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AEF-32/RFM-200 Falcon
File:RFM201Falcon.png
Dorsal view of RFM-200DM1 Falcon Evo.
Role Multirole fighter
National origin  Carthage
Manufacturer Bissau Corporation
Designer Bissau Corporation
First flight 1971
Introduction 1975
Status In service, in production
Primary user File:CarthageAirForcesFlag.png Carthage Air Forces
File:CarthageEnsign.png Punic Navy
Produced 1971-present
Number built 45,000+
Unit cost
NSD$41 million (Falcon Evo flyaway cost, (FY2008))
Developed into RFM-200TM1 Falcon Lite

The Bissau RFM-200 Falcon (previously classified as the AEF-32) is a single-engine all weather multirole fighter aircraft developed by the Bissau Corporation and operated by the Carthage Defense Forces. Designed as a low-cost, lightweight supplement to the larger AEF-33 Gyrfalcon, it is the most numerous fighter aircraft in the Carthage Air Forces and the Punic Navy.

Development

Origins

In 1967 the Punic Navy issued requirements for a new fighter based on experience in the La Plata Engagement against Argentinian aircraft, under the aegis of the Naval Strike Fighter (NSF) program. The new fighter was to be a twin-engine, twin-seat heavy fighter with high endurance, a large payload, powerful engines, and a large wing area allowing for a high degree of maneuverability. All of the proposed designs for the program pointed to the same conclusion: that for such an aircraft to meet its listed design goals, it would have to be larger and more expensive than the AEF-30 Eagle, in spite of attempts to control cost and size increases. This was of particular concern for carrier air wings forced to operate in the limited space available aboard ship and prompted the proposal that the proposed roles be split between a larger, more capable aircraft and a more compact, less expensive supplementary fighter.

Based on this proposal, the Navy established the Naval Light Fighter (NLF) program to evaluate designs for a second fighter aircraft for carrier use. Compared to the much larger and more capable NSF requirements, the NLF program focused on cost effectiveness, compact size, and flexibility. Designs were to fall within the 9,000-9,500 kg range unloaded, be capable of supersonic speed, possess high maneuverability, and be effective at altitudes up to 16,000 meters (52,500 ft). Engine count was not specified, but the fighter was to rely on a single pilot for most duties with two-seat models procured mostly for training roles. Higher speed, longer-range interception of bombers and enemy strike aircraft was to be handled by the larger NSF, while the NLF would be responsible for supplementing the NSF and for carrying out strikes and providing enough airframes to survive expected attrition rates against enemy air defenses.

Naval Light Fighter

Skyward XF-31 demonstrator aircraft, now on display.
Bissau XF-32 demonstrator aircraft, before alterations for production.

Eight designs were submitted to the NLF program office in 1969, from companies including Cordoba Aerospace, the Bissau Corporation, Mehmud-Tabnit Aircraft Systems, the Skyward Company, and others. Of the designs, the Bissau and Mehmud-Tabnit designs were both single-engine light fighters using the same engine proposed for the NSF program, while the Cordoba and Skyward designs were twin-engine aircraft using the uprated Cordoba JTR-540 developed for the cancelled AEB-25 program. Due to the similarity in designs, the program office chose one design each from the single and twin engine camps, selecting the Skyward XF-31 and Bissau XF-32 for further development.

The Skyward XF-31 used a pair of JTR-540N turbofans developed for the AEB-25 light bomber program supported by a cropped delta wing. The delta planform provided significant wing area and high efficiency at high speeds, as well as excellent maneuverability. The Bissau XF-32 used a single Yatagarasu Turbo-Engineering AF-220-400 afterburning turbofan, the same type considered the frontrunner for the Naval Strike Fighter program. Unlike the XF-31, the XF-32 used a conventional swept wing design, offering superior turning maneuverability and lower landing and takeoff speeds.

Both prototypes were rolled on in March 1971 and began flight testing later that year. In October, the formal flyoff competition began at Porter Naval Air Base in Santiago, pitting two XF-31 and XF-32 prototypes against each other. The program included over 400 hours of flight time for each design over several hundred sorties, evaluating every component and major performance benchmarks from speed to maneuverability and stability. While both were relatively evenly matched in overall aerodynamic performance, the modernized JTR-540 demonstrated significantly higher fuel consumption and somewhat lower performance than the newer AF-220-400. While naval aviators preferred the twin-engine design for its greater reliability, the XF-31 exhibited significantly shorter range than the XF-32, leading some officers to question the utility of such a short-legged aircraft for carrier operations. Several proposals were considered, including redesigning the XF-31 to accept the AF-220-400 or designing a new engine to fit within the existing engine bay.

The Madrid Incident in 1972 raised tensions between Carthage and the European Federation, sparking political pressure to choose the winner of both the NSF and NLF competitions and replace the aging AEF-30. With insufficient time to modify the XF-31 or develop a new engine, in August the XF-32 was selected as the winner of the competition, to the protest of many aviators. The selection board cited the greater capability of the AF-400-220 and improvements in engine reliability over the previous generation, pointing to the much improved performance of the new AF-400-220 versus the old JTR-540. As part of the selection, the XF-32 was redesignated the AEF-32 and received the "Falcon."

Into production

AEF-32 of CFS-104 Black Rabbits at Gisco Naval Air Base

Twelve prototype aircraft were procured by the Navy to begin full evaluation. Several modifications were made as a result of the trials, including an enlarged nose to fit a larger radar, an increased wing sweep and slightly increased wingspan, a redesign of the pylon arrangement, and a larger vertical stabilizer. Weight growth throughout the period resulted in an aircraft 30% heavier than originally expected as the necessary carrier modifications were incorporated. This moved the Falcon from the light fighter category into the weight range of medium fighters, although the AEF-32 was still significantly lighter and more compact than the twin-engine AEF-33 Gyrfalcon selected as the winner of the NSF competition.

The first prototypes were delivered for testing in April 1973. The first pre-production type incorporation modifications developed throughout the test program was delivered for trials in October 1974, being accepted by the Navy in January 1975. As a result of growing tensions, procurement was expedited following a shorter than usual trial period. Four wings were delivered and operational by the time the Northern War broke out in May 1975, including two squadrons assigned to the carrier Syphax and used in the assault on Greenland.

As a result of wartime shortages due to the still-developing production base, the AEF-32S wartime emergency model was hastily developed, using avionics and components already in production, largely from the AEF-30. Four additional wings of this type were produced before the end of the war. Due to their lower performance versus the original design, these wings were shifted to use as trainers for several years before being retired and placed in long term storage.

Modernization

At the conclusion of the Northern War, the requirement for additional fighters to replace wartime losses as well as lessons learned during the conflict prompted the development of the first major upgrade program for the Falcon.

Design

Material composition of the RFM-200
Material Percentage
(weight)
Aluminum
 
 80%
Steel
 
 8%
Composites
 
 3%
Titanium
 
 1.5%
Other
 
 7.5%

The RFM-200 Falcon is a single-engine, supersonic multi-role fighter aircraft with a focus on maneuverability, cost-effectiveness, and a compact design. It was designed to operate as a complement to the larger AEF-33/RFM-201 Gyrfalcon heavy fighter, allowing a sufficient number of airframes to be carried at sea and fill the needs of carrier air defense and strike missions. Following adoption by the Carthage Air Forces and the development of more capable models, the RFM-200 has served as a capable fighter in its own right. In spite of its smaller size, it is significantly more capable and agile than previous-generation fighters such as the AEF-30 Eagle thanks to the development of more powerful engines, better avionics, and more advanced flight control systems.

The Falcon incorporates a swept planform wing blended smoothly into the fuselage and augmented with leading edge root extensions to improve maneuverability and control at high angles of attack. The rectangular air intake is mounted below the fuselage and positioned to maximize air flow and minimize drag. It utilizes a tri-plane empennage like many single-engine aircraft and standard tricycle landing gear. Wing loading is moderate and is augmented by body lift as well as the root extensions. Newer model aircraft incorporate a number of major and minor differences in airframe, one of the most common being an extended "spine" along the dorsal face of the aircraft housing additional electronics and equipment.

To fulfill its role as a nimble and high-availability dogfighter, the RFM-200's baseline specifications include an airframe life of 8,000 hours and strengthening for 9-g maneuvers, with a maximum speed of Mach 2 and a thrust-to-weight ratio greater than one. Later models with improved engines are capable of greater speeds, and refurbishment and modernization programs have extended the lifetime of many airframes beyond 10,000 hours. The airframe is manufactured primary from aluminum with small amounts of steel and other materials, although newer airframes incorporate greater use of titanium and composites. Based on experience servicing the AEF-30, attention was paid to reducing maintenance complexity and easing access to components.

Engines

The AEF-32 was designed for compatibility with the Cordoba Turbomechanics TFC-205-145 and the Elissa-Arishat TFE-206-145, both second-generation afterburning turbofans rated for 145 kN (33,000 lbf) with reheat. Navy orders preferred the Cordoba Turbomechanics engine while the Air Forces procured their AEF-32s alongside the Elissa-Arishat engine, both of which were also used by the AEF-33 Gyrfalcon. While mechanically reliable, problems with the digital engine control unit persisted until a new module was developed in 1982. The upgraded TFC-207-152 and TFE-208-153 engines were delivered beginning in the mid-1980s, providing improved thrust and fuel efficiency but necessitating a larger inlet duct to be retrofitted alongside the new engine.

In 1994, a second series of improved engines, the TFC-209-157 and TFE-210-160 was introduced, equipping new-build fighters and a limited number of retrofitted fighters already in service. Both are uprated variants of the previous designs and are compatible with existing aircraft after a moderate retrofit. Retrofits were limited as the work on the Advanced Multirole Program was expected to begin replacing older fighters by the early 2000s, with roughly 60% of the fleet to be re-engined on top of new production. As the program fell behind schedule, concerns about the age of older engines prompted the development of the Falcon Evo program to modernize the Falcon fleet for longer service.

This effort included the development of the Elissa-Arishat TFE-295-160, a new engine originally developed as a testbed for the Engine Union TFR-320-200 Starseeker proposed for the AMF program. While rated at the same output as the TFE-210, the TFE-295 has significantly improved fuel consumption, better reliability, and lower projected maintenance than both older engines. The TFE-295-160 shares the same dimensions as the TFC-209 and TFE-210 but is not compatible with previous aircraft without substantial reconstruction and modification and is currently limited to new production Falcon Evos, which are projected to replace early-model AEF-32s by 2017. The remaining fleet will retain the older TFC-209 and TFE-210 engines.

Avionics

The AEF-32, AEF-32S, and AEF-32AM1 were originally equipped with the E550 multi-mode radar. The E550 uses a slotted planar-array and is a scaled down version of the E570 radar used in early-model AEF-33 Gyrfalcons, sized to fit in the smaller confines of the AEF-32's nosecone. The radar operates in the X-band and provides multiple modes of operation, allowing for combat missions to be flown at night and in inclement weather. Subsequent upgrades to the system include a more powerful signal processor, greater power output, and improved reliability.

The AEF-32 AM2 Super Falcon introduced the new pulse-doppler E650 radar, providing increased range, greater signal processing capabilities, additional operating modes, and greater ability to operate in cluttered environments. The addition of the E650 significantly increased the Falcon's ground attack capabilities by adding ground moving target and mapping modes among others. It also provided compatibility with newer variants of the Type 88 and Type 89 air-to-air missiles. The Super Falcon itself incorporated improved cooling to handle the additional output of the radar while in use, improving duty cycles.

The final upgrade to the AEF-32 radar outfit is the AW/FAA-335 AESA radar introduced in the RFM-200DM1 Falcon Evo.

Specifications (RFM-200DM1 Falcon Evo)

General Characteristics

  • Crew: 1
  • Length: 16.55 m (54.3 ft)
  • Wingspan: 11.85 m (38.9 ft)
  • Height: 4.80 m (15.7 ft)
  • Empty Weight: 10,425 kg (22,983 lb)
  • Loaded Weight: 17,025 kg (37,534 lb)
  • Max Takeoff Weight: 27,900 kg (61,500 lb)
  • Powerplant: 1 x Elissa-Arishat TFE-295-150 afterburning turbofan
  • Fuel Capacity: 5,450 kg (12,020 lb) internally; 6,950 kg (15,320 lb) w/external tanks

Performance

  • Maximum Speed:
    • At sea level: Mach 1.3 (1,600 km/h)
    • At Altitude: Mach 2.2 (2,340 km/h) at 17,000 meters (clean configuration)
  • Range: 2,400 km (1,500 mi)
  • Combat Radius: 750 km (470 mi) for hi-lo-hi mission
  • Ferry Range: 5,900 km (3,700 mi) w/external tanks
  • Service Ceiling: 16,000 m (52,000 ft)
  • Rate of Climb: 290 m/s (57,000 ft/min)
  • Wing Loading: 410 kg/m2 (84 lb/ft2)
  • Thrust-to-Weight Ratio: 1.20 w/air-to-air load and 75% fuel
  • Maximum g-load: -3.0/+9.0

Armament

Avionics

  • AW/FAA-335 Multi-function Radar
  • AW/EAW-565 passive detection system
  • AW/EAI-545 Utsuho IRST
  • AW/EAG-552 Amagi Ground Attack Targeting System
  • AW/EWI-322 Amanojaku Electronic Countermeasures System
  • AW/ENI-1700 datalink system
  • AW/EDS-560 multipurpose countermeasures dispenser
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