel consumption of only 200 g/kW which gives the MQ-31 significantly more endurance and range than a conventional turboshaft powered helicopter. The HL52 is built as two identical 2-cylinder modules each delivering 325 PS of power which are bolted to a steel frame and connected with a variable displacement clutch. Each module features four fuel injectors (two per cylinder) and a dry sump oil lubrication system with two-stage air/oil separation system. The piston design features a cast AlSi12CuMgNi alloy crown and skirt with a steel double ring carrier and oil cooling ring channel with forged titanium alloy inner and outer connecting rods. The engine includes two electrically assisted turbochargers (one per 2-cylinder module) and twin air-oil aftercoolers with each turbocharger having a 2.5 kW permanent magnet electric motor/generator on the turbocharger shaft which can add additional power to the compressor to increase the intake boost pressure and also provides scavenged air at engine start up to each 2-cylinder module.

Rotor & transmission: The Mantis uses a unique variable-speed rotor system with a dual-speed planetary transmission which can vary rotor RPM from 200 to 400 rpm. The 200 RPM low speed setting is used for hovering and low speed (<60 knots) loitering while the 400 RPM high speed setting is used for forward flight up to 165 knots. The transmission contains a compound planetary gear set with hydraulic brake and an overrunning clutch with an additional power take-off mechanism driving twin electrical generators and twin hydraulic pumps. The transmission drives a hingeless four-bladed rigid rotor system with a rotor hub constructed from forged AerMet 100 alloy maraging steel and rotor blades constructed from graphite/epoxy composite with varying cross section and taper ratio along their length. At the low 200 RPM loiter setting the rotor has a tip mach of only 0.25 which in addition to reducing fuel consumption while hovering makes the MQ-31 significantly quieter than other conventional helicopters, being largely inaudible on the ground when flying over 500 meters altitude.

Avionics:
EOS 590 FLIR System: The SDI EOS 590 Forward Looking Infrared (FLIR) system is a multi-spectral surveillance and targeting sensor which provides day/night and all weather detection, identification, observation, and targeting of ground, sea, and air targets with missiles and other munitions. The EOS 590 system consists of a 4-axis stabilized and 6-axis vibration isolated sensor head containing a 1920 x 1080 pixel NIR/visible CCTV camera, 640 x 512 pixel InGaAs SWIR imager, 1280 x 720 pixel InSb MWIR (3-5 μm) imager, 830 nm laser illuminator, and 830 nm laser pointer 1.06 µm laser designator, 2.06 µm holmium-doped YLF laser rangefinder with 30 kilometer range and <2 meter resolution , 6-axis IMU, and GPS-based attitude (GPS/A) sensor. The EOS 590 features five selectable fields of view including 34° x 45° ultra-wide field of view (UWFOV), 17° x 22 ° wide field of view (WFOV), 5.7° x 7.6° medium field of view (MFOV), 1.2° x 1.6° narrow field of view (NFOV), and 0.6° x 0.8° (SWIR/MWIR) or 0.21° x 0.27 ° (visible/NIR) ultra-narrow field of view (UNFOV) with up to 4x continuous electronic zoom capability. The software features of the EOS 590 include sensor fusion of visible/NIR, SWIR, and MWIR outputs as well as moving target indicator (MTI) capability and both moving map and augmented reality overlay display capability. The EOS 590 also includes far target location (FTL) capability using the laser rangefinder and an onboard 9-axis IMU and GPS-based attitude (GPS/A) sensor which allows the 10-digit GPS grid location of targets illuminated by the system's laser rangefinder to be generated. The EOS 590 FLIR turret is mounted underneath the nose of the helicopter and is capable of traversing 360° in azimuth and +20 ° to -105°in elevation at a slew rate of up to 170°/s. High definition FLIR imagery is streamed from the aircraft to a ground vehicle, aircraft, or ship based control station using a SDI Ku band (14.40-14.93 transmit and 15.15-15.35 GHz receive) tactical high bandwidth datalink (THBD) compatible transceiver on the aircraft which can stream imagery at up to 45 Mbps at line-of-sight ranges up to 300 kilometers.

FMG 90 Multi-Mode Radar System: The FMG 90 Multi-Mode Radar System is Ku band (15.2 GHz to 18.2 GHz) high resolution, synthetic aperture radar (SAR) mounted in the aircraft's nose radome which provides high-resolution all-weather radar imaging and ground target tracking capability to complement the EOS 590 electro-optical sensor system. The FMG 90 has a slant range of 3 to 45 kilometers (30 km in 4 mm/hr rain) and provides both spotlight mode and stripmap mode synthetic aperture radar imaging capability with a 0.1 m resolution in spotlight mode and 0.3 m resolution in stripmap mode. Both SAR modes support coherent change detection (CCD) using the UAV ground control station which can interfere two SAR images of the same scene and measure any decorrelation in pixels between the two images in order to detect subtle changes in the two scenes.The radar also includes a ground/dismount moving target indicator (GMTI/DMTI) mode with the ability to detect and track vehicles moving over 10 kph and individual persons moving over 1 kph at ranges of 4 to 25 kilometers with the ability to cross-cue the EOS 590 FLIR in narrow FOV modes to provide visual identification of tracked targets. The FMG 90 hardware mounted in the aircraft includes a radar electronics assembly (REA) containing a Ku-band waveform generator, RF interconnect, digital receiver, ADC, and signal processing computers and the gimbal assembly containing a 3-axis stabilized gimbal with the antenna transmitter traveling-wave tube amplifier (TWTA) and a 6-axis fiber optic gyro based IMU and carrier phase GPS navigation and motion compensation system. The traveling-wave tube amplifier antenna transmits with a maximum power of 320 watts and is capable of scanning +/- 135° on either side of the aircraft's centerline.

FMG 88 Maritime Surveillance Radar: When configured for maritime surveillance missions the Mantis can optionally be fitted with an SDI FMG 88 X-band multi-mode maritime surveillance radar which supports wide-area sea-search, periscope detection/small target mode, strip (1.0 meter resolution) and spot (0.3 meter resolution) synthetic aperture radar (SAR) mapping, 0.3 m resolution inverse synthetic aperture radar (ISAR) imaging, ground moving target indicator (GMTI), search and rescue transponder (SART) detection, and weather detection modes. The FMG 88 is capable of tracking up to 1,000 sea targets at ranges up to 370 kilometers and supports automatic identification system (AIS) and ISAR track identification capability for each track. The FMG 88 is housed in a circular radome assembly mounted below the fuselage that replaces the base aerodynamic nose fairing and employs a solid-state active electronically scanned array (AESA) transmitter with 80 watts of average transmitted power mounted to an electro-mechanical antenna drive which gives the system +/- 360° azimuth scan capability. Like the EOS 590 FLIR system data from the FMG 88 radar is transmitted from the aircraft to control stations using an SDI Ku band tactical high bandwidth datalink (THBD) compatible transceiver on the aircraft which can down-link radar track data and imagery at up to 45 Mbps at line-of-sight ranges up to 300 kilometers.

EOS 480 Hyperspectral Mine Detection system: The EOS 480 is a long-wave infrared (LWIR) hyperspectral sensor designed to detect and locate both surface and subsurface minefields during day, night, and limited visibility conditions. The EOS 480 system includes an infrared spectrometer, telescope, stabilization system an detector array coolers which are enclosed in a sealed pod which is designed to be mounted on a hardpoint underneath the aircraft's fuselage. The system uses a pushbroom hyperspectral imager with a 256 x 256 pixel HgCdTe focal plane array (FPA) cooled to 55° K operating in the 7.5 to 11.5 μm wavelength which collects imagery in 256 separate spectral bands along with a 2 x 12,000 pixel 3-color CCD linescan camera boresighted to the hyperspectral infrared imager. Both hyperspectral imager and CCD linescan camera share a common 3-axis (roll, pitch and yaw) gyroscopically stabilized mirror system which removes the effects of aircraft motion from the image and allows the imager to scan a +/-20° swath on either side of the aircraft's ground track. The sensor is designed to be flown at a speed of 70 knots an altitude of around 90 meters which results in an approximately 65 meter wide ground swath with sufficient sensor resolution (<25 mm spatial resolution) to detect mines above and below the surface. Hyperspectral sensor data, differential GPS derided position data, time data, and CCD TV imagery from the system are stored on a IDE disk drive inside the sensor unit where the data is then streamed to the aircraft's ground control station upon completion of the flight mission. Processing of the imagery is done on the ground station which uses a MIDAP (Minefield Detection Algorithm Processor) running multiple mine-like object (MLO) detection algorithms to detect both surface and buried minefields. Surface mines are detected by analyzing temperature and emissivity anomalies along the surface while buried mines are detected by analyzing temperature differences between the disturbed soil over a buried land mine and the surrounding undisturbed soil with operation in multiple spectral bands allowing emissivity anomalies such as rocks or vegetation to be filtered out by the algorithm. Detection performance of the system includes an 80% probability to detect a pattern of buried mined, 90% probability to detect a pattern of surface mines, 80% probability to detect a group of scatterable surface mines, and a 70% probability to detect an individual buried mine. Detected minefields are geotagged with ten-digit GPS grid coordinates are uploaded to a minefield track file which is then distributed across battle management system communication networks to advancing ground units to warn them of minefields in their current operating area.

FMG 140 Foliage Penetrating Radar System: For imaging targets under foliage the Mantis can be fitted with an SDI FMG 140 foliage penetrating synthetic aperture radar (SAR) system mounted to a pod suspended under the fuselage. The 6.4 meter long airfoil cross-section pod weighs 270 kg and contains an electronically scanned ultra-high frequency (UHF) conformal linear array antenna. The pod is attached to the fuselage via a rotating swivel joint which lets the pod rotate +/- 45° off centerline. The radar is capable of electronically scanning +/- 45° in both azimuth and elevation which gives the system complete 360° scan capability around the aircraft. The radar provides booth GMTI (Ground Moving Target Indicator) and SAR (Synthetic Aperture Radar) and operates with a center frequency of 350 MHz with a peak transmit power of 4.0 kW. Operating in the UHF (P band) frequency range the radar is capable of of penetrating through most foliage and is unaffected by rain, snow, dust, or other weather conditions. The radar has a maximum instrumented range of 50 kilometers and is capable of tracking moving dismounted soldiers and vehicles at ranges up to 30 kilometers through foliage cover. When used in synthetic aperture radar mode the radar is capable of generating 1.0 meter resolution imagery at slant ranges up to 25 kilometers which can be be used to detect and identify hidden vehicles, surface to-air missiles, artillery systems, and forward operating based concealed by overhead foliage cover. Like with the aircraft's other sensors radar data from the FMG 140 is transmitted to the aircraft's ground control station in real time using the aircraft's Ku band tactical high bandwidth datalink (THBD) compatible transceiver.

Ground Control:
The Mantis is controlled using an SDI compact wideband transceiver (CWT) terminal enabling two-way RF transmission in the UHF-band (400-470 MHz), L-band (1000-1999 MHz), S-band (2.00-2.50 GHz), C band (4.40-6.00 GHz), and Ku bands (14.40-14.93 transmit and 15.15-15.35 GHz receive) between the control station and aircraft. The aircraft is controlled primarily using SDI's Ku band (14.40-14.93 transmit and 15.15-15.35 GHz receive) tactical high bandwidth datalink (THBD) system which uses a narrow-band 200 kbps uplink for vehicle, sensor, and armament control and and a wide-band 45 Mbps downlink to transmit FLIR or radar imagery from the aircraft back to the control station. The tactical high bandwidth datalink (THBD) also allows the drone to be controlled remotely by other THBD equipped aircraft including SDI's Reaper helicopters whose crew can remotely order the Mantis to fly to specific grid coordinates an altitudes and can remotely take over the aircraft's sensors to acquire and designate targets for their own weapons and/or to remotely fire the Manti's armament at an acquired target.

by **The Technocratic Syndicalists** » Thu Nov 12, 2020 8:56 pm

S-1040

General Characteristics:
Role: Narrow-body airliner
Crew: 2 pilots
Seating: 154 passengers (2-class)
Length: 38.7 m
Wingspan: 35.9 m
Height: 11.5 m
Wing area: 147 m2
Empty weight: 36,400 kg
Fuel weight: 17,000 kg
Max takeoff weight: 64,800 kg
Powerplant: 2x SDI500 turbofans, 86 kN each
Performance:
Maximum Speed: Mach 0.80
Cruise Speed: Mach 0.76
Range: 6,500 km
Service ceiling: 13,700 m
Wing loading: 441 kg/m2
Takeoff distance: 2,100 m

Propulsion
Name:SDI500
Type:Geared turbofan
Length: 2,880 mm
Diameter: 2,030 mm
Dry Weight: 1,720 kg
Bypass ratio: 25:1
Compressor:1 stage geared fan, 3 stage LPC, 8 stage HPC
Combustor:Annular combustor
Turbine: 2 stage HPT, 3 stage LPT
Maximum thrust: 86 kN
Overall pressure ratio: 54:1
Specific fuel consumption: 13 g/kN-s (cruise)
Turbine inlet temperature: 1,760 °C
Thrust-to-weight ratio: 5.1:1

by **The Technocratic Syndicalists** » Mon Nov 16, 2020 4:59 pm

S-1050

General Characteristics:
Role: Narrow-body airliner
Crew: 2 pilots
Seating: 204 passengers (2-class)
Length: 45.0 m
Wingspan: 44.0 m
Height: 11.7 m
Wing area: 190 m2
Empty weight: 51,250 kg
Fuel weight: 31,750 kg
Max takeoff weight: 101,000 kg
Max payload: 25,500 kg
Powerplant: 2x SDI600 turbofans, 160 kN each
Performance:
Maximum Speed: Mach 0.83
Cruise Speed: Mach 0.78
Range: 9,300 km
Service ceiling: 12,100 m
Wing loading: 532 kg/m2
Takeoff distance: 2,000 m

by **The Technocratic Syndicalists** » Thu Nov 19, 2020 6:21 pm

D 16 Wasp

General Characteristics:
Role: Reconnaissance UAV
Crew: none
Width: 0.6 m (blades extended)
Height: 0.4 m
Max takeoff weight: 3.0 kg
Powerplant: brushless electric motor
Performance:
Maximum speed: 100 kph
Endurance: 30 minutes
Service ceiling: 5,000 m
Payload:
gimballed EO/IR sensor

Overview:
The Wasp is a small vertical take off and landing (VTOL) capable UAV designed by SDI Aerospace systems. The Wasp is designed to be a platoon level reconnaissance asset and is designed for target acquisition and close range or over-the-hill surveillance missions. A complete Wasp system consists of two air vehicles, batteries and charger station, and laptop based ground control station and radio all of which can be transported in two backpacks. The Wasp can operate in a variety of environments with -30º C to +50º C operating temperature at humidities up to 100% and can fly through rain, hail, fog, dust, and sandstorm conditions.

Propulsion
The Wasp is powered by a coaxial rotor system driven by two brushless DC motors. With the coaxial rotor propulsion system the Wasp is capable of taking off and landing in 15 knot winds and can attain maximum forward airspeed of 60 knots with the ability to fly and hover with wind speeds of up to 20 knots. The vehicle includes a removable lithium polymer (LIPO) rechargeable battery pack which provides the vehicle with up to 30 minutes of endurance.

Avionics:
The Wasp's navigation system consists of a 9-axis micro-electromechanical systems (MEMS) based inertial measurement unit (IMU) with 3-axis silicon gyroscopes and 3-axis silicon accelerometers coupled to a 3-axis magnetometer and a 24-channel dual band (L1/L2) selective availability/anti-spoofing (SAASM) based GPS reciever which input into a digital autopilot system which can autonomously fly the vehicle and store a flight plan with up to 100 navigational waypoints.

the vehicle's sensor system consists of a gimballed sensor turret containing a 1280 x 720 pixel resolution daylight CCD imager with 2.3° to 63° field of view, an uncooled thermal sensor operating in the LWIR (8 to 14 μm) spectral range with a 640 x 480 pixel resolution and selectable 17.7° or 32.8° field of view, and a 5 kilometer range 2.08 μm holmium:YLF (YLiF4) eye-safe laser rangefinder with <1 m range resolution. The sensor gimbal features 2-axis active stabilization with 6-axis vibration isolation and can scan 360° in azimuth and +5° to –95° in elevation.

Ground Control:
The Wasp is controlled by a ground control station consisting of a ruggedized commercial off-the-shelf (COTS) tablet computer with an 18 cm touchscreen, a set of flight controls, and a digital radio. The ground control station communicates with the Wasp using 920 Mhz (control) and 2.4 Ghz (video downlink) radios which can communicate with the air vehicle at line-of-sight ranges up to 10 kilometers. The ground station can also store up to 10 flight plans with 100 navigational waypoints each and can store up to 240 minutes of visual or infrared camera footage.

by **The Technocratic Syndicalists** » Wed Mar 03, 2021 5:06 pm

T 33 Pioneer

General Characteristics:
Role: Carrier onboard delivery aircraft
Crew: 3 (pilot, copilot, loadmaster)
Capacity: 10,500 kg of cargo
50 passengers
18 litters
3x 224 cm x 274 cm cargo pallets
Cargo hold: 2.3 m wide x 10.0 m long x 2.2 m tall
Length: 20.4 m
Wingspan: 22.4 m
Height: 7.0 m
Wing area: 88.5 m2
Empty weight: 17,900 kg
Loaded weight: 32,200 kg
Fuel weight: 7,500 kg
Max takeoff weight: 32,800 kg
Powerplant: 2x SDI TPM430 propfans, 9,000 kW each
Propellers: 16-bladed 2.75 m diameter counter-rotating (8-bladed forward, 8-bladed rear)
Performance:
Maximum speed: Mach 0.75
Cruise speed: Mach 0.70
Range:
2,600 km w/ 10,500 kg payload
5,500 km w/ 7,000 kg payload
Ferry range: 11,500 km
Service ceiling: 15,200 m
Wing loading: 362 kg/m2
Power/mass: 0.56 kW/kg

Avionics:
SDI FMG 163 Weather Radar
SDI RLS 640 Missile Approach Warning System
SDI FMB 790 Radar Warning Receiver System
SDI TKW 680 Countermeasures Dispenser System
SDI Advanced Infrared Countermeasure (AIRCM) System

Overview:
The T 33 Pioneer is a carrier onboard delivery (COD) aircraft which is derived from SDI's S 5 Corsair carrier based anti-submarine aircraft. The aircraft is designed to ferry cargo and passengers to and from CATOBAR aircraft carriers such as SDI's own Inflictor class carrier.

Design & Construction:
The Pioneer employs shares the same basic fuselage and airframe as SDI's Corsair aircraft with the exception of a modified rear fuselage section which includes a rear loading ramp for loading and offloading cargo. Like the Corsair the Pioneer features an unconventional aerodynamic configuration with frontal all-moving canards, single folding vertical tail, and a large, high-aspect ratio folding wing located at the rear of the aircraft. Aft-loaded supercritical airfoils are used for both the wing and canard which minimize drag at high subsonic speeds. A large internal weapons bay sits between the wing and canards and is centered on the aircraft's center-of-gravity (cg). Control is provided by the control canards, inboard and outboard elevons on the wing, and a double-hinged rudder on the vertical tail. Two podded propfan engines are located at the midspan of each wing which employ a pusher propeller configuration which maximizes crew distance from the propfans to minimize noise inside the crew cabin as well as to provide passive protection for the crew and vital aircraft systems in case of blade failure.

The aircraft is constructed primarily from advanced composite materials in place of conventional aluminum. The airframe is primarily constructed from intermediate modulus graphite/epoxy and graphite/aramid composites which accounts for approximately 45% of the aircraft's dry weight. The fuselage is constructed from upper and lower skins of carbon-fiber reinforced polymer (CRFP) laminate which are manufactured out-of-autoclave and joined together using 3-dimensional woven performs infused with an epoxy resin to provide a rigid structural assembly without the use of fasteners. The wing and canards employ upper and lower stitched/RFI (Resin film infusion) manufactured CRFP skins with internal ribs and spars made from unidirectional prepreg carbon/epoxy tape using an automated fiber placement (AFP) process. The engine nacelles and control surfaces feature a honeycomb construction using carbon fiber-reinforced epoxy skins bonded to an epoxy resin-impregnated aramid honeycomb core.

Propulsion:
Name: SDI TPM430
Type: Three-shaft Propfan
Length: 3,780 mm
Diameter: 1,240 mm
Dry Weight: 1080 kg engine, 1,920 kg with propellor
Compressor: four stage LPC, four stage axial plus 1 stage centrifugal HPC
Combustor: annular counter-flow combustor
Turbine: single stage HPT, counter rotating single stage LPT, four stage PT
Maximum power output: 8,950 kW
Overall Pressure ratio: 34:1
Specific fuel consumption: 0.183 kg/kW-hr
Power-to-weight ratio:: 8.29 kW/kg
Like the Corsair the Pioneer is powered by two SDI TPM430 propfan engines each delivering 9,000 kW (12,000 shp) of sea-level static power and up to 70 kN of thrust at takeoff. The TPM430 is a three-spool, counter-rotating geared pusher propfan design. The high pressure spool employs four axial compressor stages with variable-inlet guide vanes (VIGVs) on the first compressor stage and one centrifugal compressor driven by a single-stage high pressure turbine. The low-pressure spool employs four axial compressor stages with twin variable stators driven by a single intermediate-pressure turbine. The twelve counter-rotating propeller blades (6 + 6) of each propfan engine are driven by a four-stage free power turbine through an in-line differential planetary gearbox with counterrotating output shafts which is cooled using fuel/oil and oil/air heat exchangers. The low-pressure compressor employs four Ti-6Al-4V titanium alloy blisk-rotors with a casing made from cast aluminum. The high-pressure compressor employs Ti-1100 (Ti-6Al-2.8Sn4Zr-0.4Mo-0.4Si) alloy titanium for the first three axial stage compressor blades, vanes, and disks and IN100 nickel-chromium superalloy for the last high-pressure compressor stage blades, vanes, and disk and for the centrifugal compressor. The high-pressure compressor casing made from cast 17-4 PH martensitic stainless steel around the axial section and IN100 alloy around the centrifugal stage. The combustor liners are manfactured from cast B1900+Hf nickel-hafnium superalloy with a casing made from cast IN100. The high pressure and intermediate pressure turbine blades and vanes are made from single-crystal IN718 nickel-chromium superalloy with a thermal barrier coating. The high pressure and intermediate pressure turbine blades feature combined convective and film cooling using high-pressure bleed air tapped off from the compressor. The high and intermediate pressure turbine disks as well as the power turbine blades, vanes, and disks employ cast IN713 nickel- chromium superalloy. Unlike the high and intermediate pressure turbines the power turbine stages do not feature any cooling. The turbine casing is made from cast IN100 alloy. The engine employs a multi-lobed mixer-ejector nozzle system which exhausts the hot air from the gas generator section of the engine through 11 equally spaced radial lobes located just forward of the propellor section. The lobed nozzle system facilitates highly effective mixing of the hot jet exhaust with cooler ambient air for reducing jet noise, lowering the engine's infrared signature, and reducing the temperature of the exhaust that impinges on the spinning propeller blades. The counter-rotating propellers with 6 blades each employ thin, highly swept propellor blades made from hollow superplastic forming and diffusion bonding (SPF/DB) titanium alloy spars with an outer fiberglass shell.

The TPM430 includes a dual-channel full authority digital electronic control system (FADEC). Control modes include independent control of blade pitch and propellor speed allowing variable synchrophasing control of each propfan engine to minimize engine noise and vibration, protective measures for regulating turbine-inlet temperature and preventing inadvertent engine overspeed or overtorque, and fault modes allowing for propellor blade feathering and gas generator compressor/turbine section windmilling if an engine fails or has to be shut down in flight. The FADEC control system is housed in a dual-channel electronic control unit containing circuitry connected to various engine sensors whose inputs are used by the FADEC system to control fuel flow, propeller pitch, variable compressor vanes and stators, bleed air flow, and other systems to optimize the performance of the engine throughout the flight envelope. Sensors are additionally linked together to the aircraft's control through a dual redundant fiber-optical data bank which integrates engine status and diagnostics with the aircraft's flight control system.

Avionics:
FMG 163 Weather Radar: The FMG 163 is an X band (9.375 GHz) 3D color weather radar which provides weather detection along with air-to-air detection and high-resolution ground mapping (HRGM) doppler beam sharpening precision ground mapping (PGM) synethic aperture radar (SAR) modes. The FMG 163 radar uses a solid state transmitter mounted on a to-axis gimbal in the nose of the aircraft with a maximum transmit power of 917 watts. Weather detection modes includes predictive wind shear (PWS), turbulence detection out to 110 kilometers, predictive lightning, predictive hail, and rain echo attenuation compensation technique (REACT) with the ability to automatically detect and avoid weather at ranges up to 600 kilometers from the aircraft. The FMG 163 also supports ground mapping capability with the ability to image terrain at ranges up to 150 kilometres from the aircraft with doppler beam sharpening providing X2 and X4 zoom modes for producing detailed imagery of terrain and geographical features.

Cockpit:
The Pioneer features a pressurized, fully 'glass' cockpit containing a crew of 3; a pilit, copilot, and a loadmaster. Both pilots are seated on zero/zero (zero altitude/zero speed) capable ejection seats. The tactical glass cockpit system is fully outfitted with an electronic flight instrument system (EFIS) and employs three 34 x 27 centimeter color LCD primary flight displays (PFDs) for the pilot and co-pilot.

by **The Technocratic Syndicalists** » Sat Oct 09, 2021 5:17 pm

A 11 Shade

General Characteristics:
Role: Carrier-based electronic reconnaissance aircraft
Crew: 4 (Pilot, Copilot/Naval Flight Officer, 2 System Operators)
Length: 20.4 m
Wingspan: 22.4 m
Height: 7.0 m
Wing area: 88.5 m2
Empty Weight: 19,800 kg
Fuel Weight: 8,400 kg
Max Takeoff Weight: 36,300 kg
Powerplant: 2x SDI TPM430 propfans, 9,000 kW each
Propellers: 16-bladed 2.8 m diameter counter-rotating (8-bladed forward, 8-bladed rear)
Performance:
Maximum Speed: Mach 0.75
Cruise Speed: Mach 0.70
Endurance: 8.0 hours @ 650 km radius
Ferry Range: 7,000 km
Service ceiling: 15,200 m
Wing loading: 362 kg/m2
Power/mass: 0.56 kW/kg
Avionics:
SDI FMB 330 ESM/ELINT System
SDI TKS 171 INS/GPS System
SDI RLG 640 Missile Approach Warning System
SDI FMB 790 Radar Warning Receiver System
SDI TKW 680 Countermeasures Dispenser System
SDI FMK 75 Fiber Optic Towed Decoy System

Overview:
The A 11 Shade is a carrier-based electronic reconnaissance aircraft designed by SDI Aerospace Systems. The A 11 is a conversion of SDI Aerospace System's S 5Corsair carrier based anti-submarine aircraft and contains a multi-function electronic intelligence (ELINT) and communications avionics suite in place of the Corsair's submarine detection avionics and weapons bay which is intended to support over-the-horizon maritime targeting, strike support, anti-submarine warfare, and suppression and destruction of enemy air defense missions.

Design & Construction:
The A 11 features an unconventional aerodynamic configuration with frontal all-moving canards, single folding vertical tail, and a large, high-aspect ratio folding wing located at the rear of the aircraft. Aft-loaded supercritical airfoils are used for both the wing and canard which minimize drag at high subsonic speeds. A large internal weapons bay sits between the wing and canards and is centered on the aircraft's center-of-gravity (cg). Control is provided by the control canards, inboard and outboard elevons on the wing, and a double-hinged rudder on the vertical tail. Two podded propfan engines are located at the midspan of each wing which employ a pusher propeller configuration which maximizes crew distance from the propfans to minimize noise inside the crew cabin as well as to provide passive protection for the crew and vital aircraft systems in case of blade failure.

The aircraft is constructed primarily from advanced composite materials in place of conventional aluminum. The airframe is primarily constructed from intermediate modulus graphite/epoxy and graphite/aramid composites which accounts for approximately 45% of the aircraft's dry weight. The fuselage is constructed from upper and lower skins of carbon-fiber reinforced polymer (CRFP) laminate which are manufactured out-of-autoclave and joined together using 3-dimensional woven performs infused with an epoxy resin to provide a rigid structural assembly without the use of fasteners. The wing and canards employ upper and lower stitched/RFI (Resin film infusion) manufactured CRFP skins with internal ribs and spars made from unidirectional prepreg carbon/epoxy tape using an automated fiber placement (AFP) process. The engine nacelles and control surfaces feature a honeycomb construction using carbon fiber-reinforced epoxy skins bonded to an epoxy resin-impregnated aramid honeycomb core.

Propulsion:
Name: SDI TPM430
Type: Three-shaft Propfan
Length: 3,780 mm
Diameter: 1,240 mm
Dry Weight: 1080 kg engine, 1,920 kg with propellor
Compressor: four stage LPC, four stage axial plus 1 stage centrifugal HPC
Combustor: annular counter-flow combustor
Turbine: single stage HPT, counter rotating single stage LPT, four stage PT
Maximum power output: 8,950 kW
Overall Pressure ratio: 34:1
Specific fuel consumption: 0.183 kg/kW-hr
Power-to-weight ratio:: 8.29 kW/kg
The A 11 is powered by two SDI TPM430 propfan engines each delivering 9,000 kW (12,000 shp) of sea-level static power and up to 70 kN of thrust at takeoff. The TPM430 is a three-spool, counter-rotating geared pusher propfan design. The high pressure spool employs four axial compressor stages with variable-inlet guide vanes (VIGVs) on the first compressor stage and one centrifugal compressor driven by a single-stage high pressure turbine. The low-pressure spool employs four axial compressor stages with twin variable stators driven by a single intermediate-pressure turbine. The twelve counter-rotating propeller blades (6 + 6)of each propfan engine are driven by a four-stage free power turbine through an in-line differential planetary gearbox with counterrotating output shafts which is cooled using fuel/oil and oil/air heat exchangers. The low-pressure compressor employs four Ti-6Al-4V titanium alloy blisk-rotors with a casing made from cast aluminum. The high-pressure compressor employs Ti-1100 (Ti-6Al-2.8Sn4Zr-0.4Mo-0.4Si) alloy titanium for the first three axial stage compressor blades, vanes, and disks and IN100 nickel-chromium superalloy for the last high-pressure compressor stage blades, vanes, and disk and for the centrifugal compressor. The high-pressure compressor casing made from cast 17-4 PH martensitic stainless steel around the axial section and IN100 alloy around the centrifugal stage. The combustor liners are manfactured from cast B1900+Hf nickel-hafnium superalloy with a casing made from cast IN100. The high pressure and intermediate pressure turbine blades and vanes are made from single-crystal IN718 nickel-chromium superalloy with a thermal barrier coating. The high pressure and intermediate pressure turbine blades feature combined convective and film cooling using high-pressure bleed air tapped off from the compressor. The high and intermediate pressure turbine disks as well as the power turbine blades, vanes, and disks employ cast IN713 nickel- chromium superalloy. Unlike the high and intermediate pressure turbines the power turbine stages do not feature any cooling. The turbine casing is made from cast IN100 alloy. The engine employs a multi-lobed mixer-ejector nozzle system which exhausts the hot air from the gas generator section of the engine through 11 equally spaced radial lobes located just forward of the propellor section. The lobed nozzle system facilitates highly effective mixing of the hot jet exhaust with cooler ambient air for reducing jet noise, lowering the engine's infrared signature, and reducing the temperature of the exhaust that impinges on the spinning propeller blades. The counter-rotating propellers with 6 blades each employ thin, highly swept propellor blades made from hollow superplastic forming and diffusion bonding (SPF/DB) titanium alloy spars with an outer fiberglass shell.

The TPM430 includes a dual-channel full authority digital electronic control system (FADEC). Control modes include independent control of blade pitch and propellor speed allowing variable synchrophasing control of each propfan engine to minimize engine noise and vibration, protective measures for regulating turbine-inlet temperature and preventing inadvertent engine overspeed or overtorque, and fault modes allowing for propellor blade feathering and gas generator compressor/turbine section windmilling if an engine fails or has to be shut down in flight. The FADEC control system is housed in a dual-channel electronic control unit containing circuitry connected to various engine sensors whose inputs are used by the FADEC system to control fuel flow, propeller pitch, variable compressor vanes and stators, bleed air flow, and other systems to optimize the performance of the engine throughout the flight envelope. Sensors are additionally linked together to the aircraft's control through a dual redundant fiber-optical data bank which integrates engine status and diagnostics with the aircraft's flight control system.

Avionics:
FMB 330 ESM/ELINT System: The primary avionics system of the A 11 is the FMB 330, a strategic grade passive electronic support measures (ESM) and electronic intelligence (ELINT) system which gives the aircraft the ability to detect, identify, and geo-locate radio frequency emissions at strategic ranges. The FMB 330 employs two wingtip antennas, a nose antenna, and a tail antenna to provide 360 degree coverage around the aircraft. Each of the four antenna feeds into an ultra-wide bandwidth photonic digital receiver which processes and analyzes the signal and compares to an on-board threat library for indentification. Identified signals are then sent through a fiber-optic LAN network to the aircraft's central mission computer where it is then displayed to the mission crew on their multifunction displays. Being a strategic grade system the FMB 330 has a sensitivity of -90 to -95 dBm and covers the 0.02-40 GHz frequency system with a 40 GHz instantaneous bandwidth. The dual baseline interferometry techniques used by the system and the wide spacing of the antenna allow DF accuracy to within 1°RMS. The system is able to detect and track up to 1,000 simultaneous radar threats including conventional pulse-Doppler and continuous wave (CW) as well as LPI/LPD (Low Probability of Intercept/Low Probability of Detection) radars employing frequency-modulated continuous wave (FMCW) operating modes. The sensitivity of the FMB 330 system permits the detection of a 100 watt vehicle APS radar at 400 kilometers and a 10 kilowatt fighter aircraft radar at over 1,000 kilometers (radar horizon limited). The FMB 330 is used to generate a real time electronic order of battle (EOB) where all threat emitters and other hostile RF sources in a given area of operations are continuously detected, categorized, and geolocated in an electronic file which is disseminated to theater commands and continuously updated in real time.

TNS 171 INS/GPS System: The TNS 171 is a combined inertial navigation system and global positioning system (INS/GPS) which provides autonomous long-range navigation capability for the aircraft. The TNS 171 combines dual 6-axis strap-down inertial measurement units (IMU) with three fiber-optic gyroscopes (FOG) and three-axis solid-state silicon micro electro-mechanical system (MEMS) accelerometers each with a 24 channel, Selective Availability/Anti-Spoofing Module (SAASM) based zero-age differential global positioning system (ZDGPS) anti-jam GPS receiver system. GPS only, INS only, and blended GPS/INS navigation modes are available with the TNS 171 navigation system.

RLG 640 Missile Approach Warning System: The RLG 640 is a passive missile warning system installed in the aircraft which provides warning of incoming threat missiles. The RLG 640 system employs four optical sensor heads with integral optical signal converters mounted in the nose and tail cone of the aircraft which provide combined 360 degree azimuth coverage, a central processor which inputs and analyses signals from the four sensor heads to detect and classify threats, and a central control unit located in the cockpit which provides visual and aural threat warning to the crew and allows for control of the system. Each RLG 640 sensor heads contains an ultra-violet (UV) single-pixel quadrant sensors with an adjunct UV sensor for improved dynamic blanking, a laser warning sensor, and a multi-color short-wave infrared (SWIR) camera which provide detection and tracking of incoming missiles and rockets and warns the crew when the aircraft is being illuminated by a laser designator/illuminator/rangefinder or if the aircraft is being targeted by a laser beam-riding missile. An additional hostile-fire indicator (HFI) capability provides detection of muzzle flashes and detection and tracking of incoming tracer projectiles fired at the aircraft. An interface with the aircraft's radar warning system allows the RLG 640 system to distinguish between radar and infrared guided missile threats and to automatically queue the countermeasures system to dispense flares when the system identifies an oncoming IR guided missile.

FMB 790 Radar Warning Receiver System: The FMB 790 Radar Warning Receiver is a digital radar warning system which alerts the crew the aircraft is being illuminated by a threat radar. The FMB 790 provides 360 detection of radar signals in the 0.5-40 MHz range and employs two 2-20 Mhz and two 2-40 MHz spiral antenna and a 0.5- 2 MHz blade antenna which feed into four wideband superheterodyne digital quadrant receivers connected to a electronic warfare processor. The FMB 790 system continuously detects and intercept RF signals including both continuous wave and pulse-doppler around the aircraft and displays threat signals to crew on a cockpit display unit along with warning tones which warn the crew when the system detects the aircraft is being illuminated by a hostile radar. Data from the FMB 790 system is automatically transmitted to the aircraft's TKW 680 countermeasures dispenser system which can be set to automatically disperse chaff and expendable active radar decoys when the FMB 790 system detects the aircraft is being targeted by radar guided missiles.

TKW 680 Countermeasures Dispenser System: The TKW 680 is an airborne countermeasures dispenser system designed to dispense chaff, flares, and other expendable decoys to increase aircraft survivability. The TKW 680 system consists of multiple tail mounted cartridge dispenser modules (CDMs) each capable of containing up to 32 5.0 cm x 2.5 cm x 8.0 cm countermeasures each and a central defensive aids controller (DAC) unit with inputs from both the missile/laser warning system and RWR system. When a threat missile is detected by the aircraft's missile/laser warning system or RWR systems the defensive aids controller of the TKW 680 automatically selects appropriate expendable countermeasures to be released by the system's dispensers to decoy or spoof away the incoming missile. Countermeasures supported including pyrophoric spectral flares for decoying IR missiles and chaff, and active digital radio frequency memory (DRFM) decoys for decoying RF guided missiles.

FMK 75 Fiber Optic Towed Decoy System: The FMK 75 is a radio-frequency towed decoy system which when integrated with the aircraft's FMB 229 electronic countermeasures system is intended to suppress and/or deceive hostile radar systems to prevent them from acquiring ad tracking the host aircraft. The FMK 75 system employs a towed decoy equipped with dual high-power traveling wave tubes (TWT) based jammers designed to counter coherent pulse-Doppler and continuous-wave (CW) radars and is connected to the host aircraft using a fiber-optic line. Two reel-in/reel-out deployed units are located underneath the aircraft's wingtip ECM pods and are capable of deploying and reeling back in the decoys during flight as necessary. RF threats are detected and analyzed by the aircraft's FMB 229 ECM system which then sends an appropriate jamming signal through the fiber-optic line to the towed jammer through an electronic frequency converter (EFC) which converts the RF signals from the planes ECM suite into optical signals which are transmitted through the fiber-optic line. The signals are the converted back to RF using an electronic frequency converter on the decoy unit where the towed decoy then emits the jamming waveform to prevent or impede the hostile radar's ability to track the aircraft.

Cockpit:
The A 11 features a pressurized, fully 'glass' cockpit containing a crew of four seating facing forward in a 2 by 2 arrangement. The pilot sits in the left forward seat, the co-pilot/naval flight operator in the right forward seat, and two systems operators in the two rear seats. All four crew are seated on zero/zero (zero altitude/zero speed) capable ejection seats. The tactical glass cockpit system is fully outfitted with an electronic flight instrument system (EFIS) and employs three 34 x 27 centimeter color LCD primary flight displays (PFDs) for the pilot and co-pilot. The two rear seats employ interchangeable SDI multi-function display/control system (MFDCS) crew stations with 51 cm multi-function color LCD displays.

by **The Technocratic Syndicalists** » Thu May 19, 2022 7:25 pm

D 19 Osprey

General Characteristics:
Role: Reconnaissance UAV
Crew: none
Length: 2.5 m
Wingspan: 4.8 m
Height: 0.67 m
Empty weight: 34 kg
Fuel weight: 10 kg
Payload weight: 18 kg
Max takeoff weight: 60 kg
Powerplant: 1x 8.0 PS (5.9 kW) multi-fuel engine, 4x quadrotors
Performance:
Maximum speed: 90 knots
Cruise speed: 60 knots
Maximum range: 1,500 km
Endurance: 16 hours
Service ceiling: 6,000 m
Payload:
EOS 200 gimballed EO/IR sensor

Overview:
The Osprey is a tactical vertical take off and landing (VTOL) capable UAV designed by SDI Aerospace systems. The Osprey provides organic intelligence, Surveillance, and Reconnaissance (ISR) capability to tactile units and is designed for missons including target locating and tracking, maritime target identification, shore reconnaissance, helicopter landing zone reconnaissance, area and route reconnaissance, convoy overwatch, and riverine and small craft transit over-watch. The complete D 19 system consists of four vehicles with electro-optical/infrared and communications relay payloads, two ground control stations each with two operator workstations, and four ground data terminals. The D 19 drones feature a modular construction and can be broken down into small and easily assembled line replaceable units for transport.

Propulsion
Type: Piston engine
Length: 145 mm
Width: 240 mm
Height: 70 mm
Dry Weight: 5.3 kg
Configuration: 2-cylinder boxer
Bore: 44 mm
Stroke: 34 mm
Displacement: 100 cc
Rated power: 8 PS (4.0 kW) @ 6,500 RPM
Specific fuel consumption: 350 g/kW-hr
The Osprey features a hybrid quadcopter propulsion system with four battery driven brushless DC rotors for vertical thrust and a propeller driven by a 2-stroke heavy fuel engine (HFE) for horizontal thrust. In horizontal flight the aircraft is powered by a 2-cylinder multi-fuel boxer engine which direct drives a three blade fixed pitch pusher propellor. The engine includes an integral 0.5 kW 28 VDC starter/generator unit which starts the engine and provides electrical power to the aircraft during flight.

Avionics:
EOS 200: The Osprey is equipped as standard with an SDI EOS 200 electro-optical sensor turret system. The EOS 200 turret is 21 cm in diameter and 26 cm in height with a weight of 6.8 kg and includes a 640 x 480 pixel MWIR (3-5µm) cooled staring focal plane array imager with 2.75° to 28.4° FOV, a 1280 x 720 pixel CMOS lowlight color continuous zoom HD camera with 1.53° to 43.6° FOV, a 850 nm laser illuminator, and a 2.1-µm diode-pumped holmium laser rangefinder. The EOS 200 features 2 axis inner (pitch/yaw) and 2 axis outer (azimuth/elevation) stabilization with 35 µrad pointing accuracy and 360° azimuth and +30° to -120° elevation coverage. The EOS 200 also includes an embedded INS/GPS unit with a a 6-axis micro-electromechanical systems (MEMS) based inertial measurement unit (IMU) and a 24 channel selective availability/anti-spoofing (SAASM) based GPS receiver.

Ground Control:
The Osprey is controlled using an SDI compact wideband transceiver (CWT) terminal enabling two-way RF transmission in the UHF-band (400-470 MHz), L-band (1000-1999 MHz), S-band (2.00-2.50 GHz), C band (4.40-6.00 GHz), and Ku bands (14.40-14.93 transmit and 15.15-15.35 GHz receive) between the control station and aircraft. The aircraft is controlled primarily using SDI's Ku band (14.40-14.93 transmit and 15.15-15.35 GHz receive) tactical high bandwidth datalink (THBD) system which uses a narrow-band 200 kbps uplink for vehicle, sensor, and armament control and and a wide-band 45 Mbps downlink to transmit FLIR or radar imagery from the aircraft back to the control station. The tactical high bandwidth datalink (THBD) also allows the drone to be controlled remotely by other THBD equipped aircraft including SDI's Reaper and Sea Phantom helicopters whose crew can remotely order the Dragonfly to fly to specific grid coordinates an altitudes and can remotely take over the aircraft's sensors to acquire and designate targets for their own weapons.

by **The Technocratic Syndicalists** » Thu Feb 16, 2023 7:25 pm

reserved

by **The Technocratic Syndicalists** » Fri Mar 24, 2023 7:29 pm

KS 5 Polaris

General Characteristics:
Role: Carrier aerial refueling aircraft
Crew: 3 (pilot, copilot, loadmaster)
Length: 20.4 m
Wingspan: 22.4 m
Height: 7.0 m
Wing area: 88.5 m2
Empty weight: 17,800 kg
Fuel weight: 15,000 kg
Max takeoff weight: 32,800 kg
Powerplant: 2x SDI TPM430 propfans, 9,000 kW each
Propellers: 16-bladed 2.75 m diameter counter-rotating (8-bladed forward, 8-bladed rear)
Performance:
Maximum speed: Mach 0.75
Cruise speed: Mach 0.70
Combat radius: 400 km w/ 12,000 kg fuel offload
Ferry range: 11,500 km
Service ceiling: 15,200 m
Wing loading: 362 kg/m2
Power/mass: 0.56 kW/kg

Avionics:
SDI FMG 163 Weather Radar
EOS 880 Multispectral Imaging System
SDI RLS 640 Missile Approach Warning System
SDI FMB 790 Radar Warning Receiver System
SDI TKW 680 Countermeasures Dispenser System
SDI Advanced Infrared Countermeasure (AIRCM) System

Overview:
The KS 5 Polaris is a carrier aerial refueling aircraft derived from SDI's S 5 Corsair carrier based anti-submarine aircraft. The aircraft consists of an S 5 airframe modified with a conformal weapons bay fuel tank, wing pylon mounted drop tanks, and a dual internal hose and reel drogue system and is designed to provide recovery tanking capability for strike and combat patrol aircraft launched from CATOBAR carriers such as SDI's own Inflictor class carrier.

Design & Construction:
The S 5 features an unconventional aerodynamic configuration with frontal all-moving canards, single folding vertical tail, and a large, high-aspect ratio folding wing located at the rear of the aircraft. Aft-loaded supercritical airfoils are used for both the wing and canard which minimize drag at high subsonic speeds. A large internal weapons bay sits between the wing and canards and is centered on the aircraft's center-of-gravity (cg). Control is provided by the control canards, inboard and outboard elevons on the wing, and a double-hinged rudder on the vertical tail. Two podded propfan engines are located at the midspan of each wing which employ a pusher propeller configuration which maximizes crew distance from the propfans to minimize noise inside the crew cabin as well as to provide passive protection for the crew and vital aircraft systems in case of blade failure.

The aircraft is constructed primarily from advanced composite materials in place of conventional aluminum. The airframe is primarily constructed from intermediate modulus graphite/epoxy and graphite/aramid composites which accounts for approximately 45% of the aircraft's dry weight. The fuselage is constructed from upper and lower skins of carbon-fiber reinforced polymer (CRFP) laminate which are manufactured out-of-autoclave and joined together using 3-dimensional woven performs infused with an epoxy resin to provide a rigid structural assembly without the use of fasteners. The wing and canards employ upper and lower stitched/RFI (Resin film infusion) manufactured CRFP skins with internal ribs and spars made from unidirectional prepreg carbon/epoxy tape using an automated fiber placement (AFP) process. The engine nacelles and control surfaces feature a honeycomb construction using carbon fiber-reinforced epoxy skins bonded to an epoxy resin-impregnated aramid honeycomb core.

Propulsion:
Name: SDI TPM430
Type: Three-shaft Propfan
Length: 3,780 mm
Diameter: 1,240 mm
Dry Weight: 1080 kg engine, 1,920 kg with propellor
Compressor: four stage LPC, four stage axial plus 1 stage centrifugal HPC
Combustor: annular counter-flow combustor
Turbine: single stage HPT, counter rotating single stage LPT, four stage PT
Maximum power output: 8,950 kW
Overall Pressure ratio: 34:1
Specific fuel consumption: 0.183 kg/kW-hr
Power-to-weight ratio:: 8.29 kW/kg
The S 5 is powered by two SDI TPM430 propfan engines each delivering 9,000 kW (12,000 shp) of sea-level static power and up to 70 kN of thrust at takeoff. The TPM430 is a three-spool, counter-rotating geared pusher propfan design. The high pressure spool employs four axial compressor stages with variable-inlet guide vanes (VIGVs) on the first compressor stage and one centrifugal compressor driven by a single-stage high pressure turbine. The low-pressure spool employs four axial compressor stages with twin variable stators driven by a single intermediate-pressure turbine. The twelve counter-rotating propeller blades (6 + 6)of each propfan engine are driven by a four-stage free power turbine through an in-line differential planetary gearbox with counterrotating output shafts which is cooled using fuel/oil and oil/air heat exchangers. The low-pressure compressor employs four Ti-6Al-4V titanium alloy blisk-rotors with a casing made from cast aluminum. The high-pressure compressor employs Ti-1100 (Ti-6Al-2.8Sn4Zr-0.4Mo-0.4Si) alloy titanium for the first three axial stage compressor blades, vanes, and disks and IN100 nickel-chromium superalloy for the last high-pressure compressor stage blades, vanes, and disk and for the centrifugal compressor. The high-pressure compressor casing made from cast 17-4 PH martensitic stainless steel around the axial section and IN100 alloy around the centrifugal stage. The combustor liners are manfactured from cast B1900+Hf nickel-hafnium superalloy with a casing made from cast IN100. The high pressure and intermediate pressure turbine blades and vanes are made from single-crystal IN718 nickel-chromium superalloy with a thermal barrier coating. The high pressure and intermediate pressure turbine blades feature combined convective and film cooling using high-pressure bleed air tapped off from the compressor. The high and intermediate pressure turbine disks as well as the power turbine blades, vanes, and disks employ cast IN713 nickel- chromium superalloy. Unlike the high and intermediate pressure turbines the power turbine stages do not feature any cooling. The turbine casing is made from cast IN100 alloy. The engine employs a multi-lobed mixer-ejector nozzle system which exhausts the hot air from the gas generator section of the engine through 11 equally spaced radial lobes located just forward of the propellor section. The lobed nozzle system facilitates highly effective mixing of the hot jet exhaust with cooler ambient air for reducing jet noise, lowering the engine's infrared signature, and reducing the temperature of the exhaust that impinges on the spinning propeller blades. The counter-rotating propellers with 6 blades each employ thin, highly swept propellor blades made from hollow superplastic forming and diffusion bonding (SPF/DB) titanium alloy spars with an outer fiberglass shell.

The TPM430 includes a dual-channel full authority digital electronic control system (FADEC). Control modes include independent control of blade pitch and propellor speed allowing variable synchrophasing control of each propfan engine to minimize engine noise and vibration, protective measures for regulating turbine-inlet temperature and preventing inadvertent engine overspeed or overtorque, and fault modes allowing for propellor blade feathering and gas generator compressor/turbine section windmilling if an engine fails or has to be shut down in flight. The FADEC control system is housed in a dual-channel electronic control unit containing circuitry connected to various engine sensors whose inputs are used by the FADEC system to control fuel flow, propeller pitch, variable compressor vanes and stators, bleed air flow, and other systems to optimize the performance of the engine throughout the flight envelope. Sensors are additionally linked together to the aircraft's control through a dual redundant fiber-optical data bank which integrates engine status and diagnostics with the aircraft's flight control system.

Avionics:
FMG 163 Weather Radar: The FMG 163 is an X band (9.375 GHz) 3D color weather radar which provides weather detection along with air-to-air detection and high-resolution ground mapping (HRGM) doppler beam sharpening precision ground mapping (PGM) synethic aperture radar (SAR) modes. The FMG 163 radar uses a solid state transmitter mounted on a to-axis gimbal in the nose of the aircraft with a maximum transmit power of 917 watts. Weather detection modes includes predictive wind shear (PWS), turbulence detection out to 110 kilometers, predictive lightning, predictive hail, and rain echo attenuation compensation technique (REACT) with the ability to automatically detect and avoid weather at ranges up to 600 kilometers from the aircraft. The FMG 163 also supports ground mapping capability with the ability to image terrain at ranges up to 150 kilometres from the aircraft with doppler beam sharpening providing X2 and X4 zoom modes for producing detailed imagery of terrain and geographical features.ent unit (IMU) integral to the antenna is used to provide compensation for aircraft motion during imaging operations.

EOS 880 Multispectral Imaging System: The Tanker variant of the S5 retains the EOS 880, a long-range, multisensor optical system mounted on a retractable turret behind and to the left the nose radome which is equipped with HD daylight and HD low-light electro-optical (EO) cameras, infrared imagers, and laser illuminator/rangefinder/designator systems which provides 360 degree continuous azimuth long range and high altitude day and night detection, identification, and tracking of surface targets. The payload of the EOS 880 comprises 9 sensors; a MWIR (3-5µm) staring array HD thermal imager with 1280 x 1024 px resolution and selectable FOV, daylight continuous zoom 5 megapixel color HD camera, low-light continuous zoom electron multiplied CCD camera, 2 megapixel color HD long-range spotter camera, SWIR spotter camera with FOV matched to the daylight spotter camera, 860nm continuous or pulsed selectable laser illuminator, selectable 1064nm/1570nm diode pumped Nd:Yag laser designator/laser rangefinder, and 1064nm quadrant detector laser spot tracker. The camera turret features full 5-axis stabilization and 6-axis vibration isolation with an inertial measurement unit (IMU) coupled to the optical bench assembly for maximum target pointing accuracy.

TNS 171 INS/GPS System: The TNS 171 is a combined inertial navigation system and global positioning system (INS/GPS) which provides autonomous long-range navigation capability for the aircraft. The TNS 171 combines dual 6-axis strap-down inertial measurement units (IMU) with three fiber-optic gyroscopes (FOG) and three-axis solid-state silicon micro electro-mechanical system (MEMS) accelerometers each with a 24 channel, Selective Availability/Anti-Spoofing Module (SAASM) based zero-age differential global positioning system (ZDGPS) anti-jam GPS receiver system. GPS only, INS only, and blended GPS/INS navigation modes are available with the TNS 171 navigation system.

RLG 640 Missile Approach Warning System: The RLG 640 is a passive missile warning system installed in the aircraft which provides warning of incoming threat missiles. The RLG 640 system employs four optical sensor heads with integral optical signal converters mounted in the nose and tail cone of the aircraft which provide combined 360 degree azimuth coverage, a central processor which inputs and analyses signals from the four sensor heads to detect and classify threats, and a central control unit located in the cockpit which provides visual and aural threat warning to the crew and allows for control of the system. Each RLG 640 sensor heads contains an ultra-violet (UV) single-pixel quadrant sensors with an adjunct UV sensor for improved dynamic blanking, a laser warning sensor, and a multi-color short-wave infrared (SWIR) camera which provide detection and tracking of incoming missiles and rockets and warns the crew when the aircraft is being illuminated by a laser designator/illuminator/rangefinder or if the aircraft is being targeted by a laser beam-riding missile. An additional hostile-fire indicator (HFI) capability provides detection of muzzle flashes and detection and tracking of incoming tracer projectiles fired at the aircraft. An interface with the aircraft's FMB 229 radar warning system allows the RLG 640 system to distinguish between radar and infrared guided missile threats and to automatically queue the countermeasures system to dispense flares when the system identifies an oncoming IR guided missile.

TKW 680 Countermeasures Dispenser System: The TKW 680 is an airborne countermeasures dispenser system designed to dispense chaff, flares, and other expendable decoys to increase aircraft survivability. The TKW 680 system consists of multiple tail mounted cartridge dispenser modules (CDMs) each capable of containing up to 32 5.0 cm x 2.5 cm x 8.0 cm countermeasures each and a central defensive aids controller (DAC) unit with inputs from both the missile/laser warning system and RWR system. When a threat missile is detected by the aircraft's missile/laser warning system or RWR systems the defensive aids controller of the TKW 680 automatically selects appropriate expendable countermeasures to be released by the system's dispensers to decoy or spoof away the incoming missile. Countermeasures supported including pyrophoric spectral flares for decoying IR missiles and chaff, and active digital radio frequency memory (DRFM) decoys for decoying RF guided missiles.

Cockpit:
The S 5 features a pressurized, fully 'glass' cockpit containing a crew of four seating facing forward in a 2 by 2 arrangement. The tactical glass cockpit system is fully outfitted with an electronic flight instrument system (EFIS) and employs three 34 x 27 centimeter color LCD primary flight displays (PFDs) for the pilot and co-pilot. The two rear seats employ interchangeable SDI multi-function display/control system (MFDCS) crew stations with 51 cm multi-function color LCD displays which enable display of sensor outputs and control for the aircraft's various sensor, navigation, communication, and weapon systems.

Refueling equipment:
The KS 5 tanker features an internal probe and drogue refueling system installed in the aft fuselage including twin internal hoses and a reel drogue system which deploys from the aircraft's rear tailcone in place of the magnetic anomaly detector of the base S 5 aircraft. The internal weapons bay of the S 5 has also been replaced with a conformal fuel tank holding an additional 6,000 kg of fuel. With these modifications the KS 5 is capable of carrying 15,000 kg of internal fuel with the ability to offload 12,000 kg at 500 kilometers with a 2.5 hour hold.

by **The Technocratic Syndicalists** » Sun Oct 29, 2023 11:33 am

D 17 Dragonfly

General Characteristics:
Role: UAV helicopter
Crew: 0
Length: 2.9 m
Height: 3.2 m
Empty weight: 450 kg
Fuel weight: 350 kg
Max takeoff weight: 1,125 kg
Powerplant:1x SDI TSM500 turboshaft, 360 kW
Main rotor diameter: 6.1 m
Disc area: 29.2 m2
Performance:
Maximum speed: 90 knots (170 km/h)
Cruise speed: 80 knots (150 km/h)
Combat radius: 200 km
Endurance: 5 hours
Service ceiling: 5,000 meters
Avionics:
EOS 590 FLIR System
FMG 88 Maritime Surveillance Radar

Overview:
The D 17 Dragonfly is an unmanned maritime reconnaissance and target acquisition helicopter UAV designed to provide over-the-horizon surveillance and targeting for surface combatants. With a maximum takeoff weight of over 1,000 kilograms including over 300 kilograms of payload the D 17 can carry a variety of electro-optical and radar payloads for performing reconnaissance, surveillance, or search and rescue operations.

Propulsion:
Name: TSM500
Type: Turboshaft
Length: 920 mm
Diameter: 335 mm
Dry Weight: 97.5 kg
Compressor: 2 stage centrifugal
Combustor: annular axial-flow
Turbine: 1 stage HPT, 1 stage PT
Maximum power output: 360 kW
Overall pressure ratio: 7.5:1
Power-to-weight ratio: 3.7 kW/kg
Turbine inlet temperature:[/b 1,430 °C
[b]Specific fuel consumption: 0.37 kg/kW-hr
Engine:The D 17 is powered by an SDI TSM500 turboshaft engine which drives a pair of 6.1 meter diameter counter-rotating rotors above the fuselage. Designed for small commercial helicopters the TSM500 is a single spool turboshaft engine with a two stage centrifugal compressor, reverse-flow annular combustor, a single stage high pressure turbine (HPT), a single stage power turbine, and a dual channel FADEC system with a maximum continuous power output of 360 kW at sea level ISA conditions. The TSM500 engine is used to drive two two-bladed counter-rotating semi-rigid coaxial rotors constructed from graphite/glass-epoxy composite. The aircraft is controlled in pitch and roll using conventional cyclic pitch control with yaw control achieved using deployable drag brakes on the tip of each rotor blade.

Avionics:
EOS 590 FLIR System: The primary electro-optical sensor of the D 17 is the SDI EOS 590 Forward Looking Infrared (FLIR) system, a multi-spectral surveillance and targeting sensor which provides day/night and all weather detection, identification, observation, and targeting of ground, sea, and air targets. The EOS 590 system consists of a 4-axis stabilized and 6-axis vibration isolated sensor head containing a 1920 x 1080 pixel NIR/visible CCTV camera, 640 x 512 pixel InGaAs SWIR imager, 1280 x 720 pixel InSb MWIR (3-5 μm) imager, 830 nm laser illuminator, and 830 nm laser pointer 1.06 µm laser designator, 2.06 µm holmium-doped YLF laser rangefinder with 30 kilometer range and <2 meter resolution , 6-axis IMU, and GPS-based attitude (GPS/A) sensor. The EOS 590 features five selectable fields of view including 34° x 45° ultra-wide field of view (UWFOV), 17° x 22 ° wide field of view (WFOV), 5.7° x 7.6° medium field of view (MFOV), 1.2° x 1.6° narrow field of view (NFOV), and 0.6° x 0.8° (SWIR/MWIR) or 0.21° x 0.27 ° (visible/NIR) ultra-narrow field of view (UNFOV) with up to 4x continuous electronic zoom capability. The software features of the EOS 590 include sensor fusion of visible/NIR, SWIR, and MWIR outputs as well as moving target indicator (MTI) capability and both moving map and augmented reality overlay display capability. The EOS 590 also includes far target location (FTL) capability using the laser rangefinder and an onboard 9-axis IMU and GPS-based attitude (GPS/A) sensor which allows the 10-digit GPS grid location of targets illuminated by the system's laser rangefinder to be generated. The EOS 590 FLIR turret is mounted underneath the nose of the helicopter and is capable of traversing 360° in azimuth and +20 ° to -105°in elevation at a slew rate of up to 170°/s. High definition FLIR imagery is streamed from the aircraft to ship based control station using a SDI Ku band (14.40-14.93 transmit and 15.15-15.35 GHz receive) tactical high bandwidth datalink (THBD) compatible transceiver on the aircraft which can stream imagery at up to 45 Mbps at line-of-sight ranges up to 300 kilometers.

FMG 88 Maritime Surveillance Radar: For long range detection nd tracking of surface targets the D 17 is fitted with an SDI FMG 88 X-band multi-mode maritime surveillance radar which supports wide-area sea-search, periscope detection/small target mode, strip (1.0 meter resolution) and spot (0.3 meter resolution) synthetic aperture radar (SAR) mapping, 0.3 m resolution inverse synthetic aperture radar (ISAR) imaging, ground moving target indicator (GMTI), search and rescue transponder (SART) detection, and weather detection modes. The FMG 88 is capable of tracking up to 1,000 sea targets at ranges up to 370 kilometers and supports automatic identification system (AIS) and ISAR track identification capability for each to support over-the-horizon anti-surface targeting for the host warship. The FMG 88 is housed in a circular fiberglass radome assembly mounted below the fuselage and employs a solid-state active electronically scanned array (AESA) transmitter with 80 watts of average transmitted power mounted to an electro-mechanical antenna drive which gives the system +/- 360° azimuth scan capability. Like the EOS 590 FLIR system data from the FMG 88 radar is transmitted from the aircraft to control stations using an SDI Ku band tactical high bandwidth datalink (THBD) compatible transceiver on the aircraft which can down-link radar track data and imagery at up to 45 Mbps at line-of-sight ranges up to 300 kilometers.

Ground Control:
The D 17 is controlled using an SDI compact wideband transceiver (CWT) terminal enabling two-way RF transmission in the UHF-band (400-470 MHz), L-band (1000-1999 MHz), S-band (2.00-2.50 GHz), C band (4.40-6.00 GHz), and Ku bands (14.40-14.93 transmit and 15.15-15.35 GHz receive) between the control station and aircraft. The aircraft is controlled primarily using SDI's Ku band (14.40-14.93 transmit and 15.15-15.35 GHz receive) tactical high bandwidth datalink (THBD) system which uses a narrow-band 200 kbps uplink for vehicle, sensor, and armament control and and a wide-band 45 Mbps downlink to transmit FLIR or radar imagery from the aircraft back to the control station. The tactical high bandwidth datalink (THBD) also allows the drone to be controlled remotely by other THBD equipped aircraft including SDI's Reaper and Sea Phantom helicopters whose crew can remotely order the D 17 to fly to specific grid coordinates an altitudes and can remotely take over the aircraft's sensors to acquire and designate targets.

by **The Technocratic Syndicalists** » Fri Nov 03, 2023 7:52 pm

D 23 Raven

General Characteristics:
Type:
Expendable cannon launched UAV

Launch platform:
17 cm howitzer

Guidance:
INS/GPS
Physical Characteristics:
Weight:
20 kg

Length:
80 cm

Diameter:
14.7 cm

Payload:
EO/IR sensor
Performance Characteristics:
Propulsion:
10 PS two stroke engine

Speed:
130 kph

Endurance:
3 hours

Overview:
The D 23 Raven is a cannon launched unmanned aerial vehicle designed to provide enemy target location and battle damage assessment capability to artillery units. The D 23 drone is contained within an SDI AM890 17 cm fin stabilized base bleed cargo shell which can be launched from SDI's PzH 173 and sFH 78GW howitzer systems out to a maximum ballistic range of 60 kilometers. Following gun launch the shell's base bleed is ignited and eight flip-out fins are deployed to stabilize the projectile. At a point past the peak of the shell's trajectory a gas generator deployed, ram-air inflated ballute is deployed and pulls the tail fin module and vehicle out the rear of the projectile. Following release from the cargo shell the ballute and tail fin module is discarded and a drogue parachute is deployed from the rear of the UAV. The UAV is decelerated with the drogue parachute down to a velocity 70 m/s where an airspeed sensor triggers the deployment of the vehicle's two folding wings and tail fins and the vehicle's engine and electronics are started. Following control surface deployment and engine start the parachute is discarded and the vehicle pulls up and transitions into powered flight at an altitude of around 2,500 meters, loitering for up to three hours while transmitting imagery back to a ground vehicle mounted control station.

Airframe & Propulsion:
The D 23 airframe consists of a forward nosecose containing a folding propeller and 10 PS (7.5 kW) heavy fuel engine with integral fuel tank, a electronics module containing the vehicle's downward facing infrared and electro-optical cameras along with INS/GPS navigation system, and flight computer, a wing section which includes the vehicles deployable main wings along with a thermal battery to power the vehicle's electronics, and a tail control module which includes the vehicles two deploying tail fins with electro-mechanical control actuators along with a vehicle self-destruct system and 2-way RF datalink antenna. The structure of the vehicle is designed to survive a gun launched induced setback acceleration of up to 20,000 gs and consists of a transversely wound graphite/epoxy composite fuselage supported by two internal aluminum alloy bulkheads and laminated graphite/epoxy composite wings and tail control surfaces. The vehicle's folding main wings consists of six airfoil sections connected using spring loaded stainless steel hinges which deploy the main wing from the midbody of the vehicle. The vehicle is powered by a miniature 100cc single-cylinder two-stroke heavy fuel piston engine mounted in the nosecone which provides the vehicle with a top speed of 130 kph with the ability to loiter for three hours at a speed of 100 kph.

Payload
The vehicle's sensor suite includes a downward facing camera module with four cameras including two 15 megapixel visible CCD cameras with 56° to 1.2° field of view and up to 50x digital zoom, a 1.2 megapixel low light television (LLTV) camera with 17° – 8.4° field of view, and a 640 x 512 pixel uncooled long waver thermal imager with a fixed 32° field of view.

by **The Technocratic Syndicalists** » Sat Feb 10, 2024 1:14 pm

D 33 Reaver

General Characteristics:
Role: Submarine launched UCAV
Crew: 0
Length: 5.8 m
Wingspan: 4.87 m
Height:2.0 m
Wing area: 42.7 m2
Empty Weight: 2,100 kg
Fuel Weight: 1,400 kg
Max Takeoff Weight: 4,000 kg
Powerplant: 1x SDI RM540 turbofan, 18 kN
Performance:
Maximum speed: Mach 0.90
Combat Radius: 1,000 km
Service ceiling: 12,000 m
Rate of climb: 100 m/s
Wing loading: 515 kg/m2
Thrust/weight: 0.45
Design g-loading: +6.0/-3.0 g
Armament: 500 kg of ordinance in two internal weapons bays with provisions to carry any combination of:
4x RBS 93 missiles
4x GB 100 glide bombs
Avionics:
SDI FMG 391 X band AESA Radar
SDI EOS 66 Electro-Optical Sensor System
SDI EOS 80 Multispectral Distributed Aperture System
SDI FMB 970 Multi-Purpose Passive Receiver System
SDI FMK 90 Fiber-Optic Towed Decoy Countermeasure System
SDI FG 292 CNI System

SDI Aircraft Catalog [DO NOT POST]

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