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With the European debut of the F-35B Lightning II at the Royal International Air Tattoo (RIAT) and the

Farnborough International Airshow cancelled due to the types temporary grounding, attention fell instead on another distinctive twin-tailed jet from the United States.

Textron AirLand presented its Scorpion intelligence, surveillance and reconnaissance (ISR)/strike aircraft first flown last December in public for the first time at the two events.

The aircraft, on the US experimental aircraft register as N53ITA, made the 4,700 nautical mile (8,707km) journey to southern

England from the companys Wichita, Texas, base via stops in Canada, Greenland, Iceland and Scotland.

DevelopmentThe Scorpions debut comes only two-and-a-half years after Textron AirLand started developing it. That rapid transformation from concept to reality makes it one of the fastest-developed combat types in recent US aerospace history.

The aircraft has been designed to meet what its manufacturer sees as a need for an affordable combat jet. AirLand, a consortium of investors and advisers (the latter including the former US Secretary to the Air Force, Whit Peters) started investigating the concept for such an aircraft in the late 2000s. It approached Textron the owner of Bell Helicopter, Beechcraft and Cessna with the proposal in 2011.

The two parties later established a joint venture and started design work in January 2012, literally from a PowerPoint slide with some key operating requirements, according to Scott Donnelly, Textrons Chief Executive Officer, in a presentation on the aircraft during Farnborough.

Filling a GapDonnelly explained the rationale underpinning the Scorpion: For the last 30 or 40 years all of the investment was in developing extraordinarily high performance aircraft, like F-35s, Eurofighters, Super Hornets aircraft of that class. Theres capability in the single-engine turboprop market served by aircraft like our AT-6 and some others, but theres a huge gap between the high end and [that] market.

ScorpionsStingTextron AirLand is pitching its Scorpion as an affordable yet capable multi-mission platform. Mark Broadbent reports

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Textron AirLand says the Scorpion lls that space by offering the performance characteristics and systems of advanced frontline types, but without their premium price tag. The company says that, because the aircraft uses off-the-shelf technologies, it will make those sought-after high-end capabilities more affordable and claims the Scorpions unit price will be under $20 million and cost $3,000 to operate per ight-hour. That compares with the typical $60 million-plus unit price and the ve- gure hourly operating costs of a fourth-generation ghter.

Payload BayOne of the most important features of the Scorpion is an 82cu ft (2.3m3) bay in the centre of the fuselage capable of carrying up to 3,000lb (1,360kg) of payload. We designed [the jet] around an empty space in the centreline of the aircraft for customisation, said Dan Hinson, Chief Pilot, Government and Special Missions at Textron and Chief Pilot on the Scorpion project, in an interview with AIR International.

The bay is compatible with sensors, fuel and communications modules already certi ed and in service. The manufacturer says this will enable operators to quickly incorporate payloads into the jet or change between them as their operational requirements dictate, enhancing the Scorpions exibility and cost-effectiveness.

The aircrafts nose features a retractable mount which carries a high-de nition electro-optical/infrared sensor, enabling the Scorpion to y in clean con guration to an operational area. The crew can then lower the sensor for

the mission and retract it into the aircraft for the return to base, helping reduce drag and improve ef ciency during missions.

CustomisableThe aircraft has an open architecture Modular Mission System in the cockpit. This creates compatibility with in-service sensors by providing the processing for customers to upload the software theyll need for their particular equipment into the aircrafts avionics.

The company says this minimises integration costs and provides the opportunity to change payloads swiftly and cost-effectively. We have the connectivity there to enable customers to get the most out of the aircraft, Hinson said.

At the Farnborough brie ng Textron AirLand President Bill Anderson said the Scorpion has cooling and electricity for all of todays high-end ISR packages and that, no other aircraft in this class can offer that capability.

The jets six wing hardpoints can carry up to 6,200lb (2,812kg) of ordnance. Its MIL-STD-1760 connections, which standardise the electrical interface between aircraft and stores, mean the Scorpion can carry a range of weapons including laser-guided and GPS-guided rockets, bombs and missiles. The inboard stations are also plumbed for additional external fuel tanks to extend range.

The CockpitAnother important facet of the Scorpions cost-effectiveness is its use of avionics already certi ed and in operation. Many of its systems have been brought across from the Cessna Citation business jet, including

multi-function full-colour displays presenting ight, aircraft performance, navigation and mission information.

The Scorpion also has the Citations terrain awareness and warning, engine indicating/crew alerting, traf c collision and avoidance and dual air data attitude heading reference systems plus weather radar and integrated moving maps.

Hinson said the cockpit displays provide for a great degree of customisation. For example, the weather radar and traf c information can be overlaid on the moving map and displayed on one screen, consolidating navigation, route and weather information in one place. It gives tailorable information that youre looking for at the right time to make the right decisions, he said.

The displays also show the outputs from the sensors aboard and provide compatibility with night-vision goggles. A playback capability means the crew can analyse data from the sensors during the mission.

PerformanceHinson said the Scorpion is proving very predictable in its performance and handling. The aircraft climbs smartly, an average of almost 3,000ft a minute to ight level 270. It is high wing-loaded so its nice and sturdy. In roll its very nimble: theres not much in the way of adverse yaw and a roll is completed in about four-and-a-half seconds. Weve own a lot of formation with it and were able to precisely control the position of the aircraft very easily.

The Scorpions twin Honeywell TFE731-40AR-3S turbofan engines each generate 8,000lb (35.5kN) of thrust. They use

SCORPION SPECIFICATIONS

Length: 44ft 3in (13.4m)

Wingspan: 47ft 10in (14.5m)

Height: 14ft 2in (4.3m)

Standard empty weight: 11,800lb (5,352kg)

Max take-off weight: 21,250lb (9,638kg)

Max internal fuel load: 6,000lb (2,721kg)

Max internal payload bay: 3,000lb (1,360kg)

Engines: 2x Honeywell TFE731-40AR-3S

Thrust: 8,000lb (35.5kN)

Max speed: 450kts (833km/h)

Service ceiling: 45,000ft (13,716m)

Ferry range: 2,400nm (4,444km)

The Scorpion over The Needles, off the Isle of Wight, prior to its

RIAT and Farnborough appearances.

THE SCORPIONS KEY FEATURES

COCKPITUses systems from the Cessna Citation business jet including terrain awareness, traffi c collision and avoidance, weather radar and integrated moving maps.

AIRFRAMEManufactured from composite parts, the Scorpion boasts a 20,000-fl ying hour service life.

RETRACTABLE ELECTRO-OPTICAL/INFRARED SENSOR Lowered by the crew for the mission after completing a high-speed dash to the mission area.

PAYLOAD BAYAn 82cu ft (2.3m3) bay provides capacity for sensors, fuel and communications modules.

HARDPOINTSLaser and GPS-guided weapons can be carried on six wing stations.

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conditioned bleed air to generate electrical power and are directed by a digital electronic engine control system. The aircraft has a 450kts (833km/h) top speed but its also able to operate comfortably at 100kts (185km/h).

The combination of the ef cient engines and the aircrafts handling characteristics presents an aircraft that Hinson thinks will inspire con dence among its pilots.

MissionsAccording to Textron AirLand, the aircrafts performance together with the customisation available in the payload and avionics make the Scorpion ideal for a range of roles. The company sees a future for the aircraft in close air support, maritime patrol, disaster response, border security, counter-narcotics, battle eld surveillance and command and control missions.

Anderson said the aircraft is capable of ying up to 150nm (277km) with a combat load, staying on station for ve hours and returning to base, all without in- ight refuelling adding that the jet can be equipped with a Cobham air refuelling probe system if required.

The payload bay and the retractable nose-mounted sensor are vital in maximising the Scorpions range and endurance, Hinson said, because ying in clean con guration to the mission area means the aircraft can make a high-speed dash to where its needed without having to suffer the tremendous drag penalty of those systems hanging on the wings.

Speed and EnduranceThe manufacturer says this combination of high- and low-speed capabilities will be particularly useful for nations looking to conduct maritime patrol, border security and anti-traf cking missions affordably, because the jet can use its speed to respond quickly to incidents and then slow down to remain in

operational areas for an extended period.The combination will also prove useful, the

company says, in what it calls the aerospace control alert mission intercepting unidenti ed low- and slow- ying aircraft. [The] Scorpion can quickly scramble, launch and reach 400-plus knots for the intercept, says a promotional lea et. [It] can identify aircraft at range through on-board and off-board systems. With manoeuvring speeds as low as 100 knots, the Scorpion can effectively escort the aircraft while maintaining a relative position.

Textron AirLand also sees a future for the aircraft as a command and control platform both for combat and in response to natural disasters. It says the aircrafts crew will be able to y at slow speed for several hours over the battle eld or disaster scene, with the electro-optical/infrared sensor receiving and processing information and relaying it to control centres.

Tactical Jet TrainingThe Scorpion is also being pitched for the training role. We think this aircraft would make a fantastic trainer, Donnelly said. Its easy-to- y [and] a great aircraft to transition into a lead-in ghter-type role.

Its databus enables operators to download training tasks from more expensive fourth- or fth-generation combat jets. Hinson said the Scorpions

customisable software means operators have exibility in how complex they make the training for their pilots, making the aircraft suitable both for teaching new student pilots and those in the nal stages of training about to head to frontline combat jets.

You can down-select what you can put on the displays, he said. You can present a basic display with just pitch attitude and teach [the student] how to y a plane; or you can bring in other systems and become more sophisticated as they are able to start integrating all the [systems] information. Theres a broad degree of capability to train pilots.

Potential BuyersAt the time of writing, the Scorpion had yet to secure any orders. RIAT and Farnborough, both attended by high-ranking military of cers from around the world, were an ideal opportunity for Textron AirLand to showcase the aircraft and highlight its potential.

Donnelly said Textron AirLand was closely following the US Air Forces T-X requirement for a new jet trainer to replace its ageing Northrop T-38C Talons. Were very interested, he said, but added that whether the Scorpion is pitched for it depends on T-Xs nal requirements, which are still to be issued.

T-X aside, the company believes the Scorpion has a bright future. It sees a market for as many as 2,000 worldwide, with countries in Africa, Asia and the Middle East looking for affordable light combat jets among the primary sales targets.

In bundling comparatively low acquisition and operating costs, diversity in the missions its able to carry out and good performance, Textron AirLand says its new jet offers one-of-a-kind ISR/strike capability at unmatched value.

Its now up to the market to decide whether it agrees.

Above: The jet is fast with the ability to get to an escalating situation quickly, yet can manoeuvre at much lower speeds, if the mission requires it. According to the company, no other jet matches

the Scorpions affordability. Textron AirLand

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textron AirLAnd Scorpion

its not often a new combat jet takes to the skies. it is even more unusual for a dedicated intelligence,

surveillance, reconnaissance (iSr) and strike aircraft to do so. Guy Martin investigates textron

AirLands remarkable Scorpion.

stingSee,Sense,

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What gives the Scorpion further flexibility is the fact that it has been designed to carry two retractable sensor mounts

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textron AirLAnd Scorpion

The idea behind the Scorpion is simple: build a low-cost tactical jet and ISR platform

more capable than turboprops such as the Beechcraft AT-6 and Embraer

Super Tucano, yet similar in capability to the Lockheed Martin F-16, Fairchild A-10 and

unmanned aerial vehicles. The aircraft aims to achieve this versatility with twin turbofans, allowing it to fly either slowly or at high subsonic speeds, depending on the mission. Flexibility is the Scorpions key word, with a multitude of envisioned missions including local interdiction, disaster support, air patrol, border patrol, maritime surveillance, counter narcotics, counter insurgency, air defence and light attack.

The jet is a joint venture between Textron and AirLand Enterprises LLC. AirLand essentially came up with the concept. Textron provides the funding. It was first announced in September 2013 as a demonstrator, responding to the Pentagons budget constraints and mission requirements.

Textron AirLand president Bill Anderson said the project began in January 2012 with a prototype being built in secret by Cessna at its Wichita, Kansas, facility between April 2012 and September 2013.

aircraft by taking advantage of commercial aviation technologies. Many parts come from aircraft built by Textron subsidiary Cessna. The flap drive mechanism is from the Citation XLS and Mustang; the aileron drive mechanism comes from the Citation X and the dual hydraulic systems are based on the Citation X. The ejection seat was designed around specifications provided by Martin-Baker, rather than having Martin-Baker shoe-horn the US16T ejection seats into the airframe at great cost. Chief engineer Dale Tutt said using existing components shaved a year off development time. Textron AirLand said 70% of the aircrafts parts were from Cessnas inventory, while 21% were commercially available and nine per cent unique to the Scorpion.

A project under wrapsA speedy development programme was also designed to help reduce costs. Textron AirLand said the Scorpions gestation period has been the fastest of any tactical US jet, as it progressed from initial design to first flight in under two years. Progress was so rapid that testing was being undertaken as the prototype was being built high speed wind

Taking on the big guysAnderson said: We felt the high end of the military jet market was completely saturated, with very expensive aircraft like the F/A-18 Hornet and the Eurofighter Typhoon. At the low end of the market, you have UAVs and turboprops for tasks like border patrol. In between, theres really not much, and whats being sold is very old. We think the global market for an aircraft like the Scorpion is in the billions of dollars.

Textron AirLand believes the Scorpion will fill a price and capability gap in the tactical military aircraft market and will be cheaper than replacing F-16s and A-10s. Scorpion has an estimated operating cost of US$3,000 an hour, versus a USAF estimate of US$25,000 for an F-16 (some estimates put an A-10 flying hour at US$13,000 and an F-15 flying hour at US$23,000). Textron AirLand noted that in Iraq and Afghanistan it was expensive to have front-line combat jets dropping weapons on targets in uncontested airspace.

Anderson has said his company aimed to keep the unit cost of the Scorpion below US$20 million. Textrons CEO Scott Donnelly said the project sought to deliver an affordable, versatile, tactical

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TEXTRON AIRLAND SCORPION

tunnel testing took place 11 months before first flight, as the wing panels were under construction.

Taxi testing of the Scorpion prototype (N531TA, cn 721001) began on November 25 last year and continued into December. The first flight was delayed by bad weather. The Scorpion eventually made its 1.4 hour maiden flight on December 12, from McConnell Air Force Base in Wichita, Kansas, piloted by Dan Hinson, with 5,000 flight hours in 79 aircraft under his belt, and co-piloted by David Sitz. It was described as being stable and responsive with performance better than expected. Altitude and speed were kept between 10-15,000ft (3-4,500m) and 200kt (230mph or 370km/h) on that first flight. Hinson had familiarised himself on a Scorpion simulator before taking off in the actual aircraft. Flight testing continues, with 300-400 hours of additional testing involving 150 flights scheduled for 2014, targeting speed, altitude and the performance envelope.

Flight testing in May and June evaluated performance at speeds of up to 455kt (523mph or 842km/h) and long-range flight. On June 21 the Scorpion flew more than 1,000nm (1,150 miles or 1,850km) between McConnell Air Force Base and Oklahoma City. This was a useful test ahead of sending the aircraft 4,700nm (5,408 miles or 8,700km) across the Atlantic to take part in the Royal International Air Tattoo at RAF Fairford, Gloucestershire, followed by the Farnborough International Airshow. So far the Scorpion has accumulated more than 100 flight hours and tested

performance, systems and capabilities, including the interception of a Cessna light aircraft.

Final specifications call for a cruising speed of up to 450kt (517mph or 830km/h) and a ferry range of 2,400nm (2,760 miles or 4,440km) with 9,000lb (4,080kg) of fuel maximum internal fuel load is 6,000lb or 2,800 kg). Maximum takeoff weight is 21,250lb (9,639 kg) weight has been reduced by making the airframe primarily out of composites, which also reduces fatigue and corrosion issues. Service life is 20,000 hours.

Somewhat unusually for such an aircraft, the Scorpion has an internal bay for up to 3,000lb (1,400 kg) of ordnance, as well as three hardpoints under each unswept wing. The inner (wet) pylon can accommodate 1,750lb (794 kg) while the centre pylon can carry 950lb (430kg) and the outer one is rated for 400lb (181kg). The internal bay can be equipped according to the mission and is critical to the Scorpions flexibility. Precision guided munitions are on the list of options.

Textron displayed the Scorpion at Farnborough with a variety of weapons, including the Griffin low-impact missile, Joint Direct Attack Munition (JDAM) guided bomb, Small Diameter Bomb (SDB), G-CLAWS guided munition, Enhanced Paveway IV bomb, Hellfire missile and Directed Attack Guided Rocket (DAGR). Various infrared-guided air-to-air missiles can be added to the aircraft, as well as wing-mounted gun pods. No weapons testing has begun and the final weapons configuration will depend on customer requirements.

The Scorpion created considerable interest at the Farnborough airshow and was displayed with a variety or war loads. Alan Warnes

Textron AirLand is aiming at opportunities within the US military, with a keen eye on the US Air National Guard

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The Scorpion is given further flexibility by being designed to carry two retractable sensor mounts. Computer graphics show one sensor turret under the nose and another under the fuselage these would presumably contain laser designators, infrared/TV cameras and similar equipment. The Scorpion will carry the Wescam MX-15 sensor turret for an upcoming homeland defence demonstration, supported by the Kansas National Guard. Textron AirLand has been quiet regarding the Scorpions avionics fit but it appears there is no radar, with the main focus being on the two sensor turrets/mounts. Avionics include night vision compatible digital cockpit displays with moving maps and satellite navigation.

The prototype is powered by two Honeywell TFE731 geared turbofan engines which, like the wings, can easily be changed to allow the manufacturer to modify the aircraft into a trainer or an unmanned aerial vehicle. While not designed as a trainer, the tandem-seat aircraft can be flown from both cockpits and could be modified to fulfil this role - Textron AirLand may be eyeing the US Air Forces long-term replacement programme for its T-38 Talon trainers. However, the Scorpion is better off as a replacement for Cessnas own

A-37 Dragonfly light attack jet.

The Scorpion is undoubtedly a promising aircraft

but it is far more expensive than light counter-insurgency turboprops such as the Super Tucano and AT-6, and closer to dual-role lead-in fighters like the BAE Systems Hawk, Aero Vodochody L-159 series, Yak-130/M-345/L-15 and their brethren. Where the Scorpion trumps these aircraft is through its innovative dual payload capability, making it able to perform surveillance and reconnaissance missions in essence, performing the function of most unmanned aerial vehicles (UAVs) without having to be concerned about UAV airspace restrictions.

Textron AirLand is aiming at opportunities within the US military (such as a low-end counterpart to the Lockheed Martin F-35), with a keen eye on the US Air National Guard. The chances of US military sales are slim, especially in light of the current budget situation. Nevertheless, Textron AirLand will proceed with foreign sales regardless of any US order and the company is seeing global market potential at 2,000 aircraft. Apparently interest has been received from some US

partner nations but there is no launch customer as yet. Textron AirLand is pursuing opportunities in the America, Middle East and Asia-Pacific and says a launch customer is close. If the aircraft gets its first customer, production could begin in 2015, with deliveries 15-18 months after an order is placed.

The Scorpion is a similar project to the Paramount/Aerosud AHRLAC being built in South Africa. Like the Scorpion, this is also a private venture aimed at designing a manned light attack/surveillance and reconnaissance aircraft from scratch. However, instead of going with twin turbofans, the Advanced High Performance Surveillance Reconnaissance Aircraft (AHRLAC) is opting for a single turboprop for economy, low operating costs and time on station.

The market for dedicated light combat aircraft has been limited, unless the aircraft has dual roles. Northrops private venture F-20 Tigershark failed to sell in spite of impressive performance at reasonable cost. Whether single-purpose aircraft such as the AHRLAC and Scorpion will shatter this trend is something that remains to be seen and many air forces are waiting to see whether the Scorpion can successfully compete with cheaper but less capable turboprops and unmanned aerial vehicles. afm

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