Scorza C.96 Squalo

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Scorza C.96 Squalo
C96Fighter1.jpg
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 Altomare C.87 Ciclone fighter aircraft and the 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 Alpina 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.

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 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 Scorza C.96 Squalo is a multirole fighter aircraft, intended as a light-weight and agile aerial platform with advanced, highly adaptable avionics. It has canard control surfaces that contribute a positive lift force at all speeds, while the generous lift from its delta wing design allows for the rear stabiliser to produce negative lift at high speeds. Being intentionally unstable and employing digital fly-by-wire flight controls to maintain stability improves manoeuvrability, and reduces drag. The C.96 was also designed with rough field and short takeoff performance in mind, being able to maintain a high sink rate and strengthened construction to withstand the stresses of short landings. Two air brakes are located on the sides of the rear fuselage; the canards also angle downward to act as air brakes and decrease landing distance. It is capable of flying at a 70–80 degrees angle of attack.

The C.96 Squalo was designed with the intention of providing as long a service life as reasonable feasible, roughly 50 years, The aircraft was designed it to have low maintenance requirements and major systems such as the engine and radar are modular to reduce operating cost and increase reliability The C.96 was designed to be flexible, so that newly developed sensors, computers, and armaments could be integrated as technology advances.

Avionics and sensors

All of the C.96's avionics are fully integrated using five digital data buses, in what is described as "sensor fusion". The total integration of the avionics makes the aircraft a "programmable" aircraft, allowing software updates to be introduced over time to increase performance and allow for additional operational roles and equipment. The C.96's software is continuously being improved to add new capabilities, as compared to the preceding aircraft, such as the Altomare C.87 Ciclone, which was updated only in an 24-month schedule.

Much of the data generated from the onboard sensors and by cockpit activity is digitally recorded throughout the length of an entire mission. This information can be replayed in the cockpit or easily extracted for detailed post-mission analysis using a data transfer unit that can also be used to insert mission data to the aircraft. The C.96 was designed to operate as one component of a networked military, which allows for automatic exchange of information in real-time between the aircraft and ground facilities such a radar installations or theater command centers. The aircraft's tactical navigation system combines information from multiple onboard systems such as the air data computer, radar altimeter, and Stella Nord satellite navigation system to continuously calculate the aircraft's location.

The C.96 entered service using the C/ARA-96A pulse-Doppler X band multi-mode radar, developed by ENCONLU. The all-weather radar is capable of locating and identifying targets 120 km (74 mi) away, and automatically tracking multiple targets in the upper and lower spheres, on the ground and sea or in the air. It can guide several beyond visual range air-to-air missiles to multiple targets simultaneously. ENCONLU has stated the C/ARA-96 is able to handle all types of air defence, air-to-surface, and reconnaissance missions

The introduction of the C96C/D versions in 2004 say an enhanced version of the version of the C/ARA-96A, the ENCONLU C/ARA-9B, enter service. This enhanced version has a 150% increase in high-altitude air-to-air detection ranges, detection and tracking of smaller targets at current ranges, 140% improvement in air-to-air mode at low altitude.

The C.96E/F models, introduced in 2015, feature a new AESA radar, the ENCONLU C/ARA-96C. In addition, the new C.96 integrates the C/AAS-93 Infra-red search and track (IRST) sensor, which is capable of passively detecting thermal emissions from air and ground targets in the aircraft's vicinity. The sensors of the C.96E/F are claimed to be able to detect low radar cross-section (RCS) targets at beyond visual range. Targets are tracked by a "best sensor dominates" system, either by onboard sensors or through the Transmitter Auxiliary Unit (TAU) data link function of the radar. The C/ARA-96C again includes increases in detection range at both high and low altitudes and features full integration of modern weapons such as the AIM-95 and AIM-15 beyond-visual-range missiles.

Cockpit

The cockpit of a C.96C/D (top) compared to the cockpit of the C.96E/F (bottom). The C.96E and C.96F feature a newly developed Wide Area Display cockpit panel.

The primary flight controls are compatible with the Hands On Throttle-And-Stick (HOTAS) control principle;– the centrally mounted stick, in addition to flying the aircraft, also controls the cockpit displays and weapon systems. A triplex, digital fly-by-wire system is employed on the C.96's flight controls with a mechanical backup for the throttle. Additional functions, such as communications, navigational and decision support data, can be accessed via the Up Front Control Panel, directly above the central cockpit display. The C.96 includes a highly advanced cockpit display system intended to provide pilots with a high level of situational awareness and reduce pilot workload through intelligent information management, with information from onboard sensors and databases being combined and automatically analysed, with useful data being presented to the pilot via a wide field-of-view Head-Up Display, three large multi-function colour displays, and optionally a Helmet Mounted Display System (HMDS)

Of the three multi-function displays (MFD), the central display is for navigational and mission data, the display to the left of the center shows aircraft status and electronic warfare information, and the display to the right of the center has sensory and fire control information. In two-seat variants, such as the C.96D and F models, the rear seat's displays can be operated independently of the pilot's own display arrangement in the forward seat. Scorza has promoted this capability as being useful during electronic warfare and reconnaissance missions, and while carrying out command and control activities. The MFDs are interchangeable and designed for redundancy in the event of failure, flight information can be presented on any of the displays. Scorza and ENCONLU jointly developed the the Pitone HMDS for use in the C.96. By 2008, the Pitone HMDS was fully integrated on operational aircraft, and is available as an option for export customers. The HMDS provides control and information on target cueing, sensor data, and flight parameters, and is optionally equipped for night time operations and with chemical/biological filtration. All connections between the HMDS and the cockpit were designed for rapid detachment, for safe use of the ejection system.

Engine

A technician inspecting a C.96C's Abruzzo AE-25036 engine

All in-service C.96 aircraft as of January 2018 are powered by a Abruzzo AE-25036A turbofan engine. The AE-25036 is fed by a Y-duct with splitter plates; changes include increased performance and improved reliability to meet single engine use safety criteria, as well as a greater resistance to bird strike incidents. Several subsystems and components were also redesigned to reduce maintenance demands. Between January 2018 and November 2020, the C.96 had accumulated over 143,000 flight hours without a single engine-related failure or incident.

The C.96E/F models, introduced in 2015, are equipped with the Abruzzo AE-25036A powerplant, a update to the original Abruzzo AE-25036 design. The AE-25036A can produce 20% greater thrust than the original Abruzzo AE-25036 engine, enabling the C.96E/F to supercruise at a speed of Mach 1.1 while carrying an air-to-air combat payload.

Equipment and armaments

A Shenandoahan Air National Guard F-4C Cardinal undergoing in-flight refuelling

The C.96 is compatible with a number of different armaments, beyond the aircraft's single 30 mm Srad CDR-3080 cannon, including air-to-air missiles such as the AIM-92 infrared homing air-to-air missiles, AIM-95 and AIM-15 beyond-visual-range missiles, air-to-ground missiles such as the AAM-75, and anti-ship missiles such as the AAM-18 anti-ship missile

In flight, the C.96 is typically capable of carrying up to 6,500 kg (14,330 lb) of assorted armaments and equipment. Equipment includes external sensor pods for reconnaissance and target designation, such as C/AFT-10 targeting pod or the Alfieri S.p.A C/ACQ-11 electronic countermeasure pod. The C.96 has an advanced and integrated electronic warfare suite, capable of operating in an undetectable passive mode or to actively jam hostile radar; a missile approach warning system passively detects and tracks incoming missiles. In May 2016, it was announced that Scorza will be the first to offer the BC/ACQ-13 digital radio frequency memory jammer expendable Active jammer developed by Alfieri S.p.A.

The C.96 is also equipped to use a number of different communications standards and systems, including secure radio, CODSAI interservice standard datalink, and satellite uplinks. Equipment for performing long range missions, such as an air-to-air refuelling probe and Onboard Oxygen Generation System (OBOGS), was integrated on the C.96C/D models.

Operational history

A C.96A of the 37° Stormo deploys defensive flares while providing close air support for ground forces during the 1997 Sable Conflict

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 aircraft 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

Specifications (C.96E)

An F-4 Cardinal in service with the Shenandoahan Air National Guard being towed into position for take off from an road runway in <name>.

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-25036A 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

Avionics

See also

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