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An-124 Ruslan (Condor) Large Cargo Aircraft

The An-124 Ruslan (Nato reporting name Condor), designed by the Antonov ASTC, based in Kiev, Ukraine, is a very large cargo transport aircraft. It is manufactured by Aviant State Aviation Plant, Kiev, and Aviastar, Ulyanovsk, Russia.

The Ruslan is designed for long-range delivery and air dropping of heavy and large size cargo, including machines, equipment and troops. The development of the first AN-124 airframe commenced in 1979. The An-124 completed its maiden flight in December 1982 and entered service in January 1986. The aircraft was first showcased at the Paris Air Show in 1985. It was accredited with civil certification in 1992. Around 60 aircraft have were built. The Russian Army operates 25 An-124 aircraft.

An-124 Ruslan transport capabilities

Volga-Dnepr Airlines An-124-100 – T24 YouTube

The unique transport capabilities and the high performance of the aircraft have been proven in operation.

20 An-124-100 of Antonov Airlines, Volga-Dnepr, Poliot and other airlines transport different cargoes all over the world; for example: 90t hydraulic turbines, large Liebherr autocranes, American Euclid dump trucks, the fuselage of Tu-204 passenger transporter, a 109t railway locomotive, and a sea yacht more than 25m long.

Volga-Dnepr Airlines An-124-100 – T24 YouTube

Volga-Dnepr Airlines of Russia has ten plus five An-124 aircraft on order. Polet Airlines of Russia operate eight An-124 aircraft.

Aviant State Aviation Plant in Kiev completed an An-124-100 from parts in stock which was sold to the United Arab Emirates in 2004.

Volga-Dnepr Airlines An-124-100 – T24 YouTube

Seven An-124-100 aircraft were operated by Antonov Airlines, based at London Stansted Airport, in partnership with Air Foyle HeavyLift. Antonov Airlines did not renew the contract for this partnership in June 2006 and instead signed an agreement with Volga-Dnepr Airlines and Aviastar for the modernisation and construction of the An-124.

Volga-Dnepr Airlines – Gdańsk112 – Jacas YouTube

In September 2004, the governments of Russia and the Ukraine announced that series production of the An-124 would be restarted. Up to 80 An-124-100M upgraded aircraft are to be jointly manufactured by Aviastar and Aviant between 2007 and 2020.

Volga-Dnepr Airlines An-124-100 – T24 YouTube

Volga-Dnepr Airlines placed an order for five An-124-100Ms in August 2005. Supplemental type certification was received for the aircraft in June 2007, allowing operations with 402t maximum take-off weight and 150t maximum payload. The An-124-100M’s flight range was increased to 4,000km and the crew reduced to three.

AN-124-cargo-cabinacp-logistics.com

A preliminary agreement was signed between Russia and Ukraine in April 2008 to resume the An-124 aircraft production.

Antonov was contracted by Volga-Dnepr Airlines in August 2011 to overhaul the fleet of An-124-100 Ruslan into An-124-111VD standard. The modernised aircraft will have a maximum take-off weight of 402t, a cargo lift capacity of 150t, a flight range of 5,000km with a 120t payload and a minimum crew of three. It will be powered by advance 3M series D-18T engines compatible with the FADEC system.

An-124-100 Antonov Design Bureau (Aviant, Antonov Airlines) – Vaibhav Shah YouTube

Volga-Dnepr details new modernised An-124 variant An-124-111VD

Russian outsize freight specialist Volga-Dnepr has reached another development agreement to modernise the Antonov An-124, this time into a version designated the An-124-111VD.

It will have a maximum take-off weight of 402 tonnes and a payload capability of 150 tonnes, with a range of 5,000km with a 120-tonne load.

The upgrade will include powerplant modification to the Ivchenko-Progress D-18T 3M series engine, with full authority digital engine control.

Antonov, which disclosed the agreement during the MAKS Moscow air show, said the engine would have a life of 50,000h and 11,111 cycles.

“This will significantly improve the fuel efficiency of the aircraft, to increase its reliability, as well as reduce noise and maintenance costs,” it added.

The heavy transport would have a crew of three and its cockpit would be modernised with digital avionics.

Upgrade of the type has been a long-running effort. Antonov Airlines operates a modernised variant known as the An-124-100M-150, which needs a four-person crew.

Volga-Dnepr, which has 10 An-124s, said the lifetime of the new type would eventually be lengthened to 60,000h and 12,000 cycles, potentially taking service life to 50 years.

The aircraft would be able to comply with requirements for ICAO Category IIIa landing performance, it added.

Volga-Dnepr said the modernisation of the carrier’s first aircraft would lay a platform for production launch of a new-build version known as the An-124-300.

Antonov chief Dmitry Kiva said the agreement set out design specifications for Volga-Dnepr’s aircraft and added: “The An-124 is undergoing yet another landmark moment in its history. The demand for these unique aircraft has exceeded supply.”

Volga-Dnepr Group president Alexey Isaikin added that the modernisation, ready by 2013, would be an “important practical step” towards resumption of An-124 production. He said the company was committed to the type and was prepared to order 40. Source flightglobal.com

Russia unveils its new giant cargo aircraft

‘Slon’ – ‘elephant’ concept

Details provided of new heavy transport aircraft to replace AN-124

Moscow’s Central Aerohydrodynamic Institute (TsAGI) – the centre of Russian research on aerodynamics, and a key institution in the development Russian aircraft since its foundation by Nikolay Zhukovsky in December 1918 – says that Russia has completed preliminary design work on a new giant cargo aircraft to replace the Soviet era AN-124.

The AN-124 with its ability to ferry 150 tonnes of cargo over 3,200 kilometres is the largest and most powerful cargo aircraft in current service.  However it was designed in the 1970s and is now showing its age.

Also the AN-124 is the offspring of the Antonov Design Bureau based in Kiev in what is now independent Ukraine, and its Progress D-18T turbofan engines are built by the Motor-Sich factory in Zaporozhye in Ukraine.

As the AN-124 becomes increasingly old its maintenance needs are increasing, and the conflict with Ukraine means Russia can no longer easily source engines or spare parts for it.

The need for a new big cargo aircraft to replace the AN-124 for both civil and military uses is therefore becoming pressing, and it has been known for some time that the Russians have been working on such an aircraft.

TsAGI has not disclosed the identity of the design bureau that is responsible for this aircraft, but it is almost certainly the Ilyushin bureau which is becoming the main design centre for Russian large transport aircraft projects.

The new cargo aircraft (pictured) looks similar to the AN-124 but is actually bigger and has a longer range.

Allegedly it will be able to ferry 150 tonnes of cargo over 7,000 kilometres (twice the distance of the AN-124 with the same load) whilst the maximum load will increase from the 150 tonnes of the AN-124 to 180 tonnes for the new aircraft, which the new aircraft will however be able to ferry over a distance of 4,900 kilometres.

This is a significant upgrade in performance over the AN-124.

This is consistent with the demands of Russia’s leading air freight specialist Volga-Dnepr – the main civilian operator in Russia of the AN-124 – which says that any new aircraft replacing the AN-124 should be at least 30-40% more efficient than the AN-124.  Advances in technology since the An-124 was designed in the 1970s make that possible.

The new cargo aircraft will achieve its greater efficiency by using in its structure the stronger and lighter materials which have become available since the AN-124 was designed in the 1970s, and by using a newer and significantly more powerful and efficient engine than the D-18T used by the AN-124.

The new engine will almost certainly be the new Kuznetsov PD30 geared turbofan which is reported to have a rating of around 35 tonnes of thrust (roughly a third more than the D18T).

The Kuznetsov PD30 is known to be in advanced development for use on the new Russian-Chinese wide-bodied aircraft, which will carry two.  The illustration of the new Russian cargo aircraft released by TsAGI shows it will have four.

Combined with a lighter and stronger structure because of the use of new materials, four Kuznetsov PD30 engines – more powerful and more efficient than the AN-124’s D18T engines – will ensure that the new aircraft is able to meet the performance targets.

The Russians have spoken in the past of a programme entitled “Prospective Airborne Complex of Transport Aviation” or PAK-TA, which is intended to provide the air transport division of the Russian Aerospace Forces with a family of new large cargo aircraft.

It seems that at least two aircraft are being developed, and that these will share components and sub-systems with each other, making their design and construction simpler, and simplifying the logistic and maintenance burden.

The smaller of these aircraft will apparently take the form of a revived version of the IL-106 project of the 1980s, and will be able to carry payloads of 80-100 tonnes using four of the new PD-18R geared turbofan engines, which have 20 tonnes of thrust each.

The second is the larger aircraft details of which TsAGI has just revealed, which is designed to carry payloads of 150-180 tonnes using four of the new PD-30 geared turbofan engines, with 35 tonnes of thrust each.

Both of these aircraft appear to be conservative designs posing few technical challenges for an industry which has extensive experience of designing and building large transport aircraft.

Given the availability of the new engines to power the new, they should not be especially expensive or complex to design or build.

The factory tasked with building them will probably be the Aviastar factory complex in the Volga city of Ulyanovsk.

Production will probably begin in earnest in the early 2020s, as sufficient numbers of the new PD18R and PD30 engines become available, with service entry apparently intended for 2023.

The Russians have now provided us with a glimpse of what the larger aircraft will look like.  Apparently the Russians have already given it a nickname: “Slon” meaning elephant. Source russiafeed.com

Kuznetsov PD30 engine

“The PD-30 engine will have the bypass design with the gearbox and split exhaust in the ducts”, said Dmitry Fedorchenko. “The modification of the core engine should be aimed at ensuring the stated parameters, including a considerable increase in the gas-dynamic characteristics of the blade units. In the course of the modification, the low-pressure turbine and compressor, gearbox, single-stage fan and control, monitoring and diagnostic system are designed anew. The gearbox will ensure the optimal revolutions of the fan and low-pressure turbine and also transfer the power to the fan by means of the shaft of the low-pressure turbine inside the medium-pressure turbine”.

According to the design data released during the Engines 2012 salon in April, the PD-30 will have a takeoff thrust of 29,500 kgf along with a bypass ratio of 8.7, an airflow rate of 1,138 kg/s and an inlet air temperature of 1,570K. The specific fuel burn will equal 0.535 kg/kgf*h in cruising mode (H=11 km, M=0.76). According to the requirements specification, the PD-14 fan diameter measures 2,950 mm, and the weight of the engine without its reverser accounts for 5,140 kg. The design and technological solutions implemented in the PD-30 include the use of blisk technologies in the high- and medium-pressure compressors, monocrystal cast blades of the high- and medium-pressure turbines, hollow fan and low-pressure turbine blades, etc.

The development of the PD-30 is planned to build on the expertise resultant from the development of another advanced Russian engine, the PD-14. To manufacture the engine demonstrator and then run the production of the PD-30, proposals have been made to subcontract other Russian companies, e.g. UMPO, Salut, NPO Saturn, Aviadvigatel, etc. Source  fantasylab.ru

Libyan Arab Air Cargo – wallpaperstone.blogspot.com

Variants

An-124 Ruslan
Strategic heavy airlift transport aircraft
An-124-100
Commercial transport aircraft
An-124-100M-150
Commercial transport version fitted with Western avionics

An-124-100M-150

An-124-100M-150 Antonov Design Bureau (Aviant, Antonov Airlines) – 235FireFly YouTube

The An-124-100M-150 version

– includes the main components of the ?N-124-100 program development:
– payload increased from 120 tons to 150 tons;
– take-off weight increased from 392 tons to 402 tons;
– flight range increased, including for cargo of 120 tons from 4650 km to 5400 km;
– aircraft assigned service life is increased to 24,000 flight hours; works on its extension up to
50 000 flight hours/10 000 flights/45 years service life are being performed;
– the new PO-500 schedule of maintenance has been introduced (maintenance every 500 flight hours);
– onboard crane equipment providing loading-unloading operations of a single piece of cargo up to 40 tons weight;
– fuselage structure had been strengthened to enable airlift of a single piece of cargo up to 150 tons weight;
– Navigation System and radar have been updated;
– digital anti-skid braking system allowing to reduce landing distance up to 30% have been installed;
– crew reduced from 6 to 4 members, and the comfort level of the crew rest cabin has been improved;
– military oxygen equipment has been exchanged for the civil one;
– reinforced wheels and tires have been installed;
– new devices for engine control have been installed;
– modernized systems of reverse control and engine vibration state monitoring have been developed;
– the SRPPZ-2000 ground proximity warning system installed;
– A826 inertial navigation system upgraded;
– Enhanced observation (EHS) has been applied;
– Mail Minimum Equipment List has been developed and is now being implemented

On June 19, 2007, the An-124-100M-150 obtained an Annex to the Type Certificate issued by Aviation Register of the Interstate Aviation Committee (AR IAC) and an updated Type Certificate was obtained for the An-124-100 aircraft issued by State Aviation Authority of Ukraine. Source redstar.gr

An-124-100M-150 cockpit – VeaceslavAn-124-100M-150 cockpit – siulzz.deviantart.com
An-124-102
Commercial transport version with an EFIS flight deck
An-124-115M
Planned new variant with EFIS based on Rockwell Collins avionic parts
An-124-130
Proposed version
An-124-135
Variant with one seat in the rear and the rest of the cargo area (approx. 1,800 square feet) dedicated to freight
An-124-150
New variant with increased payload (150 tonnes)
An-124-200
Proposed version with General Electric CF6-80C2 engines, each rated at 59,200 lbf (263 kN)
An-124-210
Joint proposal with Air Foyle to meet UK’s Short Term Strategic Airlifter (STSA) requirement, with Rolls-Royce RB211-524H-T engines, each rated 60,600 lbf (264 kN) and Honeywell avionics—STSA competition abandoned in August 1999, reinstated, and won by the Boeing C-17A.
An-124-300
variant ordered by the Russian Air Force with new avionics, a new improved braking system and a payload of 150 tonnes.

Source wikipedia.org

An-124 orders and deliveries

Customer orders for the An-124 include Russian Air Force (25), Libya Arab Air Cargo (two), Antonov Airlines (seven), and Maximum Air Cargo (one).

Maximum Air Cargo – Cargospotter YouTube

Volga-Dnepr Airlines awarded a contract to state-owned joint stock company United Aircraft Corporation (UAC) in 2008 to deliver 40 An-124-100M aircraft.

UAC will start delivering the new AN-124 Ruslan to the Russian Air Force from 2014 under the state arms procurement programme. It will produce 20 AN-124s by 2020 at the rate of three aircraft per annum. The deliveries are scheduled for completion by 2027.

Russian Air Force – Alexander Mishin

Revenues from Production of An-124 Aircraft Will Reach $12,89 Billion

According to some forecasts, the resuming of An-124 aircraft production and manufacturing of 80 jets of the type will generate revenues of $12,89 billion, RIA Novosti-Ukraine reports with reference to the prime-minister of Ukraine, Nikolay Azarov.

Earlier Russia and Ukraine signed a number of agreements following the results of the meeting of inter-governmental commission, in particular, an intergovernmental agreement on implementation of measures of State Support for resuming the serial production of An-124 aircraft.

“Ukraine and Russia are resuming the production of An-124 aircraft with Ukrainian-produced engines. The total production output will be 80 aircraft. The total revenues from selling 80 An-124 jets will be around $12.89 billion”, – Azarov said during the meeting of Ukrainian Cabinet of Ministers held on Wednesday. Source engineeringrussia.wordpress.com

Polet Airlines – MidlandsAviationHD YouTube

Operators: Here

An-124 very large cargo aircraft design

antonov_an_124_condor-05309.jpggetoutlines.com

The design of the AN-124 began in 1971. The aircraft fuselage has a double-deck layout. The cockpit, the relief crew compartment and the troop cabin with 88 seats are on the upper deck.

Rear cargo entry with ladder to rear upper deck – airlinereporter.com

The lower deck is the cargo hold. The flight deck has crew stations arranged in pairs for six crew: the pilot and co-pilot, two flight engineers, the navigator, and the communications officer. The loadmaster’s station is located in the lobby deck.

Antonov AN-124 Boeing 747-8F C-5 Galaxy Antonov AN-225
Payload 330,000lbs 295,800lbs 270,000lbs 418,834lbs
Length 226ft 3in 250ft 2in 247ft 1in 275ft 7in
Wingspan 240ft 5in 224ft 7in 222ft 9in 290ft 0in
Height 68ft 2in 63ft 6in 65ft 1in 59ft 5in
Max Take Off Weight 893,000lbs 987,000lbs 840,000lbs 1,410,958lbs

Source airlinereporter.com

Volga-Dnepr Airlines – Liam Gusman YouTube

Antonov An-225 Mriya Strategic airlifter: Details

The An-124 aircraft is fitted with a relatively thick (12%) swept-back super-critical wing to give high aerodynamic efficiency and, consequently, a long flight range.

The construction includes extruded skin panels on the wing, extruded plates for the centre-section wing panels and monolithic wafer plates for the fuselage panels. The aircraft structural members are made of composites that make up 1,500m² of the surface area.

Multi-leg landing gear and loading equipment ensure self-sufficient operation of the aircraft on prepared concrete runways and on unpaved strips.

The landing gear is self-orienting and incorporates a kneeling mechanism, which allows an adjustable fuselage clearance to assist the loading and unloading of self-propelled equipment.

Cargo systems

Onboard system of cargo handling equipment – photos Jonty Wilde

The onboard system of cargo handling equipment makes it possible to load and unload the aircraft without the help of ground facilities. The para-dropping and cargo handling equipment comprises two travelling cranes, two winches, rollgang and tiedown equipment.

Cargo handling equipment Volga-Dnepr Airlines An-124-100 – T24 YouTubeCargo handling equipment Volga-Dnepr Airlines An-124-100 – T24 YouTube

The aircraft is often compared to the US Lockheed Martin C-5 Galaxy. The An-124 has a transportation capability 25% higher than that of the C-5A and 10% higher than the C-5B.

photos Jonty Wilde

The two cargo hatches are a distinctive structural feature. The fuselage nose can be hinged upward to open the front cargo hatch and there is a cargo hatch in the rear fuselage.

wallhere.com

Source azfreighters.com

Avionics

airlinereporter.com

All systems are quadruple redundant. The onboard equipment provides the capability to execute airlift and para-drop missions by day and at night, in visual flight rules and instrument flight rules (VFR and IFR) weather conditions. There are 34 computers functioning aboard the aircraft, combined into four main systems: navigation, automatic piloting, remote control and monitoring.

airlinereporter.comPeephole from the cockpit to monitor the cargo hold  Volga-Dnepr– leorus77.livejournal.com

The integrated flight control and aiming-navigation system comprises an autonomous navigation system, altitude and air-speed indicating system, combat formation flight control equipment, short-range radio navigation and landing system, global positioning system, automatic radio compass, ground surveillance radar, forward-looking weather radar, optical and TV sight, and IFF equipment.

Galley aft of cockpit – airlinereporter.comCrew rest area – airlinereporter.comLadder leading up to front upper deck cockpit area – airlinereporter.com

The pressurized cabin accommodated a flight crew of six, along with accommodations for a relief crew. The aircraft was flown with a quadruplex fly-by-wire flight control system, and featured a triple-redundant inertial navigation system. It did not have a glazed nose. A pressurized passenger section with 88 seats was included behind the wing. Source airvectors.net

Upper deck crew rest area Volga-Dnepr Airlines An-124-100 – T24 YouTubescreenshot-www.youtube.com-2018.05.11-10-45-47Upper deck crew rest area Volga-Dnepr Airlines An-124-100 – T24 YouTubeUpper deck galley area Volga-Dnepr Airlines An-124-100 – T24 YouTubeUpper deck crew rest area Volga-Dnepr Airlines An-124-100 – T24 YouTubeRear upper deck hatch with ladder in up position Volga-Dnepr – leorus77.livejournal.com

An-124-210 and An-124-100M

Volga-Dnepr – Gdańsk112 – Jacas YouTube

Antonov, Aviastar and Air Foyle of the UK jointly submitted a proposal to the UK MoD for leasing of new versions, the An-124-210 and An-124-100M. An-124-210 will be equipped with a Rolls-Royce RB211-52H-T engine; An-124-100M with series 3 D-18 engines, produced by Progress Design Bureau in Zaporozhe.

Volga-Dnepr Airlines An-124-100 – T24 YouTube

These engines allow an increase in service range of 10% and reduced take-off distance.

Ivchenko-Progress D-18T 3M series engine

Designed to power heavy transport aircraft. Installed on the An-124 and An-124-100 Ruslan aircraft and the An-225 Mriya extra high load capacity transport aircraft. The engine has the Type Certificate. In conformity with existing ICAO Environmental Standards requirements. In commercial production since 1999.

Volga-Dnepr Airlines An-124-100 – T24 YouTube

Source ivchenko-progress.com

 Volga-Dnepr Airlines An-124-100 – T24 YouTube

TA18-200-124 APU

The plane has two separate APU — there will be one “full-time” and the new APU APU TA18-200-124 with a capacity of 60 kW generator.

Basic APU TA18-200 provides an air launch propulsion aircraft engines, power supply AC 115/200 V with power up to 60 kW, as well as to supply air to the air conditioning system and cabin interiors.

Optimizing turbocharger (centrifugal and centripetal turbine compressor), the combustion chamber, gear and mounted units allowed to provide fuel savings of 30% and a significant (2-fold) reduction in engine weight compared with the previously developed counterparts. The use of modular construction allows to effectively diagnose and repair the engine.

APU allows you to run up to the height of the plane’s engines in the 9,000 meters Operating temperature range — ± 60 ° C. Weight (without generator) of 190 kg. Initial assigned resource is 2000/4000 hours / launches. Assigned resource 12/15 thousand hours / launches. Source survincity.com

APU, the photo shows a nozzle and blades Volga-Dnepr – leorus77.livejournal.comAPU exhaust visible on both sides Volga-Dnepr – leorus77.livejournal.com

The engines are provided with 76 714 Imp gallons (348 740 litres) of fuel in ten integral wing tanks. This provides a range of 2 795 miles (4 500 km) when fully loaded. However, range varies considerably according to the load carried. For example, when carrying an 88 184 pound (40 000 kg) payload the range is a much greater 7 456 miles (12 000 km). Source aircraftinformation.info

The An-124-210 is a 120ft (36.5m)-long cargo freighter. The floor width and height of aircraft is 21ft (6.4m) and 14.4ft (4.3m) respectively, with 10.5ft (3.2m) below the crane.

Cargo area – wallhere.comextremecargogroup.com

The An-124-100M aircraft has the capacity to travel 4,500km at a height of up to 10,000m carrying a maximum load of 120t. The aircraft is 36m long and 4.4m high. It can operate under 60°C below zero and 45°C above zero.

Front loading ramp An-124-100 Antonov Design Bureau (Aviant, Antonov Airlines) – Vaibhav Shah YouTubeMain landing gear An-124-100 Antonov Design Bureau (Aviant, Antonov Airlines)  – Vaibhav Shah YouTubeAPU exhaust one on each side behind rear landing gear An-124-100 Antonov Design Bureau (Aviant, Antonov Airlines) – Vaibhav Shah YouTube

Both versions will be equipped with digital instrumentation and displays from Honeywell of the USA and Aviapribor of Russia, enabling the crew size to be reduced from six to four. Also fitted are a traffic alert collision avoidance system (TCAS 2000), ground proximity warning system and satellite communications system.

Upper deck exit door Volga-Dnepr – leorus77.livejournal.comEmergency escape shaft Volga-Dnepr – leorus77.livejournal.com

Specification

Source flugzeuginfo.net

Source azfreighters.com

Main picture Liam Gusman YouTube

Main material source airforce-technology.com

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MQ-4C Triton Broad Area Maritime Surveillance (BAMS) UAS

MQ-4C Triton is a new broad area maritime surveillance (BAMS) unmanned aircraft system (UAS) unveiled by Northrop Grumman for the US Navy. The UAS will complement the navy’s Maritime Patrol and Reconnaissance Force family of systems, delivering SIGNET (signals intelligence), C4ISR and maritime strike capabilities.

The MQ-4C Triton programme is managed by the Persistent Maritime Unmanned Aircraft Systems Programme Office (PMA-262).

Details of the BAMS UAS programme

The BAMS UAS was acquired under a US Department of Defence (DoD) Acquisition Category (ACAT) 1D programme and Northrop Grumman was awarded a $1.16bn contract for the MQ-4C BAMS programme in April 2008. The programme saw the completion of preliminary design review in February 2010 and critical design review in February 2011.

northropgrumman.com

The first of the three fuselages of MQ-4C was completed in March 2011 and the ground station testing of multifunction active sensor (MFAS) radar was completed in November 2011.

The flight testing of MFAS on the Gulfstream II testbed aircraft began in February 2012. The first MQ-4C Triton was unveiled in June 2012, while the maiden flight for the UAS was conducted in May 2013.

The MQ-4C completed its ninth trial flight in January 2014 and operational assessment (OA) in February 2016. The US Navy intends to procure 68 MQ-4C Triton UAS to carry out surveillance missions, along with the manned P-8 Poseidon maritime patrol aircraft.

Navy gets first new Triton drone for ocean surveillance: Here

Excerpt

The Navy received its first operational MQ-4C Triton drone when the high altitude, long endurance unmanned aircraft landed at a Navy facility at Point Mugu, contractor Northrop Grumman announced Nov. 10.

The company said it expects to deliver a second Triton later this year.

Early next year, the Tritons will fly to Guam where the Navy is expected to make them officially operational, Thomas Twomey, senior manager of business development at Northrop Grumman, told C4ISRNET in April. The MQ-4C can fly for as long as 24 hours and at an altitude as high as 55,000 feet.

A small skeleton crew will perform launch and recovery tasks and then a larger group will fly the Triton remotely from Naval Air Station Jacksonville, he added.

Germany to buy MQ-4C Triton drone: Here

Excerpt

Germany’s defense ministry has decided to buy high-altitude MQ-4C Triton unmanned surveillance planes built by U.S. weapons maker Northrop Grumman Corp for deliveries after 2025, ministry sources said on Tuesday.

The new drones will replace the Euro Hawk program, which Berlin canceled in May 2013 after it became clear that it could cost up to 600 million euros to get the system approved for use in civil airspace.

MQ-4C Triton design features

MQ-4C Triton

The MQ-4C Triton is based on the RQ-4N, a maritime variant of the RQ-4B Global Hawk. The main aluminium fuselage is of semi-monocoque construction, while the V-tail, engine nacelle and aft fuselage are made of composite materials.

Global Hawk flying environmental mapping missions in Latin America, CaribbeanRQ-4B Global Hawk

New sensor payload capability available for Global Hawk: Here

Excerpt

A Northrop Grumman solution to enable the use of legacy and future sensor systems on its RQ-4 Global Hawk drone has been successfully demonstrated.

The test involved the use of a legacy SYERS-2 intelligence gathering sensor attached to the high-altitude, long-endurance drone through the use of the company’s innovative Universal Payload Adapter, a bracket mounted onto a Global Hawk airframe to support a wide variety of payloads.

With the success of the SYERS-2 flight, Northrop Grumman now plans to fly an Optical Bar Camera sensor and an MS-177 multi-spectral sensor later on the RQ-4 later this year.

File photos of MQ-4C Triton. Courtesy of Northrop Grumman.

The forward fuselage is strengthened for housing sensors and the radomes are provided with lightning protection, and hail and bird-strike resistance.

The UAS has a length of 14.5m, height of 4.7m and a wingspan of 39.9m. It can hold a maximum internal payload of 1,452kg and external payload of 1,089kg.

Mission capabilities of MQ-4C Triton BAMS UAS

MQ-4C Triton – northropgrumman.com

Key Features
• Provides persistent maritime ISR at a mission radius of 2,000 nm; 24 hours/7 days per week with 80% Effective Time on Station (ETOS)
• Land-based air vehicle and sensor command and control
• Afloat Level II payload sensor data via line-of-sight
• Dual redundant flight controls and surfaces
• 51,000-hour airframe life
• Due regard radar for safe separation
• Anti/de-ice, bird strike, and lightning protection
• Communications bandwidth management
• Commercial off-the-shelf open architecture mission control system
• Net-ready interoperability solution

Source northropgrumman.com

The MQ-4C is a high-altitude, long-endurance UAS, suitable for conducting continuous sustained operations over an area of interest at long ranges. It relays maritime intelligence, surveillance and reconnaissance (ISR) information directly to the maritime commander.

The UAS can be deployed in a range of missions such as maritime surveillance, battle damage assessment, port surveillance and communication relay. It will also support other units of naval aviation to conduct maritime interdiction, anti-surface warfare (ASuW), battle-space management and targeting missions.

The MQ-4C is capable of providing persistent maritime surveillance and reconnaissance coverage of wide oceanographic and littoral zones at a mission radius of 2,000 nautical miles. The UAS can fly 24 hours a day, seven days a week with 80% effective time on station (ETOS).

Payloads of Northrop’s unmanned system

Fra denne vinkelen synes de fleste sensorene i US Navys Triton: Lengst fram i nesepartiet er EO/IR-sensoren, kuppelen i midten er den MFAS-radaren («multifunction active sensor») og bakerst er ESM («electronic support measures») som identifiserer og lokaliserer marinefartøy. *** Local Caption *** Fra denne vinkelen synes de fleste sensorene i US Navys Triton: Lengst fram i nesepartiet er EO/IR-sensoren, kuppelen i midten er den MFAS-radaren («multifunction active sensor») og bakerst er ESM («electronic support measures») som identifiserer og lokaliserer marinefartøy. Translated – From this angle, most of the sensors appear in US Navys Triton: At the top of the nose section is the EO / IR sensor, the middle of the middle is the multifunction active sensor (MFAS) and the back is ESM (“electronic support measures”) identifies and locates marine vessels. *** Local Caption *** From this angle, most of the sensors appear in US Navys Triton: At the top of the nose is the EO / IR sensor, the middle of the center is the multifunction active sensor (MFAS) radar and the rear is ESM (“Electronic support measures”) that identifies and locates marine vessels.

The payload is composed 360° field of regard (FOR) sensors including multifunction active sensor (MFAS) electronically steered array radar, electro-optical / infrared (EO/IR) sensor, automatic identification system (AIS) receiver and electronic support measures (ESM). The payload also includes communications relay equipment and Link-16.

AN/ZPY-3 Multi-Function Active Sensor (MFAS)

northropgrumman.com

The AN/ZPY-3 MFAS is a 360-degree field-of-regard active electronically scanned array radar designed for maritime surveillance. The X-Band two-dimensional sensor features a combination of electronic scanning and a mechanical rotation, allowing the radar to spotlight a geographic area of interest for longer periods to increase detection capabilities of smaller targets, particularly in sea clutter.

northropgrumman.com

The AN/ZPY-3 MFAS sensor is the first radar system to provide full 360-degree persistent coverage of both open oceans and littoral regions from extremely long ranges.

northropgrumman.comnorthropgrumman.com

The AN/ZPY-3 MFAS sensor operates with a rotating sensor that incorporates electronic scanning and provides mode agility to switch between various surveillance methods. These include maritime-surface-search (MSS) mode for tracking maritime targets and inverse-synthetic-aperture radar (ISAR) mode for classifying ships.

northropgrumman.comnorthropgrumman.com

Image-while-scan capability is used to interleave very short duration ISAR functions (ISAR snapshot and high- range resolution) during MSS scans. Two synthetic aperture radar (SAR) modes are used for ground searches; spot SAR for images of the ground and stationary targets and strip SAR for images along a fixed line. Source northropgrumman.com

General data:
Type: Radar Altitude Max: 0 m
Range Max: 370.4 km Altitude Min: 0 m
Range Min: 0.2 km Generation: Late 2010s
Properties: Periscope/Surface Search – Advanced Processing [2000+], Moving Target Indicator (MTI), Pulse-only Radar, Active Electronically Scanned Array (AESA)
Sensors / EW:
AN/ZPY-3 MFAS AESA – (MQ-4C) Radar
Role: Radar, Surface Search, Long-Range
Max Range: 370.4 km

Source cmano-db.com

The MTS-B multispectral targeting system performs auto-target tracking and produces high-resolution imagery at multiple field-of-views and full motion video. The AN/ZLQ-1 ESM uses specific emitter identification (SEI) to track and detect emitters of interest.

MTS-B multispectral targeting system

northropgrumman.com

Multi-spectral targeting system (MTS) “B” AN/DAS-3

Raytheon’s Multi-Spectral Targeting System (MTS) is a turreted electro-optical/ infrared (EO/IR) sensor used in maritime and overland intelligence, surveillance and reconnaissance (ISR) missions.

It provides EO/IR, laser designation, and laser illumination capabilities integrated in a single sensor package.

The MTS product family of sensors, includes Compact MTS, MTS-A, MTS-B, MTS-C and MTS-D (AN/DAS-4).  Source raytheon.com

northropgrumman.com
General data:
Type: Infrared Altitude Max: 0 m
Range Max: 55.6 km Altitude Min: 0 m
Range Min: 0 km Generation: Infrared, 3rd Generation Imaging (2000s/2010s, Impr LANTIRN, Litening II/III, ATFLIR)
Properties: Identification Friend or Foe (IFF) [Side Info], Classification [Class Info] / Brilliant Weapon [Automatic Target Aquisition], Continous Tracking Capability [Visual], Periscope/Surface Search – Advanced Processing [2000+]
Sensors / EW:
AN/DAS-3 MTB-S [EO/IR] – (MC-4C, Multi-Spectral Targeting System) Infrared
Role: Infrared, Surveillance FLIR
Max Range: 55.6 km

Source cmano-db.com

AN/ZLQ-1 ESM

northropgrumman.com
General data:
Type: ESM Altitude Max: 0 m
Range Max: 926 km Altitude Min: 0 m
Range Min: 0 km Generation: Late 2000s
Sensors / EW:
AN/ZLQ-1 – (MQ-4C) ESM
Role: ELINT
Max Range: 926 km

Source cmano-db.com

Engine and performance of the US’s UAS

MQ-4C Triton is powered by a Rolls-Royce AE3007H turbofan engine. It is an advance variant of the AE3007 engine in service with the Citation X and the Embraer Regional Jet. The engine generates a thrust of 8,500lb

The UAS can fly at a maximum altitude of 60,000ft. It has a gross take-off weight of 14,628kg. Its maximum unrefuelled range is 9,950 nautical miles and endurance is 30 hours. The maximum speed is 357mph.

AE 3007H turbofan engine

northropgrumman.com

The AE 3007 turbofan engine is a high bypass, two shaft engine featuring a wide-chord single-stage low pressure (LP) compressor, 14-stage high pressure (HP) compressor followed by an effusion-cooled annular combustor, two stage high pressure (HP) turbine and a three stage low pressure (LP) turbine.

Specification AE 3007H
Thrust lbf (kN) 9,500 (42)
Bypass ratio 5.0
Pressure ratio 23
Length in (m) 115.08 (2.92)
Diameter in (m) 38.5 (0.98)
Basic weight lb (Kg) 1,644 (746)
Compressor 1LP, 14HP
Turbine 2HP, 3LP

Engine source rolls-royce.com

Operators: Here

Source northropgrumman.com

Ground control station

The UAS is operated from ground stations manned by a four-man crew, including an air vehicle operator, a mission commander and two sensor operators.

The ground station includes launch and recovery element (LRE) and a mission control element (MCE).

NAVAIRSYSCOM

The MCE performs mission planning, launch and recovery, image processing and communications monitoring.

The LRE controls related ground support equipment as well as landing and take-off operations.

NAVAIRSYSCOM

NAVAIR Flight Ready: Triton Airspace Integration

Published on Dec 22, 2015

Main material source naval-technology.com

RBS 70 NG Very Short Range Air Defence (VSHORAD) System / MSHORAD (Mobile Short Range Air Defence) solution

RBS 70 NG (new generation) is a very short range air defence (VSHORAD) system produced by Saab. It is an upgraded version of the RBS 70 VSHORAD system operational with 19 countries across the world.

The RBS 70 NG made its public presence during the Defence & Security Equipment International (DSEi) exhibition in September 2011. The system offers long-term static air defence for strategic assets and can be deployed for event protection in peacetime.

More than 1,600 RBS 70 systems have been acquired by 19 nations across five continents to date.

Design and features of RBS 70 New Generation VSHORAD

SYSTEM FEATURES

  • Automatic target tracking
  • Integrated thermal imager
  • Visual target assignment
  • Simplifed aiming functions
  • Simultaneous detection of several targets
  • All-target capability (with BOLIDE Missile)

The RBS 70 NG system includes a launch container, a tripod and an NG sight. The nozzle and sustainer motor in the midsection and the laser beam riding system at tail make the missile highly invulnerable against jamming. The complete VSHORAD system is operated by one person and requires three personnel for portability.

The modular design of the NG sight allows the users to integrate the RBS 70 NG system into almost all vehicle types, networks and remotely controlled platforms. The modularity and state-of-the-art technology used in the system transforms RBS 70 NG into a scalable and long term solution to meet the ground based air defence (GBAD) requirements.

The RBS 70 NG system comes with a complete training package, including basic operator training and concerted training for the complete air defence unit. The classroom training simulator offers operator drills to enhance operator skills in the fields of target attainment, recognition, target tracking, missile launch and guidance. It ensures the operators to learn about the engagement processes within a few hours.

RBS 70 NG guidance and navigation

“The integrated sighting system includes a thermal imager, built-in automatic target tracker and advanced visual cueing aids.”

The integrated sighting system includes a thermal imager, built-in automatic target tracker and advanced visual cueing aids. The integrated high-resolution thermal imager allows for 24/7 capability while advanced cueing improves reaction times and target acquisition.

The auto-tracker with manual override ensures the engagement of target with high hit probability all over the missile range, while graphics-based human machine interface and advanced guidance further enhance the performance during manual and auto-tracker engagements. The system is also equipped with in-built video recording capability for post-mission review.

The common sight module of the RBS 70 NG can be integrated into MANPADS, combat vehicles, and remotely controlled systems. The RBS 70 NG’s new-generation sighting system in combination with unjammable laser guidance offers high level of precision strike capability to the users. The system can simultaneously detect multiple targets.

Mobile Short-Range Air Defence (MSHORAD) solution

Saab

The Mobile Short-Range Air Defence (MSHORAD) solution – comprising the Giraffe 1X, C2 and RBS 70 NG Remote Weapon System (RWS) – enables moving units to identify and counter air threats quickly and effectively.

Air threats are continuously evolving to become more high tech than ever before. Modern radar systems must contend with High Energy Laser weapons, Electronic Warfare, Unmanned Aerial Vehicles (UAVs) and guided munitions, without letting any target go unnoticed.

This requires an advanced solution that can not only detect any target but also react and strike when time is of the essence. The MSHORAD solution is designed to complement existing defence by filling the gaps in long-range radar coverage created by terrain obstacles. It acts as a protective shield, scanning the battlefield to find and identify a threat, then coordinating the necessary action to remove the target.

As an entire package, MSHORAD provides a solution that increases survivability and supports domain sovereignty in conflict zones. Source saab.com

Giraffe 1X

Saab

Giraffe 1X is a mobile, deployable or fixed asset for short-range surveillance and Ground Based Air Defence (GBAD) that provides forces with early warning and the ability to detect and classify more than 100 different targets – simultaneously. Even in high-clutter environments. The system can be delivered with surface surveillance as well as sense & warn add-ons and can be operated remotely or locally.

Giraffe 1X provides simultaneous air surveillance, GBAD target acquisition and RAM sense and warn capabilities without performance degradation. It can detect fixed and rotary wing targets, fast missiles and RAM targets as well as small UAVs in high-clutter environments. It also offers flexible integration of weapon systems and tactical data links, and can be configured fully self-contained with C3 capabilities.

Saab

Giraffe 1X covers the entire search volume every second and will detect any air threat, including small, slow, high and low targets. The system provides exceptional air picture awareness with all-weather performance and accurate 3D data for all targets in the search volume.

Automatic weapon location and impact location can be provided as an option. The system offers 360˚ detection and tracking of RAM threats even in severe clutter. This means it can provide your forces with automatic warning of incoming threats, giving them the time needed to prepare and respond.

screenshot-www.youtube.com-2018.04.19-17-05-44

VOLUME SEARCH

  • 12 stacked beams
  • Elevation coverage: 0°- 70°
  • Scanning rate 60 rpm

Saab

TECHNICAL DATA

Radar type Stacked beam 3D radar
Antenna type AESA, digital beam forming
Frequency X (I) band
Elevation coverage > 70 degrees
Rotation rate 60 RPM
Search volume 360° or in a sector
Instrumented range  75 km

Source saab.com

C2

  • Local air picture coordination and compilation
  • NATO interoperability: Tactical Data Link 16 and JREAP-C
  • Identification Friend or Foe (IFF) system

The C2 command and control communication platform then analyses target data, identifying the threat and creating a local air picture to confirm the required action. C2’s Tactical Data Link transmits the information to RBS 70 NG RWS for interception.

screenshot-www.youtube.com-2018.04.19-17-08-38

Once data is received, the missiles are engaged in five seconds. RBS 70 NG RWS features visual 3D cueing, an automatic target tracker and a thermal imager for precision aiming and fast target acquisition.

RBS 70 NG Remote Weapon System (RWS)

screenshot-www.youtube.com-2018.04.19-17-07-56

Guidance method Laser beam-riding missile
Range 9 km
Altitude coverage 5 km

Source saab.com

Missiles of the RBS 70 NG very short range air defence system

The highly modular RBS 70 NG air defence system allows the integration of all existing generations of RBS 70 missiles including the latest BOLIDE fourth-generation all-target VSHORAD missile. The system, when integrated with BOLIDE missile, provides complete air defence against all threats ranging from fixed and rotary wing aircraft to small targets such as cruise missiles and Unmanned Aerial Vehicles (UAVs).

The BOLIDE missile has the maximum velocity of Mach 2. Its combined shaped-charge and pre-fragmented warhead can defeat armoured aerial targets including attack helicopters and close air support (CAS) aircraft as well as land-based armoured targets such as armoured personnel carriers (APCs).

“The laser beam-riding missile can engage targets in countermeasures and clutter environments.”

The laser beam-riding missile can engage targets in countermeasures and clutter environments. It has a maximum shelf life of over 30 years.

BOLIDE missile

Unlike competitors such as Raytheon’s FIM-92 Stinger, MBDA’s Mistral, or KBM’s SA-18 Igla, the RBS-70 is an ‘unjammable’ laser beam-riding missile with no seeker head at the front. The RBS-70 is a bit heavy for shoulder firing, and is handled from a tripod. The system can be carried in its component parts by 3 infantry soldiers. Target acquisition includes an IFF (Identification, Friend or Foe) phase, but once fired, the missile locks on and vents its propulsion exhaust through the mid-section. This allows the laser beam riding system to fit in the tail, where it is extremely difficult to jam.

Its GlobalSecurity.org entry adds that the RBS-70 Mk 2 uses the Linear Quadratic Method based on the Kalman Theory for missile guidance, whereupon it delivers a 1-2 punch using a shaped charge surrounded by more than 3,000 tungsten pellets.

The Bolide missile is an RBS 70 Mk 2 upgrade that is faster (Mach 2 vs Mach 1.6), with a range up to 8 km (4.8 miles), an adaptable proximity fuse that gives it full effectiveness against a wider variety of targets, and new reprogrammable electronics. The 4th generation system incorporates the BOLIDE all-target missile, BORC clip-on thermal imager, a digital IFF Interrogator, a PC-based training simulator, and an external power supply for training. These improvements reportedly allow the RBS-70 Bolide to be deployed against surface targets as well, which makes it an especially interesting choice for naval use given the proliferation of small fast attack boat threats.

In a complete air defense system configuration, up to 9 RBS-70 firing tripods can be connected to a surveillance radar like Ericsson’s Giraffe 75, enabling all C3I functions. If the missile firing positions are set 4 km apart, the resulting networked VSHORAD (Very SHOrt Range Air Defense) battery protects an area of 175 square kilometers. A number of radar options are available for the RBS-70, including automatic threat evaluation, autonomous operations, et. al. Source defenseindustrydaily.com

Source weaponsystems.net

RBS 70 NG performance

The RBS 70 NG system can destroy targets within the maximum distance of 8,000m and altitude of 5,000m. It can be integrated with Identification Friend or Foe (IFF) interrogator to identify friendly targets. The system is deployed within 30 seconds, while reloading for MANPADS requires less than six seconds.

The system has 24/7 all-target capability, can launch missiles in complex areas such as urban terrains, and can be operated in all weather conditions during day and night.

TECHNICAL DATA

Guidance method Laser beam-riding missile
Effective range 220 – >9,000 m
Altitude coverage 0 – 5,000 m
Deployment time 30 sec
Reloading time: Less than 6 sec (MANPADS)
Max velocity (BOLIDE) Mach 2

Source saab.com

Main material source army-technology.com

Boeing T-X Trainer Aircraft

Boeing T-X aircraft is a new advanced pilot training system being offered by Boeing in partnership with Saab, for the T-X advanced pilot training programme of the US Air Force (USAF). The T-X aircraft is intended to replace the ageing T-38 trainer fleet of the USAF.

Boeing entered a joint development agreement with Saab to develop an all-new aircraft design for the T-X programme in December 2013.

Did Boeing Receive a T-X Prototype From Saab?: Here

Excerpt

On Monday, aviation enthusiasts in Sweden noticed the arrival of an Il-76, operated by Volga-Dnepr Airlines LLC, near the city of Norrköping, where a large piece of cargo was loaded onto the plane. From there, the large cargo plane took off for Reykjavik, Iceland — and then took an overnight flight to St. Louis, Missouri.

So what was the cargo loaded at Norrköping? Local radio station P4 Östergötland claim that the cargo aboard the plane is related to the T-X program, notable given the final destination for the cargo; St. Louis is home to Boeing’s fighter production line and is widely expected to be where any T-X work gets done for the company. That report set off a frenzy for enthusiasts in the region — and led to local media arriving to snap pictures.

The first two production T-X aircraft were unveiled by Boeing and Saab in September.

Boeing and Saab Reveal First Two Aircraft for Air Force T-X Competition: Here

Excerpt

Boeing and Saab’s bid for the US Air Force trainer competition took flight from St. Louis, Missouri, on 20 December, demonstrating the clean-sheet design’s performance for the first time.

During a 55min flight, the single-engined jet climbed close to 11,000ft and reached speeds of up to 230kt (430km/h), Steve Schmidt, lead T-X test pilot, told reporters. Boeing will persevere through the chilly Missouri winter to gather flight performance data for the T-X competition, which the company must deliver by 30 June 2017.

T-X programme details

The USAF unveiled the T-X programme requirements in March 2015, which was followed by the release of draft request for proposals in July. The USAF plans to acquire 350 T-X aircraft to replace the 431 T-38s. The initial operational capability (IOC) of the new fleet is projected for 2024.

The USAF launched T-X on December 30, 2016, when it released its formal request for proposals (RFP) for the Advanced Pilot Training (APT) requirement.

  • Planned procurement includes as many as 350 new trainers and could be worth as much as $16.3 billion to the winning team.
  • The USAF expected to select a winner of the T-X competition in 2017 (now slipped to July 2018).
  • The aircraft is expected to enter service no later than Fiscal Year 2024.
  • According to AETC, the period of operation for the T-X is 2026 to 2045, and the aircraft is set to fly 360 hours a year, at a mission readiness rate of at least 80 per cent.
  • The total value of the program could reach $16 billion.

Three significant performance characteristics stood out among over 100 points in the initial March 2015 requirements list: a sustained turn rate of a minimum of 6.5g, simulator visual acuity and performance, plus aircraft sustainment. That minimum sustained G requirement was set at 6.5g but with an aspiration to hit 7.5g — this is considered sufficient to ensure students can operate at 9g in a front-line fighter.

The future was also very much in mind as the requirement called for embedded training with synthetic sensors and a datalink. Other capabilities include the need for in-flight refueling (the aircraft must be at least adaptable to being fitted with an aerial refueling kit but built-in capability is preferred), a 10 per cent reduction in fuel usage over the T-38, and a minimum of being able to take off using 8,000ft of runway, plus a dry crosswind performance of 25kt and wet runway performance of 20kt.

Both cockpits are to have identical displays and controls, and the aircraft is to feature terrain and collision avoidance equipment. The T-X winner will also feature the ‘switchology’ for simulated release of both air-to-air and air-to-ground weapons, and be able to carry a weapon systems support pod and a travel pod. The cockpits will also feature wide-area displays, as per the F-35, and be compatible with NVGs. Source combataircraft.net

Northrop Grumman-BAE Systems, Lockheed Martin-Korean Aerospace Industries (KAI), and Raytheon-Leonardo are competing with the Boeing and Saab partnership for the T-X programme.

Northrop Grumman’s T-X breaks cover: Here

Northrop Grumman’s ‘clean sheet’ T-X trainer design

Stavatti Javelin: Details

5821_4070623629

Northrop Grumman and BAE Systems are jointly developing a new aircraft for the T-X competition, while Lockheed Martin is offering T-50A aircraft, a variant of the KAI T-50. Raytheon / Leonardo is offering M-346-based T-100 Integrated Training System (ITS) for the programme.

Lockheed Martin / KAI T-50 Golden Eagle: Details

Leonardo T-100: Details

Boeing T-X Trainer design details

aerofred.com

The Boeing T-X aircraft incorporates a clean-sheet design, and airframe integrating a single engine, twin tails and advanced cockpit housing stadium seating and embedded training instrumentation. The aircraft is delivered to customers as a complete advanced pilot training system including state-of-the-art, ground-based training aids.

The T-X matches fighter aircraft in terms of appearance, experience and performance. The twin-tail design resembles the design of current and future fighters and promises better stability, superior control, inbuilt speed break functionality, and safer in-flight refuelling.

The maintenance-friendly design supports long-term functionality and allows for the integration of latest technology and equipment.

Boeing

The aircraft serves as a more affordable and flexible platform when compared with the existing aircraft in its class. The system also supports technological evolutions to meet the requirements of future training needs.

The comprehensive advanced pilot training solution offers highly realistic simulation, computer-based training modules, and adaptive training. It also provides a complete suite of instructor tools to support a wide range of training needs.

The Boeing T-X design features less and more common fixings and ensures the maintenance crew to easily access critical items.

The aircraft is also compatible with the common USAF ground equipment and uses established component providers to cut down supply chain complexity.

Cockpit and avionics

The trainer integrates a modern fighter-like cockpit equipped with flexible avionics. The cockpit features a modular large area display offering a range of training options for both instructors and students.

The stadium seating layout of the aircraft houses an instructor and a student. The seating arrangement offers an ideal position for instructor and visibility for flight instructions to perform basic traffic pattern operations and advanced visual air combat training.

The JPATS 1-7-compliant seating also accommodates a range of individuals of different body sizes.

The cockpit is equipped with fly-by-wire flight controls ensuring excellent handling at all speeds, flight parameters and high angle-of-attack.

Boeing T-X engine

The aircraft is powered by a GE F404 engine offering higher power, improved fuel efficiency and superior mission capability.

GE F404 engine

1_RM12-engineGeneral Electric F404 afterburning turbofan

Source geaviation.com

Specifications

Structural

Crew: 2
Length: 46.42 ft (14.15 m)
Width: 32.81 ft (10.00 m)
Height: 13.12 ft (4.00 m)
Empty Weight: 7,165 lb (3,250 kg)
MTOW: 12,125 lb (5,500 kg)

Installed Power
1 x General Electric F404 turbofan afterburning engine developing 17,200lb of thrust.

Standard Day Performance
Maximum Speed: 808 mph (1,300 kph; 702 kts)
Maximum Range: 1,143 mi (1,840 km; 994 nm)
Service Ceiling: 50,000 ft (15,240 m; 9.47 mi)
Rate-of-Climb: 33,500 ft/min (10,211 m/min)

Armament
None.

Source militaryfactory.com

Main material source airforce-technology.com

GlobalEye Airborne Early Warning and Control (AEW&C) Aircraft

GlobalEye airborne early warning and control (AEW&C) aircraft is a new multi-role airborne surveillance system developed by Saab.

The aircraft is capable of offering air, maritime and ground surveillance on a single platform. It can operate in dedicated or multiple roles and has the ability to simultaneously switch between different roles at any point of time during an ongoing mission.

The GlobalEye airborne surveillance system was launched at the Singapore Airshow 2016. Saab received a $1.27bn contract from the United Arab Emirates (UAE) in November 2015, to supply a new airborne swing role surveillance system (SRSS) integrating a new variant of the Saab Erieye radar system based on the Global 6000 aircraft.

Dubai Airshow 2015: UAE signs with Saab for two surveillance aircraft and upgrades: Here

Excerpt

The contract, which was announced at the Dubai Airshow 2015, will see the UAE receive two of the latest versions of Saab’s Erieye airborne surveillance systems fitted aboard Bombardier Global 6000 business jet host aircraft, as well as the upgrade of the country’s two existing Erieye systems that are fitted to Saab 340 turboprops.

As noted by Saab, the new Swing Role Surveillance System (SRSS) being procured by the UAE is the most advanced version of the Erieye system to date, in that it will provide surveillance capabilities over air, land, and sea. “This is a significant step forward in capability, in that it is effectively a combined AWACS [Airborne Warning And Control System], JSTARS [Joint Surveillance Target Attack Radar System], and MPA [maritime patrol aircraft] in one,” a company representative told IHS Jane’s .

GlobalEye variants

The GlobalEye AEW&C platform is offered in three different configurations according to customer-specific requirements. The base configuration is equipped with the AEW&C capability to deliver aerial, maritime and ground surveillance.

The second variant integrates additional maritime surveillance radar and electro-optical sensors to transform the base platform to offer enhanced maritime and ground capabilities. The third version incorporates new sensors for electronic intelligence (ELINT) and signals intelligence (SIGINT) capability.

Swordfish Multi-Role Maritime Patrol Aircraft (MPA): Details

First UAE Spyplane Breaks Its Cover: Here

In addition to its openly acknowledged procurement of three Saab GlobalEye airborne early warning aircraft, based on Bombardier’s Global 6000 platform, the UAE is also set to receive two further Global 6000s converted for electronic intelligence (ELINT) or signals intelligence (SIGINT) duties under a more secretive programme. Jon Lake reports.

The first of the UAE’s two shadowy spyplanes has been spotted and photographed undergoing pre-delivery testing at Marshall Aerospace’s facility at Cambridge Teversham Airport in the UK.

The Global Express family forms the basis of a number of military special missions variants, including the Saab GlobalEye, the UK RAF’s Raytheon Sentinel R1 radar surveillance aircraft, and the US Air Force’s Northrop Grumman E-11A battlefield airborne communications node, (BACN), which allows disparate battlefield communications systems to share data, and allows fifth-generation fighters, like the F-22 and F-35, to share their sensor picture with older aircraft.

PICTURE: Saab unveils first GlobalEye for UAE

Saab

Saab has unveiled its first GlobalEye surveillance aircraft, revealing the extensively modified Bombardier Global 6000 business jet in the livery of launch customer the United Arab Emirates air force.

Conducted at the Swedish company’s Linköping site on 23 February, the event came a little over two years after the GlobalEye deal was announced at the Dubai air show in November 2015. The UAE initially signed a two-aircraft order, before also taking an option on a third example last year.

Adaptations include adding a Saab Erieye ER airborne early warning and control radar in a “skibox” fairing above the fuselage, plus a search radar and electro-optical/infrared sensor beneath, enabling the GlobalEye to also perform maritime and overland surveillance tasks.

This combination of sensors aboard an ultra-long-range business jet platform “brings extended detection range, endurance and the ability to perform multiple roles with one solution, including search and rescue, border surveillance and military operations,” Saab says.

“This first aircraft is equipped and being prepared for ground and flight trials to gather aerodynamic data as part of the ongoing development and production programme,” the company adds. It has not disclosed a delivery schedule for the UAE’s new capability.

“This milestone is clear evidence that the GlobalEye programme and Saab are delivering on our commitments,” says Anders Carp, senior vice-president and head of the company’s surveillance business area. Source flightglobal.com

GlobalEye AEW&C aircraft design and features

saab.com
  • Latest generation Command & Control
  • Operators sideway seated
  • Ergonomic seats
  • Low cabin noise level and pressure altitude
  • 6-seat rest area

The GlobalEye AEW&C system is based on the Bombardier Global 6000 ultra-long range jet aircraft. Its cabin houses ergonomic sideway seating for operators and offers low noise level and pressure altitude. It also accommodates six-seat rest area for passengers.

The aircraft has a length of 30.3m, wing span of 28.7m and wing area of 94.8m². The maximum take-off weight (MTOW) of the aircraft is 45,132kg.

saab.com

Command and control system

The command and control (C2) system aboard the aircraft enables the crew to perform multiple missions in complex and changing scenarios. The aircraft accommodates up to seven C2 workstations. Each operator console is equipped with a 30in wide-screen high-resolution colour display offering the best possible interface for the operators.

TACTICAL C2 SYSTEMS

This calls for systems that are able to provide consistent control of the battlefield situation. That is precisely what Saab provides – command and control systems that are designed to facilitate land operations by giving the right information to the right units at the right time.

Our modular open-standard solutions allow for capability growth step-by-step, as well as application-by-application. Future-proof solutions that fit the system you are already operating, making upgrades and the integration of new applications simple and cost-effective. Source saab.com

The displays present target data obtained by the onboard sensors or received via the data links, and allow the operators to find tracks, control own forces, monitor threats, command operations and manage all onboard systems. The C2 system also enables mission planning and mission evaluation.

Each multi-role console offers mission data and control functions and is interchangeable. The crew can access all operator consoles during high-priority missions, while low-intensity missions can be handled using one or two consoles to reduce manpower requirements.

Sensors / radars

 Juliusz Sabak/Defence24.pl

The main sensor of Global Eye system is the Erieye ER (extended range) S-band active electronically scanned array (AESA) multi-mode radar. The radar is designed to collect target data in a large air volume and / or across a vast surface area, in heavy clutter and jamming environments.

The long-range airborne surveillance radar offers a continuous air, sea and ground surveillance, while delivering increased detection range in comparison with ‘stealthy’ low observable air targets.

Erieye ER (extended range) S-band active electronically scanned array (AESA) multi-mode radar

globaleye_antenna_2340_1316saab.com

However, at the core of the system is a new airborne early warning radar known as Erieye-ER. Housed in the same over-cabin “ski-box” fairing as the previous iterations of the Erieye radar, the S-band Erieye ER employs gallium nitride semiconductor technology to allow more power to be transmitted while providing greater flexibility of operating mode.

As with the Erieye, the ER provides 300-degree coverage with small gaps to the front and rear. Full 360-degree coverage was studied by Saab and found to offer limited operational benefit for the additional cost involved, and its deletion allows the ER to fit into the existing dorsal fairing. The radar is now under test in Saab’s Gothenburg facility, and will first fly on a GlobalEye. The aircraft itself is modified by Saab at Linköping under a series of supplemental type certificates.

In developing Erieye-ER Saab looked to extend the range at which low-observable targets can be detected, as such air vehicles are increasingly fielded around the world. “Reclaiming the stealth gap” is how the company describes it, and the GlobalEye is being marketed as the “stealth-killer.” In the air domain the jam-resistant radar offers a 70 percent increase in detection range compared to the existing Erieye, and its various modes can detect a wide variety of flying objects, including hovering helicopters. In the maritime surveillance role the aircraft has a horizon of approximately 400 km (250 miles) and the ability to detect periscopes and jet-skis. GMTI and synthetic aperture modes provide an overland capability. Source ainonline.com

saab2000aewccoverage1140saab.com

Other counter-stealth technologies in Saab’s new radars include “multiple hypothesis” tracking, in which weak and ambiguous tracks are analyzed over time, and either declared or discarded based on their behavior.

In fact, the EriEye ER’s name is a bit of a misnomer. Like any powerful AEW&C radar, the EriEye can see conventional aircraft at normal cruise altitudes all the way to its radar horizon. The new version restores its range against stealthy targets, against which it offers a 70% range increase or “the same range, against a target one-tenth the size,” a Saab engineer says. “That was a major criterion in the design” Source aviationweek.com

Detection range is extended by about 70 percent to more than 300 nm (555.6 km). This provides significantly longer warning times against potential intruders, permitting commanders to maintain interceptors on ground alert rather than having to fly combat air patrols. Alternatively, the radar can detect low-observable targets at ranges that are typical for non-GaN radars against non-stealthy targets. Source ainonline.com

The radar is also capable of detecting and tracking air targets of any size over land and sea. It can also detect tiny targets such as cruise missiles in heavy clutter environments and even small objects such as submarine periscopes and small waterborne craft.

The under-fuselage of the aircraft is mounted with a high-performance maritime surveillance radar for close-range maritime and ground surveillance, radar imaging, and search-and-rescue (SAR) missions. The aircraft also features an electro-optical system, which can simultaneously operate in the visible, near-infrared and mid-wave infrared spectrums.

Partnering the Erieye ER are an underbelly Leonardo Seaspray 7500E AESA radar that provides coverage—including synthetic aperture radar and ground moving target indicator (SAR/GMTI) modes—for surface targets on land or sea, and a FLIR Systems Star Safire 380HD electro-optical turret under the nose. Wingtip fairings support an electronic support measures suite, and the GlobalEye is equipped with radar, laser and missile approach warning systems, and countermeasures, for self-protection. Source ainonline.com

High-performance maritime surveillance radar

Leonardo Seaspray 7500E

The Seaspray 7500E multi-mode radar combines a state-of-the-art Active Electronically Scanned Array (AESA) with a Commercial Off-The-Shelf (COTS) processor.

KEY FEATURES
AESA technology and flexible waveform generation capability enables Seaspray 7500E to deliver peak performance in all modes. Using multiple low power, solid state Transmit/Receive Modules (TRM) makes the Seaspray 7500E radar more reliable than conventional radar systems.

This results in a significant cost benefit over the life of the system. Superior performance in detecting small targets, such as Fast Inshore Attack Craft (FIAC) in high sea states, through use of Composite Electronic and Mechanical Scanning (CEMS).

Interleaved modes by virtue of its ability to changewaveforms pulse-to-pulse. For instance, surface surveillance and weather detection can be provided simultaneously. Effectively two radars within one system.

Source leonardocompany.com

FLIR Systems Star Safire 380HD electro-optical turret

The FLIR Star SAFIRE 380-HD provides superior image stabilization, ultra long range imaging performance, and true metadata embedded in the digital video. The Star SAFIRE 380-HD is fully hardened for military fixed-wing and helicopter operations so it can operate continuously in all conditions–even while sitting on the tarmac with no airflow.

Single LRU full HD multi-sensor imaging system

The Star SAFIRE 380-HD is the only all-digital, full HD system in a single LRU for ease of installation and integration; no junction boxes required. In addition, the sensor and geospatial data is fully embedded within the digital video stream, so there is no need for dedicated ports or external boxes.

High definition color in low light

The Star SAFIRE 380-HD extends full color imaging into the dark with full high definition clarity along with an expanded wide dynamic range. The system combines important spectral information from IR and color or SWIR sensors for enhanced results, which is extremely valuable when limited to single video channel downlinks.

SWIR band sensor

The optional SWIR, short wave infrared, payload provides expanded multi-spectral day and night imaging enabling you to see more than ever before. The Star SAFIRE 380-HD provides full high definition mega-pixel resolution imagery from all sensors for superior range and imaging performance.

Source flir.com

Countermeasures

GlobalEye is equipped with an advanced self-protection system based on the latest technology developed by Saab.

The self-protection system integrates a suite of sensors and countermeasures dispensers. The autonomously operated system can also be controlled by the pilot.

RADAR-WARNING FUNCTION (RWS-300)

The radar-warning function features a compact, wide-band, high-sensitivity solution with high probability of intercept (POI). The addition of an optional digital receiver (DRx) transforms the radar-warning functionality into a full-fledged ESM system.

  • High sensitivity with full capability to simultaneously handle pulsed and CW radars.
  • Internal wide-band IFM.
  • Digital video processor provides high-accuracy DF, pulse-on-pulse handling and intra-pulse measurements.
  • Near 100 % POI.
  • Frequency coverage 0.7–40 GHz (pulsed signals), 0.7–18 GHz (CW signals).
  • Spatial coverage 360° AZ over the full frequency range with four antennas. Full spherical coverage can be achieved with  six sensors.
  • Option: digital receiver enhancing sensitivity, emitter identification, simultaneous CW handling capability and DF performance.
  • Use of INS dramatically improves range measurements, minimises symbol “duplication” or “splitting” under dynamic platform manoeuvring and enables intercepted weapon-system localisation.

LASER-WARNING FUNCTION (RWS-310)

The laser-warning functionality is achieved by using four (4) LWS-310 sensors and a processor card in the electronic-warfare controller (EWC). It features high sensitivity, excellent threat coverage and exceptional probability of intercept (POI) for both single and multi-pulse emissions. A unique feature of this system is that it not only classifies laser emissions, but can also identify laser emission through a user-programmable threat library.

  • Wavelength coverage of 0.5-1.7 µm.
  • Threat classification and direction-finding indication of laser range finders, designators, lasers used for missile guidance and dazzler lasers.
  • Identifies specific lasers if threat-library information is available.
  • High sensitivity to detect missile-guidance lasers.
  • High POI.
  • Low false-alarm rate.
  • Spatial coverage 360° AZ with four sensors including good sensor overlap.
  • Direction-finding to allow appropriate manoeuvring to break operator’s line of sight and counter threats.
  • Provision for up to six (6) sensors for improved large platform coverage.

MISSILE-APPROACH WARNING FUNCTION (MAW-300)

A unique optical design, incorporating filter technology with purpose-built image intensifier tubes and photon-counting focal-plane array processors, ensures high sensitivity equating to long detection range. Each sensor uses a dedicated digital signal processor making use of a distributed, hierarchical data-processing architecture to ensure optimal utilisation of information in real time.

Digitisation and pre-processing functions are performed at the detector using an advanced focal-plane processor. Each sensor’s data is transferred to a dedicated digital signal processor (MAW controller), resident in the EWC, which performs equalisation, segmentation and feature extraction.

Each sensor processor can detect and process multiple potential targets, passing the spatial and temporal feature data to the processor card in the EWC. There, the spatial data is integrated with real-time INS information to compensate for platform movement, attitude and altitude. The MAW controller then executes neural-net pattern-recognition algorithms to ensure accurate operation with very low false-alarm rates.

The missile-approach warning system is in production for numerous platforms. It has been field tested and approved against various missiles including live missile firings under in-flight dynamic conditions.

  • Passive ultra-violet (UV) based sensors, which operates in the solar-blind UV spectrum.
  • Neural-net classifiers using both temporal and accurate spatial information as well as compensation of own platform movement, ensures low false-alarm rates.
  • Reaction time optimised by keeping missile time to impact constant, irrespective of range to ensure enhanced flare countermeasures effectiveness.
  • Inhibits warning against diverging missiles.
  • Direction accuracy suitable for cueing DIRCM and dispensing of countermeasures decoys in correct direction.
  • Spatial coverage of 110° conical per sensor limits unprotected “hole” below platform and allows good sensor overlap.
  • Spatial coverage of 360° AZ with 4 sensors. Full spherical coverage can be achieved with six sensors.
  • Provision to add up to eight sensors to ensure hemispherical or full spherical coverage.
  • Multi-threat capability allows tracking of multiple targets simultaneously.
  • Near 100 % probability of warning.
  • Compact, light-weight, low-power, no-cooling, skin-mounted sensors.

COUNTERMEASURES-DISPENSING FUNCTION (BOP-L SERIES)

The BOP-L dispensers are controlled via a fully integrated Chaff and Flare Dispenser
Controller that resides in the Electronic Warfare Controller, EWC. This allows for automatic dispensing under the control of the EWC upon threat identification. The system can handle mixed payloads per dispenser, i.e. chaff and flares mixed in each dispenser. Semi-automatic and manual firing capability is also provided.

User-defined dispensing programs/sequences are selected by the EWC per identified threat.
The dispensing techniques can be defined in the Threat Library for the EWC and uploaded
to the system on the flight-line. The jettison of all payloads is possible in all modes of operation under emergency conditions.

  • Numerous safety features inherent in design (functional and personal safety).
  • Modular and compact design.
  • User-programmable dispensing sequences.
  • Low weight.
  • Payload mix recognition, misfire detection and compensation.
  • Programmable back-up mode in the event of system degradation.
  • Easy installation and removal.

Source saab.com

2 x Rolls-Royce BR710A2-20 turbofan engines

The BR710 is a 2-shaft, high-bypass-ratio engine with a single-stage low pressure (LP) compressor and 10-stage high pressure (HP) compressor, driven by a 2-stage HP turbine and 2-stage LP turbine respectively. The engine features a single low emissions annular combustor with 20 burners. Long life on wing, low fuel burn and excellent environmental performance contribute to low operating costs with maximum reliability.

Specification BR710
Thrust (lbf) 15,550
Bypass ratio 4.2
Pressure ratio 24
Length (in) 89
Diameter (in) 48
Basic weight (lb) 4,640
Compressor 1LP, 10HP
Turbine 2HP, 2LP
Applications Gulfstream G500 / G550, Bombardier Global 5000 / 6000

*Technical data (ISA SLS)

Source: rolls-royce.com

GlobalEye performance

The GlobalEye platform ensures a maximum mission endurance of more than 11 hours. It allows for operations from short runways in small airports.

SPEED (MACH)

  • Top speed 0.89
  • High-speed cruise 0.88
  • Typical cruise speed 0.85

AIRFIELD PERFORMANCE

  • Takeoff distance(SL, ISA, MTOW) 1,974 m
  • Landing distance(MTOW) 682 m

OPERATING ALTITUDE

  • Maximum operating altitude 15,545 m
  • Initial cruise altitude (MTOW) 12,497 m

ENGINES

  • Rolls-Royce BR710A2-20 turbofans
  • Thrust: 14,750 lbf (65.6kN)
  • Flat rated to ISA + 20°C

global-eye-media-brief-dsa-2016-7-638

Technical data businessaircraft.bombardier.co

Main material source airforce-technology.com

Anka MALE Unmanned Aerial Vehicle (UAV)

Anka is a medium altitude long endurance (MALE) unmanned aerial vehicle (UAV) system, primarily manufactured to meet the reconnaissance and surveillance requirements of the Turkish Armed Forces. It was designed and developed by Turkish Aerospace Industries (TAI).

The Anka MALE UAV system can perform all weather, day / night intelligence, surveillance and reconnaissance (ISR) missions, tracking of fixed and stationary targets, signals intelligence (SIGINT) and communications relay.

Turkish Unmanned Aerial Vehicle programme

In December 2004, TAI received a contract from the Turkish Armed Forces to develop and produce the indigenous MALE UAV system as part of the Turkish Unmanned Aerial Vehicle (TUAV) programme. Under the TUAV project, TAI is responsible for developing three prototype UAVs and the associated ground systems.

The preliminary design review (PDR) was completed in May 2008. Anka was unveiled at the Farnborough Air Show in July 2010. The first Anka UAV successfully completed its maiden flight in December 2010.

The UAV demonstrated its automatic take-off and landing capabilities in November 2011. A technical issue caused the crashing of a prototype vehicle during final tests in September 2012. TAI completed the acceptance testing campaign of Anka in January 2013.

TAI also plans to design Anka Plus A, an armed variation of Anka. The new Anka Plus A is expected to carry Cirit missiles developed by Roketsan.

Turkish Aerospace Industries (TAI) successfully integrated the Roketsan MAM-L air-to-surface munition to the ANKA MALE UAV. (Photo: Turkish MoD)

2.75” Laser Guided Missile CİRİT

Properties of the Product

CİRİT, is a missile with the longest range in its class which provides a superior precision against light, armored/unarmored and stationary/mobile targets as well as being a cost effective solution.

Basic Specifications

  • The 2.75″ Missile with the Longest Range
  • Insensitive Munitions (Level V)
  • Multi Purpose (Armor Piercing, Anti Personnel and Incendiary) Warhead
  • Integration to Various Platforms (Helicopter, UAV, Land Vehicle, Stationary Platform, Light Assault Aircraft, Naval Platform)
  • Standard Mode and Smart Mode Pod Integration
  • Not a Guidance Kit, New Generation All-Up Round Missile System
  • Composite Propellent Technology with Reduced Smoke

In the Inventory of Turkish Armed Forces

Diameter 2.75″ (70 mm)
Maximum Range 8 km
Minimum Range 1,5 km
Weight 15 kg (Without tube complete)
Propellant Type HTPB Based, Smokeless, Composite Solid Propellant
Warhead Type Multi Purpose Warhead, Armor Piercing, Personnel, Incendiary
Warhead Type High Explosive Warhead
Guidance Mid – Phase Guidance with MEMS – AÖB
Guidance Terminal Guidance with Semi-Active Laser Seeker
Target Types Light Armored / Unarmored Vehicles, Stationary and Moving Targets, Bunkers
Platforms Helicopters (AH – 1W, T – 129 ATAK etc.), UAV’s,  Land Vehicles, Light Assault Aircraft, Naval Platforms and Stationary Platforms

Data roketsan.com.tr

Roketsan MAM-L air-to-surface munition

The Smart Micro Munition (MAM-L), developed by ROKETSAN in line with today’s battlefield requirements, attracts attention as a solution that increases the efficiency of air platforms with low payload capacity, especially that of unmanned aerial vehicles (UAV). MAM-L, a variant of the Laser Guided L-UMTAS (Long Range Anti-Tank Missile System) that is also developed by ROKETSAN, the only difference being that it does not have a rocket motor and glides in the air has already been integrated to the BAYRAKTAR and KARAYEL tactical UAVs that are currently being used by the Turkish Armed Forces. The MAM-L, which is being successfully used in various operations involving UAVs, stands out as a munition that has proved itself in the field.

With its low weight of about 50 pounds and a length of 1 m, the MAM-L offers a cost-efficient solution for light attack aircraft as well as UAVs. The MAM-L, with its high explosive fragmentation warhead, is highly effective against light structures, unarmored ground vehicles, radar antennas and soft targets like weapon pits and personnel, in a 25 m radius. The other version with tandem high energy anti-tank warhead is effectively used against heavy armored tanks. The munition can be used efficiently at ranges of up to 8 km, depending on the altitude from which they are released.

Technical Specifications of the MAM-L
Diameter 160 mm
Length 1 m
Weight 22 kg
Max. Range 8 km
Guidance Laser Seeker
Platforms UAV’s, Light Attack Aircrafts

Source azeridefence.com

Anka unmanned aerial vehicle design

Anka’s structure is of composite material construction, while some fittings and frames are built using high-strength material to withstand concentrated loads. The fuselage is covered by a mono-block bottom skin. It is integrated with two dedicated payload bays accommodating two primary payloads. The other subsystems including avionics, electrical systems and the engine are housed in various serviceable sections.

The wing and tail components include front and rear spars as well as ribs. The UAV is equipped with dual redundant control surfaces driven by a dedicated electro-mechanical actuator. An electro-expulsive ice protection system (IPS) de-ices the wing and tail leading edges.

Anka has a length of eight metres, wing span of 17.3m and a height of 3.4m. The maximum take-off weight of the UAV is 1,600kg.

Variants

Future variants of Anka will have larger payload capacity extending its current capabilities under the following features:

The TAI Anka will also eventually have an indigenous 155 hp Turbo prop engine developed by TUSAŞ Engine Industries (TEI) with cooperation with other Turkish companies in the future.

ANKA-TP (SIHA- Strategic Unmanned Aerial Vehicle)

A 5+ ton, turbo-prop powered, High Altitude Long Endurance (HALE) version of the ANKA is also being planned.

TAI officials have announced that the Strategic Unmanned Aerial Vehicle version named ANKA-TP will feature a new mission computer, airframe and have the ability to carry between 1 and 1.5 Tons in armament. It will have a span of 23 meters, speed of between 200 and 250 knots and a cruising altitude of 40,000+ ft.

ANKA-B

On 30 January 2015, the ANKA-B completed its maiden flight successfully.[26] Anka Block B is a developed version of the Anka Block A and carries an Aselsan synthetic aperture radar/ground moving-target indicator payload in addition to the UAV’s electro-optical/infrared sensor. During the maiden flight, Anka-B successfully performed “basic shakedown” and auto-landing. The Anka Block B also has a greater payload capacity than that of the Anka-A which includes SAR/ISAR/GMTI radar (in addition to the cameras of Anka A) that obtains and remits high resolution intelligence data back to base.[27][28] The ANKA Block B paves the way for weaponisation of the platform in the foreseeable future. Anka block B passed 30.000 feet, 26hr and 200 km radius during test flights The Turkish Air Force ordered 10 ANKA-B platforms in 2013 at a cost of $300 million.[29]

ANKA-S

ANKA-S is the serial production variant of ANKA. This variant is equipped with ViaSat’s VR-18C Highpower SATCOM antenna and indigenous flight control computer. Like ANKA Block A and ANKA Block B, ANKA-S will be powered by Thielert Centurion 2.0S. However Turkish Engine İndustries (TEI) is developing a national engine for the ANKA that can operate with diesel and JP-8 jet fuel.

In 25 October 2013 Turkish Undersecretariat for Defence Industry (SSM) ordered 10 ANKA-S UAVs and 12 ground control stations for $290 million ($220.6 million + TRY 137 million). The UAVs will be delivered in three batches (2+4+4). The first batch is planned to be delivered in March 2017. A total of 6 UAVs are planned to be delivered in 2017.

Currently 4 ANKA-S UAVs have been produced and are undergoing tests. The first two of these UAVs are equipped with StarFIRE 380-HDL FLIR payload. However these will be replaced with Aselsan CATS later on.[30]

Source wikiwand.com

Operators: Here

Turkish officials have announced the maiden flight of its Anka medium-altitude, long-endurance UAV: Here

Bangladesh Air Force Ordered Turkish Anka-S Armed Drone

Bangladesh Air Force (BAF) to buy Turkish TAI Anka UAV.

Reportedly BAF ordered Anka-S UAS which is the Unmanned Combat Aerial Vehicle or UCAV version of the Turkish Aerospace Industries developed Anka ISR drone. BD Air Force forming up their unmanned aerial vehicle fleet. This fleet would comprises both surveillance & combat UAV. BAF wants a true force multiplier to augment force’s real capabilities to ensure national security in all aspect. Turkish Anka unmanned aerial systems has been designed to conduct most critical operations. Anka is manufactured with latest technology and materials.

Earlier in last November Chief Of Air Staff ACM Abu Esrar visited Turkey. He met with Turkish Undersecretary for Defense Industries Ismail Demir and visited several defense industries in Ankara. Before COAS Abu Esrar’s visit to Turkey there were news that Bangladesh Air Force interested to buy Turkish defense equipment including TAI Anka, T129 ATAK attack helicopter and TAI Hurkus basic trainer aircraft.

Bangladesh’s savage neighbor myanmar has bought Chinese CH-3 armed drones in an unknown number. They using it against ethnic minors in rakhine and other states. They also deployed their Chinese UAVs near Bangladeshi borders. In response to burma’s jingoistic gestures Bangladesh is ready to give a befitting reply.

Bangladesh Army & Air Force building impressive war fighting capabilities to face any aggression from her neighbors. Currently BAF inducting Chinese LY-80E MRSAM for air defense. Neither Bangladesh Army nor Bangladesh Air Force operate any combat drone right now. Anka will be the first armed UAV for Bangladesh. And this drone will surely increase the operational capabilities of the Armed Forces of Bangladesh. Source medium.com

Payload of the Anka MALE UAV

The UAV can carry two payloads for the intelligence, surveillance, target acquisition and reconnaissance (ISTAR) missions. These include an electro-optic / forward looking infrared / laser range finder (EO/FLIR/LRF) payload (AselFLIR-300T) and synthetic aperture radar / ground moving target indicator / inverse SAR (SAR/GMTI/ISAR) payload.

AselFLIR 300T radar system

The AselFLIR 300T radar system is supplied by Aselsan. The two primary payloads are accommodated in two separate payload bays. The environmental control system (ECS) is used for controlling the temperature of the avionics compartments.

ASELFLIR-300T Electro-Optical Reconnaissance, Surveillance and Targeting System

Image result for AselFLIR 300T radar system

ASELFLIR-300T is a high performance electro-optical reconnaissance, surveillance and targeting system designed for fixed-wing and rotary-wing airborne platforms, including Unmanned Air Systems (UASs), helicopters and aircrafts. ASELFLIR300T consists of

  • High Resolution Infrared Camera
  • Laser Range Finder/ Designator (LRF/D)
  • Laser Spot  Tracker
  • Color Day TV Camera
  • Spotter TV Camera.

There exists also a laser Pointer configuration which replaces the Color Day TV Camera. The System consists of the following Line replaceable Units (LRUs)

  • Turret Unit
  • Electronic Unit
  • Hand Control Unit(Optional)
  • Boresight Unit (Ground Support Equipment)

Applications

  • Targeting
  • Reconnaissance and Surveillance

Main Features

  • Superior Range Performance
  • High Resolution IR Camera
  • IR camera resolution of 1440×576
  • Better image quality and better range
  • Zoom Day TV Camera (Optional Selection Instead of Laser Pointer)
  • 3-CCD Spotter TV Camera
  • Spotter TV camera sensor is 3-CCD, i.e. 3 separate CCDs for Red, Green, Blue color channels for better image quality and better range
  • 3 times more sensor pixels used than 1-CCD cameras
  • Laser Range Finder and Target Designator
  • Laser Pointer (Optional Selection Instead of Zoom Day TV Camera)
  • Laser Spot Tracker
  • External Boresight Unit (Optional)
  • Advanced Image Processing
  • Multi Target Tracking
  • Simultaneous Target Tracking on IR and TV (Zoom Day TV or Spotter TV) Videos
  • Accurate Target Geo-Location
  • Determination of Coarse and Speed of Moving Target
  • Inertial Measurement Unit (IMU)
  • Accurate 4-Axis Stabilization
  • Automatic Alignment with Platform
  • Internal Heating/Cooling
  • Hand Control Unit (Optional)
  • Nose-Up and Nose-Down Configurations

Technical Specifications

IR Camera Resolution 1440×576
Fields of View (FOVs)

(Horizontal)

IR: 1.75° – 6.4° – 30°
Zoom Day TV: 2° – 40°
Spotter TV: 0.8°
Field of Regard (FOR) Azimuth: 360° continuous
Nose-Up Configuration:

Elevation: -50° to +150°

Nose-Down Configuration:

Elevation: +20° to -105°

Laser Range Finder and Target Designator Range: up to 20 km

Wavelength: 1064 nm

Repetition rate: up to 20 Hz

Laser Pointer Wavelength: NIR
Laser Spot Tracker Wavelength: 1064 nm
Communication Interface MIL-STD-1553B, RS-422

 

Video Interface 3x Analog PAL/CCIR

1x Digital (Optional)

Power Interface 28 VDC
Size Turret Unit:

Diameter: 534 mm

Height: 633 mm

Electronics Unit:

315x456x255 mm

Weight Turret Unit: 95 kg

Electronics Unit: 23 kg

Source aselsan.com.tr

CATS- COMMON APERTURE TARGETING SYSTEM- Electro-Optical Reconnaissance, Surveillance and Targeting System (ANKA-S)

CATS is a high performance electro-optical reconnaissance, surveillance and targeting system designed for fixed-wing and rotary-wing airborne platforms, including Unmanned Air Systems (UASs), helicopters and aircrafts.

Applications

  • Targeting
  • Reconnaissance and Surveillance
  • Long Range Surveillance

Main Features

  • Common Aperture with Diameter of 220mm
  • Very Large Aperture for Narrow FOVs and Very Narrow FOVs of IR, HDTV and LL-NIR  Cameras
  • Larger Aperture Means More Light and Therefore Better Image Quality and Better Range
  • Compact and Light-Weight System
  • Single-LRU System
  • Superior Range Performance
  • High Performance IR Camera
  • True Full High Definition (1920×1080) HDTV Camera
  • No Digital Zooming Applied for 1920x1080p Video Output
  • 2.25 Times More Sensor Pixels Used Than High Definition (1280x720p) HDTV Cameras
  •  Low Light (LL-NIR) Camera
  • Common FOVs for IR, HDTV and LL-NIR Cameras
  • Laser Range Finder and Target Designator
  • Laser Pointer and Illuminator
  • Internal Boresight Unit
  • All-Digital Video Pipeline
  • Advanced Image Processing
  • Multi Target Tracking
  • Simultaneous Target Tracking on IR, HDTV
  • and LL-NIR Videos
  • Accurate Target Geo-Location
  • Determination of Coarse and Speed of
  • Moving Target
  • Inertial Measurement Unit (IMU)
  • Accurate Stabilization
  • Automatic Alignment with Platform
  • Operation in Very Low Temperatures in High Altitudes

Note: All tolerances are within ±10%. Specifications may change without prior notice.

Technical Specifications

Sensor Resolutions IR: 640×512
TV: 1920×1080
LL-NIR: 640×480
Fields of View (FOVs)

(Horizontal)

IR: 0.5° – 0.9° – 3.2° – 30°
TV: 0.5° – 0.9° – 3.2° – 30°
LL-NIR: 0.5°
Field of Regard (FOR) Azimuth: 360° continuous

Elevation: +10° to -105°

Laser Range Finder and Target Designator Range: up to 25 km

Wavelength: 1064 nm

Repetition rate: up to 20 Hz

Laser Pointer and Illuminator Laser Pointer:

Wavelength: NIR

Laser Illuminator:

Wavelength: NIR

Communication Interface RS-422, MIL-STD-1553B
Video Interface 4x SMPTE-292M HD-SDI

2x PAL

Power Interface 28 VDC
Size Sensor Ball Diameter: ≤ 415 mm

Width: ≤ 437 mm

Height: ≤ 520 mm

Weight 61kg
Temperature Operational: -54°C to +50°C

Storage: -55°C to +70°C

Source aselsan.com.tr

ASELSAN’s SARPER Synthetic Aperture Radar (SAR) is an airborne radar system

Synthetic aperture radar / ground moving target indicator / inverse SAR (SAR/GMTI/ISAR) payload

ASELSAN’s Synthetic Aperture Radar (SAR) is an airborne radar system for high resolution ground imaging and for the detection of moving targets on the ground. SAR systems are valuable in airborne surveillance applications, allowing for effective 24/7 imaging under all kinds of adverse weather conditions. ASELSAN’s system offers the finest resolution achievable in its class.

Three distinct operating modes allow for flexible use based on mission requirements. The Spotlight Mode provides high resolution imaging of a specific area of interest, the Stripmap Mode offers imaging of broader areas, and the GMTI modes enables the detection of moving targets on the ground. The system employs a modular design approach, and thus can be conveniently integrated on various manned and unmanned aircraft. The radar can be employed in a variety of military and civilian applications involving airborne surveillance and imaging.

Important Features
  • X-Band transmission frequency
  • 37km maximum range
  • Slotted waveguide array antenna
  • Stripmap/Spotlight/GMTI Modes
  • Automatic antenna positioning and stabilization
  • Automatic motion compensation
  • Tailored interfaces for convenient integration on various aircraft
  • Platform-specific radome design

Source aselsan.com.tr

Engine and landing gear

The pusher type piston-prop propulsion system integrates a Thielert Centurion 2.0 turbocharged four-cylinder engine. The engine driving electrical power generators delivers a sea level power of 155hp. It is equipped to be restarted in flight. The propulsion is provided by a three-blade constant speed propeller.

Thielert Centurion 2.0 turbocharged four-cylinder engine

This is a four-stroke-cycle diesel engine that consists of four cylinders installed in line with four valves each. This turbocompressor liquid-cooled engine is provided with the reducing gear having the reduction ratio i = 1.69:1. The following embedded systems improve its performance:

  • COMMON RAIL direct injection system
  • all-electronic engine and propeller control system
  • wet-sump lubrication system

CENTURION 2.0 engines are approved by the European Aviation Safety Agency (EASA) and Federal Aviation Administration (FAA). CENTURION 2.0 has EASA and FAA supplemental type certificate for the following aircraft models: Cessna-172 and Piper PA28. Diamond Aircraft Industries also installs CENTURION 2.0 engines into its aircraft, models DA40 TDI, DA42 Twin Star, while Apex Aircraft installs them into Robin DR400 models.

Engine description

  • Price in the AerojetBaltic service center, Vilnius – 48,900 €. The price includes the engine, installation works and aircraft flight calibration.
  • Replacement terms: not less than 35 days

The bladder type fuel tank located in the centre of the fuselage is fitted with fuel level sensors and jet pumps. The fuel is fed in to the engine via a collector tank. The fuel system is also equipped with filters, coolers, pumps and other instrumentation. The engine burns JP8 fuel or the equivalent. The propulsion system provides an endurance of 24 hours at an altitude of 30,000ft.

by omerson
Engine description
Operation principle Turbodiesel
Cylinders and their pattern 4 in line
Valves DOHC
Injection Direct injection
Cooling liquid
Lubrication Wet-sump system
Electronics Full digital engine controller (FADEC)
Propeller transmission Reducing gear with the clutch embedded (reducing ratio i = 1:1.69)
Propeller 3-bladed, from mechanical transmission, hydraulic, controllable pitch (MTV-6 series)
Cubic capacity 1.991 cm³ (121.5 cu.in)
Cylinder diameter 83 mm (3.26 in)
Piston stroke 92 mm (3.62 in)
Compression 18:1
Dimensions (WxLxH) 778 x 816 x 636 mm (30.63 x 32.12 x 25.04 in)
Weight (empty, with units) 134 kg (295.4 lbs)
Engine characteristics
Maximum output up to 2000 m/td> 99 kW (135 hp)
Maximum permanent output 99 kW (135 hp)
Economical rating 71 kW (97 hp)
Recommended load 75%
Propeller torque 410 Nm (302 ft.lb.)
Propeller torque (economical) 340 Nm (250 ft. lb.)
Propeller revolutions on takeoff 2300 rpm
Economical propeller revolutions 2000 rpm
Test over-speed propeller revolutions 2660 rpm
Engine revolutions on takeoff 3890 rpm
Economical engine revolutions 3380 rpm
Test over-speed engine revolutions 4500 rpm
Fuel consumption at cruise speed 15-17 l/h (4-4.5 gal/hr)
Specific fuel consumption 214 g/kWh (0.35 lb/hphr)
Electrical system
Electrical system FADEC
Voltage 28 V, optional 14 V
Generator 1680 W, optional 1260 W
Current / Voltage 60 A, optional 90 A
Compact engine display 0,3 kg (0,66 lbs)
Working fluids
Certified fuel Diesel (EN 590), TS-1 Kerosene, Jet A, Jet A-1
Suitable fuel Diesel (EN 590), TS-1 Kerosene, Jet A, Jet A-1, JP-5, DEF STAN 91-86, JP-8, DEF STAN 91-91, JP-8+100, Chinese Jet Fuel No 3
Oil Shell Helix Ultra 5W30; Shell Helix Ultra 5W40; AeroShell Oil Diesel 10W-40; AeroShell Oil Diesel Ultra
Cooling fluid 50% Вода; 50% BASF Glysantin; G48/ Glysantin; Protect Plus
Reducing gear oil Shell EP 75W90 API GL-4

Source aerojet.cc

by omerson

ANKA’s Domestic Engine Tests Completed PD170 turboprop engine

PD170 turboprop engine

Developed for Unmanned Aerial Vehicles, the domestic PD170 engine is counting days to hang out with ANKA. According to the information obtained from C4Defence, the development work on the engine has been completed. ANKA’s flying conditions were applied to the motor and the previously targeted performance data was reached.

The project, signed between the Undersecretariat of Defense Industries (SSM) and TEI on December 27, 2012, included the development of a turbodiesel aviation engine with superior technical features for use in MALE class unmanned aerial vehicles through the development of domestic facilities.

In the frame of the project, engine was developed first, then ANKA’s flying atmosphere conditions were created in place and the engine was called. According to the experiments, the 2.1 liter diesel engine produced 170 horsepower between 0 and 20 thousand feet (about 6 thousand 600 meters) at 2300 cycles. As the amount of oxygen decreased, the engine’s power began to fall to an altitude of 20 thousand feet as expected. The engine produced 130 horsepower at an altitude of 30,000 feet. At present, the current engine used at ANKA produces 155 horsepower between 0 and 11 thousand feet altitude. With this comparison, the critical altitude for the TEI’s engine is twice as high as it is in use. At an altitude of 30,000 feet, it consumes 10-11 percent more fuel than the current engine produces at half the power. The TEI’s engine is 5 kg heavier than the current motord, but the weight power ratio also improves as it provides more power for this weight with flight performance. While the current engine is forced out at an altitude of 30 thousand feet, the developed engine does not stay at 30 thousand altitude and it is even easier to reach the altitude of 40 thousand feet. In this case, ANKA will have a motor that can reach 40 thousand feet altitude (about 13 thousand 300 meters).

The engine development work has been completed but the maturity tests are ongoing. The engine will be delivered to Turkish Aerospace Industries (TAI / TAI) at a ceremony attended by National Defense Minister Nurettin Canikli. Then the integration of the motor into the ANKA platform will begin. The vehicle integration will have been tested well enough to begin. The engine qualification and civil certification is expected to be completed by 2018.

Turkey EASA CS-E project, for the first time on the basis of Airworthiness Certification and Qualification EASA Part 21 Design Organization Approval the basis of receivables.

Translate by google Source c4defence.com

The Anka UAV system is fitted with a tricycle-type retractable landing gear consisting of a single nose landing gear (NLG) and a pair of main landing gear (MLG) units.

Tricycle-type retractable landing gear

The NLG integrates shock absorbing components, while the MLG is equipped with spring type retractable struts. The main gear units have electro-mechanic brakes. The nose unit is steered by an electromechanical servo actuator.

GCS for the Turkish UAV

The flight operations of Anka are controlled and monitored using an advanced ground control station (GCS). The GCS is equipped with dual command and control consoles, as well as simulation and playback capabilities. The payloads of UAV are controlled in real time from the GCS during flight.

The GCS is housed in a Nato compliant ACEIII type shelter. It complies with the STANAG 4586 standard. The control station can be interfaced with external command, control, communications, computers and intelligence (C4I) systems.

Specifications (Anka-A)

General characteristics

Performance

Avionics

  • ASELFLIR-300T, SAR/GMTI, ISAR payload
  • INS/GPS and air data sensor suite system[6]

Source wikiwand.com

Main material source airforce-technology.com

HH-60W Combat Rescue Helicopter (CRH)

The HH-60W Combat Rescue Helicopter (CRH) is being developed by Sikorsky Aircraft Corporation in co-operation with Lockheed Martin for the US Air Force’s (USAF) CRH programme. It is an advanced variant of the combat-proven UH-60M Black Hawk helicopter.

UH-60M Black Hawk: Details

The new 60-Whiskey helicopter will replace HH-60G Pave Hawk medium-lift, combat search-and-rescue (CSAR) vehicle that entered service with the USAF in 1982.

HH-60G Pave Hawk (existing fleet)

HH-60G Pave Hawk

Mission

The primary mission of the HH-60G Pave Hawk helicopter is to conduct day or night personnel recovery operations into hostile environments to recover isolated personnel during war. The HH-60G is also tasked to perform military operations other than war, including civil search and rescue, medical evacuation, disaster response, humanitarian assistance, security cooperation/aviation advisory, NASA space flight support, and rescue command and control.

HH-60G Pave Hawk

Features

The Pave Hawk is a highly modified version of the Army Black Hawk helicopter which features an upgraded communications and navigation suite that includes integrated inertial navigation/global positioning/Doppler navigation systems, satellite communications, secure voice, and Have Quick communications.

All HH-60Gs have an automatic flight control system, night vision goggles with lighting and forward looking infrared system that greatly enhances night low-level operations. Additionally, Pave Hawks have color weather radar and an engine/rotor blade anti-ice system that gives the HH-60G an adverse weather capability.

Bendix-King 1400C navigation radar in a radome on the left side of the nose

radartutorial.eu

The RDR 1400C weather and search-and-rescue radar was designed for fixed or rotary wing aircraft engaged in patrol, search and rescue missions, and for transporting personnel and equipment to remote sites (off-shore oil rigs etc.) The lightweight digital X-Band radar got the designator AN/APN-239 in the AmericanJETDS . The RDR 1400C color vision weather radar system is manufactured by Telephonics (originally by Bendix/King) and is e.g. used in Sikorsky HH-60G, MH-60G.

radartutorial.eu

RDR 1400C Color vision Weather Radar System provides five primary modes of operation: 2 conventional weather avoidance modes, and 3 air-to-surface and detection modes:

  • Search 1 incorporates special sea clutter rejection circuitry to help detect small boats or buoys down to a minimum range of 300 yards.
  • Search 2 is designed for precision ground mapping, where high target resolution is important.
  • Search 3 mode includes normal ground mapping and can also be used to detect and track prominent land objects and coastlines.

The RDR 1400C also has the capability to receive signals from both standard 2-pulse beacon transponders and the DO-172 6-pulse transponders.

The primary system components of weather radar system are Receiver – Transmitter unit, Radar Control panel, Antenna Drive & Antenna Array and Navigation concentrator. The system is available with one of three flat-plate arrays of different diameter: AA-1218A (10″ or 25 cm), AA-4518A (12″ or 30 cm), and AA-5518A (10″ or 45 cm). The Radar Antenna Drive Unit (DA-1203A) allows pitch/roll stabilization and scans of 120 deg. or 60 deg. sector. The basic aircraft inputs for this radar is 28 V DC, 115 V AC and A/C Gyro inputs. The RDR 1.  Source radartutorial.eu

Pave Hawk mission equipment includes a retractable in-flight refueling probe, internal auxiliary fuel tanks, two crew-served 7.62mm or .50 caliber machineguns, and an 8,000-pound (3,600 kilograms) capacity cargo hook. To improve air transportability and shipboard operations, all HH-60Gs have folding rotor blades.

Pave Hawk combat enhancements include a radar warning receiver, infrared jammer and a flare/chaff countermeasure dispensing system.

HH-60G rescue equipment includes a hoist capable of lifting a 600-pound load (270 kilograms) from a hover height of 200 feet (60.7 meters), and a personnel locating system that is compatible with the PRC-112 survival radio and provides range and bearing information to a survivor’s location.

Pave Hawks are equipped with an over-the-horizon tactical data receiver that is capable of receiving near real-time mission update information.

General Characteristics

Primary Function: Personnel recovery in hostile conditions and military operations other than war in day, night or marginal weather
Contractor: United Technologies/Sikorsky Aircraft Company
Power Plant: Two General Electric T700-GE-700 or T700-GE-701C engines
Thrust: 1,560-1,940 shaft horsepower, each engine
Rotor Diameter: 53 feet, 7 inches (14.1 meters)
Length: 64 feet, 8 inches (17.1 meters)
Height: 16 feet, 8 inches (4.4 meters)
Weight: 22,000 pounds (9,900 kilograms)
Maximum Takeoff Weight: 22,000 pounds (9,900 kilograms)
Fuel Capacity: 4,500 pounds (2,041 kilograms)
Payload: depends upon mission
Speed: 184 mph (159 knots)
Range: 504 nautical miles
Ceiling: 14,000 feet (4,267 meters)
Armament: Two 7.62mm or .50 caliber machineguns
Crew: Two pilots, one flight engineer and one gunner
Unit Cost: $40.1 million (FY11 Dollars)
Initial operating capability: 1982
Inventory: Active force, 67; ANG, 17; Reserve, 15

HH-60G Source af.mil

The HH-60W can be deployed in casualty evacuation (CASEVAC), medical evacuation (MEDEVAC), non-combatant evacuation missions, civil search-and-rescue, humanitarian aid, disaster relief, and insertion or extraction of combat forces.

HH-60W

CRH programme details

The USAF announced the replacement of its aging HH-60G helicopters with new CRH in 2010. A request for proposal (RFP) was issued for the CRH programme in October 2012. Sikorsky teamed up with major subsystems supplier Lockheed Martin to offer a UH-60M derivative as the USAF’s new combat rescue helicopter.

In June 2014, the USAF awarded a $1.2bn engineering, manufacturing and development (EMD) contract to the Sikorsky-Lockheed Martin team to provide the next-generation combat rescue helicopter fleet. The scope of the contract covers development and integration of the rescue mission systems, four helicopters, as well as seven aircrew and maintenance training systems.

The contract also includes options for the production of 112 HH-60W helicopters. The Sikorsky-Lockheed Martin team will deliver the helicopters with most advanced capabilities to support all services in combat.

The new combat rescue helicopter was officially named as the HH-60W by the USAF in November 2014. The preliminary design review (PDR) of the HH-60W was completed in May 2016, whereas the vehicle critical design review (CDR) was concluded in September 2017. The training systems CDR is expected in September 2017.

The USAF plans to conduct the first test flight of HH-60W CRH in 2019 for fielding an operational helicopter in 2021, while full-rate production is anticipated by 2023.

HH-60W Combat Rescue Helicopter passes design review: Here

Excerpt

Lockheed Martin has announced that is successfully completed an Air Vehicle Critical Design Review for the U.S. Air Force Combat Rescue Helicopter program. The review will allow the construction, testing and evaluation of the HH-60W helicopter to move forward.

Sikorsky Conducts Combat Rescue Helicopter (CRH) Training Systems Critical Design Review: Here

Excerpt

The $1.5 billion Engineering Manufacturing & Development (EMD) contract includes development and integration of the next generation combat rescue helicopter and mission systems. This includes delivery of nine HH-60W helicopters as well as six aircrew and maintenance training devices and instructional courseware designed specifically for the HH-60W aircraft. The training devices run the spectrum from full motion simulators, full aircraft maintenance trainers, and discrete “part task training devices” for aircraft systems such as avionics, rescue hoist and landing gear.

First Sikorsky Combat Rescue Helicopter Enters Final Assembly: Here

HH-60W helicopter design and features

The design of HH-60W is based on the next-generation UH-60M Black Hawk helicopter. The rotorcraft integrates a crashworthy and damage-tolerant airframe. It retains composite, wide-chord; main rotor blades; and corrosion-resistant structures of its predecessor.

The helicopter will offer increased internal fuel capability than the HH-60G helicopter. It will deliver longer range, while offering a larger internal cabin space. It can accommodate two pilots, two gunners, two paramedics and two litters for medical patients or injured service members. Either side of the fuselage can be mounted with .50 calibre and 7.62mm machine guns.

The helicopter will be equipped with Lockheed Martin’s mission planning system, defensive aids, data links, mission computers and adverse weather sensors.

0.50 caliber machine guns

83398344b9.png

Designation 0.50″/72 (12.7 mm) M3M FH Herstal MG
Ship Class Used On Rotary-wing aircraft
Date Of Design N/A
Date In Service 2001-2003 (evaluation)
2004 (service)
Weight 79.9 lbs. (35.8 kg)
Gun Length oa 59.8 in (1.520 m)
Barrel length 36 in (0.914 m)
Rifling Length 31.5 in (0.800 m)
Grooves 8
Lands N/A
Twist N/A
Chamber Volume 1.5 in3 (24.6 cm3)
Rate Of Fire 950 – 1,100 rounds per minute cyclic
200 rounds per minute practical

Source navweaps.com

HH-60W

7.62 caliber machine guns

0a08ef36d9

The FN Light Door Pintle Weapon System – or FN® LDP – includes the following:

  • a 7.62x51mm FN MAG® 58M machine gun with spade grips
  • a light pintle head – or FN® LPH – including a soft mount
  • a column located between the pintle head and the connection
  • a light door pintle connection (specific to the carrier)
  • a feeding kit including an ammunition box and a feed chute
  • an ejection kit including a links and cases collector and an ejection chute

Source fnherstal.com

1000w_q95

Lockheed Martin AN/ALQ-210 ESM

RWR/ESM (Radar Warning and location identifier) : Lockheed Martin AN/ALQ-210. The AN/ALQ-210 ESM subsystem performs situational awareness and threat warning functions simultaneously. The subsystem is designed with an open architecture in order to accommodate scalable functionality. It quickly detects and identifies emitters over a wide frequency range, determines the signal angle of arrival, and locates the source in dense signal environments.

Technical data lockheedmartin.com

Goodrich AN/AVR-2B(V) Laser Warning System (LWS)

6322431541_96883ab854_b.jpg

The AN/AVR-2A is a passive laser warning system which receives, processes and displays threat information resulting from aircraft illumination by laser designators, range finders and beam riding missiles. The threat information is displayed on the AN/APR-39A(V)1 Radar Detecting Set indicator in the cockpit. The AN/AVR-2A LDS is derived from the basic AN/AVR-2 LDS through the incorporation of several engineering change proposals (ECPs). These ECPs include: incorporation of the Multiple Integrated Laser Engagement System-Air-to-Ground Engagement System interface; incorporation of a removable user data module to the comparator interface to permit a means to apply software changes and system declassification; and increased Band III sensitivity for improved threat detection performance. The AN/AVR-2A LDS consists of one interface unit comparator and four identical sensor units. The total system weight is 21 pounds.

AN/AVR-2B

The AN/AVS-2B(V) was derived from the system developed for the Sikorsky RAH-66 Comanche. Goodrich claimes it is 40% smaller, 45% lighter (i.e. approx. 2,5 pounds (1,5 kg) per sensor) and uses 45% less power than the previous AN/AVR-2A(V) version . The system provides increased functionality for threat detection and data interface and has demonstrated a 500% improvement in reliability. The model was introduced into service in 2004. Source scramble.nl

AN/AAR-57 common missile warning system (CMWS)

ATIRCM / CMWS

Superior detection

  • Compatible with existing chaff, flare and RF decoy dispensers, and laser DIRCM systems
  • Over 2,100 systems installed on fixed –wing and rotary-wing aircraft
  • Flown more than 2 million combat theatre flight hours
  • Hostile fire indication capabilities
  • Enables data recording capabilities for post-mission analysis
  • Can be used as a centralized processing system for Integrated Aircraft Survivability Equipment

Source baesystems.com

Ballistic Protection System

0000355.jpegImage: ccaprotect.com

Cockpit and avionics

HH-60W

The advanced glass cockpit will accommodate two pilots side-by-side. It will be equipped with Rockwell Collins’ state-of-the art avionics and mission equipment, including cockpit flight and mission display system, navigation radios and the advanced ARC-210 V/UHF communication system.

The ARC-210 offers secure voice communications and civil interoperability. The system supports the integration of future advanced ad hoc networks and next-generation mobile user objective system (MUOS) satellite communication (SATCOM) for uninterrupted voice and data.

The multi-function displays (MFDs) aboard the cockpit will comply with the latest night-vision imaging system (NVIS) standards. The MFDs will support wide viewing angles for superior cross-cockpit viewing. The integrated cockpit flight and mission display system will deliver superior situational awareness while reducing pilot workload during CSAR missions.

MFD-268 Multi-Function Display

collinsmfd-0203-1a

Rockwell Collins’ MFD-268 multi-function display offers superior functionality, condensed packaging and proven reliability in some of the most rugged military helicopters and fixed-wing aircraft. It displays graphics and video on an XGA, 1024-by-768 resolution, delivering high performance with an avionics-grade, color active matrix liquid crystal display (AMLCD).

The MFD-268 can be procured as part of an integrated system such as Flight2™ and Common Avionics Architecture systems or as a stand-alone display. It is capable of providing a typical ADI/HSI format or can be used for an Engine Instrument Display. It’s available in both landscape and portrait configurations.

As a smart display, it is capable of showing video from sensors merged with graphics to provide enhanced situational awareness in all phases of flight. The MFD-268 spans the Department of Defense fleet from the C-130 to large tanker aircraft. Its very large customer base makes this display sustainable well into the future.

Available in both smart and monitor displays, the MFD-268 features open architecture within the partitioned environment, making it customizable and cost effective to take from platform to platform. Source rockwellcollins.com

AN/ARC-210 Gen5 programmable digital communication system

Whether you’re conducting a routine mission or are in the midst of a crisis, reliable communication is key to your success. It’s exactly what the RT-1990A(C) ARC-210 Gen5 software defined receiver-transmitter delivers.

That’s because the RT-1990A(C) draws capability from one of the world’s most widely proven radio legacies: our AN/ARC-210 communication system family.

More than 40,000 AN/ARC-210 radios are equipped globally on more than 200 platforms. Our airborne radios are the well-established choice for multiband, multimode communications.

Features & Benefits

Line-of-sight data transfer rates up to 80 kb/s in a 25 kHz channel creating high-speed communication of critical situational awareness information for increased mission effectiveness

Software reprogrammable in the field via Memory Loader/Verifier Software making flexible use for multiple missions

Offers direct replacement for RT-1794(C), RT-1824(C), RT-1851(C) and RT-1851A(C). Supports all ARC-210 legacy waveforms and functions reducing integration efforts

Embedded software programmable cryptography for secure communications

Source rockwellcollins.com

Elbit Systems next generation AN/AVS-7 ANVIS-HUD Head Unit Displays.

Elbit-AN-AVS-7-img_assist-301x188.jpg

Elbit Systems’ AN/AVS-7 is a standard helicopter aviator day and night helmet mounted display system (a Heads-Up display). The HUD is an electro-optic system combining the standard ANVIS goggles image with aircraft flight instrumentation and computer graphics during night operation. Source oled-info.com

MEETS ALL U.S. AIR FORCE REQUIREMENTS

  • 195 Nautical Mile Combat Radius
  • Hot and High Hover of 4000’ PA and 95°F
  • Best-in-class Survivability and Lethality
  • Unprecedented Net-centric Capability

Engine of the HH-60W

Image result for MFD-268C4 Multi-Function DisplayUH-60m exhaust

The power-plant of HH-60W will integrate two General Electric T700-GE-701D turbo-shaft engines, which will each develop a maximum continuous power of 1,716shp (1,279kW) and offer superior performance in adverse weather conditions.

screenshotAtUploadCC_1516755750483HH-60W

General Electric T700-GE-701D engine

motor

Number of Engines 2
Engine Type T700 GE 701D
Take-off Shaft horsepower (5 min) 3,988 shp 2,974 kw
OEI Shaft horsepower (30 sec) 1,972 shp 1,447 kw

Performance

Maximum Taekoff Gross Weight 22,000 lbs 9,979 kg
Maximum Gross Weight with External Load 23,500 lbs 10,659 kg
Maximum Cruise Speed(Standard day, sea level) 160 kts 297 km/h
Maximum Range – No Reserve, no additional tanks 268 kts 496 km
HIGE Ceiling(Ceiling for 18,000 lbs GW) 15,000 ft 4,572 m
HOGE Ceiling(Ceiling for 18,000 lbs GW) 11,000 ft 3,353 m
OEI Service Ceiling 3,700 ft 1,127 m
AEO Service Ceiling(Ceiling for 18,000 lbs GW) 20,000 ft 6,097 m

Technical data pzlmielec.pl

Main material source airforce-technology.com