Scorza C.96 Squalo: Difference between revisions
| Line 35: | Line 35: | ||
Though development of aircraft had been halted when the Soviet Order reached and penetrated the ''Ultima Castellum'' in 1972, developement resumed when Soviet Order forces were expelled from the county in 1978. At that time top priority was placed upon developing indigenous aircraft designs able to compete in the current conflict and beyond, as well as to reduce or eliminate Lumenic dependence on Notreceauen technology and design innovations. Of the various designs being developed by various domestic aircraft firms, emphasis was placed upon the need for a lightweight strike fighter able to execute a variety of missions, similar in purpose the Soviet {{wpl|Mikoyan MiG-29|Alexeyev-Leonov ALe-29}}. In addition, one of the Lumenic Air Force's requests was that the aircraft be capable of rough field operation, allowing for the air force to practice {{wpl|force dispersal}} techniques. During the invasion of Notreceau and the Soviet Order advance across the nation and into Luminerra, Notreceau and Lumenic air bases were subject to heavy bombing, and many were captured by rapidly advancing Soviet forces before units could be pulled back to other bases, thereby resulting in a severe loss of war material and personal, and denying tactical air support to ground forces. The Lumenic Air Force was forced to operate its aircraft form unprepared facilities, and looked to include this ability in future designs when and wherever possible. Though the practice of force dispersal is not as common in Luminerra following the end of the Omandan Continental War, the Lumenic military wished to retain the ability for future conflicts, as concentrated strikes by other fes, such as Notreceau, would be just as devastating against Lumenic combat air power, and equally successful in denying combat air support to ground forces. | Though development of aircraft had been halted when the Soviet Order reached and penetrated the ''Ultima Castellum'' in 1972, developement resumed when Soviet Order forces were expelled from the county in 1978. At that time top priority was placed upon developing indigenous aircraft designs able to compete in the current conflict and beyond, as well as to reduce or eliminate Lumenic dependence on Notreceauen technology and design innovations. Of the various designs being developed by various domestic aircraft firms, emphasis was placed upon the need for a lightweight strike fighter able to execute a variety of missions, similar in purpose the Soviet {{wpl|Mikoyan MiG-29|Alexeyev-Leonov ALe-29}}. In addition, one of the Lumenic Air Force's requests was that the aircraft be capable of rough field operation, allowing for the air force to practice {{wpl|force dispersal}} techniques. During the invasion of Notreceau and the Soviet Order advance across the nation and into Luminerra, Notreceau and Lumenic air bases were subject to heavy bombing, and many were captured by rapidly advancing Soviet forces before units could be pulled back to other bases, thereby resulting in a severe loss of war material and personal, and denying tactical air support to ground forces. The Lumenic Air Force was forced to operate its aircraft form unprepared facilities, and looked to include this ability in future designs when and wherever possible. Though the practice of force dispersal is not as common in Luminerra following the end of the Omandan Continental War, the Lumenic military wished to retain the ability for future conflicts, as concentrated strikes by other fes, such as Notreceau, would be just as devastating against Lumenic combat air power, and equally successful in denying combat air support to ground forces. | ||
[[File:Gripen taking off from road runway.jpg|thumb|An | [[File:Gripen taking off from road runway.jpg|thumb|An [[Shenandoahan Air National Guard]] F-4 Cardinal taking off from an roadway near St. Albans.]] | ||
The preferred aircraft was a single-engine, lightweight single-seater, embracing fly-by-wire technology, canards, and an aerodynamically unstable design. Notreceauen royalist supporter and engineer Pierre Choplin had been working with Scorza S.p.A since the mid-1970's following his evacuation from Notreceau into Luminerra. Although the military government of Notreceau requested all citizens of Notreceau return home following the nation's liberation in 1981, Choplin, unsupportive of the new government, remained in Luminerra. Much of his work and experience in designing the delta-winged Épée III was put to use in developing the C.96, which utilized a {{Wpl|Delta wing|delta wing}} design and {{wpl|Relaxed stability|relaxed stability}} {{wpl|Fly-by-wire|fly-by-wire}} flight controls, which Lumenic engineers had helped design for the [[Prévoyance Cygne]]. | The preferred aircraft was a single-engine, lightweight single-seater, embracing fly-by-wire technology, canards, and an aerodynamically unstable design. Notreceauen royalist supporter and engineer Pierre Choplin had been working with Scorza S.p.A since the mid-1970's following his evacuation from Notreceau into Luminerra. Although the military government of Notreceau requested all citizens of Notreceau return home following the nation's liberation in 1981, Choplin, unsupportive of the new government, remained in Luminerra. Much of his work and experience in designing the delta-winged Épée III was put to use in developing the C.96, which utilized a {{Wpl|Delta wing|delta wing}} design and {{wpl|Relaxed stability|relaxed stability}} {{wpl|Fly-by-wire|fly-by-wire}} flight controls, which Lumenic engineers had helped design for the [[Prévoyance Cygne]]. | ||
The first model of the aircraft, designated YC.89, was flown from Scorza's test facility in Levico in 1987, resulted in a successful 47 minute, 13 second test flight made by Capitano Sesto Franchetti of the Lumenic Air Force. Despite the successful test flight, some members of the design program expressed serious concerns regarding the aircraft's avionics, specifically the fly-by-wire flight control system and the relaxed stability design. On June 10, 1987, the first prototype was damaged in a crash landing during a subsequent test flight. Investigators determined that the cause of the crash was "pilot-induced oscillation", and the design team concluded that this issue was caused by problems with the flight control systems pitch-control routine. Rather than risk further damage to the prototype, further design improvements to the flight control system were tested aboard a {{wpl|Fouga CM.170 Magister|Decoste Anneau 156}} trainer aircraft. Refinement of the flight control system continued for another two years before testing of the C.96 prototype resumed, with a total of four pre-production aircraft, designated YC-89-1 through YC-89-4, being built prior to the resumption of testing. Another aircraft, YC-87-2, was lost in 1990 after a a roll at low altitude caused the aircraft to stall, forcing the pilot to eject. Investigators from several organizations, including the Lumenic Air Force, the Royal Defense Research Agency, and Scorza later found the problem was high amplification of the pilot's quick and significant stick command inputs. While these flaws were eventually corrected, the program was further delayed by the mishap. | The first model of the aircraft, designated YC.89, was flown from Scorza's test facility in Levico in 1987, resulted in a successful 47 minute, 13 second test flight made by Capitano Sesto Franchetti of the Lumenic Air Force. Despite the successful test flight, some members of the design program expressed serious concerns regarding the aircraft's avionics, specifically the fly-by-wire flight control system and the relaxed stability design. On June 10, 1987, the first prototype was damaged in a crash landing during a subsequent test flight. Investigators determined that the cause of the crash was "pilot-induced oscillation", and the design team concluded that this issue was caused by problems with the flight control systems pitch-control routine. Rather than risk further damage to the prototype, further design improvements to the flight control system were tested aboard a {{wpl|Fouga CM.170 Magister|Decoste Anneau 156}} trainer aircraft. Refinement of the flight control system continued for another two years before testing of the C.96 prototype resumed, with a total of four pre-production aircraft, designated YC-89-1 through YC-89-4, being built prior to the resumption of testing. Another aircraft, YC-87-2, was lost in 1990 after a a roll at low altitude caused the aircraft to stall, forcing the pilot to eject. Investigators from several organizations, including the Lumenic Air Force, the Royal Defense Research Agency, and Scorza later found the problem was high amplification of the pilot's quick and significant stick command inputs. While these flaws were eventually corrected, the program was further delayed by the mishap. | ||
==Design== | ==Design== | ||
Revision as of 05:25, 28 January 2021
 | This article is incomplete because it is pending further input from participants, or it is a work-in-progress by one author. Please comment on this article's talk page to share your input, comments and questions. Note: To contribute to this article, you may need to seek help from the author(s) of this page. |
| Scorza C.96 Squalo | |
|---|---|
| |
| A Scorza C.96 Squalo of the 772° Squadrone Cacciabombardieri, 77° Stormo | |
| Role | Multirole combat aircraft |
| National origin |  Luminerra
|
| Manufacturer | Scorza S.p.A |
| First flight | March 21, 1987 |
| Introduction | December 11, 1996 |
| Status | In service |
| Primary user | Lumenic Air Force |
The Scorza C.96 Squalo is a light, single engine, multirole combat aircraft designed and developed by Scorza S.p.A for the Lumenic Air Force to replace several aircraft in service at the time, most notably the Notreceauen Prévoyance Cygne multirole fighter aircraft and the somewhat older Licanan I-36 fighter-bomber. Developed in the later stages of the Omandan Continental War, the C.96 was designed to be capable of executing a wide variety of missions, including air superiority, tactical strike, and tactical reconnaissance.
Initially developed in the late 1980's, the Scorza C.96 Squalo entered service with the Lumenic Air Force in 1996, four years after the end of the Omandan Continental War, but in time to see its first combat deployment in the 1997 Sable Conflict fought in the Vi Castis Mountains of Luminerra between Luminerra and Notreceau. Since entering service, the aircraft has received a number of performance enhancements and upgrades, with the current version, the C.96E, entering service in 2015.
History and development
As early as 1978, the Lumenic government was intent upon designing and producing a domestic aircraft to meet the needs of the Lumenic Air Force for both air superiority and tactical strike roles. The Licanan I-36 fighter-bomber was accepted into service in 1970 as a stop-gap solution to Luminerra's inability to quickly obtain combat aircraft in sufficient quantity that would also be able to compete with the aircraft operated by the Order of Soviet Socialist Republics, such the Alexeyev-Leonov Ale-27 fighter aircraft. Newer and even more dangerous combat aircraft were also reported to be entering service with Soviet Order forces, as well. The only available domestic fighter design, the Altomare C.53 Passero had proven unable to compete with Soviet aircraft, even having difficulty intercepting and destroying Soviet tactical bombers, such as the Lyadov Ly-17. The Lumenic Air Force had accepted into service the Notreceauen Prévoyance Épée III and later the Prévoyance Cygne, as well as the Licanan I-36, to quickly acquire competent combat aircraft, however the Épée III was rapidly becoming obsolete when faced by newer Soviet designs, and the Cygne was only available to the Lumenic Air Force in extremely limited numbers, as most models were needed for immediate service with Notreceauen forces fighting Soviet Order forces, which had crossed the Strada Crossing and invaded Notreceau in 1969. The Licana I-36 was, without a doubt, the most technically superior aircraft available to the Lumenic Air Force, but was only available in limited numbers, as it had been previously retired from Licanan service, and no production lines existed to build new models. A total of 520 aircraft remained in the Licanan inventory as of 1970, and the majority of the aircraft were transferred to Lumenic control between 1970 and 1972.
Though development of aircraft had been halted when the Soviet Order reached and penetrated the Ultima Castellum in 1972, developement resumed when Soviet Order forces were expelled from the county in 1978. At that time top priority was placed upon developing indigenous aircraft designs able to compete in the current conflict and beyond, as well as to reduce or eliminate Lumenic dependence on Notreceauen technology and design innovations. Of the various designs being developed by various domestic aircraft firms, emphasis was placed upon the need for a lightweight strike fighter able to execute a variety of missions, similar in purpose the Soviet Alexeyev-Leonov ALe-29. In addition, one of the Lumenic Air Force's requests was that the aircraft be capable of rough field operation, allowing for the air force to practice force dispersal techniques. During the invasion of Notreceau and the Soviet Order advance across the nation and into Luminerra, Notreceau and Lumenic air bases were subject to heavy bombing, and many were captured by rapidly advancing Soviet forces before units could be pulled back to other bases, thereby resulting in a severe loss of war material and personal, and denying tactical air support to ground forces. The Lumenic Air Force was forced to operate its aircraft form unprepared facilities, and looked to include this ability in future designs when and wherever possible. Though the practice of force dispersal is not as common in Luminerra following the end of the Omandan Continental War, the Lumenic military wished to retain the ability for future conflicts, as concentrated strikes by other fes, such as Notreceau, would be just as devastating against Lumenic combat air power, and equally successful in denying combat air support to ground forces.
The preferred aircraft was a single-engine, lightweight single-seater, embracing fly-by-wire technology, canards, and an aerodynamically unstable design. Notreceauen royalist supporter and engineer Pierre Choplin had been working with Scorza S.p.A since the mid-1970's following his evacuation from Notreceau into Luminerra. Although the military government of Notreceau requested all citizens of Notreceau return home following the nation's liberation in 1981, Choplin, unsupportive of the new government, remained in Luminerra. Much of his work and experience in designing the delta-winged Épée III was put to use in developing the C.96, which utilized a delta wing design and relaxed stability fly-by-wire flight controls, which Lumenic engineers had helped design for the Prévoyance Cygne.
The first model of the aircraft, designated YC.89, was flown from Scorza's test facility in Levico in 1987, resulted in a successful 47 minute, 13 second test flight made by Capitano Sesto Franchetti of the Lumenic Air Force. Despite the successful test flight, some members of the design program expressed serious concerns regarding the aircraft's avionics, specifically the fly-by-wire flight control system and the relaxed stability design. On June 10, 1987, the first prototype was damaged in a crash landing during a subsequent test flight. Investigators determined that the cause of the crash was "pilot-induced oscillation", and the design team concluded that this issue was caused by problems with the flight control systems pitch-control routine. Rather than risk further damage to the prototype, further design improvements to the flight control system were tested aboard a Decoste Anneau 156 trainer aircraft. Refinement of the flight control system continued for another two years before testing of the C.96 prototype resumed, with a total of four pre-production aircraft, designated YC-89-1 through YC-89-4, being built prior to the resumption of testing. Another aircraft, YC-87-2, was lost in 1990 after a a roll at low altitude caused the aircraft to stall, forcing the pilot to eject. Investigators from several organizations, including the Lumenic Air Force, the Royal Defense Research Agency, and Scorza later found the problem was high amplification of the pilot's quick and significant stick command inputs. While these flaws were eventually corrected, the program was further delayed by the mishap.
Design
The C.96 Squalo design features a delta wing and canard configuration with relaxed stability design and fly-by-wire flight controls.
Operational history
.jpg)
The first combat deployment of the C.96 Squalo occurred on May 1st, 1997 during the 1997 Sable Conflict, when aircraft of the 37° Stormo provided close air support for ground forces following an parachute assault and general advance of ground forces into the town of Sable, situated on the Lumenic-Notreceauen border. The C.96A performed well, acquitting itself well in air to air combat against the Prévoyance Labbe, scoring several air to air victories. The aircraft also proved difficult, but not impossible, for ground based and man portable surface to air missiles to acquire, thanks in part of its effective electronic countermeasures systems and design characteristics designed to reduce the aircraft's infrared signature. Later upgrades to the C.96 would introduce dedicated infrared countermeasure systems, such as the BC/ACQ-13 common DICM system.
In 2015, the Lumenic Air Force accepted the C.96E and C.96F series aircraft into service. These aircraft underwent a number of upgrades and other enhancements. Among these changes were the integration of equipment found in the Thales C/AVS-99 reconnaissance pod into the C.96F's airframe, thereby removing the need for twin seat aircraft to carry a podded reconnaissance system.
Variants
- YC-87: Initial pre-production model. 4 built.
- C.96A: Initial single seat production model
- C.96B: Initial designation for the two seat training variant of the C.96.
- C.96C: First upgrade for the C.96 aircraft.
- C.96D: Upgrades for the two seat C.96B aircraft to bring it to the C.96C standard. In addition, added mission capability to the aircraft, allowing it to carry out strike or tactical reconnaissance operations.
- C.96E: Most modern version of the C.96 aircrasft family, first entered service in 2015.
- C.96F: Upgrade for the two seat C.96D models to bring their systems to the C.96E standard. Aircraft retains mission capability of previous version, with some enhancements to those capabilities as well.
Operators
- Luminerra
- Lumenic Air Force - The Lumenic Air Force operates a total of 168 total aircraft, including the C.96C, C.96E, and C.96F.
Shenandoah
- Shenandoahan Air National Guard - The Shenandoahan Air National Guard has 24 C.96C, and 12 C.96D aircraft in service, designated the F-3C and F-3D Cardinal respectively. This arecraft are operated by the 1st Tactical Air Wing operating out of Homestead Air National Guard Base in Blue Ridge, Shenandoah
Specifications (C.96E)
General characteristics
- Crew: 1
- Length: 15.2 m (49 ft 10 in)
- Wingspan: 8.6 m (28 ft 3 in)
- Height: 4.5 m (14 ft 9 in)
- Wing area: 30 m2 (320 sq ft)
- Empty weight: 8,000 kg (17,637 lb)
- Max takeoff weight: 16,500 kg (36,376 lb)
- Internal fuel capacity: 3,400 kg (7,500 lb)
- Powerplant: 1 × Abruzzo AE-25036 afterburning turbofan engine, 61.83 kN (13,900 lbf) thrust dry, 98 kN (22,000 lbf) with afterburner
Performance
- Maximum speed: 2,460 km/h (1,529 mph; 1,328 kn) +
- Maximum speed: Mach 2
- Combat range: 1,500 km (932 mi; 810 nmi) +
- Ferry range: 4,000 km (2,485 mi; 2,160 nmi) +
- Service ceiling: 16,000 m (52,000 ft)
- g limits: +9 -3
- Wing loading: 283 kg/m2 (58 lb/sq ft)
- Thrust/weight: 1.04
- Takeoff distance: 500 m (1,640 ft)
- Landing distance: 600 m (1,969 ft)
Armament
- Guns: 1 × 30 mm Srad CDR-3080 cannon
- Hardpoints: 10 (three hardpoints under the fuselage, two under and one on the tip of each wing; with one dedicated for podded equipment with a capacity of 5,300 kg (11,700 lb),with provisions to carry combinations of:
- Rockets: 4 × rocket pods, 13.5 cm rockets
- Missiles:
- 6 × AIM-95 infrared homing air-to-air missiles
- 7 × AIM-15 beyond-visual-range missile
- 4 × AAM-01 air to surface missile
- 2 × AAM-05 Air-launched cruise missile
- 6 × AAM-72 anti-ship missile
- Bombs:
- 7 × AAB-227/76A or 4 AAB-459/76A laser-guided bombs
- 2 × AAB-72/90 cluster bomb
- 8 × AAB-450/97 free-fall bombs
- 16 × AAB-96/06 guided bombs
- Other:
- C/ACQ-11 electronic countermeasure pod
- C/AFT-10 targeting pod
Avionics
- C/ARA-96C multifunction active electronically scanned array radar
- BC/ACQ-13 digital radio frequency memory jammer
- C/AAS-93 infrared search and track (IRST) system
- BC/ACQ-13 common Directional Infrared Counter Measures system
