Leonardo M-346FA on static display, featuring a GRIFO-346 mechanically scanned radar. Notwithstanding innovations, the market of M-scan radars will be florid for ten years, still. (Photo: Marco Giulio Barone) 26 · MT 2/2023 Theme: Light Figthers Mk1A (maximum take-off weight 13,500kg), namely the Indian Defence Research and Development Organization (DRDO) Uttam Mk1, which reportedly weighs 120kg, while having 780 T/R modules. An upgraded Uttam Mk2 for the Tejas Mk2 is reported to be smaller, though having a repositioner, and to have 992 T/R modules. The other is the NRIET KLJ-7A radar for the Chengdu / Pakistan Aeronautical Complex JF-17 (maximum take-off weight 13,500kg), which reportedly weighs 120kg. Another interesting low-weight solution for light fighter comes from Icarus Aerospace, that since 2020 proposed a conformal installation of Leonardo’s Osprey 30 X-band fire control radar onboard its Wasp “tactical air vehicle”. IR sensors Traditionally fitted on/under the aircraft’ nose or in under-fuselage or wing pods, IR sensors have become more popular over the years along with growing performances. IR sensors’ ‘Field Of View’ (FOV) is the key parameter in determining overall capabilities. The wider the FOV, the higher the probability that the target will be spotted. But narrower FOVs might also mean a focus on accuracy, rather. For instance, the balance between detection probability and accuracy seems ideal in the F-35’s Electro-Optical Distributed Aperture System (EODAS). The system has a 360º FOV, with six large FOV sensors distributed around the fuselage. Moreover, the aircraft’s ElectroOptical Targeting System (EOTS) includes a narrower-FOV longer-range-capable sensor under the nose. The EODAS provides 360º close-range IR search and track (IRST), the EOTS provides long-range IRST. The F-35‘s dual IR system type could be a model for what would eventually equip lighter aircraft. Sensor weight would be the main concern. But such a system could now be approaching availability. EODAS manufacturer Raytheon has produced a version of the system (Raytheon DAS, RDAS) that can be mounted on aircraft of different sizes, including light fighters and trainers. An RDAS-type system could eventually join an AESA radar on board USAF’s and Europe’s next combat trainers. In the field of IRST sensors currently suitable for equipping light fighters, Leonardo’s Skyward-G’s used in the JAS-39E is one of the most (maximum take-off weight 16,500kg). The Raven weighs 215kg. It has 1,000 T/R modules, compared to 1,676 for the F-35 stealth fighter‘s (GaAs-based) APG-81 AESA radar. The Raven has the innovation of a rotating swashplate called repositioner, which enables the radar to have a +/- 100º field of view (compared to +/- 60º for the PS-05A Mk4). This enables the pilot to turn the Gripen in another direction from the target (position his aircraft at more than 90º relative to it) while still scanning it. He is more free to manoeuvre the aircraft in both air-to-air and air-to-surface operations. Looking at in-service and scheduled pre-GaN AESA radars, it is apparent that system weight is being reduced. Two later systems may be compared with the Raven. One is that to eventually equip the Hindustan Aeronaurics Limited Tejas Artist impression of an Icarus Aerospace Wasp light combat aircraft carrying a remarkable number of light weapons and sensors. An Osprey 30 X-band radar can also be spotted in the tail, with a second antenna symmetrically installed on the other side (also visible in other company’s renderings). (Photo: Icarus Aerospace via Twitter) An ex-Republic of Korea Air Force Hawk MK.67 in service with RAVN Aerospace (ex AirUSA), the first private operator to deploy an AESA radar, an IAI ELM-2052. Note the slightly modified nose. (Photo: Ravn Aerospace) e
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