PAU International Kingfisher
 | 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. |
| Kingfisher | |
|---|---|
| File:PAU International Kingfisher side.png | |
| PAU International Kingfisher | |
| Role | Transport aircraft |
| National origin | Anikatia/United Republic |
| Manufacturer | PAU International |
| First flight | ??? |
| Introduction | ??? |
| Status | ??? |
| Primary user |  Anikatian Air Force
|
| Produced | ???–present |
| Number built | 50+ |
| Unit cost |
Kingfisher IX NSD $TBA (flyaway cost, 2014)
|
The PAU International Kingfisher is a long-range strategic airlift, ground effect fixed-wing aircraft. Manufactured by PAU International, a joint venture between Emmerian firm Praxis and Anikatian firm Nykov, it is produced in United Republic and Anikatia. It is the world's largest and heaviest aircraft, requiring airports to upgrade accommodations to service it. Though designed originally and primarily as a strategic airlift cargo aircraft for military purposes, its outstanding long range performance has led to the development of civilian airliner variants.
History
Development history
The Kingfisher originated in the form of two separate, independent programs in the 1990s by the United Republic and Anikatia (the latter then known as the DSRA). Both nations were seeking large-capacity transport aircraft for their military forces to provide next-generation cargo capabilities.
The U.R. program, dubbed Future Strategic Lifter (FSL), was aimed at developing a large, extended-range ground effect cargo aircraft to provide rapid transportation across Pardes. The program was one of several aimed at the transformation of the United Republic Army into a more modular force capable of rapidly responding and deploying to regional crises throughout Pardes.
Following the fall of the DSRA, the new Anikatian republic released previously classified information revealing the existence of a similar development program within the country. The Anikatian programs into ground effect aircraft had been ongoing since the early 1980s, as such a design would be able to more swiftly respond and supply operations in southern Ashizwe and support any plans for reclaiming the Dominion of Seulbyeni. A number of Some manned and unmanned prototypes were built and tested throughout the DSRA's existence, these ranging up to eight tons in displacement.
The Anikatian ground effect program continued, it produced one of the most successful ground effect designs for the period, the 125-ton Orlynok-class. These craft were developed as high-speed military transports, however the design had problems with poor longitudinal stability and a need for more reliable navigation. The Navy ordered 25 Orlyonok-class, but this figure was later reduced to fewer than 10 vessels. A few Orlynoks served with the People's Navy from 1986 to 2001.
Later experience from the retaking of the Seulbyeni Islands served to highlighted the importance of strategic lift aircraft for projecting and supporting operations overseas. But also the lack adequate designs to meet the demands on modern warfare, this led to the focus and development of on a far larger designs, dubbed the Project 1092.1'. Since the collapse of the DSRA brought an end to the Cold War during which both nations have been adversaries, the United Republic and Anikatia engaged in mutual cooperation and negotiations eventually culminating in the Emmerian-Anikatian Joint Co-operation Treaty signed in Antiytia.
This cooperation led to a close and rapidly evolving military relationship. Given the similarities in the large cargo transport programs in the two countries, the huge risk and significant costs associated with the development effort, and post-Cold War reduction of military budgets throughout the region, the development efforts were consolidated into a single joint venture bringing together Anikatian company Nykov and Emmerian company Praxis as Pardes Aerospace United International (PAU International).
Future Strategic Lifter
In 1980s and 1990s, the United Republic Air Force embarked on a comprehensive strategic and tactical air transportation aimed at revitalizing Emmerian air transport capabilities. The objective of the effort was to supplement existing strategic and tactical lifters such as the C-130 and C-5. In 1990, the C-17 program produced a strategic transportation aircraft, which formed a primary component of U.R. strategic airlift capabilities.
When the U.R. Army initiated its Future Mechanized Brigade effort in the mid-1990s, its long-term air deployability goals were difficult to achieve. The Army desired to be able to rapidly deploy large amounts of forces worldwide within short timeframes, and the FMB program was designed to produce a lightweight, highly deployable future force to accomplish that objective. However, while it would eventually produce the Knight CCV and related elements, the Army's armored warfare forces were still envisioned as the primary element through which modern conventional warfare would be carried out.
In 1998, the Air Force commissioned the Institute for Strategic Studies to issue what became known as the Long-term air mobility report, which analyzed numerous trends in aerospace innovation related to military transportation. The report prompted the initiation of two parallel programs in a "system of systems" modernization effort. The first was the Future Theater Mobility Aircraft (FTMA), an aircraft that could tilt its wings slightly to produce shorter takeoff distances and carry a 40-tonne payload, to replace the C-130. The second was the Future Strategic Lifter (FSL), which would aim to provide next-generation strategic lift capabilities with an extended-range, unprecedentedly large aircraft.
In the early stages of the FSL effort, a number of concepts were analyzed and explored. Eventually, the finalized requirements comprised the development of a large, ground effect aircraft capable of carrying a much larger payload than operational strategic aircraft. By 1998, the Air Force issued a solicitation to the industry for development proposals.
A 2002 cargo transport assessment conducted by the United Republic Air Force identified a number of key issues with the FSL program:
- To exploit tailwinds and avoid poor weather conditions endangering the aircraft, extensive flight planning would be required.
- Low-altitude flight characteristics require the aircraft to be extensively automated.
- The aircraft's size makes ground maneuvering difficult.
- The aircraft exceeds weight and size limits of most runways and taxiways in the world.
- The cruising altitude of the aircraft over sea is so low that it may be at risk from rogue waves.
- The vast size of the aircraft would mean a tremendous investment to develop an operational product. Since it is very large, the FSL would require more power for takeoff than for cruise. This would increase the mass of the engines, thus reducing payload and aircraft efficiency.
Accordingly, a large number of potential alternatives were analyzed by the Air Force for strategic airlift. Ultra-Large Airlifters (ULAs), airships with very large cargo capacity, were included in an analysis of alternatives; such aircraft would lift less than the WIG aircraft while traveling significantly slower.
Anikatian development program
Project 1092.1
Anikatian-U.R. joint development
By 2003, the effort was nearing cancellation, deemed too large a development effort. However, declassified documents from the Anikatian government, released following the collapse of communist rule, revealed a similar development program had taken place in Anikatia, also on the verge of collapse. The U.R. Air Force approached Anikatian authorities for possible joint development, revitalizing the program significantly. Competitors in the early stages of the competition were generally aerospace teams comprising Anikatian and Emmerian defense contractors.
Eventually, the designs submitted by the team led by Praxis and Nykov was selected. The two companies consolidated their efforts as PAU International and led the subsequent development effort that lasted several years.
Design
The Kingfisher is a large, high-wing transport aircraft. It has a distinctive high T-tail and downward sloped gull wings. and four PAU International DTP-70M turbine engines, driving four contra-rotating propellers. It has both nose and aft doors for swift loading and unloading of cargo. The cockpit and crew areas have cabin pressurization, though this does not extend into the cargo areas which remain unpressurized. though the Cargo variants comes with on board cargo handling equipment, on-board mobile cranes, mooring equipment. The central storage area comprises an upper fuselage storage compartment and a lower fuselage storage compartment along with extra wing storage cavities, all cargo holds are configured to be able to receive a standard freight cargo containers. Kingfisher is able to carry up to 17 M9 Hunter main battle tanks, 4,800 paratroopers or 4,000 soldiers with full equipment in a single trip. Up to 1,300 tonnes (1,400 tons) of cargo can be carried in a military Kingfisher; as an airliner can carry up to 5,000 passengers at a time, depending on airliners seating configurations. The aircraft has an advanced altitude control system that manages the altitude of the aircraft when it is flown in ground effect mode. This system comprised a sophisticated array of sensors including radar altimeters, laser altimeters, cameras, that actively facilitates accurate altitude calculation, even over relatively rough terrain as it adjusts for any risks or obstacles. This allows the aircraft to safety maintain its altitude at a predetermined distance above the surface over which it is traveling in ground effect mode.
Propulsion
After considering a number of options, from both nations it was decided to create a new engine, based on the Anikatian G-TM1U-5M marine gas turbine produced by Bulgakov. This was one of the few engines powerful enough to suit the task, however it still lacked the full power required to support the new aircraft. A new engine program was then undertaken through the cooperative effort of the Pardes Aerospace United International (PAU International) company with the key aims of improving performance and revamping the G-TM1U-5M engines by reduce its weight. This program led to the creation of the substantially revamped PAU International GTE-35P turbines engine, this produced 35,000 kW (46,935 shp), they were then combined into the larger DTP-70M 'Duel Turbine Propulsion' system, a unique setup of the power plant which is combined two smaller GTE-35P engines stacked together within the engine nacelles and coupled through a common gearbox to coaxial contra-rotating propellers, each of those propellers is diameter 15 m (49.21 ft). At peak output with both GTE-35P engines operating the each of the four DTP-70M propulsion systems produces 70,000 kW (93,871 shp) with a total combined output of 280,000 kw (375,486 shp). However the second engine is used primarily for take offs and stopped through most of a usual flight to conserve fuel and extend endurance for cruise flight. When additional thrust is required, the second engine can be brought online and the clutch is feathered in after the speed of its output is matched to that of first engine to thereby permit the second engine to contribute to the production of thrust.
Variants
- PAU-01A
- Initial prototype.
Military variants
- C-32 Kingfisher
- Emmerian built military variant designated C-32 Kingfisher by the United Republic Air Force.
- Ny-144
- Anikatian built military variant designated Ny-144 by the Anikatian Air Force.
- PAU International Kingfisher IXD
- International export defense version of the Kingfisher.
Civil variants
- Praxis 494 Skyking
- Emmerian marketing designation by Praxis for the civilian airliner version.
- Praxis 494F Skyking
- Emmerian marketing designation by Praxis for the commercial freighter version.
- Nykov Ny-147T Kingfisher
- Anikatian marketing designation by Nykov for the civilian airliner version.
- Nykov Ny-147F Kingfisher
- Anikatian marketing designation by Nykov for the commercial freighter version.
- PAU International Kingfisher IX
- International export airliner version of the Kingfisher.
- PAU International Kingfisher IXF
- International export commercial freighter version of the Kingfisher.
Proposed variants
- PAU International Kingfisher IXCP
- International export version of the Kingfisher utilising the propulsion technology offered by Anacom Aerospace. This variant would be powered by highly advanced cryogenic fueled liquid hydrogen turbojets. If this variant were to be produced it would represent a milestone in international cooperation, being a joint partnership between companies of the nations of Tarsas, Emmeria and Anikatia who also represent the three key military alliances of RCO, CDI, and ARCS respectively.
Operators
Military operators
- Anikatian Air Force - 10 in service; 50 on order.
Commonwealth Air Force - 9 in service; 27 on order.
Royal Airforce - 2 in service; 8 on order.
Eagleland Air Force - 7 in operational service; 13 on order
- File:NB flag in Pardes.png Imperial Air Force (Belhavia) - ??? on order.
United Republic Air Force - 13 in operational service; 51 on order.
Civil operators
- Anikatia Airlines - 3 Nykov Ny-147T Kingfisher passenger airliners in service.
- AirFreight Anikatia - 3 Nykov Ny-147F Kingfisher commercial freighter aircraft in service.
- Anikatia Post - 1 Nykov Ny-147F Kingfisher commercial freighter aircraft in service.
- Belfrasian Airways - 3 Praxis 494 passenger airliners in service.
- Belfrasian Freightway - 2 Praxis 494F freight planes in service.
- File:NB flag in Pardes.png Imperial Continental Airways - ??? on order.
- Air Emmeria - 2 Praxis 494 passengers airliners in service.
- Atlas Airlines - 3 Praxis 494 passenger airliners in service, 1 on order.
- Union Air - 2 Praxis 494 passenger airliners in service.
- United Logistics Systems - 3 Praxis 494F freight planes in service.
Specifications
General characteristics
- Crew: 6 typical (pilot, copilot, navigator, senior flight engineer, two loadmasters)
- wikipedia:Payload: 1,300,000 kg (2,866,009 lb)
- Length: 167.64 m (550 ft)
- Wingspan: 152 m (500 ft)
- Height: 45.72 m (150 ft)
- Empty weight: 453,592 kg (1,000,000 lb)
- Loaded weight:
- 1,270,000 kg (2,799,870 lb) (normal)
- 1,451,495 kg (3,200,000 lb) (maximum) ()
- Max. takeoff weight: 1,995,805 kg (4,399,997 lb)
- Powerplant: 8 × PAU International DTE-70M 70,000 kW (93,871 shp) turbines, () each
Performance
- Maximum speed: Mach 0.59 (724 km/h, 450 mph, 390 knots)
- Cruise speed: Mach 0.36 (445 km/h, 276 mph, 240 knots)
- Range:
- 18,000 km (10,000 nmi; 11,185 mi) (above ocean at 5-15 m above sea level)
- 12,000 km (6,500 nmi; 7,500 mi) (above land at altitude up to 6,100 m) ()
- Service ceiling: 6,100 m (20,000 ft)
Avionics
- Integrated communication and navigation control panel and flight management system
- Upgraded EFIS with LCD indicators
- Inertial navigation system
- Enhanced Ground Proximity Warning System
- TCAS
- SELCAL
- Weather radar
- Radar altimeters
- Laser altimeters
- External ground mapping cameras
- ACARS with satellite communication.
- Flight Data Recorder and Cockpit Voice Recorder
- Acheron AN/APY-15 multi-mission maritime surveillance radar
See also
- Aircraft of comparable role, configuration and era