M-346 Master - Design
A complete in-flight Embedded Tactical Training Simulation (ETTS) suite is a key M-346 feature and, in turn, the core element of an Integrated Training System (ITS). ETTS enables the M-346 to offer the whole spectrum of simulated training functions. An M-346-based ITS therefore requires no actual deployment of various air and surface threats, installation of expensive on-board sensors, carrying and firing of training weapons. This greatly reduces logistic and pilot training costs. In complex tactical training missions the ETTS makes possible the reduction or elimination of additional aircraft by replacing all or part of them with Computer Generated Forces (CGF), both friend and enemy. ETTS functions can support Stand Alone (flying a singleton mission) or multi-ship networked operations, with aircraft networked via a dedicated Training Datalink to exchange Tactical Scenario data with other real participants.
Avionics are based on a Main Computer and Symbol Generator (MCSG) and a Miscellaneous Computer (MISCO). Two dual-redundant digital data buses (MIL-STD-1553B). Modular avionics architecture to integrate new systems/equipment, sensors and weapons, providing significant growth potential. The Pilot-Vehicle Interface is representative of latest generation glass cockpit environment, Night Vision Goggles (NVG) compatible instrumentation and lighting, it offers the same layout in each crew position.
The M-346 introduces aerodynamic solutions previously found only on fighters. Wing LERXs (Leading Edge Root eXtensions) generate vortex lift, while computer-controlled leading edge flaps offer variable camber wings. These solutions enhance aerodynamic efficiency, maneuverability and high angle of attack flight. Differential all-moving horizontal “tailerons” further increase controllability, particularly at high angles of attack. This is complemented by the engine air intakes, placed under the LERX and canted upwards, to provide distortion-free airflow to the engines in all flight attitudes.
The Flight Control System is Quadruple-redundant, self-reconfigurable in case of failure, Full Authority Digital Fly-By-Wire. The Flight Control System (FCS) has four identical flight control computers at its core. In conjunction with its peculiar aerodynamics, the FCS endows the M-346 with flight characteristics similar to the latest fighters. The FCS offers both manual (three-axis stability and control augmentation, carefree handling) and automatic (flight director and auto-pilot) capability. It also serves as a data exchange interface between the avionics system, back-up instruments and engine FADECs. The quadruplex architecture allows the M-346 to operate safely even after two consecutive failures.
The reconfigurable FCS can be tailored to present students with progressive levels of difficulty as they build up towards front line fighter characteristics: different limits of Angle of Attack, Maneuver Load Factor and Roll Rate can be selected, helping inexperienced pilots transition from basic trainers to combat aircraft. A Pilot Activated Recovery System (PARS, the so-called “panic button”) is fitted for automatic recovery from unusual flight attitudes. When activated it returns the aircraft to a level wings slightly climbing flight-path to allow the pilot to recover control.
The airframe is designed to damage tolerance concepts. Main structural elements of aluminum alloys, with titanium alloys and steel used in specific areas. Most fuselage skins, access doors and panels, air intakes and ducts made from composites (carbon fiber, Kevlar). Metal-to-metal bonding used for control surfaces to minimize part count. Structural S-HUMS segment to monitor individual aircraft usage and evaluate expired/ residual airframe fatigue life of. Fatigue life up to 10,000 flight hours.
The landing gear is equipped with single wheels on telescopic suspension actuated by primary and emergency hydraulic systems which also power the parking brake. “Brake-by-wire” and anti-skid braking technology Dual-gain and fail-safe nose wheel steering uses “steer-by-wire” controls.
Two interchangeable modular Honeywell F124-GA-200 twin-shaft turbofans are designed to on-condition maintenance philosophy: no scheduled overhauls, replaced by respectively 4000 and 2000 hrs cold and hot sections inspections. The engine features low by-pass ratio for high performance in the high subsonic regime, HP compressor variable inlet guide vanes and centrifugal last stage for flexible and surge-free operations throughout the entire flight envelope, closed-circuit self-contained aerobatics lubrication system, passive anti-ice system and dual-channel The Full Authority Digital Engine Control (FADEC) controls engine start and automatic relight in the event of flameout.
The Auxiliary Power Unit [APU] provides autonomous engine starting via air turbine starter, electrical and pneumatic power (air conditioning) for ground operations and emergency needs. Fire Protection is based on a fire detection system which uses heat sensors in the engine and APU bays and a fire suppression system using the HFC-125 fireextinguishing agent.
The Fuel System includes one fuselage and two wing integral tanks. Total capacity 2,500 l. Separate fuselage tank front section acts as engine feeder tank. Fuel is supplied to engines via two redundant AC electrical pumps. The DC electrical pump feeds the APU and works as back-up to AC engine pumps. The feeder tank, being always full, also provides fuel during negative and zero “g” flight. Fuel transfer by gravity from wing to fuselage tank, by jet pumps from rear fuselage to front feeder tank. Three 630 l droppable tanks can be carried. Single point pressure refueling/defueling. Gravity refueling by standard adapters. Night operations-compatible air-to-air refueling system via removable probe.
AC and DC power provided by two independent 20 KVA main generators, each driven by a different engine, two 9 KW Transformer-Rectifier Units (TRU), one APU-driven generator and two batteries. In case of a main generator or TRU failure, the other provides the complete AC or DC electrical load. An APU-driven auxiliary generator provides sufficient power (5KW, 28V DC) for ground operations. Two Ultra Low Maintenance NiCd batteries for APU starting and emergency operation of flight essential DC loads (30 minutes of operation). Standard receptacles for external AC and DC connection.
Two totally independent hydraulic systems (20.7 MPa/3000 psi working pressure) ensure aircraft operation in case of failure of either system. Each system feeds separate engine driven pumps. The Environmental Control System provides cabin air conditioning and pressurization, anti-g suit inflation, avionics compartments and equipment ventilation and cooling. Automatic electronic control maintains selected temperature. ECS supplied by engine bleed air or APU. 3.5 psi cabin pressure differential. The ejection seats are Martin Baker Mk. IT16D model with “0-0” capability. Through canopy escape. Interseat Sequence Subsystem in each seat offers selectable escape mode combination.
On-Board Oxygen Generating System (OBOGS) used to reduce logistic support. Includes individual seat-mounted breathing regulator, oxygen analyzer and status indication system. Back-up oxygen subsystem uses an oxygen bottle located under the seat pan. Emergency oxygen system, activated manually or automatically on ejection, uses an oxygen bottle located behind the seat backrest.
Numerous quick access doors and panels throughout airframe. On-Condition and Condition Monitoring maintenance for equipment and systems. Two-level maintenance concept (Organizational and Intermediate) for aircraft, equipment and systems. No depot level aircraft maintenance required. HUMS (Health & Usage Monitoring System) and Built-In-Test (BIT) enable monitoring and on-board systems and equipment data collection, in addition to airframe health (S-HUMS). The related Ground Support System provides a tool to quickly assess aircraft systems status after landing, reducing troubleshooting activities and speeding scheduled and unscheduled maintenance.
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