Indian EMB-145 AEW&C

[Rahul Singh]

DRDO develops SATCOM datalink for Airborne Early Warning and Control (AEW&C) System

Airborne Early Warning and Control (AEW&C) System is a force multiplier being designed and developed by Defence Research and Development Organisation (DRDO) with Centre for Airborne Systems (CABS), Bangaluru,as the nodal agency for the Programme.

Airborne Early Warning and Control System is a system of systems consisting of multiple sensors for surveillance, and signal intelligence and electronic warfare and is based on a modified EMB-145 executive jet. The data from all the sensors are integrated at the Mission System Controller and presented to the onboard operators for situational awareness on multiple reconfigurable Operator Workstations. The AEW&C system aids the operator in fighter control missions for support in air defence operations and has the capability to communicate with the fighters over V/UHF datalinks. The recognisable air surveillance picture is communicated to the ground command and control network of IAF using line-of-sight (LOS) datalink in C-band and beyond LOS Satellite Communication (SATCOM) link in Ku-band.

An airborne SATCOM datalink has been designed and developed for the first time in the country as part of the AEW&C Programme by Defence Electronics Application Laboratory (DEAL), Dehradun, a constituent laboratory of DRDO, based on the requirements provided by CABS. The hardware for the Base Band Unit (BBU) has been configured based on the commercial off-the-shelf (COTS) solut ion evolved by CABS. The solution meets the requirement of providing commonality in hardware between various sub-systems of AEW&C providing better inventory management facility to the user. CABS has also evolved the most suitable form factor for all LRUs taking into account the space constraints of the aircraft. Packaging of the sub-system units has also been done accordingly.

The design is based on the Ku - band transponder of geostationary satellite (GSAT-2), which has a footpr int covering the main - land of the Indian subcontinent. The operational requirements include capability of air-to-ground communication with a data-rate of 64 kbps in full duplex mode including two voice channels.

The Ku-band datalink has an airborne segment and a ground segment. The airborne segment of the Ku-band datalink antenna has the capability to track the satellite position during all possible aircraft manoeuvers. The Ku-band datalink receives the aircraft altitude information from the navigation system of the aircraft on an ARINC interface via the Mission System Controller at an update rate of 100 Hz.

The aircraft antenna tracks the satellite position and transmits the data at upper Ku-band to the GSAT-2,which receives the transmission and retransmits it at lower Ku-band to the ground. Similarly, the ground segment transmits the data at upper Ku-band to the satellite, which receives and retransmits it at lower Ku-band to the aircraft. The ground segment is part of the Ground Exploitation System of the AEW&C. The airborne segment of Ku-band datalink consists of a 0.45 m dish antenna, RF system, Antenna Control Unit (ACU), and a BBU. The A C U controls the antenna motion to fully
compensate the antenna for aircraft motion. Algorithms in the ACU direct the feed/reflector system to rotate in polarisation to match the polarisation of the satellite and the antenna and to move in elevation and azimuth to compensate for aircraft motion. In addition, to accepting both vertical and horizontal polarisations, the ACU corrects the polarisation errors generated by the relative positions of the satellite and the antenna, and allows for offsets to account for built-in skew of the polarisation seen in some satellites. Upon power-up, the ACU performs antenna-referencing functions to
align itself with the body of the vehicle.

The BBU receives the analog voice from the Mission Communication System and digitises the voice, which is coded by a vocoder. This digitised voice is multiplexed with the channel protected data to form a 75 kbps raw data stream. To provide further protection against channel deteriorations, the multiplexed data is passed through convolution encoder that generates a data stream of 150 kbps. This data is fed to spread spectrum modulator where it is spreaded with PN sequence and finally Binary Phase Shift Keying (BPSK) modulated with intermediate frequency (IF) carrier. The modulated output is upconverted into UHF band depending on the instantaneous satellite allocation frequency . This L-band signal is translated to Kuband
frequencies and amplified by a solid-state power amplifier and is fed to the antenna feed.

In the receive chain, the Low Noise Block Converter (LNBC) receives the signal via 0.45 m antenna feeds and down-converts the received signal to L-band. The down-converted signal is fed to L-band down converter sub-modules of BBU where it is further down-converted to send IF. The signal is
then demodulated and the data is recovered from demodulator and fed to viterbi decoder for removing the redundant information added in the transmit chain during the convolution operation. The software for the BBU has been developed in-house by DEAL. The airborne antenna and RF unit has been developed by Rantec, USA.

The airborne and ground segments of the prototype Ku-band data link system have been developed and link has been established between the two segments via GSAT-2 satellite. The qualification of the airborne antenna and RF unit and the antenna control unit has been successfully completed. The qualification of the BBU has been initiated. The transfer of voice over two channels and data at a rate of 64 kbps has been successfully demonstrated at DEAL and CABS.

 

[LETHALFORCE]

http://frontierindia.net/the-indian-aewc-project-detailed


The Indian AEW&C project detailed

Embraer and the Indian Government have signed a deal for three EMB 145 AEW&C (Airborne Early Warning & Control) jets. The contract includes a comprehensive logistics package comprised of training, technical support, spare parts, and ground support equipment. The first delivery is scheduled for 2011. The three aircraft will be outfitted by the customer with cabin equipment and mission systems. Centre for Air Borne Systems (CABS), a unit of DRDO is the central agency for integration and delivery of the AEW&C.

Embraer-145 has been the aircraft of choice by the IAF as per their operational requirement (OR) since 2002 when it was evolved. There have been no changes over it. The platform was evolved with DRDO and IAF panel. IAF has chosen Embraer-145 due to commonality with the Embraer executive jets it already operates. These 3 AEW&C jets will join four Legacy jets in operation by the Indian Air Force (IAF) used to transport Indian VIPs, as well as foreign dignitaries. A fifth Legacy belongs to the Border Security Force (BSF), under India's Home Ministry.

The aircraft is estimated to have an endurance of 5 hours from take off to landing. 5 hours total endurance means an operational endurance of 3 -3.5 hours of the AEW&C. 1-2 hours are reserved for taking off in and reaching the particular spot and then coming back. Initially the IAF wanted total endurance of 5-6 hours. In last 3 years, IAF has introduced new elements like IFR probe, communication support measures, SATCOM etc. A fuel to weight study found that the new systems will give an endurance of 5 hours. The introduction of the IFR will give the AEW&C an extended endurance of another 5 hours. Logically the IAF has asked for 7 extra executive chairs for additional 5 operators and 2 pilots. Hence there has been 3 years delay in the signing of Embraer platform.

The AEW&C designed to accomodate 5 re-configurable controller workstations. The work stations can be re-configured for electronic warfare consoles or communication consoles etc.

DRDO's Active Array Antenna Unit (AAAU) or the Primary radar is designed to have a range of 200 kms for 2 sqm target as per the OR by the IAF. In international comparison table it translates to 5 sq meters target or RCS can be detected at a range of 300 kms in normal mode of operations and 375 kms for extended modes, i.e. while not looking 240 degree all the time. The secondary radar is designed to be of same range but for functions like identification Friend or Foe etc. The radars can function both in air mode and surface mode.

The primary AESA antenna will be built in CABS. The central processing unit and radar processing units are made by the LRDE. Secondary radar is entirely built in CABS and has a PESA Antenna. The secondary radar will be tested in 3 months by CABS.

The AEW&C is expected to have a 60 degree blind spot in both front and back. IAF can have 360 degree coverage with 3 antenna combination instead of 2 antennas side by side, but, that means pushing the deliveries further. It will be looked at a further date.

The first prototype is expected to be ready by 2012, i.e, one year from the date of receipt of the first aircraft. After that it will undergo a flight testing of 200-300 hours to become fully operational.

 

[Rahul Singh]

It is extremely confusing that SAAB Erieye claims 360* coverage with absolutely similarly placed radar to CABS EMB-145 AEW&C. What makes claims even confusing or doubtful that IAI G-550 AEW&C have to carry separate T/R panels in nose cone(radome) and tail boom to cover what in absence of these will be called blind spots..

 

[p2prada]

It is extremely confusing that SAAB Erieye claims 360* coverage with absolutely similarly placed radar to CABS EMB-145 AEW&C. What makes claims even confusing or doubtful that IAI G-550 AEW&C have to carry separate T/R panels in nose cone(radome) and tail boom to cover what in absence of these will be called blind spots..

SAAB promise a 360deg ELINT coverage. It is widely known they have a 40deg or 60deg(forgot which) blind spot.

 

[Armand2REP]

It is extremely confusing that SAAB Erieye claims 360* coverage with absolutely similarly placed radar to CABS EMB-145 AEW&C. What makes claims even confusing or doubtful that IAI G-550 AEW&C have to carry separate T/R panels in nose cone(radome) and tail boom to cover what in absence of these will be called blind spots..

I don't recall them claiming 360 degrees. The marketing video has a blind spot in the tail coverage.

 

[Patriot]

EADS receives AEW&C support contract from DRDO
Jun 28, 2010

HELSINKI (BNS): Indian Defence Research & Development Organisation (DRDO) has awarded a two-digit-million Euro contract to EADS Defence & Security (DS), for developing system architecture of its Airborne Early Warning & Control (AEW&C) programme.

According to an EADS news release, DS will provide support in the development of system architecture with particular regard to certification and mission equipment optimisation of AEW&C.

"From our systems responsibility for the overall Military Management System of the A400M transport aircraft we have thorough experience in certification of aircraft according to civil and military rules," Bernd Wenzler, CEO of Defence Electronics, an integrated Business Unit of DS, said in an official news release.

"This, together with our broad technology base in sensors and data fusion makes us the ideal partner for DRDO," he added.

Since 2006, DRDO and Defence Electronics are maintaining successful cooperation in developing a Missile Approach Warning System for Indian helicopter and wide-body aircraft.



http://www.brahmand.com/news/EADS-receives-AEWC-support-contract-from-DRDO/4281/1/12.html

 

[EagleOne]

Indian AWACS Moving Forward on 2 Fronts

DRDO signs contract with EADS; 2nd Phalcon delivery. (June 26/10)

In February 2006, "India's Air Force Looks to Enhance Its Reach With Upgrades & Force Multipliers" discussed India's growing shift toward aircraft that would give it the ability to patrol and act at extended ranges. In January 2004, India and Israel signed a $1.1 billion contract for 3 Phalcon airborne warning and control system (AWACS) aircraft, as part of a $1.5 billion tripartite agreement with Russia.

Now reports are surfacing that India will implement its AWACS capabilities on 2 platforms, in order to provide broader coverage. With the arrival of its first IL-76 Phalcon in India, the country joins the global ranks of AWACS operators"¦

India's AWACS: Platforms & Programs
Israel Aerospace Industries' Phalcon system is built around an ELTA EL/M-2075 AESA L-band radar, then adds electronic and communications intelligence gathering (ELINT and COMINT) capabilities. The system can also receive transmissions from other air and ground stations, and uses sensor fusion to provide a complete picture of the battlespace out to several hundred kilometers. IAI had already delivered an earlier-model 707-based "Condor" system to Chile, and created a Phalcon variant for Israel and Singapore that fits into a Gulfstream 550 business jet.

India already operates the IL-76 as its strategic transport aircraft and aerial refueling tanker (IL-78), however, and made its decision accordingly. Instead of the front and side structural modifications made to Chile's Condor and the CAEW G550 Gulfstream jets, India's Phalcon will use a conventional AWACS radome mounted on top. Because the Elta radar scans in 360 degrees automatically, however, the radome will be fixed rather than rotating.

The Prem PS-90 engines in the upgraded IL-76TD aircraft will make operation in India's hot climates easier, and the system will reportedly make heavy use of Russian avionics, including a partial glass cockpit.

India was supposed to receive the first A-50I/IL-76TD Phalcon in December 2007, but Uzbekistan's Tashkent Aircraft Production Organization (TAPO) was late customizing the airframes. India's first A-50I Phalcon underwent maiden flight tests in November 2007, and again in January and February 2008. Flight certification was to begin in May 2008, with first delivery set for September 2008; but first delivery ended up taking place in Q2 2009. All 3 aircraft have been promised by the end 2010, but it's possible that final delivery might not occur until 2011.

Final delivery overall will be extended even longer. In April 2008, India reportedly picked up the option for 3 more IL-76 Phalcon AWACS aircraft, in a deal worth up to $2 billion. Jane's Defence Weekly issued a concurring report later in the week, but placed the deal's value at $1 billion. Assuming that the equipment sets are the same and inflation is 3% per year, note that repeating 2004's $1.5 billion deal works out to about $1.7 billion by 2008. Delivery of these 3 additional planes would be expected to take place in 2011-12.

The IL-76 Phalcons are part of an emerging architecture for India's air force, which include the Operational Data Link (ODL), the Integrated Air Command and Control System (IACCS), and Air Force Net (AFNET).
According to a report carried in The Hindu, however, this may not be the final word on India's AWACs fleet.

India has a great deal of territory to cover, and even 6 AEW&C aircraft can easily mean just 4 operational aircraft at any given time. The Indian Air Force appears to be taking the "brittle swords lesson" to heart, and is looking for another 3 mid-size surveillance aircraft to act as counterparts to the larger Ilyushin Phalcons.

While a G550 Phalcon would provide systems commonality, India's platform of choice for this project is Embraer's ERJ-145 business/ regional jet. The Hindu reported a timeline that had aircraft delivery beginning in 2011, with full operational capability by 2013. The 3 aircraft together are expected to cost around R 1,800 crore (about $385 million) total when fully equipped.

Subsequent reports indicate a July 2008 contract with Embraer for the aircraft. Under the agreement, Brazil's Embraer will act as the overall system integrator, supplying the jets, mounting the radar and electronics on or into the AWACS fuselage, and ensuring that the altered jets retain acceptable flight performance, and handling flight recertification.

The militarized ERJ 145 comes in several versions, including maritime surveillance and electronic intelligence versions. The most common variant, currently operated by Brazil and Greece, is the R-99 Erieye airborne early warning and control (AEW&C) aircraft1. It uses the same Saab Erieye AESA radar that will be mounted on Pakistan's new Saab 2000 turboprop AEW&C fleet. There are some blind spots with its "dorsal blade" configuration, most notably to the front, but flight patterns can be planned around those gaps to ensure good coverage of the area in question.

The Hindu report did not specify the radar involved, except to say that it is "from the [Indian] Electronics and Radar Development Establishment". A September 2005 ACIG report claimed that the radar would be similar to Saab's Erieye, and the accompanying illustration from India's DRDO Centre for Airborne Systems (CABS) certainly looks very similar.

This systems work with DRDO will be the real key to the Embraer AEW&C project's success or failure.

India's state-owned DRDO research and development agency will be heavily involved in a number of areas. According to The Hindu, the Bangalore-based Centre for Airborne Systems (CABS) is responsible for overall integration of the electronic systems, mission computer, display and data handling. CABS is reportedly working with the private sector firm Astra Microwave Products of Hyderabad to develop transmit-receive multimodules [JPG format] for the radar; doing so at a reasonable cost is always a challenge for AESA radars, however, and India's experience with the type is limited. DRDO's Defence Avionics Research Establishment will be involved with the jet's self-protection systems, electronic warfare suites and communication support systems; their Defence Electronics Application Laboratory will be involved with the primary sensors, communication systems and data link; and DRDO's Defence Electronics Research Laboratory will be involved with "counter-support measures."

DRDO's radar record is cause for some concern – the multimode radar being developed for the Tejas lightweight fighter isn't performing properly yet, for instance, and foreign radars like the Elta M-2032 in India's Sea Harriers are now being used as substitutes in order to keep the already-late program on track. DRDO was also responsible for "Project Guardian/Airawat," which suffered a disastrous project failure in 1999 when the HS-748 turboprop AWACS testbed aircraft crashed, killing several engineers and scientists who were critical to the project. The ERJ aircraft are the proposed successors to that effort.

http://www.defenseindustrydaily.com/Indian-AWACS-Moving-Forward-on-2-Fronts-04855/#more-4855

 

[EagleOne]

Have just received a detailed briefing on the test phase of India's AEW&C programme. In a few months, the first of three modified EMB-145 platforms will begin a routine of flight tests for basic performance and handling. This preliminary testing will be carried out in Brazil by Embraer and a team from the Indian Air Force's Aircraft & Systems Testing Establishment (ASTE) in association with Brazil's Agência Nacional de Aviação Civil and India's CEMILAC.

The first flight test aircraft, which is set to make its first flight later this year, will be integrated with a Dorsal Unit (DoU) containing dummy electronics, ECS, IFR, auxiliary power units, internal fuel tanks, SATCOMs and antennae. India's Centre for Airborne Systems (CABS) -- the laboratory spearheading the programme -- has already supplied Embraer with a dorsal unit (with dummy electronics) and a Ku-band SATCOM dome, while the Defence Avionics Research Establishment (DARE), CABS and the Defence Electronics Research Laboratory (DLRL) have shipped in antennae for ESM, CSM and U/VHF.

While the EMB-145 with the configuration above will undergo flight tests in Brazil, the configuration for ferry to India in August 2011 will be the aircraft with only the dorsal pylon (minus the unit), ECS, IFR, APUs and internal fuel tanks.

Once the first aircraft reaches India, it will undergo a rigorous flight testing schedule by CABS, ASTE and CEMILAC in association with Embraer. After a few flights in India, the aircraft will be integrated with a dorsal unit with real electronics and other mission system equipment, including operator workstations (five), avionics racks, rest crew seating, seats and cabling.

On June 23, EADS Defence & Security announced that it had been awarded a contract to supply consultancy services to CABS for developing the AEW&C's system architecture with particular regard to certification and mission equipment optimisation

source:livefist

 

[RAM]

The Components Of India's AEW&C System

http://livefist.blogspot.com/

 

[luckyy]

India paid more than double the amount for the purchase of three AWACS aircraft from Israel
http://www.indiandefencereview.com/2010/07/india-pays-dearly-for-poorly-negotiated-arms-deals.html

These aircraft were earlier being sold to China for US $358 million but the deal had to be aborted under US pressure. Subsequently, India agreed to buy them for US $1.1 billion–a whopping US $742 million more than the price agreed to by the Chinese.

 

[neo29]

The more awacs .. the more better. With such a risky border its a necessity.

 

[youngindian]

First Modified EMB-145 Fuselage For India's AEW&C


http://idrw.org/?p=356

 

[ZOOM]

It is so good to see Indian Awacs is quietly taking shape and it will be a major boost to Indian Survelliance and Integlligence appartus. We need this snooping objects in major numbers more then anything else and even we can choose to ignore fighter jet, since this AWACS can really put avoidance to enemy activities directed to our airspace something fighter jets cannot achieve. But major problem will always remain as how this AWACS would be able to get network with battlefield elements and its ability to distinguish between Friend or Foe.

 

[Agantrope]

First Modified EMB-145 Fuselage For India's AEW&C


http://idrw.org/?p=356

Can anyone tell me in which band it will be funstioning, K or L or S Band?

 

[ZOOM]

Can anyone tell me in which band it will be funstioning, K or L or S Band?

http://drdo.gov.in/drdo/pub/techfocus/2010/jun10.pdf

Just go through the above given link which give comprehensive updates of its datalinkining. Above link clearly illustrate that our AWACS will be functioning on Ku Bank DATA Linking.

 

[Armand2REP]

http://drdo.gov.in/drdo/pub/techfocus/2010/jun10.pdf

Just go through the above given link which give comprehensive updates of its datalinkining. Above link clearly illustrate that our AWACS will be functioning on Ku Bank DATA Linking.

Ku band is a satellite uplink, he wants to know the band of the radar which is L.

 

[Agantrope]

Ku band is a satellite uplink, he wants to know the band of the radar which is L.

Armand, whats the range of the L-Band and S-Band?

 

[geeknix]

L band is a fequecy range between 390MHz and 1.55GHz which is used for satellite communications and for terrestrial communications between satellite equipment and the S band ranges from 2 to 4 GHz

 

[ZOOM]

Ku band is a satellite uplink, he wants to know the band of the radar which is L.

Although there is no particuler mentioning of the same regaring L bank in above given link, then only L bank is optimized for Aerial Survelliance and Air traffic management. Although it is specifiying that is VHF/UHF band.

 

[dove]

Isn't F-22 visible to only L band radar ? If possible AWACS should have option of all types of Radar to monitor different threats.