Musharraf ruined PAF project, says ex-air chief

[Super Falcon]

The A-50 airborne early warning and control aircraft was developed and manufactured by the Beriev Aircraft Research and Engineering Complex Joint Stock Company based at Taganrog in the Rostov Region of Russia. The A-50 aircraft was developed from the llyushin Il-76MD military transport aircraft manufactured by the Ilyushin Aviation Complex Joint Stock Company based in Moscow.

The aircraft is known in the West by the NATO codename Mainstay. Beriev aircraft normally carry the Russian designation Be- followed by the number, however, the A-50 aircraft retained the well-known A-designation which Beriev allocated to the original prototype.

The A-50 entered service with the Russian Air Force in 1984, and is thought to have 16 aircraft in service. The latest version, the A-50U was shown in 1995. Russian AF A-50s are being upgraded to extend service life to 2020. The upgraded aircraft are to enter service in 2008.

The A-50 aircraft is intended to detect and identify airborne objects, determine their co-ordinates and flight path data and transfer the information to command posts. The A-50 also acts as control centre in guiding fighter-interceptors and tactical air forces aircraft to combat areas in order to attack ground targets at low altitudes. The role of the A-50 is comparable to that of the United States E-3 Airborne Early Warning system developed by Boeing.

India has chosen the A-50/Il-76 as the platform for the three Phalcon AEW (Airborne Early Warning) systems that it is planning to purchase from IAI of Israel. Elta of Israel is to provide the AEW systems. A contract for the sale was signed in March 2004 and the first AEW aircraft will be delivered in July 2007. IAI will purchase the aircraft from Ilyushin and TAPC.

China is reported to have ordered four A-50/A-50M/U aircraft from Russia.

PERFORMANCE

The A-50 carries out patrol missions at an altitude of 5,000m to 10,000m. The patrol service ceiling is 10km. The maximum flight range of the aircraft is 5,000km and the flight endurance is seven hours 40 minutes. At a range of 2,000km, the A-50 can remain on patrol for up to one hour 25 minutes.

The aircraft is manned by five flight crew and ten mission crew.

RADAR SYSTEM
The A-50U airborne radar warning and guidance system is the Schnel-M produced by Vega. It consists of:

Radar station
Data reduction system
Interrogator-responder and signal transmission system
Digital computer complex
Identification Friend or Foe (IFF) equipment
Command radio link to guide fighters
Encoding communication system
Radio communication equipment
Telemetry / code equipment
Registering equipment
The radar and guidance systems have the capacity to track 50 to 60 targets simultaneously and to guide ten to 12 fighter aircraft simultaneously

COUNTERMEASURES

The A-50 is fitted with a self-defence system when flying en-route and over patrol zones. The self-defense system ensures protection from guided and unguided weapons of the enemy's fighters attacking the aircraft from its front and rear hemispheres. The self-defense system includes an electronic countermeasures system.

"The A-50 carries out patrol missions at an altitude of 5,000m to 10,000m."The aircraft can also be protected from the enemy's fighter aircraft via guidance of friendly fighters.

The aircraft radio and electronics systems are robust against hostile jamming and provide good combat performance in dense electronic countermeasures environments.

FLIGHT CONTROL AND NAVIGATION
The aircraft is fitted with the NPK-T flight control and navigation system used to ensure air navigation during all flight stages in all-weather day and night and all-year operations performed at all geographical latitudes. The system also provides flight control and navigation data intended for mission specific systems and equipment.

 

[Super Falcon]

In December 1999, Raytheon Systems Ltd was awarded a contract for the development of the UK Ministry of Defence airborne stand-off radar (ASTOR). The system, which includes five Bombadier Global Express business jet aircraft fitted with a derivative of the Raytheon ASARS-2 radar, is an airborne battlefield or ground surveillance radar system for operation with the Royal Air Force and the British Army.

The ASTOR is to be known as Sentinel R1 in RAF service. The first production aircraft was delivered to Raytheon in February 2002 for integration of the ASTOR system.

The first ground station vehicle was delivered in October 2002. The first ASTOR Sentinel aircraft made its maiden flight in May 2004, the second in July 2005.

Three Sentinel aircraft took part in formal flight testing in Greeneville, Texas. The first Sentinel R1 aircraft was delivered to the RAF in June 2007, the second in November 2007. The last aircraft is scheduled for delivery in early 2009.

ASTOR entered service with the RAF in December 2008. Initial operating capability (IOC) is due in October 2009. The main ASTOR operating centre is based at RAF Waddington in the UK.

Raytheon Systems Limited, UK, is the prime contractor. The team includes: Bombardier Aerospace, responsible for the Global Express Jet; L-3 Communications, the Ground Station; Lucas Aerospace, the electrical systems; Messier Dowty, the landing gear; AgustaWestland, the doors; and Rolls-Royce, the engines.

Radar

The radar is an upgrade of the Raytheon ASARS-2 side looking airborne radar used on the U-2. The radar operates at high altitude and in all weathers to provide high-resolution images. The antenna systems are supplied by BAE Systems, Edinburgh. ASARS-2 has been reported to provide images of the battlefield at ranges of 160km, at altitudes up to 47,000ft.

The ASARS-2 derivative has an active scanned array and includes a synthetic aperture radar (SAR) which provides photographic quality images of the area being surveyed and a moving target indicator (MTI radar) which tracks moving vehicles over wide ranges.

The SAR operates in spot mode to identify and track specific targets or can be switched to swath mode which provides a large number of strips of pictures which join to form a detailed image of the battlefield.

Operation

The SAR/MTI radar identifies the location of hostile forces and their quantity, direction and speed. Additional imagery can be provided by optional optical equipment. The image data is transmitted in real time via secure data links to ground-based processing stations.

"The ASTOR Sentinel made its maiden flight in May 2004."The radar signal processors develop the data into visual images which can be displayed and exploited by the airborne mission crew, transmitted to image exploitation equipment on the ground, or transmitted to other areas via secure data links, satellite communications and ground networks.

Countermeasures

The aircraft is equipped with the Defensive Aids Group (DAG) integrated electronic warfare suite from BAE Systems Information & Electronic Warfare Systems (IEWS) of Nashua, New Hampshire. DAG is based on the defensive aids subsystem (DASS) developed by BAE for the UK's Replacement Maritime Patrol Aircraft, Nimrod MRA4. DAG includes missile warning system, radar warning receiver, towed radar decoy and chaff and flare dispensers.

Aircraft

The aircraft is flown by two flight deck crew and three mission crew. The Bombardier Aerospace-Short Brothers Global Express aircraft is an ultra-long range business jet and will be modified to accommodate the radars and communications systems required by ASTOR.

The modifications include a canoe-shaped radome under the forward fuselage to house the radar antenna, a radome on the upper fuselage to house the SATCOM antenna, a 'bullet-fairing' extension on the vertical stabiliser and delta fins under the aft fuselage. Aircraft modification, systems integration and flight testing is carried out by Raytheon Systems at Broughton, North Wales.

The aircraft flies at an altitude of 15,000 m in order to achieve the maximum ground radar surveillance coverage. It has a range of 6500 nm and a mission endurance of over 14 hours.

Engine

The engines for the ASTOR aircraft are the same as those deployed on the UK RAF Nimrod MRA4 aircraft. Each Rolls-Royce BR710 two-shaft turbofan engine produces 14,000lbf to 17,000lbf (63kN to 76kN) flat rated take-off thrust.

The engine configuration consists of a 48in wide-chord-fan with 24 solid titanium blades, ten-stage high compressor, annular axial flow combustion chamber, two-stage high-pressure turbine and two-stage low-pressure turbine with dual lane full authority digital engine control (FADEC).

"The ASTOR is an upgrade of the Raytheon ASARS-2 side-looking airborne radar used on the U-2."Ground station

High-speed data links transfer the data from aircraft to ground stations in near real time. The system has directional and broadcast data links which are interoperable with existing U-2Rs, JSTARS and command and control networks.

The tactical and operational level ground stations are being developed by L-3 Communications Integrated Systems, Raytheon Systems and Marshall Specialist Vehicles.

The tactical ground stations are installed in 10ft shelters mounted on 6x6 improved medium mobility Steyr Pinzgauer 718K trucks. 20ft transportable shelters are provided for operational level ground stations.

Ultra Electronics and Cubic Defense Systems are providing the narrowband datalink subsystem (NDLS) which will transmit the radar sensor data between the aircraft and the ground stations. L3 Communications is supplying the wideband data link based on a common data link (CDL).

 

[Super Falcon]

The Israel Aerospace Industries (IAI) conformal airborne early warning and control (CAEW) aircraft was first unveiled in public at the UK's 2008 Farnborough Air Show. The prime contractor, system developer and system integrator for the CAEW is Elta Systems Ltd, a subsidiary of IAI.

The CAEW aircraft is based on the G550 airframe from Gulfstream Aerospace of the USA. The operationally proven G550 CAEW aircraft is the third generation of airborne early warning and control systems developed by IAI Elta since the mid-1980s.

Gulfstream was awarded a contract for four (plus two options) G550 modified aircraft in August 2003. First flight of the modified aircraft was in May 2006 and it was delivered to Elta for the installation of the mission systems in September 2006. The first and second CAEW aircraft were delivered to the Israel Air Force in February and May 2008 and since then have been in operational use.

The Singapore Air Force has also ordered a number of CAEW aircraft to be delivered during 2009 and 2010.

The CAEW provides improved performance in terms of higher operating altitude, longer range and increased time on station. The main AEW performance advantages result from the capability to point the radar beams in any direction in space at any time, with the beam's parameters controlled by the radar computer.

CAEW airframe
The CAEW aircraft is based on the Gulfstream G550 airframe, which is an upgraded variant of the Gulfstream V-SP with improved aerodynamic performance. The aircraft is manufactured at the Gulfstream business jet production centre in Savannah, Georgia, USA and transferred to IAI Elta Systems Ltd in Ashdod, Israel.

Compared to the original G550, the CAEW redesigned aircraft has an increased zero-fuel weight, a modified structure, additional cabling, three (instead of one) power generators and a liquid cooling system to accommodate the mission equipment. One particular specification is the aircraft's low drag aerodynamic profile.

IAI's Bedek Aviation is contracted to provide the maintenance and logistic support for the Israeli CAEW aircraft.

Cockpit

The baseline G550 aircraft uses a Honeywell Primus Epic avionics suite and the two-man flight deck has a Gulfstream PlaneView cockpit. The CAEW flight deck provides the pilot with real-time 360°, three-dimensional AEW information.

Mission systems

The AEW system has six multi-purpose, Windows-based, operator stations with 24in colour monitors that are installed in the rear half of the main cabin. The forward section of the main cabin behind the cockpit accommodates the electronics.

The Elta AEW system provides rapid target acquisition and target information with total 360° coverage. Avoiding host aircraft obstruction is achieved by using the placement of a number of conformal antennae combined with dynamic beam allocation to the targets. The multiple conformal antennae provide the coverage without the need for a large mushroom-shaped radar system installed on comparable aircraft.

The aircraft is equipped with the Elta EL/W-2085 AEW system which includes a phased array airborne early warning radar, an identification friend or foe system, electronic support measures (ESM), electronic intelligence (ELINT) and communications intelligence (COMINT) systems.

The system is highly automated and uses advanced multi-sensor data fusion techniques to cross-correlate data generated by all four sensors - the radar, IFF, ESM / ELINT and CSM / COMINT. The data is combined with an automatically initiated active search by one sensor for specific targets that have been detected by other sensors.

"The Elta AEW system provides rapid target acquisition and target information with total 360° coverage."The phased array airborne early warning radar, an active electronic steering array (AESA), operates in L and S bands (1GHz to 2GHz and 2GHz to 4GHz) and provides 360° azimuthal coverage. The system has high-accuracy three-dimensional tracking, low false-alarm rate, flexible and high target revisit time, electronic counter-countermeasures and programmable search and track modes of operation.

The modes of operation include track initiation, extended detection range mode with long dwell time, and target verification. When a target has been identified as a priority the radar switches to a high scan rate tracking mode with optimised beam to target characteristics.

The forward-facing hemisphere radar array and the weather radar are mounted in the nose radome. The lateral arrays are housed in conformal radomes along the sides of the forward fuselage. The radome located on the tailcone houses the aft facing hemispherical array.

The information friend or foe system uses the radar's receive / transmit modules and antennae and provides target interrogation, decoding, target detection, location and target tracking.

The electronic support measures and electronic intelligence systems use multiple narrow and wideband receivers. The ESM / ELINT also provides the radar warning receiver function and supports the aircraft's self-protection system. The antenna pods are mounted under the wingtips. An electronic support measures antenna is mounted in a fairing above the nose cone which houses the weather radar. The direction finding function uses differential time of arrival.

The automated communications intelligence system covers the high (HF) to very-high (VHF) frequency bands from 3MHz to 3GHz.

Communications
The aircraft's communications suite provides network-centric operations capability and is interoperable with air force, navy and ground force assets and includes U/VHF, HF, satellite communications, voice over internet protocol (VoIP), secure voice, secure data link and intercom.

"The CAEW aircraft is powered by two Rolls-Royce BR710C4-11 turbofan engines."The aircraft is fitted with a robust jam-resistant full duplex EL/K-189 satellite communications and datalink. The satellite communications operates at Ku band, 12.5GHz to 18GHz. The satellite antenna dish and one planar array are housed in the vertical tail surface top fairing and another planar array is housed in a ventral blister radome. The antennae are dual axis stabilised with pointing capability. The carrier link can provide voice, data and compressed video.

The aircraft can be fitted with the data link specified by the customer country.

CAEW countermeasures
The aircraft is fitted with an integrated self protection suite with 360° radar warning receiver (RWR), missile approach warning system (MAWS), chaff and flare decoy dispensers and directed infrared countermeasures (DIRCM).

Engines

The aircraft is powered by two Rolls-Royce BR710C4-11 turbofan engines rated at 68.4kN and fitted with full authority digital engine control (FADEC). The engines are fitted at the rear of the fuselage. The integral wing tanks have a fuel capacity of 23,400l and the fuel system is equipped with an automatic fuel distribution system to accommodate the changing fuel load during flight.

The aircraft is equipped with a Hamilton Sundstrand electrical power generation system and the CAEW aircraft also has power generators mounted on the engines providing 240kW of power.

Gulfstream was responsible for the design and supply of the liquid cooling system to accommodate the high power consumption of the airborne electronics.

 

[Super Falcon]

The primary role of the E-2C Hawkeye aircraft supplied by Northrop Grumman is as an all-weather airborne early-warning aircraft to the naval task force.

From an operating altitude above 25,000ft, the Hawkeye warns the naval task force of approaching air threats and provides threat identification and positional data to fighter aircraft such as F-14 Tomcats. Secondary roles include strike command and control, surveillance, guidance of search and rescue missions and as a relay to extend the range of communications.

"The E-2C Hawkeye surveillance aircraft supplied by Northrop Grumman is an all-weather airborne
early-warning aircraft."The E-2C became operational in 1973. Block II aircraft, with improved engine and radar, entered service in 1992, with final delivery in 2001. As well as the US Navy, E-2C aircraft are in service with the navies of Egypt, France, Israel, Japan, Singapore and Taiwan. Three ex-Israeli Air Force E-2C have been sold to the Mexican Navy, with the first two delivered in June 2004. Deliveries have totalled more than 180 for the USN and more than 30 for other nations. Six E-2C Hawkeye aircraft are deployed by the US Naval Reserve for drug interdiction and homeland security operations.

The aircraft is operated by a crew of five, with the pilot and co-pilot on the flight deck and the combat information centre officer, air control officer and radar operator stations located in the rear fuselage directly beneath the rotodome.

Carrier operations design
The fuselage is designed for carrier operations and is fitted with a nose-tow catapult attachment for accelerated carrier take-off, an A-frame arrester hook for engagement of the arresting gear and a tail bumper to withstand impact or scraping on the runway.

For storage in the hangar, the wings fold hydraulically to lie flat to the fuselage. The fuselage is of light metal construction, and parts of the tailplane are of composite structure in order to reduce radar signature.

From May 2004, US Navy Hawkeye 2000 aircraft are being fitted with two Hamilton Sundstrand NP2000 digitally controlled, eight-bladed propellers to replace mechanically controlled, four-bladed propellers. The new propellers provide less vibration and less noise. Initial carrier certification of the new propellers was carried out on USS John F Kennedy in November 2003.

Mission systems
The large 24ft diameter circular antenna radome above the rear fuselage gives the E-2C its distinctive profile. The radome houses the AN/APA-171 antenna supplied by Randtron Systems, which rotates at 5rpm to 6rpm.

"The large 24ft diameter circular antenna radome above the rear fuselage gives the E-2C its distinctive profile."The Lockheed Martin AN/APS-145 radar is capable of tracking more than 2,000 targets and controlling the interception of 40 hostile targets. One radar sweep covers six million cubic miles. The radar's total radiation aperture control antenna reduces sidelobes and is robust against electronic countermeasures. It is capable of detecting aircraft at ranges greater than 550km. The Lockheed Martin AN/UYQ-70 advanced display system and computer peripherals provide operators with multicolour displays, map overlays, zoom facilities and auxiliary data displays.

In August 2005, Northrop Grumman completed the E-2C mission computer replacement programme, with the provision of faster, more powerful and reliable computers.

Navigation and communications
A global positioning system and a Northrop Grumman (formerly Litton) AN/ASN-92 CAINS (carrier aircraft inertial navigation system) are the main components of the aircraft's navigation suite. The aircraft is also equipped with the AN/ASN-50 heading and attitude reference system, an AN/ARA-50 UHF automatic direction finder from Rockwell Collins, an AN/ASW-25B automatic carrier landing system and a Honeywell AN/APN-171(V) radar altimeter.

The communications suite includes an AN/ARC-158 UHF data link, an AN/ARQ-34 HF datalink and a joint tactical information distribution system (JTIDS) which provides secure voice and data communications.

Engines
The E-2C was originally fitted with two Allison T56-A-425 turboprop engines, but since the introduction of E-2C group I variants, T56A-427 engines have been fitted. With the new engines, the E-2C can cruise on station for more than four hours, up to 200 miles from base.

"The Hawkeye 2000 made its first operational deployment in 2003 aboard USS Nimitz."Hawkeye 2000
The first of the Hawkeye 2000 (HE2K) standard aircraft, was delivered in October 2001. 24 aircraft are on order for the USN. The Hawkeye 2000 made its first operational deployment in 2003 aboard USS Nimitz (CVN 68) in support of Operation Iraqi Freedom. Northrop Grumman is also upgrading a number of USN aircraft to Hawkeye 2000 configuration.

One aircraft has been delivered to the French Navy for operation on the Charles de Gaulle carrier and two E-2Cs already delivered have been upgraded to the 2000 standard. In April 2007, France requested the foreign military sale (FMS) of an additional aircraft.

Two Hawkeye 2000 aircraft were delivered to Taiwan in 2004/2005, to join their fleet of four E-2Cs. The aircraft, designated E-2K, entered service in April 2006.

Egypt is upgrading its five E-2C Hawkeye to Hawkeye 2000 standard and has received one additional upgraded E-2C. The first upgraded aircraft was delivered in March 2003 and deliveries are to conclude in late 2008. Egypt requested two additional excess E-2C aircraft in October 2007.

The Japanese Air Self-Defence Force is also upgrading its 13 Hawkeye aircraft, the first was delivered in early 2005. In December 2007, the United Arab Emirates requested the sale of three upgraded E-2C aircraft.

Hawkeye 2000 features a Raytheon mission computer upgrade (MCU), Lockheed Martin advanced control indicator set (ACIS), cooperative engagement capability (CEC), satellite communications, new navigation and flight control systems. The MCU is based on open architecture commercial off-the-shelf (COTS) technology, with increased memory and faster processing.

The CEC consists of processor, data distribution system and antenna and will enable Hawkeye 2000 to perform real-time battle management, fusing and distributing information from sources such as satellite and shipborne radar.

E-2D Advanced Hawkeye
The next-generation, E-2D Advanced Hawkeye has a new radar, theatre missile defence capabilities, multisensor integration and a Northrop Grumman Navigation Systems tactical glass cockpit. Lockheed Martin Maritime Systems & Sensors has developed the AN/APY-9 solid-state, electronically steered UHF radar under the E-2C radar modernisation programme (RMP).

"E-2C Hawkeye became operational in 1973."Northrop Grumman supplies the transmitter, Raytheon the receiver, L-3 Communications Randtron the UHF antenna and BAE Systems CNIR the identification friend or foe (IFF) system. An in-flight refuelling capability will extend mission endurance to between eigth and nine hours.

The Advanced Hawkeye will replace all 75 USN E-2C aircraft. The aircraft began full system development and demonstration (SDD) in August 2003 and, in July 2007, Northrop Grumman was awarded a low-rate production contract for three aircraft for delivery in 2010. The E-2D was rolled out in May 2007 and made its maiden flight in August 2007. Operational assessment was completed in November 2008 followed by transfer to US Navy Patuxent River, Maryland for carrier testing and sea trials. Entry into service is scheduled for 2011

 

[Super Falcon]

The E-3 airborne warning and control system (AWACS) is built by Boeing Defense & Space Group. The role of the E-3 is to carry out airborne surveillance, and command, control and communications (C3) functions for both tactical and air defence forces.

In the USA the aircraft carries the designation E-3 AWACS. The UK designation is E-3 Sentry AEW (airborne early warning) and the French designation is E-3 SDA.

The E-3 entered service in 1977. 32 aircraft are in service with the USAF, seven with the UK Royal Air Force, four with the French Air Force and five with Saudi Arabia.

"The role of the E-3 is to carry out airborne surveillance, and command, control and communications (C3) functions."The Nato airborne early warning force, established in 1980, has a fleet of 17 E-3A aircraft.

The E3 look-down radar has a 360° view of the horizon, and at operating altitudes has a range of more than 320km. The radar can detect and track air and sea targets simultaneously.

In a tactical role, the E-3 can detect and track hostile aircraft operating at low altitudes over any terrain, and can identify and control friendly aircraft in the same airspace. In the strategic defence role, the E-3 provides the means to detect, identify, track and intercept airborne threats.

During the 1990 to 1991 Operation Desert Storm, 845 AWACS sorties were flown and Nato E-3s have also played a major role in the United Nations' enforcement of the no-fly zone over Bosnia and during the Kosovo crisis. AWACS aircraft were also used by the USAF during Operation Enduring Freedom in Afghanistan in 2001 and Operation Iraqi Freedom in 2003.

The USAF Block 30/35 modernisation programme included the following upgrades: provision of GPS (global positioning system) navigation, enhanced computer memory, installation of a JTIDS (joint tactical distribution system) Class II terminal and ESM (electronic support measures) equipment.

The USAF Block 40/45 upgrade programme includes new open architecture PC-based mission systems, upgraded communications and navigation systems and enhanced electronic support measures. Boeing was awarded the system development and design (SDD) contract for the programme in 2003 and the first flight of the upgraded aircraft was in July 2006. The SDD phase was successfully completed in September 2008 and a production contract is expected in 2009. Initial operational capability of five aircraft is scheduled for 2010. Full operational capability of all 32 aircraft in the USAF fleet is scheduled for 2016.

In January 2006, Boeing and Lockheed Martin were awarded contracts to conduct technology demonstrations to upgrade the mission systems on the UK Royal Air Force's seven E-3D Sentry AWACS, under the Project Eagle programme. One contractor will be chosen in 2009.

In September 2007, Boeing was awarded a contract to upgrade the communications systems of Saudi Arabian fleet of five E-3 AWACS aircraft with Link 16 secure digital datalink. The first was completed in July 2008. In December 2007, Saudi Arabia requested the sale of upgraded mission equipment for five aircraft including the Radar System Improvement Program (RSIP) kits.

In September 2008, France requested the upgrade of its four aircraft to the Block 40/45 configuration.

E-3 aircraft
The aircraft has four flight crew (two pilots, navigator and flight engineer) and E3B and C aircraft have 18 AWACS officers and crew, the E-3A 13.

"The basic E-3 aircraft is a militarised version of the Boeing
707-320B commercial jet airframe."The basic E-3 aircraft is a militarised version of the Boeing 707-320B commercial jet airframe, distinguished by the addition of a large, rotating rotodome containing the main radar, identification friend or foe (IFF) and data-link fighter-control (TADIL-C) antennas.

The layout of the equipment in the fuselage is arranged in bays with areas allocated for communications, signal and data processing, command and control consoles, navigation and target identification systems.

The signal and data processing is carried out on a high-speed powerful IBM 4PiCC-1 computer.

The aircraft is equipped with 14 command and control consoles fitted with high-resolution colour displays supplied by Hazeltine.

In November 2006, Northrop Grumman were awarded a contract to provide the AN/AAQ-24 large aircraft infrared countermeasures (LAIRCM) self-protection system for the Nato fleet of 17 E-3A AWACS. The installation is due to be completed by December 2009.

Radar

The primary radar housed in the rotodome is the Northrop Grumman AN/APY-1/2 AWACS radar. The radar transmitters, computers and display stations are housed within the fuselage.

The radome scans at six revolutions a minute. When the radar is not operating the radome rotation rate is set at one revolution every four minutes. The radar is multi-mode using powerful interleaving and de-interleaving algorithms.

The main operating modes are: pulse Doppler non-elevation scan (PDNES) for surveillance of airborne targets; pulse Doppler elevation scan (PDES) to determine the target elevation; beyond the horizon pulse radar mode; receive only mode for passive operation; maritime mode which uses very short pulse width for the detection of surface ships; and standby mode.

Boeing, with the electronic sensors and systems division of Northrop Grumman as subcontractor, have carried out an E-3 AWACS radar system improvement programme (RSIP) which upgrades the capability of the AN/APY-1/2 against threats from small radar cross section targets, cruise missiles and electronic countermeasures.

The improvement in sensitivity against small and stealthy targets is being achieved through the installation of a new surveillance radar computer (SRC) to replace the digital Doppler processor and radar correlator, and the translation of the associated software into ADA language. RSIP installation was completed on the Nato (17) and UK (seven) aircraft in 2000 and on the 32 USAF E-3 AWACS in April 2005.

The AN/APX-103 interrrogator, supplied by the Telephonics Corporation, provides both civil and military identification friend or foe (IFF) operation and instantaneously provides a data set on all targets within the radar range. The data includes IFF status, range, azimuth and elevation position and code identification.

"The primary radar housed in the rotodome is the Northrop Grumman AN/APY-1/2 AWACS radar."Engines

The USA and Nato E-3 AWACS aircraft are powered by four Pratt and Whitney TF-33-PW-100/100A turbofan, 21,000lb-thrust jet engines, mounted in pods under the wings. The E-3 AWACS aircraft for Saudi Arabia, UK and France are powered by four CFM International CFM-56-2A-2/3 turbofan engines, developing 24,000lb thrust. The higher power CFM-56 engines allow aircraft operation at higher altitudes, extending the horizon for radar surveillance.

The fuel tanks in the wings have a capacity of 90,500l which give an unrefuelled range of more than 9,250km and a flight endurance of 11 hours. For increased range the aircraft is equipped with an in-flight refuelling probe and receptacle.

 

[Super Falcon]

The EMB-145 AEW&C is a derivative of the Embraer ERJ-145 regional jetliner airframe, modified with the integration of an airborne early warning radar and mission system.

The aircraft incorporates a reinforced airframe, new navigation and communication systems, an enhanced auxiliary power unit (APU), increased fuel capacity and a revised interior layout.

The EMB-145 AEW&C's mission system is developed around the Ericsson ERIEYE active, phased-array pulse-Doppler radar and is integrated with an onboard command and control system. Electronic surveillance measures for monitoring communications and non-communications activities are also integrated with the system.

In 1997, Embraer was awarded a contract to develop and produce the ERIEYE-based EMB-145 AEW&C (designated R-99A) aircraft, together with another version of the same aircraft, the EMB-145 RS remote sensing (designated R-99B) variant, for the Brazilian Government's SIVAM programme.

The Brazilian Air Force (FAB) ordered five AEW&C and three EMB-145 RS aircraft. The first AEW&C aircraft was delivered to the Brazilian Air Force in July 2002 and deliveries were completed in December 2003.

The Hellenic Air Force of Greece has ordered four EMB-145 AEW&C. The first was delivered in December 2003 and deliveries completed in May 2005. Entry into service is expected in mid-2008. Mexico has ordered one aircraft for border and coastline monitoring which was delivered in June 2004. Erieye radar systems have also been ordered by Sweden. In February 2005, Embraer signed a memorandum of understanding with India for the procurement of three systems.

In July 2008, a deal was finally signed, under which Embraer will supply three ERJ-145 aircraft and perform the modifications required to carry the active array antenna unit (AAAU) AEW&C system developed by India's Defence Research and Development Organisation (DRDO). Deliveries are scheduled to begin in 2011.

A fleet of three aircraft is sufficient to sustain two airborne patrols around the clock for a limited time, or one airborne patrol with one aircraft on continuous ground alert for more than 30 days. Although capable of long endurance at normal patrol speeds, the EMB-145 has a high dash speed which contributes to survivability on patrol missions.

The EMB-145 AEW&C crew includes the pilot and co-pilot, five mission systems specialists and up to three reserve crew members. The aircraft is equipped with five or six mission operator consoles.

Cockpit
The all-glass cockpit is fitted with five displays – primary flight displays, multi-function displays and the engine indication and crew alerting system (EICAS) – with multi-reversionary capabilities.

Avionic systems include full TACAS II (traffic alerting and collision avoidance), a ground proximity warning system (GPWS) and windshear detector. Dual digital air data computers drive the attitude and heading reference system (AHRS).

The pilot is provided with a head-up display particularly for landing guidance. The aircraft has two radio altimeters and an instrument landing system. A dual integrated computer controls the autopilot flight director (APFD), windshear detector and EICAS.

ERIEYE
ERIEYE has been developed by Ericsson Microwave Systems. The system comprises an active, phased-array pulse-Doppler radar including integrated secondary surveillance radar and identification friend or foe (SSR/IFF), a comprehensive, modular command-and-control system, electronic support measures (ESM), communications and datalinks.

"ERIEYE comprises an active, phased-array pulse-Doppler radar."Rather than conventional rotodome antenna system, ERIEYE has a fixed, dual-sided and electronically scanned antenna mounted on top of the fuselage. This places much less demand on aircraft size and is designed for mounting on commuter-type aircraft. The ERIEYE is capable of 360° detection and tracking of air and sea targets over the horizon. The instrumented range is 450km and a typical detection range against a fighter aircraft size target is in excess of 350km.

The system uses advanced solid-state electronics, open-system architecture and ruggedised commercial off-the-shelf (COTS) hardware, including general-purpose programmable workstations and full-colour LCD displays. The ERIEYE radar is already in service with the Swedish Air Force and is in series production for Brazil and other customers.

SIVAM programme
The SIVAM programme is designed to survey the entire Amazon Basin, an area considerably greater than that of Western Europe. Eight aircraft, five for surveillance and three for remote sensing are used for environmental protection, natural resources survey, border surveillance and support of sustained development in the Amazon region. The aircraft are operated by FAB from the Annapolis air force base.

The EMB-145 RS remote sensing aircraft is equipped with synthetic aperture radar, forward-looking infrared / television (FLIR/TV), multi-spectral scanner, COMINT communications intelligence suite, ELINT electronics intelligence system and an on-board recording and processing system. The RS aircraft will be capable of providing updated mapping information and imagery of the area

 

[Super Falcon]

The Saab 2000 AEW&C airborne early warning and control aircraft is a variant of the Saab 2000 regional transport turboprop aircraft equipped with the spine-mounted Saab Systems Erieye PS-890 side-looking reconnaissance radar.

The first customer for the Saab 2000 AEW&C, the Pakistan Fiza'ya (the Pakistan Air Force), placed the order on Saab, based in Stockholm, in June 2006. The first of five aircraft was rolled out in April 2008 and is scheduled to enter service in 2009. Thailand announced the selection of the Saab 2000 AEW&C in June 2007.

"The Saab 2000 AEW&C airborne early warning and control aircraft is a variant of the Saab 2000 regional transport turboprop aircraft."The aircraft, fully equipped for airborne early warning and control, can also be used for national security missions, border control, airborne command and control, disaster management coordination and for emergency air traffic control.

Saab 2000 construction
Saab Surveillance Systems is the lead contractor for the Saab 2000 AEW&C programme. Saab Aerotech is responsible for the development and modification of the Saab 2000 regional aircraft to the AEW&C configuration. Six other Saab business units are also contracted for major elements of the programme.

The outer wing sections have been strengthened, as has the roof of the fuselage, to accommodate the weight of the Erieye antenna and its housing. The vertical tail area has been increased to provide improved stabilisation.

Main cabin
The main cabin is fitted with five mission operator consoles on the starboard side. The windows on the starboard side of the main cabin have been removed. The cabin is air-conditioned and fitted with an active noise cancellation system.

The aft section of the main cabin accommodates fuel tanks and mission equipment. Two auxiliary fuel tanks are installed on the starboard side in the mid fuselage section immediately aft of the mission consoles.

The mission operator consoles perform: system and sensor management; mission planning and simulation; track data processing; asset management and control; identification and allocation. The display systems incorporate digital maps and use high-resolution flat-panel colour displays and touch input display controls. The main cabin aft section also accommodates the electronic warfare equipment, the Erieye equipment and the Erieye power units.

Radar
Saab Microwave Systems (formerly Ericsson) is the lead contractor for the Erieye surveillance radar. The Erieye radar is operational on a number of other aircraft including the Saab 340, Embraer R-99 and Embraer EMB-145. Erieye is an active phased array pulse Doppler radar operating in the 3.1GHz to 3.3GHz band. The radar is operational from three minutes after take-off and during climb and provides an effective surveillance area of 500,000km².

"The main cabin is fitted with five mission operator consoles on the starboard side."The Erieye radar has an instrumental range of 450km and detection range of 350km against a fighter aircraft sized target in dense hostile electronic warfare environments and at low target altitudes. The system is capable of tracking multiple air and sea target over the horizon and provides above 20km altitude coverage, 360° coverage and has sea surveillance capability. The radar incorporates an identification friend or foe interrogator. The system comprises an active phased array pulse Doppler radar with a secondary surveillance radar.

The fixed dual sided electronically scanned antenna array is installed in a rectangular housing, dorsally mounted above the fuselage.

Electronic warfare suite
The aircraft's electronic warfare suite is based on the Saab Avitronics HES-21 electronic support measures (ESM) and self-protection suite. The HES-21 also provides a ground-based support system (EGSS), which provides mission data for the aircraft electronic warfare system and for analysis of recorded data.

Electronic support measures
The electronic support measures (ESM) system comprises digital narrow band and wide band receivers and associated antennae, providing close to 100 % probability of intercept (POI). The digital receiver is equipped with interferometer antenna arrays.

The ESM obtains the electronic order of battle (EOB) data and intercepts, characterises and identifies signals, defines their direction of arrival, generating and displaying warning information. The ESM system operates autonomously and allows real time ESM analysis and presentation to the ESM operator on board the aircraft. ESM data is recorded during missions for post mission tactical and technical analysis. Information is transferred to other onboard systems including the command and control system and the radio data link-controller.

The radar receivers cover low band (7GHz to 2GHz), mid band (2GHz to 18GHz) and high band (28GHz to 40GHz).

The digital RF receiver provides very high sensitivity and selectivity and uses fast Fourier transforms (FFT) and channelisation signal processing techniques. The ESM's wide band and narrow band receivers provide 360° coverage, and close to 100% probability of intercept. The system provides high sensitivity and selectivity in dense and hostile signal environments.

Self-protection system
The self-protection system (SPS) comprises: defensive aids control system, radar warning, laser warning, missile approach warning and chaff and flare dispenser systems. The self-protection suite provides selection and, in automatic mode, the initiation of the chaff and countermeasures sequences.

"The Erieye radar has an instrumental range of 450km and detection range of 350km."The laser warning system is based on the Saab Avitronics LWS-310 laser warner operating in the 0.5 to 17 microns wavelength bands. Spatial and spectral coverage is provided by an array of three sensors on each side of the aircraft.

The missile launch and approach warner (MAW) is based on the Saab Avitronics MAW-300, which can simultaneously monitor and track up to eight threats. It has four sensors, two on each side, and each with 110° azimuthal coverage to provide the overlapped 360° spatial coverage.

The chaff and flare dispensing system (CFDS) comprises a dispenser control unit, (CFDC) with a cockpit mounted display and control panel, defensive aids suite computer with a threat library database, two BOL electromechanical dispensers and six BOP pyrotechnical dispensers.

The BOL dispenser is a high-capacity, 160-cartridges, electro-mechanical chaff dispenser. The BOL dispensers are installed in the fairings under the wingtip-mounted radar warning pods. The dispenser incorporates vortex generators which provide chaff blooming characteristics and a chaff cloud Doppler response.

The BOP dispenser is a pyrotechnic dispenser carrying Nato standard rectangular cartridges or magazines of 39 1in² cartridges. The dispenser has the capability to dispense different ammunition types concurrently. The BOP dispensers are housed on each side of the underside of the fuselage to the aft of the wings.

Engine

The aircraft is fitted with two Rolls-Royce AE 2100A turboprop engines developing 3,095kW.

 

[Zob]

may i be so RUDE to ask what are you copy pasting SUPER FALCON....?? what is your point....

coming back to the topic i guess no matter what the intentions were by both even though two systems might be a logistic nightmare but in the long run PAF can use a developed system like ereiye and use its knowledge to further enhance and develop the chinese system which in the long run will be a more useful source of military hardware for pakistan compared to the SWEDs....so even if there intentions were bad in the long run it might just benefit pakistan.....

 

[Always Neutral]

ex-ACM Kaleem was running the Air Force, whereas ex-Gen Musharraf was running the Army and the country. There could have been a million other reasons for the insistence to buy from the Chinese which Mr. Kaleem may have been unaware of, but would have been better for Pakistan in the long run. One very obvious reason is, we need the Chinese much more than we need the Swedes, for defence and much more.

As far as I know, these misunderstandings between the services (particularly Air Force and Army) are not uncommon and are not unique to Pakistan. However, they should not be made public as they only serve to further damage the people's confidence in the way the armed forces are run.

Even at the risk of buying substandard AWEC's ? Well it atleast proves one thing Chinese are way behind the West unlike what the Chinese and the Chinese fan boys on this forum like to boast about.

Also who is the traitor the guy who buys the best (which wins u the war) and gets commissions or the guy who buys the worst (which let u down in war) and gets no commissions ?

MuradK your comments on this would be appreciated vis vis the capabilities of both ac's. ( I know there are several cut and paste ability posts here but ur take on both will be very enlightening)

Regards

Ps : BTW the chinese also pay agency commission on arms deals so lets guess who got paid for the changes ?

 

[hj786]

Even at the risk of buying substandard AWEC's ? Well it atleast proves one thing Chinese are way behind the West unlike what the Chinese and the Chinese fan boys on this forum like to boast about.

The AEWC mentioned in the article (the "rotodome" KJ-200) is NOT the one being procured by PAF. It uses a PESA radar whereas the KJ-200 "Balance Beam" uses a "blade" configuration AESA radar, just like the Swedish Erieye radar. This is the one now in service with the Chinese navy and being bought by the PAF.

I guess if they are making similar stuff to the Swedes, they aren't as far behind as people like you think.

 

[Always Neutral]

Firstly, you don't know jack about how far behind the Chinese are. One news report about some whining military man doesn't mean anything.
Secondly, the AEWC mentioned in the article (the "rotodome" KJ-200) is NOT the one being procured by PAF, neither is it the one being procured by the Chinese navy. It uses a PESA radar whereas the KJ-200 "Balance Beam" uses a "blade" configuration AESA radar - this is the one now in service with the Chinese navy and being bought by the PAF. I guess they aren't as far behind as people like you think and you should read up on the topic first.

I don't know jack ! Hello its your Chief of Air Staff saying that ! As per him the rest of the experts of the PAF are also saying that ! Ok PAF is crap I agree with you, is that what you want me to say ? Gen M is the only guy who is an expert on AWEC ? Please read the article before u spout wisdom, Chinese fanboy.

Regards

 

[hj786]

You don't know what the Chinese are developing or what the PAF are buying, so yes you don't know jack. You call me a fanboy as much as you like, doesn't change the truth - the latest variant of that AEWC that you say puts the Chinese "far behind the west," has exactly the same type of radar as the Swedish Erieye. Even the aircraft itself has similar features as the Saab 2000 AEWC. So you sit there shouting FANBOY whenever somebody tries to show what an ignorant fool you are, see if I care.

System referred to in the article:


System to be put into service:



For comparison:

 

[Always Neutral]

You don't know what the Chinese are developing or what the PAF are buying, so yes you don't know jack. You call me a fanboy as much as you like, doesn't change the truth - the latest variant of that AEWC that you say puts the Chinese "far behind the west," has exactly the same type of radar as the Swedish Erieye.

He said the Pakistan Air Force had cautioned in advance that the Chinese system was inferior to the Swedish system and the two systems were incompatible. Also, one of the systems was superfluous.

This mix-up of the two different technologies, he said, was bound to create more problems instead of serving the purpose for which the project was conceived. He explained that the two systems could not be integrated so it was better to cancel the Swedish contract altogether and go for the Chinese option.

Hey Chinese fan Boy,

This is what you CAS said not me.

So you are better than the CAS ?

I hope I am not talking to Gen M (incognito) ?

Go take up cudgels with the guys who run your Air force. Better still sack them all.

Regards

 

[hj786]

Hey Chinese fan Boy,
This is what you CAS said not me.
So you are better than the CAS ?
I hope I am not talking to Gen M (incognito) ?
Go take up cudgels with the guys who run your Air force. Better still sack them all.
Regards

Hey Always Arrogant (or would Ignorant be better?), he was referring to a crap version of the system. A newer version has since been developed and if you look at the pics I posted above, you will see an uncanny resemblance to some Western equipment that is "far ahead". Not that you care, you just want to call people fanboys right?

Oh and there's no need to take anything up with the Air Force guys. They already chose a Chinese radar for their JF-17 combat jet, which they selected over an Italian one. It looks like they'll be filling their new J-10 with a Chinese radar and weapons too. I guess they are fairly happy with the latest Chinese equipment.

 

[PAFAce]

Well it atleast proves one thing Chinese are way behind the West unlike what the Chinese and the Chinese fan boys on this forum like to boast about.

After reading that, it's not too hard to tell who the real fanboy is. The growth of the Chinese aerospace industry is a different topic, but just know this, after the Germans, the Chinese have showed the greatest growth in defence technology in peace time.