Kurogane/Dongfang White Dragon

The Kurogane/Dongfang Type 05 Hakuryu (: 白竜; Hakuryū; lit. 'White Dragon'), or H.47 Bailong (: 白龍; Bai Lóng; lit. 'White Dragon'), is a  jointly developed and manufactured by Kurogane Aircraft Company of Akiteiwa and Dongfang Aircraft Company (now Dongfang Aerospace Industries) of Kodeshia. The official Akitei designation is Kurogane Type 05 Heavy Bomber Hakuryu (:くろがね 05式 重爆撃機 白龍; Kurogane 05-shiki jū bakugeki-ki Haku ryū). The Kodeshi official designation is the Dongfang H.47 Bailong (: 东方 轟.47 白龍; Hōng.47 Báilóng). The aircraft was a joint venture between Kurogane and the Dongfang Aircraft Company (now Dongfang Aerospace Industries), one of the first major joint Akitei-Kodeshi military aircraft programmes. Developed during the Great Kesh War, the Type 05/H.47 entered service two years after the war ended. It was the first bomber capable of delivering any of the in the Akitei and Kodeshi arsenals from inside its own bomb bay without aircraft modifications. By the time of its delivery it became clear that the advances in s could bring down high-flying aircraft, the Type 05/H.47 its survivability considered was highly questionable so the more advanced supersonic variant was developed Type-06 Shinryu/H.50 Shenlong. This led type serving only briefly as an interim until the Type-06/H.50 was introduced, most of the existing Type-05/H.47s were converted into other roles most notably as s.

Origins
It was initially developed to meet the requirements for a long-range attack and stand-off attack as well as an airborne nuclear deterrent for the Akitei and Kodeshi Air Forces. The development of the bomber can be traced back to a requirement expressed by the Akiteiwa during the Great Kesh War in 1950s for a reconnaissance bomber that harnessed newly developed jet propulsion. Another key innovation adopted during the development process was the swept wing, drawing upon the latest aerospace research. The joint Akitei-Kodeshi bomber represented a major innovation in post-Great Kesh War combat jet design, and contributed to the development of modern jet airliners. As the atom bomb programme formally began with formal clandestine agreement between Akitei and Kodeshi governments.

During the Great Kesh War both Akiteiwa and Kodeshia had developed their own bomber aircraft and had outlined Operational Requirements for a new jet type to replacing the existing designs which were rapidly approaching obsolescence.

In Kodeshia the requirement evolved through lessons coming from the ongoing Great Kesh War CY.229 1955 Operational Requirement for "a medium range bomber landplane capable of carrying one 10,000 lb (4,500 kg) bomb to a target 1,500 nautical miles (1,700 mi; 2,800 km) from a base which may be anywhere in the world." A cruising speed of 500 knots (580 mph; 930 km/h) at heights between 35,000 ft (11,000 m) and 50,000 ft (15,000 m) was specified. The maximum weight when fully loaded ought not to exceed 100,000 lb (45,000 kg). The weapons load was to include a 10,000 lb (4,500 kg) "Special gravity bomb" (i.e. a free-fall nuclear weapon), or over shorter ranges 20,000 lb (9,100 kg) of conventional bombs. No defensive weapons were to be carried, the aircraft relying on its speed and altitude to avoid opposing fighters. Responses to CY.229 were received from Dongfang, Haigao and Zhongbin. None of the proposals submitted met the requirements although the Dongfang entry was considered the most promising.

The similar Akiteiwa Operational Requirement UY.1001 required a "long range bomber" with a 2,000 nautical miles (2,300 mi; 3,700 km) radius of action at a height of 50,000 ft (15,000 m), a cruise speed of 575 mph (925 km/h), and a maximum weight of 200,000 lb (91,000 kg) when fully loaded. Responses to UY.1001 were received from Kurogane and Mitsurugi; however, the Akitei air staff quickly recognised that developing an aircraft to meet these stringent requirements would have been technically demanding and so expensive that the resulting bomber could be purchased only in small numbers.

As a result, realising that the majority of likely targets would not require such a long range, a less demanding specification for a medium-range bomber, this was raised during the alliance talks between Akiteiwa and Kodeshia around the issues of bombers and clandestine agreements over nuclear weapons programs led to a joint Akitei-Kodeshi technical team as part of a wider joint venture. As part of the the Kodeshi CY.229 and UY.1001 were scrapped and the technical team issued specification for AKY.35/55. This demanded the ability to carry the same 10,000 lb bomb-load to a target 1,500 nautical miles (1,700 mi; 2,800 km) away at a height of 45,000–50,000 ft (14,000–15,000 m) at a speed of 575 mph (925 km/h). The requirements were for four engine swept-wing jet medium bomber with a cruising speed of 500 kt and a ceiling of at least 55,000 ft AKY.35/55 issued in August 1955. AKY.35/55 envisaged a weapon not to exceed 24 ft 2 in (7.37 m) in length, 5 ft (1.5 m) in diameter, 10,000 lb (4,500 kg) in weight, and suitable for release from 20,000 ft (6,100 m) to 50,000 ft (15,000 m).

Design
The H.47 is a futuristic-looking, streamlined aircraft, with four turbojet (later turbofan) engines buried in the thick wing roots. Distinguishing features of the H.47 were its highly swept T-tail with considerable dihedral on the tail planes, and a prominent chin bulge that contained the targeting radar, nose landing gear unit and an auxiliary bomb aimer's position. The H.47 has a five-person crew, comprising the aircraft commander, pilot seated side by side and three three rearward-facing crew, these being the navigator, radar operator and defensive systems officer.

Armaments and equipment
The H.47's bomb bay allowed heavier weapon loads to be carried at the cost of range. The type can carry nuclear bomb as required by the specification, the bomb bay was designed to carry several conventional armaments, including a single 10,000 kg (22,000 lb) or two 5,400 kg (12,000 lb) earthquake bombs, up to forty-eight 450 kg (1,000 lb) bombs or thirty-nine 910 kg (2,000 lb) sea mines. In addition to a range of free-fall nuclear bombs, later H.47QH-2s operated as missile carriers for standoff nuclear missiles. Target information for standoff missiles could be input during flight, as well in advance of the mission. It was reported that, with intensive work, a H.47QH-2 missile carrier could revert to carrying free-fall nuclear weapons or conventional munitions within 30 hours.

Avionics and systems
The H.47 has fully powered flying controls for the ailerons, elevators and rudder, with no manual reversion which, therefore required duplication as back-up. Since the control surfaces were fully powered an artificial feel unit was provided, fed by ram air from the pitot in the nose. As noted previously, the control system was duplicated in flying control units which received pilot and autopilot demands. Pilot control movements were transmitted via a low-friction mechanical system to the flying control units.

To evade enemy detection and interception efforts, the Victor was outfitted with an extensive ECM get suite which were operated by the defensive systems officer, who had primary responsibility for the aircraft's electronics and communication systems. The ECM equipment could be employed to disrupt effective use of both active and passive radar in the vicinity of the aircraft, and to provide situational awareness for the crew. Enemy communications could also be jammed, and radar guided missiles of the era were also reportedly rendered ineffective. The H.47QH-2 featured an extended area located around the base of the tail fin which contained cooling systems and some of the ECM equipment.

Engines
The H.47QH-1 was initially powered by four Jiangguo WJ.62-0 turbojet engines. The engines were embedded in pairs in the wing roots. Because of the mid wing position, the tail was mounted at the tip of the fin to keep clear of the jet efflux. Later variants are powered by the newer turbofan which have a significantly higher thrust than the old turbojet engines. The Jiangguo WJ.62-0 engines installed in the H.47QH-1 initially suffered 'centre-line closure' failures flying in dense cloud or heavy rain flying in the tropics until this was fixed with the improved Jiangguo WJ.62-6 engines which incorporated blade changes to reduce the blade response to the stalling. Kurogane tested a similar solution on their variant but introduced variable ramps at the entry to the compressor to prevent the stalling and blade excitation.

Flight profile
The H.47 was commonly described as having good handling and excellent performance, along with favourable low speed flight characteristics. During the flight tests of the first prototype, the Victor proved its aerodynamic performance, flying up to Mach 0.98 without handling or buffeting problems; there were next to no aerodynamic changes between prototype and production aircraft. Production aircraft featured an automated nose-flap operation to counteract a tendency for the aircraft to pitch upwards during low-to-moderate Mach numbers. At low altitude, the Victor typically flew in a smooth and comfortable manner, in part due to its narrowness and flexibility of the crescent wing. One unusual flight characteristic of the early Victor was its self-landing capability; once lined up with the runway, the aircraft would naturally flare as the wing entered into ground effect while the tail continued to sink, giving a cushioned landing without any command or intervention by the pilot.

The H.47 has also been described as an agile aircraft, a typical for a large bomber aircraft; in 1962, a H.47QH-1 had performed several loops and a barrel roll during practices for a display flight at Malipo Airshow. Manoeuvrability was greatly enabled by the light controls, quick response of the aircraft, and the design of certain flight surfaces such as the infinitely-variable tail-mounted airbrake. The H.47 was designed for flight at high subsonic speeds, although multiple instances have occurred in which the sound barrier was broken. During development of the H.47QH-2, the team had stressed the concept of tactical manoeuvrability, which led to much effort in development being given to increasing the aircraft's height and range performance.

Operational history
The H.47 having undergone flight testing and has proven successful, with the flight test program including weapons tests of both bombs and air-to-surface missiles. Has entered service with the air forces of Akiteiwa and Kodeshia.

Akiteiwa
The first Type 05s were delivered to the Akitei Air forces in 1961.

Kodeshia
The first H.47s were delivered to the the Imperial Kodeshi Air Force in 1961. After achieving initial operating capability, the H.47 was deployed for combat duties in reconnaissance operations against Selengeria. 8 October 1998, the last H.47QH-2s were formally retired in its bomber capacity, with a small number of H.47KJs tankers remaining in service with The IKAF.

Future and potential operators
While still in the prototype stage of development, considerable foreign interest in the acquisition of several bomber-configured Divine Dragons; in the end the possible customers did not materialise and no sales have apparently been made, the bomber has not yet serve with any operators other than the Akiteiwa Imperial and Royal Air Force and the Imperial Kodeshi Air Force.

Prototype Models

 * Kurogane/Dongfang PT.35
 * Prototype version, two built.

Production Models

 * Kurogane/Dongfang Type 05 Heavy Bomber
 * Initial 1961 production version of the Type 05 with the turbojet engines, replaced by the Type 06


 * Kurogane/Dongfang Type 04 Maritime Strike Bomber
 * Specialised 1968 Akitei maritime strike variant for operation by the Akitei Navy. Equipped for use with standoff anti-shipping missiles, mines, depth charges and air-launched rocket torpedoes. Replaced by the supersonic Type 05


 * Kurogane/Dongfang Type 03 Maritime Patrol Bomber
 * Specialised maritime patrol and anti-submarine warfare variant. Equipped for use with a magnetic anomaly detector, sonobuoys, naval mines, depth charges and anti-submarine torpedoes, replaced by the Type 04


 * Kurogane/Dongfang Type XX Maritime Electronic Reconnaissance Bomber
 * Modified variant for maritime ELINT with sensitive radar detection equipment in the nose.


 * Kurogane/Dongfang Type XX Aerial Tanker
 * In-air refuelling variant


 * Kurogane/Dongfang Type XX Transport
 * Variant for cargo transport and use by paratroopers


 * Kurogane/Dongfang H.47QH-1
 * QH = 强击轰炸机; Qiángjí hōngzhàjī ("Strike Bomber")
 * Initial production strategic bomber variant of the H.47 with the turbojet engines, introduced in 1961.


 * Kurogane/Dongfang H.47Z-1
 * Z = 侦察; Zhēnchá ("Reconnaissance")
 * Initial reconnaissance variant of the H.47 with the turbojet engines, introduced in 1961.


 * Kurogane/Dongfang H.47KJ
 * KJ = 空中加油; Kōngzhōng Jiāyóu ("Aerial Refueling")
 * In-flight refuelling tanker variant.


 * Kurogane/Dongfang H.47QH-2
 * QH = 强击轰炸机; Qiángjí hōngzhàjī ("Strike Bomber")
 * Improved strategic bomber variant of the H.47 with uprated engines increased internal fuel capacity, introduced in 1962.


 * Kurogane/Dongfang B.47 White Dragon
 * Proposed international export variant.

Operators
 Akiteiwa  Kodeshia
 * Akiteiwa Imperial and Royal Air Force: has operated Type 05s since 1961. The ARAF has XX Type 05s in active service.
 * Imperial Kodeshi Air Force: has operated H.47s since 1961. The IKAF has 12 H.47KJ in active service, which are being replaced by KJ.150Ms.