Mehmud-Tabnit RFM-202 Shaheen
| RFM-202 Shaheen | |
|---|---|
| |
| Dorsal view of RFM-202 Shaheen. | |
| Role | Multirole fighter |
| National origin |  Carthage
|
| Manufacturer | Mehmud-Tabnit Aircraft Systems Cordoba Aerospace Nakajima Aircraft Company |
| Designer | Mehmud-Tabnit Aircraft Systems |
| First flight | 1999 |
| Introduction | 2008 |
| Status | In service, in production |
| Primary users | Carthage Air Forces Punic Navy Japanese Imperial Navy Gensokyo Republic Navy |
| Number built | 4,000+ |
| Program cost | NSD$1.6 trillion |
| Unit cost |
NSD$110 million (flyaway cost, (FY2008))
NSD$115 million (program cost, (FY2008)) |
| Developed from | AEF-33 Gyrfalcon |
The Mehmud-Tabnit RFM-202 Shaheen (Persian: شاهین "royal falcon") is an all weather fifth generation stealth multi-role fighter in service with the Carthage Defense Forces. Developed in the late 1990s to early 2000s under the Advanced Multirole Program, the RFM-202 Shaheen is designed to supplement and replace the current twin-engine AEF-33 Gyrfalcon as the Republic's heavy fighter. While designed for a wide variety of roles, including ground attack, electronic warfare, and signals intelligence, the RFM-202 is still a capable air superiority fighter. It is the first stealth fighter in Carthaginian service, and the second stealth aircraft after the RBM-233 Phantom bomber.
Initially conceived as part of the Punic Navy's Fighter Modernization Program, the twin-engine RFM-202 and single-engine RFM-203 Kengewa were absorbed into the multi-service Advanced Multirole Program to replace the current inventory of fourth generation aircraft in both naval and air force service. The RFM-202 is manufactured in three primary models: the base RFM-202N, incorporating folding wings and carrier landing capability for operation aboard CATOBAR aircraft carriers, the land-based RFM-202AG variant that dispenses with carrier equipment, and the RFM-202AD single-seat variant dedicated to air superiority roles.
Development
Fighter Modernization Program
In 1987 the European Liberation Treaty Organization (ELTO) and the Asian Security Agreement (ASA) signed the Pretoria Agreement, pledging improved military cooperation between members and continued opposition to the Ctesiphon Pact worldwide. Ostensibly a mutual defense treaty with no strict offensive purpose, the signing of the agreement prompted a significant shift in Carthaginian defense priorities and became a common political theme in the 1988 midterm elections. Reports also emerged indicating that the European Federation had begun preliminary design work on a new combat aircraft to replace the Dassault Mirage 2000 and Panavia Tornado, with superior speed, maneuverability, and avionics. Projections indicated that with a 1990 start date for serious design work such an aircraft could likely enter service in the early 2000s.
As a response to this effort, in 1990 the Punic Navy established the Fighter Modernization Program (FMP) to study methods of updating and maintaining the Navy's strike capability in the face of more capable opposition. At that time the Navy's primary fighters were the single-engine AEF-32 Falcon and the twin-engine AEF-33 Gyrfalcon, both of which had entered service in the 1970s, making them older than the European Mirages and Tornadoes. Continuous updates to avionics and engines had maintained the competitiveness of both fighters throughout the 1980s but budget restrictions had prevented more comprehensive refits or the development of a replacement aircraft, although many concepts had been proposed.
In 1991 the FMP office released its preliminary findings, indicating that given the current rate of flight hours logged on existing airframes that full replacement of the fleet would be needed within two decades due to fatigue and the wearing out of certain critical structural components. Replacement with upgraded variants of the current AEF-32 and -33 was possible but expected deep upgrades would be expensive and would provide limited capability improvements in certain areas. Most importantly, the report stressed the importance of the emerging field of radar stealth and low-observable design, something that could not be easily accommodated in legacy airframes.
As a result, the program was moved to a design phase in 1992 to develop a set of criteria and technologies for integration into a new twin-engine design. Independently, the Carthage Air Forces had been working on conceptual designs for a single-engine fighter with similar stealth features, and in 1992 the Defense Committee ordered the merging of the projects into the Advanced Multirole Program (AMP) to develop both single and twin-engine fighters to replace the Falcon and Gyrfalcon variants in both services. The merger was hoped to reduce costs via technology sharing and economies of scale, similar to the merger of the Naval Interceptor and Advanced Strike Aircraft programs in the 1960s that created the AEF-32 and -33.
Advanced Multirole Program
In 1993 the AMP office issued its first competitive request for proposals, receiving six proposals from various manufacturers including major aerospace contractors Mehmud-Tabnit Aircraft Systems, Cordoba Aerospace, and SHAFT ADS, as well as consortia of smaller contractors led by Acheron Technologies, Ibossim Aircraft, and Magonid Navigation. The initial request was for both single and twin-engine designs with the project timeline emphasizing the parallel development of both designs in an effort to save money through commonality. The twin-engine design was expected to enter service first in 2006 followed by the single engine design two years later in 2008.
Of the six detailed proposals, two were downselected for further development into demonstrators. The XF-36 was developed by a coalition led by the Bissau Corporation in partnership with Boeing and Ishikawajima-Harima Heavy Industries, and was pitted against the XF-37 developed by a coalition including Mehmud-Tabnit Aircraft Systems and Cordoba Aerospace. Four aircraft were to be produced, two each of the single and twin-engine variants. Flight trials began in 1997 with the first formal fly-off in June 1998. Competition was intense, as the expected size of the order exceeded 30,000 aircraft combined between the twin and single-engine variants.
The Mehmud-Tabnit/Cordoba XF-37 proposal was a trapezoidal wing aircraft with an emphasis on stealth and reduced radar cross section, descended from the Sharp Sabre concept aircraft built by Mehmud-Tabnit in the early 1980s as a technology testbed. The competing Bissau Corporation XF-36 used more conventional delta wing arrangement with canards to improve maneuverability. To reduce radar return from the canards, an intelligent control system was built by Bissau to optimize canard deflection for minimum reflection. The Bissau Corporation design was seen by the evaluation committee as safer from a technological perspective, more maneuverable, and likely to be lower cost, while the XF-37 was determined to be stealthier and more technologically capable.
In March 1999, the XF-37 was declared the winner with Mehmud-Tabnit becoming the lead contractor and integrator, although as stipulated under the contract Bissau Corporation would be taken on as a sub-contractor to maintain the company's defense experience, manufacturing base, and engineering expertise. Mehmud-Tabnit was to receive the order for the first three production lots, with further orders competitively bid on between both consortia.
Production
Further design work to convert the XF-37 into the completed RFM-202 continued throughout the mid-2000s. Delivery of the first functional engineering and manufacturing development (EMD) aircraft was expected in 2003, to be followed by the first fully-operational production models in 2006. However, problems with the aircraft's thrust vectoring system and software issues delayed introduction by some two years, with the first EMD aircraft taking flight in 2006 and the first production models delivered to the Navy in 2008. The 2005 Ethel Report noted significant and unexpected difficulties in development mostly relating to the stealth systems and complex electronics, both of which were far more advanced than previous designs, and criticized managerial handling of the delays. Construction on the new integration facility at Intombwe was completed in mid-2007, allowing production to be moved to a dedicated facility and mass production techniques developed.
Due to delays and difficulties in developing the electronics suite, research and development costs rose from an initially projected NSD$45 billion for a 2006 introduction to $65 billion for the eventual 2008 introduction, and unit costs climbed from $90 million to $110 million. While lead contractor Mehmud-Tabnit denied the possibility of any further schedule slips or cost increases, leaked internal documents released in 2006 revealed significant delays in the development of the RFM-202 and even greater issues with the technology sharing regime with the RFM-203. Additional delays and cost increases were expected in both aircraft without significant changes to the design or requirements.
In response to this leak, the legislature ordered the Defense Forces to conduct an analysis of alternatives, seeking options to minimize delays and rising costs. As a result, in 2007 a dramatic restructuring of the Air Forces and Navy fighter procurement program resulted in the cancellation of the RFM-203 program, to be compensated for via increased purchases of existing upgraded fourth generation fighters and unmanned aerial systems. RFM-202 procurement was also reduced to 14,230 expected orders with the consideration of another 2,000 aircraft order to be made at a later date. Without the additional aircraft, the program is projected to cost over NSD $1.6 trillion for development and procurement costs, making it the single most expensive development and procurement program in Carthaginian history.
The RFM-202 reached initial operating capability late 2009 and full-rate production began in 2010 with the order for 1,150 aircraft in the two-year Lot 4 contract. The current projected order stands at 14,320 aircraft for both the Air Forces and Navy with a production timeline of ten years without additional orders or exports. Options for an additional 2,000 aircraft depending on funding availability and strategic needs exist, with a decision to be delivered by the Defense Committee at a later date. Depending on exports and domestic fleet use, it is possible procurement may be extended beyond the 2020 date either through additional orders or a reduction in delivery rates.
Revision 5 software was delivered to the fleet in April 2011, improving electronic warfare processing speed and accuracy as well as correcting a number of bugs identified in previous software builds. No hardware modifications were included in the update, but the improved response time is believed to increase the RFM-202's survivability in high-threat environments. Revision 6 software was deployed in early 2015, along with an improved targeting pod designed to correct a perceived deficiency in daylight optical performance and the new MCU-6 processing unit for the avionics.
Schedule adjustment
In June 2016, the Defense Committee issued a report outlining its future plans for the RFM-202 production schedule. The option for 2,000 additional aircraft was to be exercised, broken into four 500-aircraft lots to be competitively tendered. An additional 400 aircraft order from Japan was also announced, and production at Carthaginian facilities was to be reduced from a peak of 200 aircraft per month to 100 aircraft per month by 2018, extending production through 2025. The reduced production schedule would result in the closure of the production line at the Ruhengeri Integration Facility, which is to be converted to an overhaul and maintenance facility.
Design
The RFM-202 Shaheen has a semi-monocoque fuselage with a large cantilever shoulder-mounted wing. Although the frame is constructed primarily from aluminum and titanium for strength and low weight, the majority of the skin is composed of composites. New titanium alloys were developed for the Advanced Multirole Program to increase strength and reduce weight. The wings are trapezoidal in shape with significant area, allowing for a low wing loading and excellent maneuverability and rate of climb. As with most fighters, it incorporates a tricycle landing gear arrangement with a wider track for carrier use. A twin tail arrangement with horizontal and vertical stabilators provides aerodynamic control.
The incorporation of thrust vector control into the twin engines significantly increases maneuverability over older designs, making the RFM-202 supermaneuverable. As with previous generations, the RFM-202 exhibits relaxed stability to increase control surface authority and improve response. The use of internal storage bays for the primary payload also eliminate the drag penalties on performance imparted by a munitions load, allowing the Shaheen to remain maneuverable even when fully laden. The powerful TFX-300-200V engines allow the Shaheen to supercruise at up to Mach 1.8, although lower cruising speeds are standard.
After the first generation RBM-233 Phantom, the RFM-202 and -203 are the second generation of stealth aircraft in Carthaginian service. They incorporate significant improvements in cost reduction and durability for stealth materials and more refined shaping, although the smaller size of the aircraft limits the effectiveness of stealth against longer wavelength radar emitters. Estimates place the RFM-202's frontal RCS as low as 0.0001 m2, with side and rear RCS as low as 0.005 m2, a significant improvement over legacy aircraft with 1+ m2 RCS.
Engines
The RFM-202 is powered by two Aerospace Alliance TFX-300-200V Stargazer variable cycle engines with 2D thrust-vectoring capability for improved maneuverability. Aerospace Alliance, a partnership of North Iberian Turbomechanics and Yatagarasu Turbo-engineering, designed the TFX-300-200V using a new core developed by North Iberian with blisks, gearboxes, several compressor stages, and other components produced by Yatagarasu. Compared to the Mitsubishi TFM-220-400 turbofans used in the AEF-33 Gyrfalcon, the TFX-300-200V is significantly more powerful and achieves greater fuel efficiency thanks to a higher engine temperature and a lower bypass ratio at supersonic speeds. The variable cycle is controlled by the FADEC system, allowing the engines to autonomously alter the bypass ratio for optimum fuel efficiency. Based on estimated performance figures, the TFX-300-200V is estimated to have a specific fuel consumption of 18.4 g/(s·kN) (0.65 lb/(h·lbf)). Due to the increased electrical demands of the onboard avionics, the engines are also capable of providing five times the electrical capacity of legacy aircraft.
An alternative engine, the Engine Union TFR-320-200 Starseeker was considered and trialed during testing but was not selected for production. Despite this, proposals to revive the design for consideration in future procurement orders are still being considered due to concerns about Aerospace Alliance's ability to deliver its contracted engines at the specified price. Both engines are compatible with the same mounting system but replacement between the types takes up to 24 hours. Due to the increased weight of the engine over legacy designs, a newer, higher-weight replenishment system was designed and deployed for use aboard navy aircraft carriers and replenishment ships to allow transfer of engines while underway.
The Stargazer and its installation into the RFM-202 are designed to minimize radar cross section and reduce infrared signatures. The engines are fed by a diverterless supersonic inlet into an S-duct to simplify the air intakes and reduce radar reflection, with heat-ablating tiles lining the exhaust ducts. In normal operation the engines are capable of propelling the RFM-202 to Mach 1.8 supercruise at altitude, and with afterburners lit can reach up to Mach 2.6. Despite this, the RFM-202 traditionally cruises in the high subsonic range rather than supersonic speeds in order to maximize range and fuel efficiency.
The use of thrust vector control permits reduced takeoff and landing distances, an important design factor due to the need to operate from constrained aircraft carrier flight decks and smaller, more austere forward airfields. TVC also enhances the Shaheen's low speed maneuverability and improves stealth and fuel efficiency at cruise speeds by reducing the use of control surfaces for maneuvering.
Armament
Primary weapon stowage for the RFM-202 is in a series of three internal payload bays, with an additional six external hardpoints. The central fuselage bay houses seven weapon stations while the outboard bays house two stations. The use of internal weapons bays allows the RFM-202 to remain stealthy while armed and reduces the aerodynamic penalties incurred by weapons carriage. When firing from the internal bays, weapons are ejected by hydraulic arms to rapidly clear the bay, minimizing the period of increased visibility during firing. Combined with the external hardpoints, a total of 10,600 kg (23,500 lb) of ordnance can be carried in a single sortie, although the external hardpoints may compromise the aircraft's stealth. While stealthed pylons have been developed, certain weapons including the legacy LGU-121X Red Magic series of gravity bombs are not designed for a low radar cross section. Low-RCS external fuel tanks have been designed for the RFM-202, allowing for extended-range missions if needed.
Each wing hardpoint can carry loads up to and including 1,000 kg (2,200 lb) bombs and heavy cruise missiles such as the SWR-787 Yakumo, while internal payloads are limited by available space. The inboard bay can carry seven medium missiles such as the SAR-775 Nagisa, while the outer bays can fit two short-range missiles such as the SAI-774 Sayaka, for a total of ten missiles. The compact SAR-779 Homura can be substituted into any of these hardpoints, with a special adapter allowing two missiles to be stored in place of one existing missile, allowing the RFM-202 to potentially carry 22 missiles internally.
Beginning with airframe #5A-1265 in 2011, a seventh external hardpoint was added to the aft fuselage to allow the use of the Low Observable Payload System (LOPS) developed for the AEF-32/33 Evolution programs. LOPS allows for expanded payload capability with reduced compromises to the aircraft's stealth due to the module's design. The module's doors can carry an additional pair of air-to-air missiles in addition to up to six LGU-1210 125 kg bombs, LGM-1230 glide bombs, or limited quantities of larger ordnance. The mount is plumbed and may also be used for fuel tanks or conventional external storage.
For strikes against ground targets, 1,000 kg (2,200 lb) bombs can be carried in the central payload bay, along with various air-to-ground and anti-radiation missiles such as the SGM-741 Takane and SGR-744 Makoto. Two LGM-123X Stardust Reverie series glide bombs can be attached to each inboard hardpoint, allowing a total of fourteen bombs to be carried internally alongside a basic self-defense air-to-air load in the outboard payload bays. Unlike older fighters, the RFM-202 does not require the use of an external targeting pod to deploy guided munitions, but deployment of ordnance is normally controlled by the weapon systems officer in the standard two-seat multirole variant.
The RFM-202 is armed with an internally-mounted CRA-342 25 mm caseless autocannon, capable of firing 6,000 rounds per minute. The CRA-342 is the first caseless weapon to enter service with the Carthage Defense Forces and uses a complex five-barrel, nine-chamber design to sustain its extreme rate of fire. The use of caseless ammunition enables significant savings in weight and volume for ammunition storage, allowing the CRA-342 to carry more cannon ammunition than its predecessors. The cannon is normally loaded with AM/DAP-965 SAPHEI low-drag rounds, replacing the CR440 API and CI442 HEI rounds used by the FG22 Moloch in previous aircraft. In addition to improved ballistics and terminal effectiveness, the AM/DAP-965 with the caseless cartridge enables an improved muzzle velocity of 1,200 meters per second (3,900 ft/s).
Avionics
The onboard avionics suite is designed to integrated the various sensors to a much greater degree than legacy aircraft, using the concept of sensor fusion to increase awareness. Data collected from the active and passive detection systems is managed by two Central Processing Clusters, eliminating the previously separate processors for each system. Each is composed of a number of individual modular processors capable of replacement in the field. The processors provide significantly increased computing power for improved signal processing and allow data collected by one system to be used by another more efficiently, such as using the passive detection system to cue searches by the AESA radar. The CPCs also provide improved redundancy, and can take up the processing tasks of non-functional processors in the event of failure or damage.
Each CPC contains space for 70 processing units, divided between data and signal processors. Only 50 slots in each CPC are populated, leaving room for additional growth in the short term. Provisions for a third CPC provide room for long term growth, along with plans to replace the current processor modules with more advanced designs at a later date. Data transmission is handled by a fiber-optic network, reducing weight and significantly improving bandwidth. Like the CPCs, the data network has sufficient bandwidth for significant growth in the future. While initial production units entered service with the MCU-4 processor, current production units use the significantly improved MCU-6 processor, which is expected to be backfitted to early models.
AW/FAI-337 Phantasmagoria Integrated Radar Suite
The RFM-202 is equipped with the Acheron Technologies AW/FAI-337 Phantasmagoria integrated radar suite, composed of forward and side-looking X-band AESA antennas in the nose and tail spike and L-band radar antennas mounted in the wing roots and vertical stabilizers. The forward X-band antenna is composed of 1,976 transmit/receive (T/R) modules, while the side and rear arrays each contain an additional 522 T/R modules. This provides a peak power for the forward antenna of over 30 kW, and an estimated range against fighter-sized targets of greater than 220 km (136 mi). The inclusion of the side-looking X-band arrays provides supplementary azimuth coverage to compensate for the narrower field of view provided by the fixed antenna, albeit with reduced range. The combined system provides full 360° coverage with a low probability of intercept, including in roles such as synthetic aperture mode and moving target indication for use against ground targets, high-resolution mapping, and automatic cuing, and provides full look-down/shoot-down capability for use against low-altitude penetration.
The L-band system is composed of four four-element modules along the leading edges on each side plus one four-element module in each vertical stabilizer to provide heightfinding capability (40 elements total). The system provides IFF recognition as well as limited counter-stealth detection and jamming capabilities against common datalink and satellite navigation frequencies, allowing the system to act as a passive detector as well as an active jammer if required. Four processing channels provide dedicated search and tracking, jammer classification, and noise filtration capabilities, allowing the radar to operate in higher-threat environments. The suite can also be used for non-cooperative target recognition purposes in the event an IFF signal cannot be received.
A portion of the radar antenna can be used as a datalink channel with compatible vehicles, although this requires the receiving vehicle to also possess an AESA radar in the same band with the necessary software to process the signal. This allows significantly higher data rates than conventional radio transmission as well as greater directivity for a lower probability of interception.
AW/EAW-571 Masquerade Passive Detection Suite
The AW/EWI-571 Masquerade is composed of a network of 24 antennas embedded throughout the aircraft, including the leading edges of the wings, the stabilizers, and the ventral/dorsal surfaces. These antennas collectively cover all expected transmission bands and can detect emitting targets at ranges exceeding 450 km (280 mi), greater than that of the Phantasmagoria radar suite. Each is smoothly faired into the airframe and protected by radar absorbent material designed to be permeable only to each antenna's operating frequency in order to maintain stealth. The Masquerade suite is considered crucial to the Shaheen's sensor fusion and stealth concepts, allowing the aircraft to detect targets at much longer ranges without compromising its own stealth.
In addition to functioning as a conventional radar warning receiver, the system can provide elevation and azimuth data in the forward arc, and at shorter ranges can provide velocity and range data to cue missile launches. It can operate in conjunction with the Phantasmagoria suite, providing specific high-threat targets for active scans and allowing the radar to minimize energy use and emissions. Based on any data provided by the NCTR systems, the suite can also compute likely detection ranges by enemy radar and discriminate between airborne and surface radar sets, allowing crews to take defensive measures to avoid detection or control the engagement to their advantage.
AW/EAI-550 Wonderland Multi-Spectrum Awareness System
As part of the Shaheen's self-protection system, the AW/EAI-550 Multi-Spectrum Awareness System (MSAS) provides full coverage for the aircraft through a network of seven two-color staring focal-plane arrays and six compact ultraviolet sensors, allowing it to detect missile launches including infrared guided missiles that would not be detected by the radar warning receiver. In this manner it is also used to cue directional infrared countermeasures for self-defense, using the two-color IR and UV sensors to reduce the high false alarm rate normally incurred by solely IR-based MAWS.
The MSAS also provides infared search and track capability against enemy aircraft, allowing the RFM-202 to detect and engage targets without activating its radar suite and potentially compromising its stealth. Front aspect targets up to 100 km (60 mi) and rear aspect targets up to 150 km (90 mi). The two forward-facing cameras in the wings allow targets to be passively ranged in the forward arc via parallax for passive engagement with IR-guided missiles. Combined with onboard target selection features, the IAS allows off-boresight lock-on after launch missiles to be fired in any direction once the target has been identified.
AW/EAG-554 Samidare Electro-Optical Ground Attack System
The Electro-Optical Ground Attack System (EOGAS) provides laser designation, laser rangefinding, laser warning receiver, and full-color and infrared camera capability for guiding ground-attack munitions. The system is integrated into the Shaheen's nose, eliminating the need for a separate targeting pod used on older fighters to guide precision guided munitions and allows the Shaheen to identify and engage ground targets at higher altitudes and without support from friendly forces. The features also allow the RFM-202 to perform low-altitude penetration missions, providing accurate visuals for nap-of-the-earth maneuvering in all weather conditions. For strike missions, these functions are normally handled by the weapon systems officer, who is also responsible for overseeing the integrated electronic defense system, although they can be operated by a single pilot, as is the case in the single-seat RFM-202AD.
AW/ENI-1702 Advanced Datalink System
To facilitate communication, the RFM-202 is equipped with the AW/ENI-1702 communications system, which incorporates multi-band radio capability to allow integration with ground units, ships, and other aircraft. The system incorporates encryption modules to ensure secure communications and is capable of modular upgrade and replacement in line with force-wide communications systems overhauls. As an additional security measure the datalink systems also conform to frequency hopping standards, reducing the probability of intercept. In addition to conventional radio communication, the RFM-202 is capable of transmitting and receiving information via radar, permitting much higher bandwidth than legacy systems as well as greater directivity and a lower probability of detection.
The AW/ENI-1702 system is also responsible for receiving signals from instrument landing systems, and can receive signals from both civilian and military landing infrastructure. For this reason it also includes a radar altimeter.
AW/EWI-324 Obake Electronic Defense Suite
The Shaheen integrates the functions of the AW/ENN-1875 jamming pod, allowing the RFM-202 to perform self-defense jamming without the need for an external pod as in legacy aircraft. Using the aircraft's greatly improved onboard processing power combined with the network of onboard sensors and transmitters, the integrated AW/EWI-324 defense suite is capable of more accurately and rapidly analyzing enemy radar transmissions, matching them against a known database of emitters, and selecting the appropriate countermeasures including common measures such as range gate pull-off/pull-in, inverse gain, and AGC against legacy radar and resolution cell jamming and terrain bounce against more modern monopulse radar. The system is also claimed to be capable of active cancellation against certain radar systems, depending on band and available processing power.
Using a networked connection between two or more aircraft, techniques such as blinking and coherent jamming can also be used for mutual protection. The newest addition to the jamming suite is the use of cross eye jamming due to the inclusion of wingtip-mounted transmitters, which in conjunction with the AW/SAE-2015 towed decoy provides an effective defense against conventional monopulse-guided munitions. The improved processing power also reduces the RFM-202's vulnerability to enemy jamming attempts. Due to the incorporation of these features in every aircraft as well as integrated compatibility with larger standoff jamming pods (such as the AW/ENN-1880), no planned electronic warfare, SIGINT/ELINT, or SEAD variants are planned.
In addition to the electronic warfare components, the RFM-202 is equipped with a standard suite of chaff and flare dispensers for use against conventional weapons, as well as directional infrared countermeasures to counter newer imaging infrared missiles. The AW/EDS-562 Multipurpose Countermeasure Dispenser is an improved variant of the AW/EDS-561 MCD used in the AEF-33, with modifications to reduce weight and alter the fit for the RFM-202's countermeasure bays. Provisions for DIRCM installation were made in early prototypes, and the system was first fielded in 2012. Combined with the radar jamming capability of the onboard electronic warfare suite, the RFM-202 is also resistant to attacks by multi-mode weapons.
Beginning with the Revision 4 software, additional deployable decoy and jammer capabilities were added, including compatibility with the AW/SAE-2022 expendable active decoy and AW/SAD-2018 air-launched decoy/jammer. The AW/SAR-2022 is compatible with the AW/EDS-562 MCD and can be automatically dispensed by the defensive aids system against incoming radar-guided munitions and the AW/SAD-2018 provides long-range decoy and jamming capabilities with both autonomous and man-in-the-loop guidance. These systems are in addition to the existing AW/SAE-2015 towed decoy which was integrated from the start of production.
Control and ergonomics
The RFM-202 employs a glass cockpit with a large central multifunction display and two smaller displays on the lower console to display information to the crew. Both the pilot and the WSO have access to the same controls, and the WSO is able to pilot the aircraft in the event the pilot becomes incapacitated. The speech recognition system employed on more modern variants of the AEF-32 and -33 was retained. Control inputs are provided by a right-handed HOTAS arrangement. The canopy is composed of 2 cm (0.75 in) fusion bonded polycarbonate, treated with an indium tin oxide coating to reduce radiation penetration into the cockpit, improving stealth and reducing crew radiation exposure.
Crewmen are seated in Sonozaki Avionics ST44M ejection seats equipped with canopy breakers in the event of a canopy ejection system malfunction. The ejection system is capable of operation in zero-zero conditions using a series of rockets for ejection, and is rated for use at speeds of up to 1,100 km/h (680 mph) provided the pilot's helmet remains intact. Consideration was given to reviving concept designs for self-propelled ejection seats to aid in pilot extraction, but were ultimately scrapped. Both crew seats are reclined at a 20° angle to improve g-force tolerance and ergonomics in flight.
Supplementing the Shaheen's fixed displays is a helmet-mounted display system developed by Icosium Computing, which allows pilots to take advantage of the RFM-202's sensor coverage to cue high off-boresight launches and continue to receive flight data even if engaged in other tasks. The initial Mythic I helmet was delivered for trials in 2005, but was replaced for production units with the improved Mythic II, which reduces system weight to alleviate neck strain and incorporates a more advanced head-tracking system for greater accuracy. The system also provides integrated night vision capability for pilots. With the helmet system incorporated into the design, the conventional heads-up display (HUD) mounted on the console was removed to save weight and cost. The RFM-202 is the first Carthaginian fighter since the late 1960s to omit a HUD, although the related RFM-203 also omits the display for identical reasons.
Stealth
The most radical improvement to the RFM-202's design over legacy fighters is the incorporation of stealth technology into the basic design. While late-model Falcons and Gyrfalcons incorporated signature-reduction technologies, the Shaheen and Kengewa were designed from the outset to minimize radar and infrared signatures to improve aircraft survivability and the ability to penetrate heavily defended airspace. Both aircraft make use of planform alignment and diverterless supersonic intakes to control radar reflection angles and reduce detection of internal components, especially the turbine blades. Serrated edges on the engine exhaust outlets and on payload and landing gear bay doors also contribute to shaping and absorbing radar returns. The increased use of composites in the airframe and skin also allows reduced radar reflectivity in addition to lower weight and higher strength compared to conventional aluminum or titanium components.
Initial trial models of the RFM-202 and -203 utilized conventional radar absorbent material painted coatings, requiring significant maintenance to maintain each aircraft's stealth characteristics. To improve mission readiness and lower maintenance costs, this coating was replaced in 2006 with a composite fiber stealth skin, which requires no ongoing maintenance and is more resistant to salt corrosion, an important factor for naval usage. The new material also eliminates the caulking and tape required to seal panels on older systems, such as the Inuk B-2 Spirit, significantly reducing maintenance time. Radar stealth is primarily optimized in the X- and S-bands most commonly used in fire control and missile guidance radar sets, and is of more limited use against lower-band systems such as VHF.
The engine nozzles are designed to reduce the aircraft's infrared signature and are protected by a heat-ablating coating. In addition to its radar-absorbing properties, the outer coating also exhibits reduced thermal emissivity and an internal active cooling system is used to reduce the buildup of heat during high-speed flight.
In addition to passive stealth technologies, the Shaheen also integrates active technologies to reduce or suppress the aircraft's signature. The electronic defense system is designed to detect and suppress electronic emissions from the aircraft, reducing vulnerability to passive detection. Using digital radio frequency memory and an onboard database of known emitters, the system is believed to be capable of active cancellation, sending back false returns tailored to specific threats and masking the aircraft's presence. In addition, the RFM-202 includes advanced route-planning software that in conjunction with the passive receiver system can plot paths designed to minimize exposure to known sensors while in flight, including sudden pop-up emitters.
Despite the implementation of more mature, lower-maintenance stealth technologies, the introduction of stealth still results in higher maintenance requirements, as radar signature inspections are required after extended servicing to certify aircraft for return to duty. The addition of onboard signature diagnostics equipment allows problems and faults in the aircraft's low observable features to be quickly identified and corrected.
Sustainment
To offset the increased support costs incurred from the introduction of stealth and maneuverability-enhancing technologies, significant effort was made to ease maintenance procedures where possible. The TFX-300-200V engine has 40% fewer parts than the previous Mitsubishi TFM-220-400 turbofans and can be removed with a more limited set of tools. The FADEC system incorporates onboard diagnostics allowing technicians to identify and resolve problems more quickly and accurately than older platforms. Efforts were made to reduce the need to remove components to service other equipment, and lower maintenance equivalents were used where possible to reduce service frequency. The major components of the avionics suite are composed of line replaceable units that can be quickly replaced in the field to return the aircraft to service.
The three primary variants share 80% commonality in parts overall and identical avionics suites, reducing supply chain costs. The RFM-202 also shares 30% part commonality with the RFM-203 Kengewa, mainly in engine, landing gear, and some electronics components. Servicing procedures between the two aircraft are similar, allowing for minimal retraining time.
Like other Carthaginian fighters, the RFM-202 is equipped with a retractable fuel probe for aerial refueling to increase mission radius. The two inboard wing hardpoints are plumbed to accept external fuel tanks, and all six may be used to carry refueling systems for buddy tanking, although this system is currently only employed by the Navy.
The airframe of the RFM-202 is expected to last 30 years in service for a total of 8,500 flying hours, although projections indicate it may be possible to extend this lifetime with minor to moderate reconditioning. At current duty cycles, the average cost per flight hour is estimated to be in the range of NSD$19,000-22,000, a 30% increase over previous fourth generation fighters. As additional airframes are fielded and maintenance and support procedures refined, it is expected this number will be reduced, with a target of $16,000 per flight hour by 2020.
Operational history
The first test flight of the XF-37 was conducted in February 1999 at the Al-Kedir Air Test Range, undertaken by Mehmud-Tabnit and Cordoba Aerospace. A second prototype began flying in March, and both aircraft were delivered to Zouave Air Base in Tanganyika for competition in October. Test and competition flights between the X-36 and X-37 prototypes continued through February 2001, assessing numerous performance parameters including speed, stealth, landing and takeoff distance, and maneuverability. Neither prototype was delivered with functional weapons systems or a finalized avionics suite and instead used ballast weights to simulate war loads. Tests indicated the X-37 to be more maneuverable and stealthier than the X-36, which was determined to be faster and judged less expensive. In March the X-37 was announced as the winner of the competition, with its advantages in size and stealth believed to be decisive factors in the decision. Mehmud-Tabnit was appointed lead contractor and Bissau Corporation was taken on as a subcontractor.
From 2001 work proceeded on developing the prototypes into functional combat aircraft, with the delivery of the first production prototypes due in 2004. However, complications related to the stealth and maneuvering systems delayed delivery to 2006, with the first dozen examples being delivered to the Punic Navy. Incomplete software limited ground attack capability in early prototypes although this was rectified with later updates starting in 2010. Low-rate production was authorized in 2007 to begin in 2008 with long-lead orders being placed with relevant subcontractors, and the first initial production models were delivered to the fleet in April 2009. Difficulties ramping up production to meet the projected schedule prevented full-rate production from being reached until late 2010.
Introduction into service
The RFM-202 reached initial operation capability October 2009 with CFS-198 Black Lancers, and was first deployed to sea in mid-November aboard the aircraft carrier Nova Carthago. Further deliveries resulted in another four squadrons operational by the end of 2010, during which period the Shaheen reached full operational capability and entered full-rate production. Squadrons flying the new fighter received higher priority for assignment to exercises to improve familiarity with the new aircraft and to further develop air combat techniques to take full advantage of the new capabilities. In 2013, the Southern Command Combined Fleet reached full operational capability with its complement of RFM-202s, replacing all AEF-33s in service. Replacement of the Gyrfalcon in other fleet units continues with a priority on units operating older-model fighters.
The first AG variants entered service in mid-2010 with the 22nd Tactical Fighter Squadron of the Carthage Air Forces. Since then twenty squadrons have been converted to the new aircraft, and the Air Forces continue to integrate and refine large-scale support infrastructure. The initial focus of Shaheen-equipped squadrons is air superiority and higher-risk interdiction roles, freeing up AEF-33 squadrons for ground attack and more conventional interdiction roles. The first AD variants entered service in 2012, and six squadrons have been converted. The AD variant currently has a lower production priority than other variants due to its more specialized role.
Kilovosk conflict
The first overseas deployment of the RFM-202 occurred in June 2014, with three squadrons of RFM-202AGs deployed to the Kilovosk conflict as part of the Aels Expeditionary Support Force. RFM-202s were primarily employed in air superiority and interdiction missions throughout the war, accounting for 146 out of 243 confirmed Carthaginian kills of South Voskian aircraft with no reported losses. Confirmed kills include 47 MiG-29s, 31 MiG-23s, twelve MiG-21s, and nine Su-22s, with the remainder composed of support and non-combat aircraft. Northern coalition air superiority was achieved within five days of the beginning of the conflict, after which the squadrons were deployed in air-to-ground interdiction and suppression roles.
Variants
RFM-202N
The base RFM-202N is designed for CATOBAR carrier operations, as the twin-engine component of the Advanced Multirole Program is an outgrowth of the original Navy Fighter Modernization Program. Unlike other variants, the baseline RFM-202N incorporates a folding wing mechanism for more efficient carrier storage and a strengthened tailhook for arrested landings. The naval version also uses a different landing gear door arrangement, with the doors designed to scissor open and serve as a small canard when deployed, reducing landing speeds for carrier operations. The RFM-202N greatly outperforms the AEF-33NR Gyrfalcon in range, speed, agility, and signature reduction, and is supplemented by the single-engine RFM-201TM1N Falcon Lite as the primary offensive strength of Carthaginian carrier air wings.
RFM-202AG
The land-based RFM-202AG fulfills the role of a multipurpose strike fighter for the Carthage Air Forces, replacing the AEF-33 Gyrfalcon. The AG variant uses lighter components and removes the folding wing mechanism, resulting in improved performance and range versus the baseline N variant. It also uses a simpler sawtooth folding door for the nose gear. The AG variant is currently some 1,300 kg (2,900 lb) lighter than the N variant, with an additional 110 km (85 mi) combat radius for the same mission profile. However, it retains the same salt-resistant coating and may accept most replacement parts from the navalized variant.
RFM-202AD
The RFM-202AD is a specialized single-seat variant designed for greater emphasis on air-to-air combat. The AD has a larger combat radius than the N or AG variants due to the additional fuel storage located in the space formerly occupied by the WSO position and incorporates additional structural lightening for improved maneuvering performance. Current range estimates have placed the increase at 220 km (140 mi) over the AG model, and a combined 330 km (200 mi) over the N model. However, the AD retains the same targeting and sensor systems as the other variants, allowing it to be used in ground attack roles if necessary. Introduction of the AD variant was delayed by three years due to problems meeting weight targets, but the first production models were delivered to the 201st Air Defense Squadron in September 2012.
Operators
- Carthage Air Forces - 2,210 active aircraft as of June 2015
- Air Forces Fighter Command
- Air Forces Evaluation Command
- Air Forces Reserve Command
- Punic Navy - 750 active aircraft as of June 2015
- Carrier Fighter Force
- Naval Air Evaluation Division
- Naval Training Command
- Naval Air Reserve
Gensokyo Republic
- Republic Aerospace Corps - 280 active aircraft as of May 2015
- Republic Navy - 160 active aircraft as of May 2015
Japan
- Imperial Navy - 600 active aircraft as of April 2015
Aircraft on display
X-37
- 1A-1501: National Museum of Science and Technology, Carthage, Capital Region
- 1A-1502: Carthage Air Forces Museum, Kinshasa, Congo Territory
Specifications (RFM-202N)
General Characteristics
- Crew: 2 (Pilot, weapon systems officer)
- Length: 20.30 m (66.6 ft)
- Wingspan: 14.97 m (49.1 ft)
- Height: 5.25 m (17.2 ft)
- Empty Weight: 20,350 kg (44,860 lb)
- Loaded Weight: 31,025 kg (68,398 lb)
- Max Takeoff Weight: 41,700 kg (91,900 lb)
- Powerplant: 2 × Aerospace Alliance TFX-300-200V Stargazer 2D thrust-vectoring afterburning turbofans
- Dry Thrust: 130 kN (29,000 lbf)
- With Afterburner: 200 kN (45,000 lbf)
- Fuel Capacity: 10,900 kg (24,000 lb) internally; 13,500 kg (29,800 lb) w/external tanks
Performance
- Maximum Speed:
- At Altitude: Mach 2.6 (2,762 km/h) at 17,000 meters
- Supercruise: Mach 1.8 (1,900 km/h)
- Range: 2,000 km (1,200 mi) w/external tanks
- Combat Radius: 1,200 km (750 mi) for interdiction mission
- Ferry Range: 5,900 km (3,700 mi) w/external tanks
- Service Ceiling: 20,000 m (66,000 ft)
- Rate of Climb: 350 m/s (69,000 ft/min)
- Wing Loading: 340 kg/m2 (70 lb/ft2)
- Thrust-to-Weight Ratio: 1.31 w/air-to-air load and 75% fuel
- Maximum g-load: -3.0/+9.0
Armament
- Guns: CRA-342 Canaria 25 mm 5-barrel caseless rotary-revolver cannon, 940 rounds
- Hardpoints: 1 internal central payload bay with 7 hardpoints, 2 internal wing bays with 2 hardpoints each; Up to seven external hardpoints (3 per wing, 1 fuselage); 10,600 kg (23,500 lb) total payload
- Stealth Air-to-Air:
- 2 × SAI-774 Sayaka IR-guided LAAM
- 4 × SAR-779 Homura Radar-guided AKAAM
- 7 × SAR-775 Nagisa Radar-guided LRAAM
- Stealth Air to Ground:
- 2 × SAI-774 Sayaka IR-guided LAAM
- 4 × SAR-779 Homura Radar-guided AKAAM
- 8 × LGM-1230 Stardust Reverie glide bomb or
- 4 × EGI-552/EGS-562 500 kg smart bomb
- Stealth Air-to-Air:
Avionics
- AW/FAI-337 Phantasmagoria Integrated Radar Suite
- 1 × Forward X-band AESA radar in nose cone
- 2 × Side X-band AESA radar
- 2 × Forward L-band AESA radar in leading-edge extensions
- 1 × Rear-facing X-band radar in tail spike
- AW/EAW-571 Masquerade Passive Detection Suite
- AW/EAI-550 Wonderland Multi-Spectrum Awareness System
- 7 × Infrared tracking camera
- 6 × Ultraviolet tracking sensor
- Missile approach warning system
- AW/EAG-554 Samidare Electro-Optical Ground Attack System
- AW/EWI-324 Obake Electronic Defense Suite
- AW/ENI-1702 Advanced Datalink System
- AW/EDS-562 Multipurpose Countermeasure Dispenser