F-16, F-18, Grip, MiG-35 and Rafale Technical Resource Only
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How does it leave rafale in contention? France would very much like the planes to be manufactured in France for the employment potential.shaileshkg wrote:The interesting tidbits that are coming out about tender makes me wonder that some of the contenders are already out.
For example only 20 nos direct import and rest manufacture in India.
This does not serve American agenda very well of keeping their lines open with Indian order!
This also weakens the prospect of Gripen
I think leaves Mig-35 and Rafale on the table.
Also, this may favour the Yanks as they have already signalled their willingness (at least on paper) to do ToT. Of course, the big bear has already done deals like this, so they are probably the most favoured.
Not so sure about Gripen. I wuz kind of favouring this plane. It is designed to operate in a post nuclear battlefield, with minimal support services and ability to operate from non-airfield locations.
Why does it weaken Gripens prospects?shaileshkg wrote:The interesting tidbits that are coming out about tender makes me wonder that some of the contenders are already out.
For example only 20 nos direct import and rest manufacture in India.
This does not serve American agenda very well of keeping their lines open with Indian order!
This also weakens the prospect of Gripen
I think leaves Mig-35 and Rafale on the table.
Rafale Test-Drops AASM Guided Bombs
defencenewsA French Navy Rafale aircraft dropped two AASM (Armement Air-Sol Modulaire) air-to-ground modular weapons in early June, the second and final integration firing, it was announced June 21 here.
Developed by Sagem Défense Sécurité, the AASM includes guidance and range-extending kits that can be bolted onto bombs.
The Rafale dropped a salvo of two AASMs over the Landes test range, after catapult-launching from the Charles de Gaulle aircraft carrier in the Mediterranean and refueling several times in the air. The weapons penetrated cloud cover and struck the target.
Following a first firing in April, this second AASM integration firing concludes the demonstration of the weapon’s operational ability on the Rafale.
AASM brochure from Sagem
Jane's IDR - June 01, 2007 - article on Rafale
Jane's INTERNATIONAL DEFENCE REVIEW - JUNE 01, 2007
RAFALE AND TYPHOON IN SERVICE - Rafale F2 fighters on active duty as
France plans modifications
RAFALE AND TYPHOON IN SERVICE - Rafale F2 fighters on active duty as
France plans modifications
The Rafale programme has moved forward at an unprecedented rate in
the last few months and the new fighter recently dropped laser-guided
bombs 'in anger' for the first time. Henri-Pierre Grolleau reports
Rafale Standard F2 fighters have engaged in combat operations in
Afghanistan in support of allied ground forces only nine months
afterbeing declared operational by the French Air Force.
The French authorities have decided to develop a series of
incremental modifications fielded in three different standards for
the Rafale programme.
First to enter service, the Standard F1 was specifically ordered for
the French Navy, which urgently required a modern fighter to replace
its outdated F-8P Crusaders. Rafale Standard F1 fighters specialise
in the air-defence role with their MBDA Mica EM radar-guided, fire-
and-forget long-range air-to-air missiles (AAMs), MBDA Magic 2
infrared (IR)-guided short-range AAM and Nexter 30M791 30 mm cannon.
Next to appear was the much improved Standard F2, which offered air-
to-ground capabilities thanks to the introduction of the MBDA Scalp
cruise missile of the Apache/Scalp/Storm Shadow/Black Shaheen family
and of the Sagem AASM (Armement Air-Sol Modulaire [Modular Air-to-
Surface Armament]) precision stand-off weapon.
Rafale Standard F2 aircraft also benefited from the introduction of
the Mica IR missile to replace the Magic 2, a digital/radar terrain-
following mode, and various improvements to the Thales RBE2
electronic scanning radar and Thales Spectra electronic warfare/self-
defence suite. Even more significant was the adoption - for the first
time on a French fighter - of the Link 16 MIDS low-volume terminal
datalink. Standard F2 aircraft are the first to be fitted with the
Modular Data Processing Unit (MDPU) that will facilitate the
integration of future weapons and systems.
The Standard F2 was qualified by the Delegation Generale pour
l'Armement (DGA), the French defence procurement agency, in June
2006. Since then, an urgent operational requirement led to the
adoption of GBU-12 and GBU-22 laser-guided bombs (LGBs) on Rafale
Standard F2 aircraft, considerably enhancing combat flexibility and
efficiency.
With the entry into service of Rafale Standard F3 fighters in 2008,
both the French Air Force and the French Navy will be equipped with a
fully omnirole aircraft capable of performing an extremely wide range
of roles, from reconnaissance to nuclear strike.
To carry out their missions, Rafale Standard F3 aircraft will be
equipped with the Pod Reco NG (New Generation Reconnaissance Pod),
the MBDA ASMP-A (Air-Sol Moyenne Portee-Ameliore) nuclear deterrence
missile and the MBDA AM39 Exocet anti-ship missile. Further
improvements to the radar and the self-defence suite are also
planned, but the terrain-following radar mode will be ameliorated.
Flight testing of the improved standard started in mid-2006 and four
instrumented Rafales are now taking part in the Standard F3
development programme, with 400 test sorties to be logged between May
2006 and early 2008. Much of the Standard F3 development centres on
the various software packages; hardware modifications being extremely
limited to ease upgrading from one standard to another. Standard F3
is now well into its trial cycle, with the first guided firing of an
Exocet expected in June 2007 from an aircraft based on the aircraft
carrier Charles de Gaulle.
According to Dassault officials, the F3 trial programme is on
schedule, with qualification expected by mid-2008. Further increments
are already planned and, from late 2008 or early 2009, the Rafale
Standard F3 aircraft will be fitted with a Thales Damocles laser
designation pod under the right forward fuselage hardpoint.
Target designation
The Damocles is already in service with the French Navy on its Super
Etendard Modernises and on United Arab Emirates Mirage 2000-9
fighters. The Rafale was designed from the start to operate with an
external pod and integration will be straightforward.
The introduction of the Damocles targeting pod will allow Rafale
aircrews to self-designate targets at extended ranges, both in
daytime and at night. From early 2009, the Rafale will be cleared to
carry the larger GBU-24 Paveway III laser-guided bomb mated to a
2,000 lb bomb body, massively increasing fire-power against hardened
and buried targets.
Under current plans, all Standard F1 and F2 aircraft will eventually
be upgraded to the F3 configuration. Rafale F1s will have to undergo
a comprehensive upgrade to be brought up to the latest standard: anin-
depth rework that will include the replacement of seven major
subsystems - such as the two mission computers and the symbol
generator - by the MDPU, which equips Standard F2 and F3 aircraft.
The transition from F2 to F3 will be easier as both variants have
been fitted with the MDPU from the outset.
A total of 10 Rafale Standard F1 aircraft were delivered to the
French Navy to replace the F-8P Crusader, and the type became fully
operational in the fleet air-defence role with Flottille 12F in June
2004. In fact, the Rafale was used operationally as early as 2002
when the French carrier air group deployed to the Indian Ocean in
support of Operation 'Enduring Freedom' in Afghanistan.
Since being declared fully combat ready, Flottille 12F pilots have
participated in a growing number of exercises, both at home and
abroad. They also take part in the French air-defence effort,
routinely handling responsibility for the western Quick Reaction
Alert (QRA) at Lann-Bihoue naval air station with two Rafales, two
pilots and seven maintainers.
One aircraft is armed with two Magic 2 short-range missiles at the
wingtips and the other has two Mica EM long-range, fire-and-forget,
radar-guided missiles under its wings plus two Magic 2s at the
wingtips. Both of them are fitted with a 1,250-litre centreline drop
tank. Depending on the situation, they are held at two, five or seven-
minute readiness during their duty slot.
With a solid acceleration and climb rate, the Rafale is suited for
the role - with four missiles and a full fuel tank it can reach
40,000 ft in under two minutes from brake release. The first
experiment, held in early 2005, was a success, and Flottille 12F now
handles the western QRA twice a year.
In late 2006, the French Navy started receiving improved Rafale
Standard F2 fighters. Two were handed over by Dassault in 2006, with
seven to follow in 2007 and another seven in 2008, bringing the total
number of Rafale M Standard F2 fighters to 16.
The first four Rafale Standard F2 aircraft should move from Mont-de-
Marsan, where the combat evaluation is conducted, to their
Landivisiau home-base this month [June 2007]. Deliveries of Standard
F3 aircraft will begin in 2009. The overall French Navy requirement
still stands at 60 single-seat Rafales.
The French Air Force accepted its first three Rafale Standard F2
fighters at Mont-de-Marsan in December 2004. Since then, a total of
29 Rafale omnirole fighters have been delivered to the air force,
including six single-seaters and 23 two-seaters. The total
requirement for the French Air Force is 234 aircraft, with the split
between single and two-seaters still to be announced. The first front-
line squadron - Escadron de Chasse (EC) 1/7 'Provence' - became fully
operational in the air-defence and precision strike roles on 27 June
2006.
On the same day, two French Air Force Rafales armed with Mica IR and
Mica EM missiles took over responsibility of the south-west QRA at
Mont-de-Marsan Air Base. With its complement of 20 Rafales, EC 1/7
currently specialises in the stand-off pre-strategic strike role with
the Scalp cruise missile.
The French ministry of defence (MoD) has ordered a total of 500
Scalps, 50 for the navy Rafales and 450 for the air force Mirage
2000D and Rafale fighters. If required, the squadron is ready to
deploy modules of three aircraft and six crews to carry out precision
strikes with its Scalps. Doctrinally, it could send six aircraft and
12 crews - in two modules - anywhere in the world and remain there
for an extended period of time.
Since entering service, the French Air Force and French Navy Rafale
Standard F2 fighters have been cleared to fire the AASM with the
first production weapons to be available from mid-2007. With its
ability to strike targets through clouds and smoke at extended
distances (about 50 km), the AASM will provide unprecedented fire-and-
forget attack accuracy to the French crews.
The AASM is composed of a range extension kit at the rear and of a
strap-on guidance kit at the front, which turns an ordinary iron
bomb into a precision weapon thanks to a GPS signal receiver and an
IR imaging sensor. The kits are currently applicable to a Mk 82 bomb
body, but other, heavier variants could be purchased at a later
stage.
Under current plans, the French Air Force will start accepting its
first Rafale Standard F3 fighters by mid-2008, at the same time as
the second Rafale front-line squadron is formed at Saint-Dizier.
Initially, this second unit, which will be part of the Forces
Aeriennes Strategiques, will carry out air-defence and attack
missions with conventional weapons. The squadron will begin training
with the ASMP-A nuclear missile in 2009 and will become fully
operational in the nuclear deterrence role in 2010.
Building up to strength
The third Rafale squadron will be formed at Mont-de-Marsan, but its
precise date of activation has yet to be announced. By the end of
2009, all Rafale Standard F2 aircraft will have been brought up to
Standard F3, with the main modifications limited to the software,
with only a few hardware changes required.
In the second half of 2008, the first Pod de Reconnaissance NG will
have been accepted by the French Air Force. Although an official
decision still has to be announced, it is highly probable that a
specialised cell within EC 1/7 will initially operate the new recce
system to supplement the Mirage F1CR fleet.
A team of aircrews with prior reconnaissance expertise will be in
charge of setting up this dedicated cell with a small number of pods.
With the new digital Pod Reco NG produced by Thales, the Rafale will
carry out tactical and strategic reconnaissance missions at stand-off
ranges and disseminate data around the battlefield in real or near
real time. In all, 23 Reco NG stand-off reconnaissance pods have been
ordered, including eight for the Aeronavale's opera�tions from the
Charles de Gaulle and from the future conventional carrier due to
enter service in 2012-15.
EC 1/7 aircrews have a long list of plaudits for the newest French
fighter. They agree that the Rafale has exceptional performance,
longer range, greater weapon load and overall better handling
characteristics than its predecessors. The Rafale's high turn rate,
brisk acceleration, engine response and climb rate are all obviously
important in the air-combat arena. The RBE2 electronic scanning radar
supplied by Thales is also highly praised. According to the pilots,
the RBE2 is a giant leap forward compared to earlier, mechanical
scanning radars.
In the last few months, Dassault, the DGA, the French Air Force and
the French Navy have been extremely busy improving the Rafale to
further enhance its combat effectiveness. With the advent of the
Standard F2, the type was cleared to fire the Magic 2 and the Mica
EM, and IR AAMs, the Scalp cruise missile, and the 30 mm cannon, with
the AASM to be available from mid-2007.
But air force and navy planners were keen to test the type in an
operational environment. The anticipated rise of Taliban activity in
Afghanistan early in the year led to the decision to fit the Rafale
with the 500 lb-class GBU-12/22 LGBs.
The project, known as 'Echo', was officially launched on 17 November
2006, with the Urgent Operational Requirement calling for an entry
into service as soon as possible. Capitalising on a series of trials
already carried out by Dassault in 2001, the programme moved forward
very quickly to comply with the expected release dates.
According to Jean-Marc Gasparini, Dassault's Deputy Rafale Programme
Director, the 'Echo' project was a success, with just 15 flights
required for the flight envelope expansion, and the weapons-
separation test and firing trials, which culminated with live firings
in mid-Feb�ruary 2007. It took less than four months to deliver the
complete LGB package to the armed forces, and the Rafale was
declared operational in early March 2007 after some 15 GBU-12s had
been dropped by French Navy and French Air Force aircrews for
training purposes.
To cut development time, it was decided not to equip the Rafale with
a laser designation pod. Instead, the aircrews will have to rely on
buddy-lasing, with Mirages or Super Etendards co-operatively holding
a laser spot on a target so it can be struck by weapons dropped from
the Rafale.
Alternatively, a forward air controller on the ground or a suitably
trained special forces commando would be able to designate targets
for the Rafales.
Afghanistan deployment
A total of six navy and air force Rafale Standard F2 deployed to
Afghanistan in mid-March 2007 - the three French Air Force two-seat
fighters flying to Dushanbe in Tajikistan, while the three French
Navy single-seat aircraft joined the Charles de Gaulle carrier air
group at Djibouti - bringing the overall number of Rafales in the
area to 15, including the nine Standard F1 aircraft used for air-
defence and buddy-buddy refuelling missions from the French Navy
flagship.
The first GBU-12 firings were carried out by a navy Rafale on 28
March, when two bombs were delivered in support of Dutch troops on
the ground. The laser illumination was provided by a Super Etendard
Modernise. Two days later, a French Air Force Rafale working in
conjunction with a Mirage 2000D dropped a GBU-12 for the first time
while providing fire support to NATO ground forces.
The French MoD recently awarded Dassault Aviation a contract to
develop and procure an enhanced variant of the Rafale over the next
few years, with major subsystems to be replaced or improved to boost
combat efficiency and survivability.
A radar upgrade that will replace the Rafale's original passive
antenna with an improved active electronic scanning array (AESA) has
been launched and the first prototype was flown in a Rafale in 2004,
with further increments on the way. Capitalising on the current radar
architecture, the AESA effort targets new levels of performance in
reliability, detection ranges and angular coverage in azimuth.
The AESA radar array will be made up of more than 1,000
transmitter/receiver modules so that several can fail with no
significant degradation in acuity.
The RBE2's open architecture will facilitate upgrading, and the new
AESA array is totally 'plug and play', with the switch from the
passive to the active array configuration taking less than two weeks.
In addition, the current Front Sector Opt�ronics (FSO) system will be
replaced by an upgraded variant called FSO-IT (FSO-Improved
Technologies).
Finally, the current missile approach warning system (MAWS) will be
super-seded by a more modern system with a lower false alarm rate and
increased probability of detection. The AESA, the FSO-IT and the
improved MAWS will all be available from 2012.
In less than a year, the Rafale programme has passed major
milestones, including the type's introduction into operational
service by the French Air Force, the beginning of the Standard F3
trial programme, the announcement of the Rafale Roadmap, the adoption
of laser-guided bombs as part of an urgent operational requirement
and initial combat engagements.
ignore/delete if already posted.
[quote]
Mig 35 OLS
“During the OLS tests we got MiG-29 detection ranges up to 45 km from the tail and 15 km from the front. Ranging device effective range for the aerial targets is 15 km, for the ground targets - more then 20 km.â€
[quote]
Mig 35 OLS
“During the OLS tests we got MiG-29 detection ranges up to 45 km from the tail and 15 km from the front. Ranging device effective range for the aerial targets is 15 km, for the ground targets - more then 20 km.â€
Boeing taps Lockheed for F-18 infrared tracking
WASHINGTON, July 2 (Reuters) - Boeing Co. (BA.N: Quote, Profile , Research) said Monday it tapped traditional rival Lockheed Martin Corp. (LMT.N: Quote, Profile , Research) to supply up to 150 advanced infrared sensors for Boeing's F/A-18 Super Hornet fighter jets.
Boeing said it expects an initial IRST development contract from the U.S. Navy next summer as part of its work on the next Super Hornet, known as Block 2. The total value is expected to top $500 million, covering IRST development and production, it said.
The IRST system, if approved for export, could help Boeing's F/A-18E/F compete for a potential $8 billion-plus Indian fighter market against Lockheed Martin's F-16 Fighting Falcon and entries from Russia and Europe.
WASHINGTON, July 2 (Reuters) - Boeing Co. (BA.N: Quote, Profile , Research) said Monday it tapped traditional rival Lockheed Martin Corp. (LMT.N: Quote, Profile , Research) to supply up to 150 advanced infrared sensors for Boeing's F/A-18 Super Hornet fighter jets.
Boeing said it expects an initial IRST development contract from the U.S. Navy next summer as part of its work on the next Super Hornet, known as Block 2. The total value is expected to top $500 million, covering IRST development and production, it said.
The IRST system, if approved for export, could help Boeing's F/A-18E/F compete for a potential $8 billion-plus Indian fighter market against Lockheed Martin's F-16 Fighting Falcon and entries from Russia and Europe.
Some nice tidbits from Su-35 R&D:
a) Su-35 introduces sensor fussion technology. Russians call it "portrait of targets" (or just portraits), it fuses all the contact information of a single target from different sensors (radar, EW, datalink, IRST) so to just show the pilot a single contact.
b) Su-35 lost the dorsal airbrake. It get slow (sorry my english is duppy today) with different combination of control surfaces. It replaces it with more fuel. Su-35's internal fuel load is an amazing 25.300 lbs.
c) As is known Su-35 introduces twin-pylons for R-77 in the under-fusselage stations. So a total of 12 R-77 could be carried at the same time, PLUS another 2 R-73 or two ECM pods
d) Other reports (not news, but anyway don't remind this mentioned here) talks about the different LO solutions introduced. Aside of the typical RAM solutions introduced on the first stages of the engine compressor and intakes, cockpit and nozzles, the Su-35 will introduces a plasma screen for shielding the phase array aerial.
e) First flight in September (prototype code number 901), it will be presented this August in MAKS.
a) Su-35 introduces sensor fussion technology. Russians call it "portrait of targets" (or just portraits), it fuses all the contact information of a single target from different sensors (radar, EW, datalink, IRST) so to just show the pilot a single contact.
b) Su-35 lost the dorsal airbrake. It get slow (sorry my english is duppy today) with different combination of control surfaces. It replaces it with more fuel. Su-35's internal fuel load is an amazing 25.300 lbs.
c) As is known Su-35 introduces twin-pylons for R-77 in the under-fusselage stations. So a total of 12 R-77 could be carried at the same time, PLUS another 2 R-73 or two ECM pods
d) Other reports (not news, but anyway don't remind this mentioned here) talks about the different LO solutions introduced. Aside of the typical RAM solutions introduced on the first stages of the engine compressor and intakes, cockpit and nozzles, the Su-35 will introduces a plasma screen for shielding the phase array aerial.
e) First flight in September (prototype code number 901), it will be presented this August in MAKS.
Some more details on Hornet's IRST
Boeing Selects Supplier for Super Hornet Block II Infrared Search and Track Capability
"IRST is yet another addition to the Super Hornet Block II arsenal, and it will truly change the nature of the air-to-air fight," said Capt. Donald "BD" Gaddis, U.S. Navy F/A-18E/F and EA-18G program manager, PMA-265. "Sensor-fused data from IRST, AESA, ALR-67(v)3 digitally cued receiver and off board information will ensure the Super Hornet Block II dominates and survives against the most challenging air threats well past 2024."
"Integration of IRST significantly enhances the capability of the Super Hornet Block II by providing multi-spectral air-to-air targeting," said Bob Gower, vice president, Boeing F/A-18 programs. "IRST, a key component of the Super Hornet's 'Flight Plan,' will provide the warfighter with unprecedented on-board situational awareness and enhance the engagement range of modern high-performance air-to-air weapons."
IRST is a passive, long-range sensor system that searches for and detects long-wave IR emissions within its field of view. It can track several targets simultaneously and provide an effective air-to-air targeting capability, even when facing advanced threats with radar jamming equipment.
Boeing will conduct a prototype flight demonstration in the first quarter of 2008, using a modified 480-gallon centerline fuel tank to house the IRST system. The modified fuel tank provides a cost effective, software-only integration approach, requiring no structural or wiring changes to the aircraft. This supports potential integration of IRST on existing and future F/A-18E/F/G aircraft.
The production system will contain more than 330 gallons of fuel in addition to providing the IRST capability. First production deliveries of IRST systems are expected in 2012, with initial operational capability anticipated in 2013.
"IRST is yet another addition to the Super Hornet Block II arsenal, and it will truly change the nature of the air-to-air fight," said Capt. Donald "BD" Gaddis, U.S. Navy F/A-18E/F and EA-18G program manager, PMA-265. "Sensor-fused data from IRST, AESA, ALR-67(v)3 digitally cued receiver and off board information will ensure the Super Hornet Block II dominates and survives against the most challenging air threats well past 2024."
"Integration of IRST significantly enhances the capability of the Super Hornet Block II by providing multi-spectral air-to-air targeting," said Bob Gower, vice president, Boeing F/A-18 programs. "IRST, a key component of the Super Hornet's 'Flight Plan,' will provide the warfighter with unprecedented on-board situational awareness and enhance the engagement range of modern high-performance air-to-air weapons."
IRST is a passive, long-range sensor system that searches for and detects long-wave IR emissions within its field of view. It can track several targets simultaneously and provide an effective air-to-air targeting capability, even when facing advanced threats with radar jamming equipment.
Boeing will conduct a prototype flight demonstration in the first quarter of 2008, using a modified 480-gallon centerline fuel tank to house the IRST system. The modified fuel tank provides a cost effective, software-only integration approach, requiring no structural or wiring changes to the aircraft. This supports potential integration of IRST on existing and future F/A-18E/F/G aircraft.
The production system will contain more than 330 gallons of fuel in addition to providing the IRST capability. First production deliveries of IRST systems are expected in 2012, with initial operational capability anticipated in 2013.
APG-79 AESA Radar Enters Full-Rate Production
Following extensive review by the office of the Assistant Secretary of the Navy (Research, Development and Acquisition), PMA-265 was granted authorization to enter into Full Rate Production for 437 next-generation APG-79 Active Electronically Scanned Array (AESA) radars.
The AESA program started in 1999 and the radar had its first flight in July 2003. The program completed an operational evaluation in December 2006 and will commence follow-on test and evaluation later this summer in preparation for first deployment in 2008.
“With more than 8200 flight hours on LRIP hardware in the past 2 years, AESA system hardware has been extremely reliable and maintainable,â€
Following extensive review by the office of the Assistant Secretary of the Navy (Research, Development and Acquisition), PMA-265 was granted authorization to enter into Full Rate Production for 437 next-generation APG-79 Active Electronically Scanned Array (AESA) radars.
The AESA program started in 1999 and the radar had its first flight in July 2003. The program completed an operational evaluation in December 2006 and will commence follow-on test and evaluation later this summer in preparation for first deployment in 2008.
“With more than 8200 flight hours on LRIP hardware in the past 2 years, AESA system hardware has been extremely reliable and maintainable,â€
Apologies if its a re-post.
Ultra Hornet
Ultra Hornet
SH Blk-IIBoeing and the US Navy are poised to expand and exploit the F/A-18E/F Super Hornet's capability for precision engagement and battle management now the upgraded platform is matched to the latest avionics while debate rages over the hallmarks and advantages of fifth-generation fighters, Boeing is preparing to deliver the next generation of its long-running F/A-18. The F/A-18E/F Block II+ Super Hornet is the culmination of a fundamental upgrade of the multi-role fighter and the foundation for future capability expansion.
Next-generation Super Hornet deliveries to the US Navy will begin later this year when the first aircraft from production Lot 30 rolls off the St Louis, Missouri assembly line. "Lot 30 is the launch point for Block II+," says Kory Mathews, director of F/A-18 programme integration.
Today's F/A-18E/F Super Hornet was developed from the original F/A-18 Hornet in two stages: first an airframe and engine upgrade that scaled the fighter up by 25% to increase range, payload and growth capacity then a multi-phase avionics update that introduced advanced sensors.
Lot 30 is the first time the structural upgrade that produced the F/A-18E/F comes together with the full suite of advanced avionics, and is the jumping-off point for the Capability Flightplan - a roadmap of enhancements planned to be developed and fielded over the next decade.
Robust roadmap
"We have a robust, well-defined capability roadmap in four main areas: distributed targeting, net-centric operations/battlespace management, sensor integration and advanced weapons," says Mathews. The Flightplan covers fiscal years 2008-2014, and will be updated annually. "It is a living document," he says. "We can add, accelerate or eliminate capabilities."
The launching point for the Capability Flightplan is the avionics architecture implemented incrementally since deliveries of the Block II Super Hornet began in 2005 with production Lot 26, and fully realised beginning with Lot 30.
The architecture backbone is a fibre-optic data network and advanced mission computer (AMC). Block II+ uses the latest Type 3 AMC, produced by General Dynamics Information Systems, with two times the throughput and memory of the Type 2 computer in Block II Super Hornets.
Plugged into this architecture are the new APG-79 active electronically scanned array (AESA) radar AAS-46 advanced tactical forward-looking infrared (ATFLIR) pod digital sold-state recorder (DSSR) accurate navigation (ANAV) system and Link 16 multifunctional information distribution system (MIDS).
"Beginning with Lot 30, every aircraft will have AESA," says Mathews. Until then, some F/A-18E/Fs are being delivered with the earlier mechanically scanned APG-73 radar. The US Navy plans to retrofit 135 APG-73-equipped Block II Super Hornets with APG-79, for an eventual total of 415 AESA-equipped aircraft.
The Raytheon AESA brings the capability for simultaneous air-to-air and air-to-ground operation and, starting with Lot 30, two-seat F/A-18Fs will have the advanced crew station, which decouples the front and rear cockpits. "The front-seater can sanitise the airspace while the rear-seater conducts an air-to-ground campaign," says Mathews. Both crew members will have the joint helmet-mounted cueing system.
Lot 30 also introduces the ANAV box, which replaces the F/A-18's CAINS inertial navigator and MAGR GPS receiver with a tightly integrated system that addresses obsolescence and provides "unprecedented air-to-ground accuracy", says Mathews.
Another step in expanding the Super Hornet's precision attack capability has already been taken with fielding of the digital sold-state recorder. Replacing an analogue cockpit video recorder, the DSSR brings the capability to grab and store sensor images, and send them over existing communications links - either Link 16 or the ARC-210 digital radio.
"On ingress, the crew can see ATFLIR streaming video in the cockpit, frame-grab a still image of the target and datalink it to the forward air controller, who looks at the image, annotates it with Blue Force positions and datalinks it back," Mathews says, cutting the time needed to "talk" the aircraft to the target to "low-digit minutes".
With the Lot 30 aircraft as a starting point, the Flightplan lays out a roadmap for expanding the F/A-18E/F's precision-engagement and battle-management capabilities. Much of the focus is on air-to-ground operations, but the Super Hornet is to get an infrared search and track (IRST) sensor to increase air-to-air capability.
Development of the IRST is funded beginning in FY2008, leading to fielding in 2012-13, says Mathews. A targeting, not imaging sensor, the IRST will be integrated with the radar to provide spectral diversity and the ability to engage passively air-to-air. Although it could be mounted internally, a podded sensor is more likely, he says.
Under the Flightplan, the distributed targeting area involves the addition of an image exploitation processor and mass storage unit to allow sensor information such as synthetic-aperture radar (SAR) imagery to be manipulated rapidly. The first increment will build on the AESA and ATFLIR targeting capability by georegistering imagery to an onboard database to generate precise target co-ordinates.
"This will bring precision targeting for weapons on board the aircraft and provide nearly range-independent, pixel-level accuracy in the cockpit," says Mathews. The next step will extend the capability to multiple and moving targets. A mode will be added to the AESA enabling interleaved SAR and ground moving-target indication, allowing the system to georegister moving targets and update their positions.
"Combine that with a weapon datalink and you will be able to release a weapon on the initial co-ordinates and update it in flight as the target moves. We will be able to engage multiple movers, stand off, in all weathers," Mathews says, adding that the final part of the distributed targeting roadmap will add features such as automatic target cueing and aided target recognition to reduce crew workload.
The net-centric operations area of the Flightplan focuses on augmenting the communications links on the aircraft. "More and more they will use the aircraft for non-traditional ISR [intelligence, surveillance and reconnaissance] because of its state-of-the-art sensors, and it needs to communicate with anyone inside or outside the theatre," says Mathews.
Wideband links
Two new links are to be added to the aircraft. A wideband IP (internet protocol) link will provide a "bigger pipe" for streaming video and voice-over-IP using ad hoc networks, compared with the narrowband, pre-established Link 16 networks. The second link will be beyond-line-of-sight satellite communications.
Development of the wideband IP link is scheduled to begin in FY2010, followed in FY2012 by the satcom system. The EA-18G Growler electronic-attack variant of the Super Hornet has receive-only satcom, but the new system will transmit and receive voice and data, says Mathews.
The third area of the Flightplan, multi-sensor integration, will exploit capabilities inherent in the Block II+ Super Hornet by rolling out software upgrades that tie onboard sensors more tightly together and with offboard sensors. As well as the AESA and ATFLIR, onboard systems include the ALR-67(V)3 radar warning receiver, also made by Raytheon, and the BAE Systems ALQ-214 integrated defensive electronic countermeasures system (IDECM).
The ALR-67(V) is a digital cued receiver, and under the Flightplan its capability will be enhanced to allow single-ship geolocation of emitters with enough accuracy to cue the radar for targeting, says Mathews. The capability for multi-ship geolocation using three F/A-18E/Fs, accurate enough for passive targeting, will also be introduced.
Some of most powerful sensor-integration capabilities planned involve the AESA and exploit its ability to act as more than a radar. The first of these is planned to be electronic attack, which will involve using the nose-mounted array of solid-state transmit/receive modules as both a highly sensitive passive emitter locator and enormously powerful directional jammer.
Mathews cautions that the AESA is limited to in-band electronic attack, and in its field of view and field of regard as both a receiver and jammer, but the system promises to be a powerful weapon against other X-band radars in aircraft and missiles. Multi-sensor integration will tie the AESA together with the ALR-67(V) receiver for cueing and the IDECM for jamming techniques generation.
The final area of the Capability Flightplan covers expansion of the weapon types cleared for carriage on the Super Hornet. This begins in FY2008 with Boeing's SLAM-ER stand-off land-attack and Harpoon Block III anti-ship missiles. A later spiral will add the Small Diameter Bomb - probably the seeker-equipped Increment II version designed to attack moving targets, says Mathews.
Although the capabilities outlined in the Flightplan will be developed and fielded over a decade or so, the US Navy plans to upgrade all of its Block II Super Hornets to the Block II+ standard. Block I aircraft will also receive upgrades, but will not be retrofitted to the same standard because they lack the new forward fuselage introduced with Block II and cannot accommodate the APG-79 AESA.
The US Navy, meanwhile, is looking at increasing procurement of F/A-18E/Fs beyond its planned 460 aircraft to offset the delay in Joint Strike Fighter initial operational capability to 2015. The Flightplan is designed to ensure, whatever its generation, that the Super Hornet stays at the leading edge of operational capability.
World News & Analysis
Germany Mulls Meteor Production Order
Aviation Week & Space Technology
07/02/2007, page 34
Douglas Barrie
London
Robert Wall
Paris
Industry and U.K. aim to address program issues as Berlin mulls purchase decision
Printed headline: Meteor Matters
Germany is pondering a production order for the Meteor rocket-ramjet air-to-air missile, as industry partners and lead customer, the U.K., look to address structural issues on program management.
Recent test shots of the missile have gone well, following a checkered start, but management and integration issues have acted as a drag on overall progress. These are areas that prime contractor MBDA and the U.K. Defense Ministry are moving to tackle.
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The Meteor missile is undergoing captive-carry and flutter trials on Typhoon weapons stations, including the inboard wing pylon.Credit: EUROFIGHTER
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Germany is also emerging as potentially the next of the six partner nations in the development program to place a production contract. The air force is beginning to consider the life of its Raytheon AIM-120 Amraam, according to industry executives. The British Defense Ministry is so far the only partner nation to have placed a production order.
"Germany might step up to the plate quite soon [with regard to Meteor]," says Brian Phillipson, the Eurofighter chief operating officer. Meteor is intended to provide the primary beyond-visual-range missile for the Typhoon, with all four Eurofighter nations--Germany, Italy, Spain and the U.K.--partners in the Meteor development program. France and Sweden are the remaining two participants in the missile effort.
The active radar-guided rocket-ramjet missile provides kinematic performance well beyond that of similarly sized solid-propellant missiles. One aim is to increase Typhoon's overall survivability in air-to-air engagements.
There could also be further realignment of the Meteor in-service date, originally targeted for 2012. Now the British planning assumption is that Meteor will enter service in 2013. This one-year delay was caused primarily by revising the dates for full integration on the Typhoon. The 2013 date, however, falls between the Typhoon's next two upgrades.
The first element of the Typhoon's Future Capability Program is due to be fully available by the end of 2012. This package is already under contract. The so-called Phase 2 Enhancement is meant to be available by the end of 2014.
PHILLIPSON SUGGESTS there could yet be further discussion on aligning Meteor with the 2014 date. The Royal Air Force's near-term development and procurement focus is on ongoing operations.
The situation with the missile's two-way data link is symptomatic of the occasionally disjointed nature of the Meteor-Typhoon integration. The data link is currently unfunded despite being a key element of the Meteor's capability.
"The development is parked, and the team has been disbanded," says Phillipson. He adds that the effort could get underway again by the third or fourth quarter of this year, which will still allow meeting the target in-service date.
Dave Armstrong, MBDA's Meteor project director, says the next firing is expected to be carried out toward the end of this year or early 2008, using the Vidsel range in Sweden. This will be a full missile, fitted with the radar seeker, and is expected to be against a target.
Armstrong says the high-altitude control and dispersion shot carried out in May met and surpassed expectations. The missile's ramjet motor was still burning when the Meteor executed preprogrammed maneuvers to simulate the terminal phase of an engagement, following "several minutes" of flight.
He adds that the first test shot from a Tornado F3 will occur in the second-half of 2008, with a full engagement to follow in 2009. The British are using two Tornado F3s for part of the development program, given the failure to contract for Typhoon. The F3 will be used for guided firing trials from 2009-11, with integration work on the Typhoon being carried out in parallel.
The U.K. Defense Ministry had initially wanted Eurofighter and MBDA to bid a joint program covering the integration of the Meteor on the Typhoon, an approach that proved untenable. Then in 2006, Eurofighter submitted its main proposal for Meteor test and integration. Eurofighter CEO Aloysius Rauen noted recently: "We are still waiting for a response."
The British Defense Ministry placed an order for additional AIM-120s in 2004 to bridge the period until the Meteor enters service on the Typhoon.
Comparison of Rafale vs Typhoon by Scorpion - Aviation Forum
--------------------------------------------
Introduction:
This article describes and compares Europe’s latest combat aircraft, their capabilities and the entire programmes. The French Dassault Aviation Rafale and the multinational Eurofighter Typhoon jointly developed by Germany, Italy, Spain and Great Britain are the most advanced and most capable combat aircraft ever developed by the European aerospace and defence industry. Europe’s newest fighters are an unique example for the most controversially discussed modern combat aircraft. The Rafale and Typhoon could be described as unequal twins. They have a lot of similarities, but differ in many details as well.
Development and program status:
The Rafale and Typhoon share common roots which can be tracked back to the late 1970s. At that time a number of western European NATO airforces were looking for the procurement of 4th generation fighters to replace a varity of ageing types. Countries like Norway, Denmark, the Netherlands or Belgium were looking for a fast, cheap and easy solution and eventually purchased the US made F-16 Fighting Falcon. Other nations like France, Great Britain or Germany opted for their own development to remain independent from the US, maintain their expertise in developing and producing advanced combat aircraft and for operational and economical benefits. A multinational approach was preferred by all due to the increasing complexity of advanced combat aircraft and their associated costs. Initial efforts didn’t materialize, however, due to the different requirements of the participating customer airforces and different concepts proposed by the national aerospace industries. The situation did not better when Italy and Spain joint the multinational effort in the early 1980s. At that time France and Great Britain initiated government funded technology demonstration programmes. The result were the Dassault Rafale A and the British Aerospace EAP (Experimental Aircraft Program). The 2 single piece demonstration aircraft were both flown in summer 1986 for the first time. On December 16th 1983 Europe started the FEFA program (Future European Fighter Aircraft). It was the last trial to jointly develop a 4th generation multirole fighter in Europe and for the first time 5 nations were involved, Germany, Italy, Spain, France and Great Britain. The FEFA soon became the EFA and ultimately evolved into the Eurofighter Typhoon. Issues about work share arrangements, design and industrial leadership, basic data such as dimensions, empty weight, engine thrust and the aerodynamic configuration couldn’t be resolved however. France finally left the EFA program in summer 1985 and decided to develop its own fighter, building on the Rafale A technology demonstrator prototype. The remaining 4 EFA partners decided to go ahead without France and were finally able to agree on a common solution. From that time on Europe developed to similar classed 4th generation multirole fighters in parallel.
When the development phases were started in the late 1980s the entry into service was scheduled for the second half of the 1990s. The end of the cold war and the german reunification led to significant delays, however. While the first of 4 Rafale prototypes took of to its maiden flight on May 19 1991, only a few month later than expected, the Typhoon programme encountered serious difficulties. A reorientation phase was established in 1992 after Germany’s threatened withdraw. The partners eventually decided to continue but the entire programme was reviewed and suited to the changed requirements and conditions. The first of 7 Typhoon prototypes did not takeoff to its maiden flight before March 27 1994, at least 2 years later than expected and about 3 years later than the Rafale. At the time of Typhoon’s first flight all Rafale prototypes were already flying.
Rafale’s series production began after the French government ordered a first batch of 13 aircraft in May 1997. When the first Rafale instrumented production aircraft was first flown on November 24th 1998 Typhoon component production had only begun. The Eurofighter’s umbrella production contract was signed on January 29th 1998 and a first production tranche covering 148 aircraft was ordered on September 18th the same year. The first Typhoon instrumented production aircraft took of to its first flight on April 5th 2002.
At that time the Rafale has served nearly 1 ½ years within the French navy (Aeronavale/Marine Nationale). The MN took delivery of first Rafale M F1 standard aircraft on December 4th 2000 and the Flottille 12F reformed as the first operational Rafale unit on May 18th 2001. When Typhoon twin seat block 1 series production aircraft received their four national type acceptance on June 30th 2003, the Flottile 12F had already achieved initial operating capability. First operational Typhoon test, evaluation and conversion units stood up between December 17th 2003 and May 27th 2004 within the partner airforces. Only few time later the Flottille 12F achieved its full operating capability on June 25th 2004. The Armee de l’Air took delivery of its first Rafale B F2 standard aircraft on December 22nd 2004, four years after the MN has received its first examples. Despite its later entry into service the first AdA Rafale unit, the EC 1/7 “Provenceâ€
Introduction:
This article describes and compares Europe’s latest combat aircraft, their capabilities and the entire programmes. The French Dassault Aviation Rafale and the multinational Eurofighter Typhoon jointly developed by Germany, Italy, Spain and Great Britain are the most advanced and most capable combat aircraft ever developed by the European aerospace and defence industry. Europe’s newest fighters are an unique example for the most controversially discussed modern combat aircraft. The Rafale and Typhoon could be described as unequal twins. They have a lot of similarities, but differ in many details as well.
Development and program status:
The Rafale and Typhoon share common roots which can be tracked back to the late 1970s. At that time a number of western European NATO airforces were looking for the procurement of 4th generation fighters to replace a varity of ageing types. Countries like Norway, Denmark, the Netherlands or Belgium were looking for a fast, cheap and easy solution and eventually purchased the US made F-16 Fighting Falcon. Other nations like France, Great Britain or Germany opted for their own development to remain independent from the US, maintain their expertise in developing and producing advanced combat aircraft and for operational and economical benefits. A multinational approach was preferred by all due to the increasing complexity of advanced combat aircraft and their associated costs. Initial efforts didn’t materialize, however, due to the different requirements of the participating customer airforces and different concepts proposed by the national aerospace industries. The situation did not better when Italy and Spain joint the multinational effort in the early 1980s. At that time France and Great Britain initiated government funded technology demonstration programmes. The result were the Dassault Rafale A and the British Aerospace EAP (Experimental Aircraft Program). The 2 single piece demonstration aircraft were both flown in summer 1986 for the first time. On December 16th 1983 Europe started the FEFA program (Future European Fighter Aircraft). It was the last trial to jointly develop a 4th generation multirole fighter in Europe and for the first time 5 nations were involved, Germany, Italy, Spain, France and Great Britain. The FEFA soon became the EFA and ultimately evolved into the Eurofighter Typhoon. Issues about work share arrangements, design and industrial leadership, basic data such as dimensions, empty weight, engine thrust and the aerodynamic configuration couldn’t be resolved however. France finally left the EFA program in summer 1985 and decided to develop its own fighter, building on the Rafale A technology demonstrator prototype. The remaining 4 EFA partners decided to go ahead without France and were finally able to agree on a common solution. From that time on Europe developed to similar classed 4th generation multirole fighters in parallel.
When the development phases were started in the late 1980s the entry into service was scheduled for the second half of the 1990s. The end of the cold war and the german reunification led to significant delays, however. While the first of 4 Rafale prototypes took of to its maiden flight on May 19 1991, only a few month later than expected, the Typhoon programme encountered serious difficulties. A reorientation phase was established in 1992 after Germany’s threatened withdraw. The partners eventually decided to continue but the entire programme was reviewed and suited to the changed requirements and conditions. The first of 7 Typhoon prototypes did not takeoff to its maiden flight before March 27 1994, at least 2 years later than expected and about 3 years later than the Rafale. At the time of Typhoon’s first flight all Rafale prototypes were already flying.
Rafale’s series production began after the French government ordered a first batch of 13 aircraft in May 1997. When the first Rafale instrumented production aircraft was first flown on November 24th 1998 Typhoon component production had only begun. The Eurofighter’s umbrella production contract was signed on January 29th 1998 and a first production tranche covering 148 aircraft was ordered on September 18th the same year. The first Typhoon instrumented production aircraft took of to its first flight on April 5th 2002.
At that time the Rafale has served nearly 1 ½ years within the French navy (Aeronavale/Marine Nationale). The MN took delivery of first Rafale M F1 standard aircraft on December 4th 2000 and the Flottille 12F reformed as the first operational Rafale unit on May 18th 2001. When Typhoon twin seat block 1 series production aircraft received their four national type acceptance on June 30th 2003, the Flottile 12F had already achieved initial operating capability. First operational Typhoon test, evaluation and conversion units stood up between December 17th 2003 and May 27th 2004 within the partner airforces. Only few time later the Flottille 12F achieved its full operating capability on June 25th 2004. The Armee de l’Air took delivery of its first Rafale B F2 standard aircraft on December 22nd 2004, four years after the MN has received its first examples. Despite its later entry into service the first AdA Rafale unit, the EC 1/7 “Provenceâ€
Not sure what his real name is. Username is Scorpion82 as posted in the subject line of the post. He posted this in the Aviation Forum of the Key Publishing Ltd Aviation Forums.
Here is the link to his post http://forum.keypublishing.co.uk/showthread.php?t=72062
Here is the link to his post http://forum.keypublishing.co.uk/showthread.php?t=72062
Raytheon Nets $18.5 Million Infrared Marker Upgrade for F/A-18 Targeting Pod
MCKINNEY, Texas --- The U.S. Navy awarded Raytheon Company an $18.5 million contract modification to provide an infrared marker upgrade on Hornet and Super Hornet targeting pods, which will enhance F/A-18 ground operations support.
The AN/ASQ-228 pod is a program of record for Hornets and Super Hornets, including Navy and Marine Corps carrier-based squadrons. In more than 100,000 hours of flight operations, ATFLIR has detected and tracked targets at substantial altitudes and ranges. Raytheon's is also the only pod that provides continuous auto-boresight alignment. The electro-optical sensor, targeting FLIR, and high-power laser share a common optical path for unmatched accuracy and mission effectiveness.
MCKINNEY, Texas --- The U.S. Navy awarded Raytheon Company an $18.5 million contract modification to provide an infrared marker upgrade on Hornet and Super Hornet targeting pods, which will enhance F/A-18 ground operations support.
The AN/ASQ-228 pod is a program of record for Hornets and Super Hornets, including Navy and Marine Corps carrier-based squadrons. In more than 100,000 hours of flight operations, ATFLIR has detected and tracked targets at substantial altitudes and ranges. Raytheon's is also the only pod that provides continuous auto-boresight alignment. The electro-optical sensor, targeting FLIR, and high-power laser share a common optical path for unmatched accuracy and mission effectiveness.
Royal Air Force Typhoon Roars Into New Role Protecting the UK Skies
The Royal Air Force's Eurofighter Typhoon has today taken over the UK's Quick Reaction Alert (QRA) element of the UK air defence and is now at readiness to take off within minutes - without pre-warning to protect the skies over the UK.
RAF Coningsby today saw the crew from No 3 (Fighter) Squadron scrambled as if responding to a call from the government that there was an aircraft acting suspiciously in UK airspace. Squadron Leader Paul Smith was at the controls and was seen running to his aircraft as the klaxon alert sounded.
He dived into the Hardened Aircraft Shelter (HAS) where his aircraft stood waiting, jumped into the cockpit and strapped in. Meanwhile his ground crew made the final fuselage and electrical checks before the aircraft roared into the air - just four minutes after the call to deploy was made.
The Royal Air Force's Eurofighter Typhoon has today taken over the UK's Quick Reaction Alert (QRA) element of the UK air defence and is now at readiness to take off within minutes - without pre-warning to protect the skies over the UK.
RAF Coningsby today saw the crew from No 3 (Fighter) Squadron scrambled as if responding to a call from the government that there was an aircraft acting suspiciously in UK airspace. Squadron Leader Paul Smith was at the controls and was seen running to his aircraft as the klaxon alert sounded.
He dived into the Hardened Aircraft Shelter (HAS) where his aircraft stood waiting, jumped into the cockpit and strapped in. Meanwhile his ground crew made the final fuselage and electrical checks before the aircraft roared into the air - just four minutes after the call to deploy was made.
First Tranche II EJ200 Engine Delivered for Eurofighter Typhoon
HALLBERGMOOS, Germany, July 16 /PRNewswire/ -- The first Tranche II EJ200 engine was delivered today after the Italian customer officially accepted the engine last Friday. This first Tranche II engine will be installed and flown in IPA 2 aircraft (Instrumented Production Aircraft).
The Tranche II EJ200 engine standard incorporates a Digital Engine Control Monitoring Unit (DECMU), which integrates the engine control and monitoring system into a single unit, providing benefits in terms of cost, mass and functionality. 519 Tranche II engines are scheduled to be delivered in the next five years.
Hartmut J. Tenter, Managing Director of EUROJET Turbo GmbH, stated: "We are very proud of having achieved this important milestone in the programme. The acceptance of the first Tranche II EJ200 engine has been achieved thanks to the combined efforts of NETMA Agency (Eurofighter and Tornado Management), the four Nations' Ministries of Defence and EUROJET together with its partner companies Avio, ITP, MTU Aero Engines and Rolls-Royce."
HALLBERGMOOS, Germany, July 16 /PRNewswire/ -- The first Tranche II EJ200 engine was delivered today after the Italian customer officially accepted the engine last Friday. This first Tranche II engine will be installed and flown in IPA 2 aircraft (Instrumented Production Aircraft).
The Tranche II EJ200 engine standard incorporates a Digital Engine Control Monitoring Unit (DECMU), which integrates the engine control and monitoring system into a single unit, providing benefits in terms of cost, mass and functionality. 519 Tranche II engines are scheduled to be delivered in the next five years.
Hartmut J. Tenter, Managing Director of EUROJET Turbo GmbH, stated: "We are very proud of having achieved this important milestone in the programme. The acceptance of the first Tranche II EJ200 engine has been achieved thanks to the combined efforts of NETMA Agency (Eurofighter and Tornado Management), the four Nations' Ministries of Defence and EUROJET together with its partner companies Avio, ITP, MTU Aero Engines and Rolls-Royce."
From DN
Posted 07/23/07 17:32
[quote]AESA Radar Enters Full Production
By GAYLE S. PUTRICH, VIRGINIA BEACH, Va.
Raytheon has the go-ahead from the U.S. Navy to move into full production with the APG-79 Active Electronically Scanned Array (AESA) radar program, which the service says helps elevate the Super Hornet beyond original expectations.
After building 84 radars under low-rate initial production, Ray-theon says it can build as many as 72 units per year.
The four-channel AESA receiver increases situational awareness, tracking multiple airborne targets at long range. AESA also provides high-resolution ground mapping for air-to-ground tracking, even from standoff range. The radar is also three to five times more reliable than other systems in service, according to Raytheon executives.
Another AESA radar under development by Northrop Grumman will equip the F-22 Raptor and F-35 Lightning II.
AESA-equipped F/A-18 Block II Super Hornets are being delivered to the VFA-213 Black Lions squadron and the VFA-106 Gladiators, based at Naval Air Station Oceana here, and to squadrons at the Naval Air Station Lemoore in California.
Eventually, Raytheon will outfit previous Super Hornet lots with the AESA radar.
But according to the Navy, the retrofit will only go back to Lot 25, as previously built planes “don’t have the plumbingâ€
Posted 07/23/07 17:32
[quote]AESA Radar Enters Full Production
By GAYLE S. PUTRICH, VIRGINIA BEACH, Va.
Raytheon has the go-ahead from the U.S. Navy to move into full production with the APG-79 Active Electronically Scanned Array (AESA) radar program, which the service says helps elevate the Super Hornet beyond original expectations.
After building 84 radars under low-rate initial production, Ray-theon says it can build as many as 72 units per year.
The four-channel AESA receiver increases situational awareness, tracking multiple airborne targets at long range. AESA also provides high-resolution ground mapping for air-to-ground tracking, even from standoff range. The radar is also three to five times more reliable than other systems in service, according to Raytheon executives.
Another AESA radar under development by Northrop Grumman will equip the F-22 Raptor and F-35 Lightning II.
AESA-equipped F/A-18 Block II Super Hornets are being delivered to the VFA-213 Black Lions squadron and the VFA-106 Gladiators, based at Naval Air Station Oceana here, and to squadrons at the Naval Air Station Lemoore in California.
Eventually, Raytheon will outfit previous Super Hornet lots with the AESA radar.
But according to the Navy, the retrofit will only go back to Lot 25, as previously built planes “don’t have the plumbingâ€
AWST:
News Breaks
AMERICAS
New, advanced APG-79 active
Aviation Week & Space Technology
07/23/2007, page 18
New, advanced APG-79 active electronically scanned array radars—capable of detecting small, stealth targets—that will equip Block 2 F/A-18E/F Super Hornets and the EA-18G Growler electronic attack aircraft are on the way. The U.S. Navy has approved full-rate production of 437 radar systems that will include wide-band communications and electronic attack. Moreover, engineers have routed the products of the electronic effects generator through the radar to produce a long-range jamming and false-target capability. The radars will go first to VFA-213 and VFA-106 at NAS Oceana, Va.
US Navy Super Hornet deal could cut JSF numbers
The US Navy (USN) is in "low-level discussions" with Boeing on a plan to link F/A-18E/F Super Hornet production to the start-up of full-rate production for the carrier-variant Lockheed Martin F-35C Joint Strike Fighter.
The ongoing talks could add several years and at least scores of aircraft to the F/A-18E/F production programme, perhaps at the expense of the USN's current plan to buy 600 F-35Cs.
Naval aviation officials are seeking to reclaim hundreds of F/A-18E/Fs cut from the programme after JSF was launched in the late 1990s. Since then, the Super Hornet programme has been cut from about 1,000 aircraft to the current plan to buy 460 of the fighters, plus about 90 EA-18G Growler electronic-attack aircraft.
The USN now wants to reclaim as many of those lost aircraft as possible, says F/A-18 programme manager Capt Don Gaddis.
Naval leaders say they face a shortfall of as many as 200 fighters in the inventory up to 2030. Last month, Boeing disclosed it has made an unsolicited offer to sell a further 170 Super Hornets for about $49 million each.
Meanwhile, the foreign market for the F/A-18E/F may also expand Boeing's production line. Australia has signed the first international order for 24 Super Hornets, and the USN-Boeing sales team is competing in the next several years for potential contracts in India, Japan, Kuwait and Switzerland, as well as a potential follow-on order in Australia, Gaddis says.
The US Navy (USN) is in "low-level discussions" with Boeing on a plan to link F/A-18E/F Super Hornet production to the start-up of full-rate production for the carrier-variant Lockheed Martin F-35C Joint Strike Fighter.
The ongoing talks could add several years and at least scores of aircraft to the F/A-18E/F production programme, perhaps at the expense of the USN's current plan to buy 600 F-35Cs.
Naval aviation officials are seeking to reclaim hundreds of F/A-18E/Fs cut from the programme after JSF was launched in the late 1990s. Since then, the Super Hornet programme has been cut from about 1,000 aircraft to the current plan to buy 460 of the fighters, plus about 90 EA-18G Growler electronic-attack aircraft.
The USN now wants to reclaim as many of those lost aircraft as possible, says F/A-18 programme manager Capt Don Gaddis.
Naval leaders say they face a shortfall of as many as 200 fighters in the inventory up to 2030. Last month, Boeing disclosed it has made an unsolicited offer to sell a further 170 Super Hornets for about $49 million each.
Meanwhile, the foreign market for the F/A-18E/F may also expand Boeing's production line. Australia has signed the first international order for 24 Super Hornets, and the USN-Boeing sales team is competing in the next several years for potential contracts in India, Japan, Kuwait and Switzerland, as well as a potential follow-on order in Australia, Gaddis says.
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Radar Revolution
By Dupont, Jean
The arrival of gallium nitride components opens up new applications for radars, including jamming and telecommunications The active array antenna has virtually taken over the radar market - having won a berth on every new fighter or surveillance aircraft programme launched over the past 10 years. Even earlier programmes, such as the Rafale, Gripen, Typhoon or MiG-35 are preparing for the transition to active-array technology. The pressure do to so has been stepped up folowing the first US export sales of aircraft equipped with active-array radars-F-15s to Singapore in 2005, followed by Australia's recent order for the F/A-18E/F Super Hornet.
Weapons labs around the globe, however, are already gearing up for the next generation - antenna with the power and bandwith to perform offensive jamming and communications in addition to the radar function, and with a sufficiently compact and modular design to be housed not only in the nose of the fighter aircraft but also in conformai units elsewhere on the airframe surface.
The trigger for this revolution is a semiconductor material called gallium nitride (GaN), which, like the gallium arsenide (GaAs) used in current active antennas, is composed of elements from columns 3 and 5 of the periodic table and can be used to produce high frequency amplifiers.
The emergence of GaN from the laboratory has been delayed by epitaxy issues growth of the semi-conductor layer on the silicon (Si) substrate, or silicon carbide (SiC) in the case of cutting- edge military applications. GaN and the substrate are made of crystals with different interatomic distances, hence the difficulty in assembling the two materials at a microscopic scale. The largest slices of high-performance GaN that have been obtained to date have a diameter of three inches, compared with six inches for GaAs and up to twelve inches for silicon. The size of the slice determines the number of chips that the machine can produce in a single pass.
GaN is clearly destined to remain expensive and its utilisation unlikely to expand beyond a limited number of applications, particularly since suppliers of SiC substrates are themselves limited. This situation could change, however, as GaN slices are expected to increase to four inches in the near future, and the arrival of new players should help to drive prices down, predicts Dominique Pons who heads the Alcatel Lucent/Thales III-V Lab. (The name reflects the columns of the periodic table mentioned above.) In any case, the intrinsic qualities of GaN have convinced the US Defense Advanced Research Projects Agency (Darpa) to invest heavily tens of millions of dollars per year - in the technology.
The involvement of telecommunications giant Alcatel Lucent reflects the inherent duality of the technology - GaAs components are widely used in cell phones. Though power applications, such as radar, are largely confined to the military and space sectors, they are gradually finding their way into the civil domain. In the 1990s, EADS and Thales formed a joint company, United Monolithic Semiconductors (UMS), to produce GaAs chips and monolithic microwave integrated circuits (MMICs) for their new-generation radars.
Series production
UMS launched series production of MMICs for S- and C-band radars at the beginning of this decade, followed more recently by X-band radars like the activearray RBE2 AA that will equip the Rafale starting in 2012. On the civil side, lead times between technology incubation and application are much shorter, and the company has managed to find GaAs applications in a number of professional or topend civil markets, such as wireless telecorn infrastructures and anti-collision radars for cars.
In this way the military potential of GaAs has opened up an industrial capability that has found market openings in Europe ... the same openings that GaN will be able to exploit in its turn. Agreements are already in place with NXP (ex-Philips Semiconductors), explains Thierry Laboureau, UMS sales and marketing director, to develop power components for base stations for third- and fourth-generation cell phone networks and for WiMax base stations for mobile internet users. Ultimately, once prices have come down far enough, GaN could conceivably make its way into the kitchen, replacing the magnetron in the micro-wave oven.
However, these longer-term commercial perspectives will not be enough to cover the investment required to launch foundry operations. Nor is there any prospect of procuring components for military applications from the US or Japan - both countries have already placed an embargo on GaAs circuits, and there is no reason for them to be any more flexible concerning GaN. This explains why the defence procurement authorities in France and Germany are both helping to support industrial research efforts.
According to Dominique Pons, the III-V Lab should produce its first X-band or wide-band GaN MMICs this year. Following validation and industrialisation by UMS, series production should get under way by 2009.
EDA funding
GaN is also one of the very first research areas to receive funding from the European Defence Agency (EDA) under a euro40 million programme called Korrigan that brings together 23 companies and laboratories in seven countries to accelerate the development of one or more European GaN foundries with associated supply chain by 2009. The programme leader is Thales Airborne Systems. Other participants include EADS, Selex Sistemi Integrati, Saab Ericsson and BAE Insyte. Their role initially is to define requirements for the foundries, before becoming directly involved, from 2008 onwards, in integrating the microchips into a variety of specialised modules covering a range of land-based and airborne radar applications, as well as self-protection or offensive jammers.
In this way, explains Thales Airborne Systems technical director Pierre Fossier, it should be possible to launch the first system applications in 2010. In France, one of the leading candidates for the new technology is the offensive jammer, a capacity that the French Air Force has had its eyes on for several years, and which has already given rise to the Carbone airborne demonstrator. The performance of the system attracted a lot of attention at NATO's Mace X electronic warfare exercise in the year 2000.
The DGA procurement branch of the French MoD is continuing to provide limited funding for exploratory work by Thaies while awaiting for national budgets to kick in to complete development. GaN would allow for a reduction in the size of the jammer, potentially clearing the way for integration into a combat aircraft. One of the first European acquisition programmes to integrate GaN technology could well be the Maritime Airborne Surveillance and Control (MASC) programme to replace Royal Navy Sea King Mk? airborne surveillance helicopters, as required for the future CVF aircraft carriers. The three candidates for this mission are the Hawkeye aircraft, the EH-IOl helicopter and the tiltwing V-22, though the Hawkeye would appear to be ruled out by the absence of a catapult in the current CVF definition. Both the other candidates would require a compact and powerful radar to meet missions requirements. The potential advantages of a GaN radar in this context have prompted the British MoD to finance some upstream development work in preparation for a programme launch in the 2009 timeframe - the same year that the first European GaN modules are scheduled to come off the production line.
Rufale lead
As far as Europe's combat aircraft programmes are concerned, the Rafale seems to have established a lead over Typhoon and Gripen in the race to integrate an active array antenna. This is primarily because - unlike its competitors - the transition to active-array technology on the Rafale's electronically scanned RBE2 was planned from the outset, avoiding the need for the more extensive (and expensive) modifications required on the mechanical antennas of the Typhoon and Gripen. The increase in range that the new technology will bring is deemed essential if the aircraft is to fully exploit the potential of the future ramjet-powered Meteor missile, due to enter service in the early years of the next decade. Without it, pilots will rely on target designation from another platform to strike targets at the limits of the Meteor envelope.
All aircraft will benefit from the collaborative work accomplished under the trinational Airborne Multirole Solid State Active Array Radar (AMSAR) programme, which was launched in 1993 to develop a European capability in GaAs power devices and subsequently gave rise to UMS (EADS/Thales). Work under AMSAR is currently focused on beam forming through computation. The goal is to cancel reception in jammed sectors and improve rejection of parasitic ground echos, though at the cost of a more complex antenna architecture.
In France, Thales launched its own active antenna radar demonstrator programme in the late 1990s incorporating US components. The resulting mockup was tested at the CEV flight test centre in 2002 on a Mystere XX test bed, and the following year on Rafale. In February 2004, the French MoD's DGA procurement branch awarded euro85 million under the DRAMA programme to develop a prototype activemodule radar representative of an operational system. Thales is currently working on its first DRAMA antenna featuring UMS components. The antenna is scheduled to be delivered to the CEV test centre in midyear for flight testing on the Mystere XX and Mirage 2000 through 2009. The objective is to complete qualification of the new radar by 2009 and deliver two prototypes to Dassault the following year for integration into the aircraft and validation of the full standard. The first two production radars are currently scheduled for delivery in 2011; they will equip the last two Rafales in the current production batch.
Half of the euro400 million in funding for the Rafale "Roadmap" - the development of additional capabilities beyond the F3 standard - has been earmarked for the introduction of an active array antenna on the RBE2. This will involve an array of around 1,000 GaAs transmit/receive modules to replace the existing passive scanning antenna and the travelling wave tube (TWT) on the transmitter. The goal is to have the resulting AA version of the RBE2 ready for series production to equip Rafales delivered from 2012 under the next multi-year order, which is expected to be signed in early 2009.
According to Thales, the RBE2 AA will offer 50% greater range than the current RBE2 and a huge increase in reliability major overhaul every 7-10 years, compared with a current TWT service life of around 100 hours. It will also be possible to generate SAR images in air-to-ground mode with Im resolution or better, and to detect at long range low-reflection airborne targets, including stealthy UAVs and UCAVs.
No state funding has yet been made available to fund the active- array transition for Typhoon and Gripen. Euroradar (Selex SAS/EADS/ Galileo Avionica/Indra) launched its own Caesar demonstrator programme for Typhoon in 2003. The demonstrator made its first flight on a BAC 1-11 testbed in February 2006. Caesar combines the back end from the existing Captor with an antenna partially featuring active GaAs modules from UMS (Germany) and Filtronic (UK). Captor airto-air modes have been partially adapted to the new antenna. Caesar was flight tested on a Typhoon development aircraft (DA5) in May.
Industry is hopeful of an order as part of the Tranche 3 batch of Eurofighters, currently due to be ordered in 2009 for delivery starting in 2012. According to industry officials, the operating cost gains due to improved reliability would compensate for the extra cost due to development of the new antenna.
In Sweden, Saab Microwave Systems (the former Ericsson) is following a similar path, also without government funding. Saab, which hopes to start flight demonstrations this summer, aims to have an active antenna radar on Gripen by 2015, slightly later than the other European programmes but with more ambitious technology goals. The antenna for its so-called Not Only Radar (NORA) concept would be mounted on a vertical axis allowing the scan angle ( 120[degrees] in pure electronic mode) to be extended to 200[degrees]. Nora would also offer jamming and data link functions, similar to what the Americans are testing today on the F-22's APG-77.
The oclive array antenna (demonstrator for Rafale seen here) is becoming a standard feature on modern fighter and surveillance aircraft. Weapons lab>> around the globe are already working on next- generation technology
THE TRIGGER FOR THE RADAR REVOLUTION IS GALLIUM NITRIDE
MULTIFUNCTION RADARS
Much of the potential offered by GaN can be seen today with GaAs. It is already possible to produce very-high-bandwidth medium-power amplifiers for self-protection jammers covering the entire upper portion of the the electronic warfare spectrum (618GHz). Thanks to a major technology investment, industry can now produce more powerful amplifiers, delivering around 10W at the high efficiency levels (around 50%) required for airborne X-band (8-12GHz) radar applications. In doing so, however, bandwidth has dropped to around 10% of the operating frequency. The experts predict that, within a relatively short timeframe, it will be possible to produce still more powerful GaN amplifiers ... with at least twice the bandwidth. The US Defense Advanced Research Projects Agency (Darpa) is targeting a six-fold increase in power compared with existing GaAs modules.
In Europe, the Korrigan project (see main article) aims to develop X-band power amplifiers in excess of 20W (i.e. suitable for radar and long-distance telecom applications) and with a bandwidth of around 2GHz, sufficient to jam other transmitters in the same frequency band.
In theory, modules with twice as much power could be used to produce radars with twice as much power, i.e. twice the range. However, engineers could well select another avenue, initially at least, since the useful range of a radar is related to the range of the weapons that it is being used to control. On the other hand, if the power of GaN is used to trim the number of modules, this means that the size of the antenna - and the nose section of the aircraft - can be significantly reduced, with an obvious payoff in terms of aerodynamics and stealth. The aircraft's stealth characteristics would be further improved by the fact that, by sharing the same antenna for radar, jamming and communications functions, there would be a reduction in the number of reflectors for enemy radars.
Another consequence of the smaller antenna is an increase in beam width. The tradeoff is a slight loss of resolution, but this is not a major problem in air-to-air situations where missiles have their own active seekers that can compensate for shortcomings in target designation. In air-to-ground modes, however, a wider beam enables a given area to be covered more quickly to establish cartography. Also, in jamming mode, the aiming accuracy in relation to a hostile transmitter would be less demanding.
The combination of all these modes (radar, communications jamming) on a GaAs radar is also possible. In the US, trials have been performed using the Northrop Grumman APG-77 radar on the F-22 and the Raytheon APG-79 on the F/A-18E/F Block 2. However, local media reports have highlighted the limits of what can be achieved. Firstgeneration APG-77s reached their temperature limits already in radar mode. This problem seems to have been resolved on more recent versions, but in jamming mode the APG-77 cannot transmit for more than one second without damaging the radar. Also, experts have commented that jamming is effective over a frequency band that is too narrow to effectively counter all airborne threats.
This helps to explain why the US, despite their lead in GaAs technology, is currently accelerating research into a future alternative.
Future stealth aircraft shapes will require new radar concepts
POWER PLUS BANDWIDTH
The intrinsic properties of gallium nitride (GaN) make it the designated successor to gallium arsenide (GaAs) for radar applications. The three major properties are: substrate thermal conductivity and breakdown electric field 10 times greater than GaAs, and a very high output impedance, allowing GaN transistors to operate across very large bandwidths.
The higher breakdown electric field means that components will be able to operate at higher voltages (typically 20 and 40V, compared with 1OV for X-band GaAs components) and will possess greater tolerance to impedance mismatch, rendering them less sensitive to hyperfrequency aggressions.
Operating at higher voltages, GaN amplifiers should reduce heat losses - which the good thermal conductivity of the substrate will help to evacuate more effectively. Hence the possibility of either deriving more power from components, or reducing component size for the same power.
GaN can be used to produce amplifiers up to several hundred watts which could be used to replace travelling wave tubes on telecommunications satellites. A major advantage in this case would be the elimination of very-high-voltage power supplies and the risk that these represent for the onboard environment. Transmit/receive modules for radar antenna (which today measure 6-7cm in length, with a 15mm section) could be packaged in 13mm cubes ... small enough to insert into conformai antenna and open the way to "smart skin".
Finally, the high breakdown voltage of the semiconductors means that the low-noise amplifiers in the reception stages of the radar will be less sensitive, i.e. more resistant to external aggression, such as offensive jamming and leakage from the transmit circuit at the antenna stage. Today, GaAs receive module stages require protection in the form of bulky and expensive ultra-rapid ferrite circulators. These circulators could be replaced by simple switches, also using GaN technology. In this way, all the high-frequency components of the radar antenna modules could be built using the same process, thus further reducing production costs.
Typhoon with the BAC 1-11 test bed used for initial flight testing of the Caesar e-scan antenna
Rafale with active array antenna seen at CEV flight test centre in 2003
THE ACTIVE ARRAY VERSION OF THE RBE2 IS CLAIMED TO OFFER A 50% INCREASE IN RANGE
http://www.dotwnews.com/portal/fullstor ... =108285827[/url]
By Dupont, Jean
The arrival of gallium nitride components opens up new applications for radars, including jamming and telecommunications The active array antenna has virtually taken over the radar market - having won a berth on every new fighter or surveillance aircraft programme launched over the past 10 years. Even earlier programmes, such as the Rafale, Gripen, Typhoon or MiG-35 are preparing for the transition to active-array technology. The pressure do to so has been stepped up folowing the first US export sales of aircraft equipped with active-array radars-F-15s to Singapore in 2005, followed by Australia's recent order for the F/A-18E/F Super Hornet.
Weapons labs around the globe, however, are already gearing up for the next generation - antenna with the power and bandwith to perform offensive jamming and communications in addition to the radar function, and with a sufficiently compact and modular design to be housed not only in the nose of the fighter aircraft but also in conformai units elsewhere on the airframe surface.
The trigger for this revolution is a semiconductor material called gallium nitride (GaN), which, like the gallium arsenide (GaAs) used in current active antennas, is composed of elements from columns 3 and 5 of the periodic table and can be used to produce high frequency amplifiers.
The emergence of GaN from the laboratory has been delayed by epitaxy issues growth of the semi-conductor layer on the silicon (Si) substrate, or silicon carbide (SiC) in the case of cutting- edge military applications. GaN and the substrate are made of crystals with different interatomic distances, hence the difficulty in assembling the two materials at a microscopic scale. The largest slices of high-performance GaN that have been obtained to date have a diameter of three inches, compared with six inches for GaAs and up to twelve inches for silicon. The size of the slice determines the number of chips that the machine can produce in a single pass.
GaN is clearly destined to remain expensive and its utilisation unlikely to expand beyond a limited number of applications, particularly since suppliers of SiC substrates are themselves limited. This situation could change, however, as GaN slices are expected to increase to four inches in the near future, and the arrival of new players should help to drive prices down, predicts Dominique Pons who heads the Alcatel Lucent/Thales III-V Lab. (The name reflects the columns of the periodic table mentioned above.) In any case, the intrinsic qualities of GaN have convinced the US Defense Advanced Research Projects Agency (Darpa) to invest heavily tens of millions of dollars per year - in the technology.
The involvement of telecommunications giant Alcatel Lucent reflects the inherent duality of the technology - GaAs components are widely used in cell phones. Though power applications, such as radar, are largely confined to the military and space sectors, they are gradually finding their way into the civil domain. In the 1990s, EADS and Thales formed a joint company, United Monolithic Semiconductors (UMS), to produce GaAs chips and monolithic microwave integrated circuits (MMICs) for their new-generation radars.
Series production
UMS launched series production of MMICs for S- and C-band radars at the beginning of this decade, followed more recently by X-band radars like the activearray RBE2 AA that will equip the Rafale starting in 2012. On the civil side, lead times between technology incubation and application are much shorter, and the company has managed to find GaAs applications in a number of professional or topend civil markets, such as wireless telecorn infrastructures and anti-collision radars for cars.
In this way the military potential of GaAs has opened up an industrial capability that has found market openings in Europe ... the same openings that GaN will be able to exploit in its turn. Agreements are already in place with NXP (ex-Philips Semiconductors), explains Thierry Laboureau, UMS sales and marketing director, to develop power components for base stations for third- and fourth-generation cell phone networks and for WiMax base stations for mobile internet users. Ultimately, once prices have come down far enough, GaN could conceivably make its way into the kitchen, replacing the magnetron in the micro-wave oven.
However, these longer-term commercial perspectives will not be enough to cover the investment required to launch foundry operations. Nor is there any prospect of procuring components for military applications from the US or Japan - both countries have already placed an embargo on GaAs circuits, and there is no reason for them to be any more flexible concerning GaN. This explains why the defence procurement authorities in France and Germany are both helping to support industrial research efforts.
According to Dominique Pons, the III-V Lab should produce its first X-band or wide-band GaN MMICs this year. Following validation and industrialisation by UMS, series production should get under way by 2009.
EDA funding
GaN is also one of the very first research areas to receive funding from the European Defence Agency (EDA) under a euro40 million programme called Korrigan that brings together 23 companies and laboratories in seven countries to accelerate the development of one or more European GaN foundries with associated supply chain by 2009. The programme leader is Thales Airborne Systems. Other participants include EADS, Selex Sistemi Integrati, Saab Ericsson and BAE Insyte. Their role initially is to define requirements for the foundries, before becoming directly involved, from 2008 onwards, in integrating the microchips into a variety of specialised modules covering a range of land-based and airborne radar applications, as well as self-protection or offensive jammers.
In this way, explains Thales Airborne Systems technical director Pierre Fossier, it should be possible to launch the first system applications in 2010. In France, one of the leading candidates for the new technology is the offensive jammer, a capacity that the French Air Force has had its eyes on for several years, and which has already given rise to the Carbone airborne demonstrator. The performance of the system attracted a lot of attention at NATO's Mace X electronic warfare exercise in the year 2000.
The DGA procurement branch of the French MoD is continuing to provide limited funding for exploratory work by Thaies while awaiting for national budgets to kick in to complete development. GaN would allow for a reduction in the size of the jammer, potentially clearing the way for integration into a combat aircraft. One of the first European acquisition programmes to integrate GaN technology could well be the Maritime Airborne Surveillance and Control (MASC) programme to replace Royal Navy Sea King Mk? airborne surveillance helicopters, as required for the future CVF aircraft carriers. The three candidates for this mission are the Hawkeye aircraft, the EH-IOl helicopter and the tiltwing V-22, though the Hawkeye would appear to be ruled out by the absence of a catapult in the current CVF definition. Both the other candidates would require a compact and powerful radar to meet missions requirements. The potential advantages of a GaN radar in this context have prompted the British MoD to finance some upstream development work in preparation for a programme launch in the 2009 timeframe - the same year that the first European GaN modules are scheduled to come off the production line.
Rufale lead
As far as Europe's combat aircraft programmes are concerned, the Rafale seems to have established a lead over Typhoon and Gripen in the race to integrate an active array antenna. This is primarily because - unlike its competitors - the transition to active-array technology on the Rafale's electronically scanned RBE2 was planned from the outset, avoiding the need for the more extensive (and expensive) modifications required on the mechanical antennas of the Typhoon and Gripen. The increase in range that the new technology will bring is deemed essential if the aircraft is to fully exploit the potential of the future ramjet-powered Meteor missile, due to enter service in the early years of the next decade. Without it, pilots will rely on target designation from another platform to strike targets at the limits of the Meteor envelope.
All aircraft will benefit from the collaborative work accomplished under the trinational Airborne Multirole Solid State Active Array Radar (AMSAR) programme, which was launched in 1993 to develop a European capability in GaAs power devices and subsequently gave rise to UMS (EADS/Thales). Work under AMSAR is currently focused on beam forming through computation. The goal is to cancel reception in jammed sectors and improve rejection of parasitic ground echos, though at the cost of a more complex antenna architecture.
In France, Thales launched its own active antenna radar demonstrator programme in the late 1990s incorporating US components. The resulting mockup was tested at the CEV flight test centre in 2002 on a Mystere XX test bed, and the following year on Rafale. In February 2004, the French MoD's DGA procurement branch awarded euro85 million under the DRAMA programme to develop a prototype activemodule radar representative of an operational system. Thales is currently working on its first DRAMA antenna featuring UMS components. The antenna is scheduled to be delivered to the CEV test centre in midyear for flight testing on the Mystere XX and Mirage 2000 through 2009. The objective is to complete qualification of the new radar by 2009 and deliver two prototypes to Dassault the following year for integration into the aircraft and validation of the full standard. The first two production radars are currently scheduled for delivery in 2011; they will equip the last two Rafales in the current production batch.
Half of the euro400 million in funding for the Rafale "Roadmap" - the development of additional capabilities beyond the F3 standard - has been earmarked for the introduction of an active array antenna on the RBE2. This will involve an array of around 1,000 GaAs transmit/receive modules to replace the existing passive scanning antenna and the travelling wave tube (TWT) on the transmitter. The goal is to have the resulting AA version of the RBE2 ready for series production to equip Rafales delivered from 2012 under the next multi-year order, which is expected to be signed in early 2009.
According to Thales, the RBE2 AA will offer 50% greater range than the current RBE2 and a huge increase in reliability major overhaul every 7-10 years, compared with a current TWT service life of around 100 hours. It will also be possible to generate SAR images in air-to-ground mode with Im resolution or better, and to detect at long range low-reflection airborne targets, including stealthy UAVs and UCAVs.
No state funding has yet been made available to fund the active- array transition for Typhoon and Gripen. Euroradar (Selex SAS/EADS/ Galileo Avionica/Indra) launched its own Caesar demonstrator programme for Typhoon in 2003. The demonstrator made its first flight on a BAC 1-11 testbed in February 2006. Caesar combines the back end from the existing Captor with an antenna partially featuring active GaAs modules from UMS (Germany) and Filtronic (UK). Captor airto-air modes have been partially adapted to the new antenna. Caesar was flight tested on a Typhoon development aircraft (DA5) in May.
Industry is hopeful of an order as part of the Tranche 3 batch of Eurofighters, currently due to be ordered in 2009 for delivery starting in 2012. According to industry officials, the operating cost gains due to improved reliability would compensate for the extra cost due to development of the new antenna.
In Sweden, Saab Microwave Systems (the former Ericsson) is following a similar path, also without government funding. Saab, which hopes to start flight demonstrations this summer, aims to have an active antenna radar on Gripen by 2015, slightly later than the other European programmes but with more ambitious technology goals. The antenna for its so-called Not Only Radar (NORA) concept would be mounted on a vertical axis allowing the scan angle ( 120[degrees] in pure electronic mode) to be extended to 200[degrees]. Nora would also offer jamming and data link functions, similar to what the Americans are testing today on the F-22's APG-77.
The oclive array antenna (demonstrator for Rafale seen here) is becoming a standard feature on modern fighter and surveillance aircraft. Weapons lab>> around the globe are already working on next- generation technology
THE TRIGGER FOR THE RADAR REVOLUTION IS GALLIUM NITRIDE
MULTIFUNCTION RADARS
Much of the potential offered by GaN can be seen today with GaAs. It is already possible to produce very-high-bandwidth medium-power amplifiers for self-protection jammers covering the entire upper portion of the the electronic warfare spectrum (618GHz). Thanks to a major technology investment, industry can now produce more powerful amplifiers, delivering around 10W at the high efficiency levels (around 50%) required for airborne X-band (8-12GHz) radar applications. In doing so, however, bandwidth has dropped to around 10% of the operating frequency. The experts predict that, within a relatively short timeframe, it will be possible to produce still more powerful GaN amplifiers ... with at least twice the bandwidth. The US Defense Advanced Research Projects Agency (Darpa) is targeting a six-fold increase in power compared with existing GaAs modules.
In Europe, the Korrigan project (see main article) aims to develop X-band power amplifiers in excess of 20W (i.e. suitable for radar and long-distance telecom applications) and with a bandwidth of around 2GHz, sufficient to jam other transmitters in the same frequency band.
In theory, modules with twice as much power could be used to produce radars with twice as much power, i.e. twice the range. However, engineers could well select another avenue, initially at least, since the useful range of a radar is related to the range of the weapons that it is being used to control. On the other hand, if the power of GaN is used to trim the number of modules, this means that the size of the antenna - and the nose section of the aircraft - can be significantly reduced, with an obvious payoff in terms of aerodynamics and stealth. The aircraft's stealth characteristics would be further improved by the fact that, by sharing the same antenna for radar, jamming and communications functions, there would be a reduction in the number of reflectors for enemy radars.
Another consequence of the smaller antenna is an increase in beam width. The tradeoff is a slight loss of resolution, but this is not a major problem in air-to-air situations where missiles have their own active seekers that can compensate for shortcomings in target designation. In air-to-ground modes, however, a wider beam enables a given area to be covered more quickly to establish cartography. Also, in jamming mode, the aiming accuracy in relation to a hostile transmitter would be less demanding.
The combination of all these modes (radar, communications jamming) on a GaAs radar is also possible. In the US, trials have been performed using the Northrop Grumman APG-77 radar on the F-22 and the Raytheon APG-79 on the F/A-18E/F Block 2. However, local media reports have highlighted the limits of what can be achieved. Firstgeneration APG-77s reached their temperature limits already in radar mode. This problem seems to have been resolved on more recent versions, but in jamming mode the APG-77 cannot transmit for more than one second without damaging the radar. Also, experts have commented that jamming is effective over a frequency band that is too narrow to effectively counter all airborne threats.
This helps to explain why the US, despite their lead in GaAs technology, is currently accelerating research into a future alternative.
Future stealth aircraft shapes will require new radar concepts
POWER PLUS BANDWIDTH
The intrinsic properties of gallium nitride (GaN) make it the designated successor to gallium arsenide (GaAs) for radar applications. The three major properties are: substrate thermal conductivity and breakdown electric field 10 times greater than GaAs, and a very high output impedance, allowing GaN transistors to operate across very large bandwidths.
The higher breakdown electric field means that components will be able to operate at higher voltages (typically 20 and 40V, compared with 1OV for X-band GaAs components) and will possess greater tolerance to impedance mismatch, rendering them less sensitive to hyperfrequency aggressions.
Operating at higher voltages, GaN amplifiers should reduce heat losses - which the good thermal conductivity of the substrate will help to evacuate more effectively. Hence the possibility of either deriving more power from components, or reducing component size for the same power.
GaN can be used to produce amplifiers up to several hundred watts which could be used to replace travelling wave tubes on telecommunications satellites. A major advantage in this case would be the elimination of very-high-voltage power supplies and the risk that these represent for the onboard environment. Transmit/receive modules for radar antenna (which today measure 6-7cm in length, with a 15mm section) could be packaged in 13mm cubes ... small enough to insert into conformai antenna and open the way to "smart skin".
Finally, the high breakdown voltage of the semiconductors means that the low-noise amplifiers in the reception stages of the radar will be less sensitive, i.e. more resistant to external aggression, such as offensive jamming and leakage from the transmit circuit at the antenna stage. Today, GaAs receive module stages require protection in the form of bulky and expensive ultra-rapid ferrite circulators. These circulators could be replaced by simple switches, also using GaN technology. In this way, all the high-frequency components of the radar antenna modules could be built using the same process, thus further reducing production costs.
Typhoon with the BAC 1-11 test bed used for initial flight testing of the Caesar e-scan antenna
Rafale with active array antenna seen at CEV flight test centre in 2003
THE ACTIVE ARRAY VERSION OF THE RBE2 IS CLAIMED TO OFFER A 50% INCREASE IN RANGE
http://www.dotwnews.com/portal/fullstor ... =108285827[/url]
-
Cain Marko
- BRF Oldie
- Posts: 5353
- Joined: 26 Jun 2005 10:26
A bit disappointing really! A detection range of about 150-180 km for the AESA is lower than the Phazatron Zhuk A is supposedly targeting (200km). heck the ECR90/bars No11m are already achieving better results. hell, if the IAF goes for the Rafale as the MRCA, then hook it up with the EL 2052 if possible.According to Thales, the RBE2 AA will offer 50% greater range than the current RBE2 and a huge increase in reliability major overhaul every 7-10 years, compared with a current TWT service life of around 100 hours. It will also be possible to generate SAR images in air-to-ground mode with Im resolution or better, and to detect at long range low-reflection airborne targets, including stealthy UAVs and UCAVs.
regards,
CM.
http://bharat-rakshak.com/NEWS/newsrf.php?newsid=9090
Now with this IAF doctrine.. we need to grab those specific information & features of the contending MRCA offers and table the top 3.
Range, BVR & Weapons range, Long range maintenance & logistics would be the drivers.
Now with this IAF doctrine.. we need to grab those specific information & features of the contending MRCA offers and table the top 3.
Range, BVR & Weapons range, Long range maintenance & logistics would be the drivers.
-
gauravjkale
- BRFite -Trainee
- Posts: 75
- Joined: 29 May 2007 15:32
- Location: Mumbai
-
vina
- BRF Oldie
- Posts: 6046
- Joined: 11 May 2005 06:56
- Location: Doing Nijikaran, Udharikaran and Baazarikaran to Commies and Assorted Leftists
Re: United States is deceiving India
The 123 deal and the F-35 offer has clearly unnerved the Russians .. Well Pravda is going back to being "Pravda" of the Soviet days.. With the current F-22 and F-35 offers, what does Russia offer ? Paper planes onlee... the Mig-35 and the none knows even what it looks like or walks like "5 th Gen" Russian planes the white elephant for India called Pak-FA and some other mysterious smaller plane to be developed by Mig.gauravjkale wrote:http://english.pravda.ru/world/americas/95569-0/
Well.. good luck comrades.. With more bait and switch shenanigans like the Adm Gorshkov and the associated Mig-29 Ks (with no carrier, why will IN take delivery of those Mig 29Ks ? .. The 16 Mig 29Ks on order will sit around as hanger queens for 5 years or so.. and close to a billion dollars in airplane will be lying around rotting)..and the Klub-S, T-90 and "we want more coz we didnt cover our asses against the dollar" fiascos /troubles, the sooner the Russians are going to lose a large market to Unkil and Isreal, now that the political obstacles for Indo-US relations are removed.
Come on.. What is the size of bilateral trade between US and India, compared to Russia and India. Leave out arms, and Indo-Russian trade will be so small that it has to be examined by a microscope.
The Indo-Russian "arms trade /defense ties" cannot run in the legacy mode of yesteryears.. It is a new world.. Russia better put all energy and effort and act honestly in nurturing this relationship, or it will simply wither away and die in the new competitive world.
Vina -may be we are reading too much into an article
F-35 have been mentioned in passing,considering US refused to share the technology even with NATO partners India getting even a look is remote.And then is the question of time frame and cost and most important how 123 shapes up and gets implemented in the years to come .Remember if we explode even one just one device its is back to old sanction days and more
- The delay is not welcome but mig 29ks needed to be operationalized
too which includes weapons training ,full fledged maintenance facility by navy etc and that will take time from the first flight landing at Goa. And then they can always be used as land based maritime strike aircraft bringing a large area of arabian sea ,bay of bengal ,indian ocean so far not covered .This is no small strategic significance
who offered F-22 and when its rumors galore in the world press and thats itThe 123 deal and the F-35 offer has clearly unnerved the Russians .. Well Pravda is going back to being "Pravda" of the Soviet days.. With the current F-22 and F-35 offers, what does Russia offer ? Paper planes onlee... the Mig-35 and the none knows even what it looks like or walks like "5 th Gen" Russian planes the white elephant for India called Pak-FA and some other mysterious smaller plane to be developed by Mig.
F-35 have been mentioned in passing,considering US refused to share the technology even with NATO partners India getting even a look is remote.And then is the question of time frame and cost and most important how 123 shapes up and gets implemented in the years to come .Remember if we explode even one just one device its is back to old sanction days and more
.Well.. good luck comrades.. With more bait and switch shenanigans like the Adm Gorshkov and the associated Mig-29 Ks (with no carrier, why will IN take delivery of those Mig 29Ks ? .. The 16 Mig 29Ks on order will sit around as hanger queens for 5 years or so.. and close to a billion dollars in airplane will be lying around rotting)..and the Klub-S, T-90 and "we want more coz we didnt cover our asses against the dollar" fiascos /troubles, the sooner the Russians are going to lose a large market to Unkil and Isreal, now that the political obstacles for Indo-US relations are removed
- The delay is not welcome but mig 29ks needed to be operationalized
too which includes weapons training ,full fledged maintenance facility by navy etc and that will take time from the first flight landing at Goa. And then they can always be used as land based maritime strike aircraft bringing a large area of arabian sea ,bay of bengal ,indian ocean so far not covered .This is no small strategic significance
- even without arms indo-russian trade is substantial .It is a two way street .The US-India trade is somewhat one sided by comparison .The nuke deal may address it some whathe Indo-Russian "arms trade /defense ties" cannot run in the legacy mode of yesteryears.. It is a new world.. Russia better put all energy and effort and act honestly in nurturing this relationship, or it will simply wither away and die in the new competitive world.
The Mig-29Ks are for carrier ops. How will the IN practice carrier ops and develop carrier airwing doctrine without um... a carrier? Everything will have to be simulated and hypothetical. The real strategic value in the 29Ks is them being able to go on a carrier. Without that, they're just somewhat modern combat planes.