Tolga Özbek hace 4 semanas
Primer paso Eurofighter de segunda mano
Según el plan, en la primera etapa la Fuerza Aérea turca comprará un Eurofighter de segunda mano a un país del Golfo. Cabe señalar que el número puede variar entre 20 y 12. Actualmente, Arabia Saudita tiene 72 Eurofighters, Kuwait 28, Qatar 24 y Omán 12. Posteriormente, se pretende que el número aumente a 40.
Las empresas de defensa turcas están sobre la mesa
En los últimos años, Türkiye ha desarrollado muchas infraestructuras de defensa diferentes, desde municiones hasta software, desde radares hasta sistemas electrónicos, con recursos locales y nacionales. La condición más importante para la compra es la integración de estos sistemas en los aviones Eurofighter.
Respecto a esta cuestión, los equipos de las empresas de defensa turcas como ASELSAN, Roketsan y HAVELSAN han mantenido reuniones con equipos de Eurofighter en las últimas semanas. Una de las condiciones importantes de Turquía para la integración es que quiere que se incluyan en el avión sistemas nacionales y nacionales.
The prototype of the advanced new ECRS.Mk 2 radar for Typhoon flew for the first time from BAE Systems’ Warton Aerodrome on Friday 27 September. The first Tranche 3 Typhoon the first Tranche 3 Typhoon (ZK355/BS116), flown by Luke Gili-Ross, took off at 1500 for the first flight of the prototype radar. This was probably as much a shakedown flight for the aircraft as it was a serious radar test flight, after what has been a fairly long lay up.
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A Typhoon equipped with ECRS Mk 2 will be a very survivable platform, so, while the enemy may know that the aircraft is ‘in the area’, its pilot will not have to worry about the aircraft’s signature. A Typhoon formation with ECRS.Mk 2 will be able to operate as what one programme insider described as the “brute squad”, and what one RAF senior officer called “the thug”. The Typhoon will carry large numbers of weapons and “rain down electronic attack and the world’s supply of SPEAR Capability III or SDBs or whatever weapon you want to use, while the fifth-gen aircraft is acting as a silent assassin, sliding around the back to slip the knife in!”
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Work on an AESA radar for Typhoon began in 2002 with the British and German industry Captor E-Scan Risk Reduction (CECAR) project, which aimed to develop an AESA derivative of the existing Captor, adding a new AESA antenna to the existing Captor-D ‘back end’. A Captor AESA Radar (CAESAR) demonstrator flew on board a UK Ministry of Defence-operated (MoD) BAC One-Eleven on February 24, 2006 and was later flown on the Eurofighter Development Aircraft DA5, beginning on May 8, 2007. At this point the proposed CAESAR-based AESA solution for the Eurofighter incorporated a fixed antenna (like most AESA designs), but the UK, in particular, felt that such an antenna would be handicapped by a more limited scan in azimuth and by reduced range at the edges of azimuth coverage.
To overcome this limitation, Euroradar explored a number of ‘moving AESA’ designs, using a single or double swashplate wide field of regard (WFoR) re-positioner to provide much wider scan limits. The eventual Captor-E was developed using just such a double swashplate re-positioner.
Eurofighter and the NATO Eurofighter and Tornado Management Agency (NETMA) signed a €1bn contract to develop the electronically scanned Captor-E radar on November 19, 2014. Initially, several versions of the basic Captor-E were envisaged to meet different customer requirements, as variants of what was referred to as a European Common Radar System (ECRS).
Competing visions of a Typhoon AESA led to delays, but Eurofighter finally established an AESA radar roadmap in 2012, and a baseline Captor-E AESA radar was developed on a four-nation basis. This now incorporated a dual-swashplate mechanical re-positioner, meaning that the radar ‘beam’ was steered both mechanically and electronically, allowing higher off-boresight angles to be reached, and improving range at high azimuth limits.
Work on Captor-E began using industry funding and an initial radar was fitted to a UK-based Typhoon test aircraft, Instrumented Production Aircraft (IPA) 5 (ZJ700), in time to be shown on static display at the 2014 Farnborough International Airshow. Flight trials began on July 8, 2016, out of BAE Systems’ Warton aerodrome. A German Tranche 3 Eurofighter, IPA8, operated by Airbus Defence and Space, joined the test programme from September 2016, flying from Manching.
The first production variant of the new Captor-E AESA radar (known as Radar One Plus and later as ECRS Mk 0) was developed primarily to meet the requirements of Kuwait and Qatar, and is now in full frontline service. The first Typhoon in Kuwait Air Force configuration – Instrumented Series Production Aircraft (ISPA) 6 – joined the test effort on December 23, 2019. It conducted the so-called ‘E-scan XCR#1’ flight test campaign in March 2020, completing E-scan entry-into-service flight tests and readying the way for deliveries to Kuwait, though these were then delayed by COVID-19.
Hensoldt is developing a new ECRS Mk 1 AESA radar for the German and Spanish Eurofighter fleets. This is a development of the Kuwait/Qatar ECRS.Mk 0, with a new digital multi-channel receiver and new transmitter/receiver LRIs. The German and Spanish aircraft will initially be fitted with exactly the same Mk 0 radar as that supplied to Kuwait and Qatar, but their radars will subsequently be upgraded to Mk 1 standard by retrofitting the new items.
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On 3 September 2020, the UK Ministry of Defence announced that it had awarded BAE Systems and Leonardo a £317m contract to ‘develop’ a next-generation radar for the Royal Air Force’s Eurofighter Typhoon fleet. In fact, development was already underway, a programme insider noting that this September 2020 contract was the fifth cycle of activity that he had personally seen on ECRS Mk 2!
The contract actually covered the integration by BAE Systems of the new Leonardo developed ECRS Mk 2 E-scan radar on the Typhoon, to meet RAF requirements. This test and evaluation contract for ‘Radar Two’ reportedly included the production of five radar sets for flight trials (three of them production standard radars), and some long lead items for production radars. The plan is still to retrofit all 40 of the UK’s Tranche 3 Typhoons with ECRS Mk 2, although there is an option to re-equip Tranche 2 Typhoons as well. Both tranches have the necessary pre-mods to allow the retrofit, but the decision does not need to be made yet.
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The schedule and planned timeline had been maintained up to that point, giving a degree of confidence that the initial operational capability (IOC) date would be achieved. In fact, when the stimulus of the Finnish HX competition disappeared, funding slowed, and priorities changed. The scheduled 2022 first flight was not achieved, while the planned IOC date for the ECRS.Mk 2 has slipped from soon after 2025 to 2030.
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Instead, Radar Two uses a completely new open-architecture back end, with a completely new processor and receiver, as well as a dedicated EW receiver and techniques generator. This is married to what Leonardo has referred to as a ‘revolutionary’ multi-function array. This will incorporate both gallium arsenide (GaAs) and gallium nitride (GaN) semi-conductors, blending the strengths of these two different technologies to cost-effectively provide a differentiating military capability. Radar Two also employs a completely different system for its antenna re-positioner, using a single rotating joint, like that used on the ES-05 Raven radar fitted to the Gripen E, rather than the double swashplate arrangement of the Captor-E. The aircraft also has a new radome tailored to support the ECRS Mk 2’s wide bandwidth.
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The prototype ECRS.Mk 2 is something of a ‘Frankenradar’, incorporating the antenna from the old Bright Adder technology demonstrator and an existing ECRS.Mk 0 ‘back end’!
This is perhaps appropriate, as the ECRS.Mk 2 was derived in part from the Advanced Radar Targeting System (ARTS) and Bright Adder technology demonstrators, and not from the original Captor-C/D radar or the AESA-equipped Captor-E. Although built as a flyable asset, the Bright Adder radar was not flown, however, instead being used in Leonardo’s roof lab at Crewe Toll in Edinburgh, where it successfully demonstrated novel ‘jamming through the radar’ techniques and functionality.
será una opción
de adaptación para el Subsistema de Ayuda Defensiva (DASS) en servicio del Typhoon, llamado Praetorian en honor al cuerpo de guardaespaldas de élite romano. No tendrá ningún impacto en la línea de molde exterior del Typhoon y no impondrá restricciones en la envolvente de vuelo actual. Esto minimiza el espacio libre para aeronaves y garantiza la facilidad de integración para aeronaves de nueva construcción, así como la adaptación a plataformas existentes. El Typhoon será más capaz, más resistente y más disponible, satisfaciendo las necesidades operativas de las fuerzas aéreas en toda Europa y Oriente Medio durante las próximas décadas.
