Military Technology 07/2020

Feature MT 7-8/2020 · 35 The ELM-2032 is operational in Brazil (A-4), Chile (F-5), Ecuador (KFIR and CHEETAH), Romania (MIG-21), Thailand (F-5) and Turkey (F-4 2020 TERMINATOR). The community of users also includes nations oper- ating the KAI TA/FA-50 light training and fighter aircraft (the T-50 ver- sion has no radar or mounts the US APG-67), namely South Korea and Indonesia. India is a former operator – as the ELM-2032 featured on its SEA HARRIERs – as well as being a current operator, with four examples equipping HAL TEJAS prototypes. The ELM-2052 follows the same evolutionary philosophy as Leonardo’s radars. It is the latest evolution of the ELM-2032 family, improved through the adoption of an AESA antenna, the size of which is dependent on customer requirements. Typically, it is offered in 300, 500 and 1500 TRM versions (some sources report 1,100-1,150). The latter has never been installed. The ELM-2052 weighs 80-180kg (depending on the nature and size of the antenna), with an instrumented range of 80-200km – and beyond, according to some sources. The ELM-2052 has been tested in Israel on A-4, F-16, and KFIR air- craft. Anecdotal evidence that some tests were performed with a large antenna on an F-15, but the sensitive nature of the topic makes it im- possible to verify. The first operational version flew on Indian JAGUARs in 2017; they reached Initial Operational Capability (IOC) in August 2018. To date, the ELM-2052 version is already operational with two military and one civil operators. Up to 58 examples of the 300 TRM version have been delivered for refurbishing India’s JAGUAR M/S, with a further (un- confirmed) 74 examples to come. The radar has also been selected for the 83 TEJAS MK.1A in the 500 TRM version, along with ELL-8222WB jamming pods. Nine examples of the 300 or 500 TRM version have been delivered to Colombia as an upgrade for its KFIRs. According to SIBAT, the International Defence Cooperation Directorate of the Israel Ministry of Defence (IMOD), Israel has up to 60 KFIRs in its stocks, most of which are in flight condition. In addition to the radar, IAI can offer comprehensive pack- ages to clients, including procurement of Israeli KFIRs that can be modernized with the most advanced avionics (e.g. glass cockpit, datalink, fire control radar), sensors (e.g. RECCELITE, LITENING pods) and weapon systems (DERBY and PYTHON-5 missiles, SPICE EO/GPS-guided bombs). Such a deep modernization would keep the KFIR relevant on the battlefield for a decade. A comprehensive package has been proposed to Ecuador and Sri Lanka already. Surprisingly, the version sold to Brazil has performance comparable with the US APG- 68(v)9 radar. A study conducted in 2003 confirms that GRIFO-S is com- patible by design with JF-17 and F-16 fighters. In 2006 the GRIFO-F/H version was specifically conceived and installed on 30 South Korean HH- 60Ps for combat search and rescue (CSAR) operations. This sales record provides Leonardo with ‘low-hanging fruit’ in terms of a potential mar- ket for upgrades. According to the company, all customers mounting the GRIFO-S version can upgrade their systems to GRIFO 346 or GRIFO-E standard: 16 units of the GRIFO EVO (a powerful subversion of GRIFO S) were ordered by an unknown Southeast Asian client, before evolving into the 346 (mechanically scanned) and E (AESA) models. Leonardo proposes both mechanically-scanned and electronically-scanned ver- sions, because of the composition of the marketplace. For old or small aircraft, an AESA antenna would not be cost effective. In some cases, available power is insufficient. Leonardo – and other producers – believe that mechanically-scanned radars still have a viable market for the next ten to 15 years. The AESA variant GRIFO-E is currently under testing and is planned to be ready for qualification trials by the end of 2020. Currently, one com- pany-owned M-346 is testing the 346 version at Poligono Interforze del Salto di Quirra, Italy. Integration has been completed, while flight tests are ongoing. Basic modes of the radar (common to 346 and E) are un- der test in the current campaign. Specific modes for AESA radar will be tested throughout 2020. Tests will progress slowly while waiting for customers. Should Leonardo win some tenders, testing phases would be accelerated, series production would start and the client might re- quire specific additional testing activities. The current AESA antenna is thought to be compatible for the nose of the M-346 aircraft and similarly sized fighters. Bigger antennas would not imply further redesign efforts. Instead, smaller antennas would require a new engineering phase to adapt the system to the aircraft. A ‘repositioner’ for the AESA antenna (as is the case on CAPTOR-E or PS-05) can be integrated at the client’s request. Leonardo is working on a very small version for small training aircraft or for pod-mounting. The GRIFO family is reportedly compatible with Elbit, Sagem, Boeing and Northrop Grumman hardware. As far as specifications are concerned, GRIFO 346 and GRIFO E weigh between 105-160kg (depending on the nature and size of the antenna), with an instrumented range of 80-160 kilometres. The AESA version consists of 600 transmitting/receiving modules (TRM). IAI’s ELM-2052 Israeli radars in this segment are best-sellers. The ELM-2032 and ELM-2052 X-band fire control radars are special products, built around ITAR-free proprietary Israeli technology. Both systems can be considered agnostic, a value-added fit for any aircraft. Marco Giulio Barone is a political-military analyst based in Paris and a regular contributor to Mönch magazines. An example of the GRIFO-E AESA radar for light fighters was showcased at the Paris Air Show in 2019. (Photo: Marco Giulio Barone) A Colombian Air Force KFIR C.10 landing. Part of the Colombian fleet has been upgraded with the ELM-2052 AESA radar. (Photo: USAF/Staff Sgt William P. Coleman)