AESA Upgrade Option

For Eurofighter CAPTOR Radar

M. Barclay*, u. Pietzschmannt , G. Gonzalez**, P. Tellinitt

* Selex Galileo, Edinburgh, UK

t EADS Defence Electronics, Ulm, Germany
** Indra, Aranjuez, Spain
t t Selex Galileo, Pomezia, Italy

Abstract- The Euroradar consortium has successfully The Euroradar consortium - comprising Selex Galileo (UK),
developed and demonstrated an AESA technology upgrade for EADS Defence Electronics (Germany), Selex Galileo (Italy)
the Eurofighter Typhoon Captor radar. This technology and Indra (Spain) - has developed an AESA antenna and
demonstrator, designated CAESAR, enables E-scan capability to associated hardware/software modifications which enable E-
be fully exploited by the existing Captor radar, while retaining scan capability to be exploited by the existing Captor radar,
all features and capabilities of the original system. Advanced
while retaining all features and capabilities of the original
waveforms, designed and optimised for electronically scanned
radar systems, have been evaluated in recent CAESAR flight system. This technology demonstrator upgrade package,
trials. Productionisation of the CAESAR system will address re- known as CAESAR, has been flight tested on Eurofighter
packaging of the AESA and associated components to minimise Typhoon and utilises existing aircraft interfaces.
mass and volume, reduce cost and ensure ease of supportability.
CAESAR has demonstrated that AESA benefits can be provided II. CAPTOR RADAR SYSTEM
within the existing Captor framework, enhancing sensor
capability while retaining existing Eurofighter Typhoon The Captor radar is the most advanced multi-mode pulse-
interfaces. Doppler radar of its generation. It is the primary sensor on the
Typhoon platform, currently in service with the four
Index Terms- AESA, Radar. Eurofighter partner nations (UK, Germany, Italy and Spain).
Key features include:
multi-role air-to-air and air-to-surface capability
I. INTRODUCTION
all aspect automatic detection and tracking
Radar systems based on Active Electronically Scanned Array low pilot workload
(AESA) technology have now been introduced onto dedicated support for Eurofighter Typhoon weapons
operational fighter aircraft. Eurofighter Typhoon, which can
accommodate a large diameter antenna and provide high high transmitted power, low antenna sidelobes
prime power, would derive particular advantage from powerful and flexible ECCM
incorporation of AESA technology. fully programmable and scalable signal and data
The availability of AESA technology will confer many processor.
significant operational, performance and Through Life The Captor radar system currently comprises six Line
Capability Management (TLCM) benefits [1,2]. The Replaceable Items (LRIs).
instantaneous beam-pointing capability, when governed by
energy management algorithms, enables spectacular
III. CAESAR: AESA UPGRADE
performance to be achieved. This is particularly true in air
combat scenarios where the AESA system can be operated as The CAESAR (Captor Active Electronically Scanned Array
a number of independent 'virtual' radar systems, allowing Radar) design concept replaces existing Transmitter,
dedicated tracking of individual targets while maintaining full Waveguide Unit and Scanner/antenna LRIs with a new
search coverage. AESA. Associated power and control functions are provided
Minimisation of logistic support requirements and reduction by Antenna Power Supply and Antenna Control Unit LRIs.
of through-life costs are major drivers for upgrading to E- All other CAPTOR LRIs are retained with minimal
scan. These are facilitated by the inherent high reliability of modification, while aircraft interfaces remain unchanged
AESA technology, and the ability to introduce new (Figure 1).
functionality through software development alone.

1-4244-1539-X/08/$25.00 ©2008 IEEE

 Key TRM design features include:
Existing
Aircraft
Interfaces fully integrated Control ASIC
Unchanged
GaAs core chip
dual pHEMT HPA
low Noise Figure « 3dB)
o Existing Captor LRI high linearity/TOI
I) New or Modified-Captor LRI
extensive BIT capability.
Figure 1: CAESAR System Block Diagram

Power and Control

Aircraft installation is illustrated in Figure 2.
Aircraft supplies are first rectified and conditioned in the
Antenna Power Conditioning Unit, then converted and further
Control Unit conditioned by the Antenna Power Supply before distribution
to the ASEA via low voltage through-bulkhead cabling.
Antenna Power
Supply Control of the AESA is exercised by the existing Captor
Processor, with updated software. Beamshape and steering
AESA
commands are sent to the Antenna Control Unit which
calculates phase/amplitude weights, incorporating corrections
dependent on frequency, temperature and bandwidth. The
data are distributed to individual TRMs using a number of
high-speed fault-tolerant serial links.
Existing Power
Existing Receiver
Conditioning Unit
Modes and Functions
Figure 2: CAESAR Aircraft Installation
Advanced air-to-air prototype modes and associated digital
signal processing algorithms have been developed to derive
AESA
maximum advantage from electronic scanning capability.
Key features of the CAESAR AESA design include: Multiple waveforms, individually optimised for search, target
confirmation and track maintenance [3] are used to implement
circa 1500 Transmit/Receive Modules (TRM) arranged an alert-confirm target detection and acquisition strategy,
in nominally circular outline resulting in increased track formation ranges, greatly
wide bandwidth, lightweight, high dynamic range, low improved track tenacity and better measurement accuracy
noise, high power using GaAs pHEMT HPA chipset when compared to a comparable mechanically scanned
> 30 sub-arrays system. Furthermore, in contrast to mechanically scanned
radar systems, track file capacity may be scaled up without
multiple Guard sub-antennas, offering various options
significant impact on search capability or situational
for gain and directional bias
awareness.
liquid cooled 'plank' architecture
wideband, low cost radiating element designed for high System Test
performance over full range of scan angles, RF
frequencies and waveforms. The CAESAR system was fully integrated and tested in roof-
lab trials prior to being installed in the BAC 1-11 Captor test-
bed aircraft. Equal priority was given to robustness and
Transmit/Receive Module (TRM)
performance, to ensure that useful results could be obtained
The CAESAR TRM is a derivative of an existing lightweight from the earliest flights. Significant effort was expended by
design (see Figure 3). all members of the Euroradar consortium to optimise the
system in order to satisfy these objectives.
Initial AESA calibration and pattern performance assessment
was conducted on a test range. Excellent patterns were
measured up to, and including, the maximum theoretical
achievable electronic scan angles off boresight. A typical
antenna pattern is shown in Figure 4.
Figure 3: Transmit/Receive Module (TRM)

Figure 4: Antenna Pattern (Boresight).
Sensing performance of the integrated system was evaluated
using a combination of standard Captor test equipment and
ground trials against co-operative fast jet targets. Formal
acceptance testing was concluded in November 2005,
enabling the system to be released for initial flight trials.
IV. CAESAR EVALUATION (THE CECAR
PROGRAMME)
Performance of the Euroradar CAESAR system is being
evaluated within the CECAR programme which is jointly
funded by the UK and German governments. This programme
involves three phases of flight trials programmes,
complemented by ground tests and parallel design studies.
Figure 5: CAESAR installed on Captor Test-bed aircraft
It is within the CECAR programme that the operational
performance benefits of CAESAR E-scan technology have
been successfully demonstrated in flight tests on the BAC I-
II Captor test-bed and Eurofighter Typhoon aircraft against a
range of target types. Both aircraft are fitted with a
comprehensive instrumentation suite, which has been used for
more than 200 development flights on the main development
of the Captor radar for Typhoon. CAESAR, being a member
of the Captor radar family, is able to use the instrumentation
and recording suite without modification.
Initial BAC 1-11 flight trials were conducted from Boscombe
Down airfield in the UK during the spring of 2006. Initial
shakedown flights provided the opportunity for making
adjustments to both radar and aircraft systems, as final
preparation for an intensive round of flight testing.
Figure 6: BAC 1-11 Captor Test-bed aircraft
Exploitation of the trials data from the initial flights enabled
CAESAR to be fine-tuned, enhancing E-scan performance on
subsequent flights.
Flight Tests on Eurofighter Typhoon (Development Aircraft
DA5) followed in the spring of 2007, conducted from
Manching in Germany [4]. The bulk of this work was funded
by the German MoD, supported by all Euroradar partners, as
an adjunct to the CECAR programme. These were focused on
a reduced set of functional modes compared to the CAPTOR
System, related to the clearance effort and CAESAR
development status at that time.
Figure 7: CAESAR on Eurofighter DA5 Aircraft
The radar performed beyond expectation on all flights on both
aircraft. The main achievements of CAESAR flight trials to
date include:
full demonstration of all operational and radar modes,
using conventional and agile-beam scanning strategies,
 including multiple target formations, look-up and look-
down
acquisition of key data for offline analysis, covering
digitised radar returns, internal and external
communications traffic and monitoring of power and
cooling services
CAESAR has demonstrated that high performance
E-scan radar technology can be introduced as an upgrade
to existing equipment, maintaining compatibility with
existing AIC interfaces (mechanical, electrical, cooling
and databus).
Figure 8: Eurofighter Typhoon DA5 Aircraft
Offline analysis of radar data enabled confirmation of
achieved performance, detailed interpretation of observed
events and artifacts, calibration of supporting models and
definition of key design improvements.
An example of clutter maps produced from the processed
radar data is shown in Figure 9. This clearly shows the
expected change in clutter distributions as the antenna is
scanned away from boresight.
NEAR BORESIGHT OFF BORESIGHT
Range
Figure 9: Comparison of E-scan Clutter Maps
The most significant performance aspect of all flight tests was
the range at which stable and robust tracks could be formed
on small, fast and highly manoeuvrable air targets, when
compared to conventional mechanically scanned systems.
The CECAR programme will continue with a further round of
flight trials to be conducted on the BAC 1-11 Captor test-bed
aircraft. This element of the programme, which is scheduled
to commence in the spring of 2008, will introduce advanced
capability covering both air-to-air and air-to-ground roles.
Air-to-air performance will be extended through innovative
adaptive waveforms aimed at providing further detection and
tracking performance benefits, enhanced overall situational
awareness and robustness of operation. Ground testing was
completed in the latter part of 2007.
Figure 10: High Resolution SAR Map
Air-to-ground performance enhancements will include the
ability to form high resolution maps, with improved
capability over that which can be supported by the existing
equipment standard (Figure 10).
v. LOOKING FORWARD
CAESAR and the related CECAR programme have provided
extremely valuable knowledge which can now be applied
directly to productionisation. Flight trials data has resulted in
waveform and algorithm modifications which, collectively,
will significantly improve both sensing performance and
energy management within the radar system. Further
advances are expected, following completion of forthcoming
flight tests.
A key element of the CAESAR programme involved
evaluation of new supportability strategies. This was aimed at
achieving manifold increases in reliability and maintainability
performance metrics when compared alongside equivalent
conventional mechanically scanned technology. In one
exercise aimed at verifying robustness of the calibration
strategy, the AESA was intentionally stripped down and
rebuilt on a number of occasions. The lessons learned from
this, and similar exercises, will directly inform future TLCM
strategies, with longer term benefit accruing from reduced
logistic support requirements and lower life cycle costs.
Having successfully proven the technology concept on both
the BAC 1-11 and Typhoon platforms, the focus of the
Euroradar companies has shifted to design changes geared
toward produceability of a cost-effective AESA upgrade
which could enhance future operational, logistical and
performance capabilities of the Eurofighter Typhoon weapons
system (see Figure 11).
This exercise is addressing:
productionisation of AESA components to reduce depth
and mass, increase transmitted power and reduce cost
refinement of design to maximise intrinsic supportability
advantages
increased level of integration, resulting reduced number
ofLRls
upgrade of Power Supply & Control interfaces to
increase capacity and simplify LRI inter-connects
extension of existing BIT capability
introduction of provisions to allow for future further
exploitation of E-Scan technology via software upgrades.
Existing
Aircraft
Interfaces
Receiver I
Exciter Radar Data
o Existing Captor LRI 1m New or Modified Captor LRI
Figure 11: Productionised CAESAR
This configuration will deliver advanced functionality and
capability, including:
multi-channel adaptive beamforming
Space-Time Adaptive Processing (STAP) and Adaptive
Beam Forming (ABF)
advanced air-to-ground target identification based on
ultra high resolution Synthetic Aperture Radar (SAR)
capability
support for Network Enabled Capability, both as
gatherer and distributor of high value ISTAR data.
It is intended to conduct advanced flight trials using a
production-standard configuration at the earliest opportunity.
VI. CONCLUSION
The Euroradar CAESAR programme has demonstrated AESA
capability within a variant of the successful Captor Typhoon
radar. Following extensive ground testing, the system was
successfully flight tested on the BAC 1-11 Captor Test-bed
aircraft and on the Eurofighter Typhoon DA5 aircraft. The
expected E-scan advantages were fully demonstrated in both
air-to-air and air-to-ground roles, operating against a range of
air and ground targets.
The reliability of the CAESAR equipment was excellent, in
keeping with expectations for AESA technology in general.
The supportability strategy for future AESA products will
benefit greatly from valuable lessons learned on the CAESAR
programme.
CAESAR has demonstrated that AESA benefits can be
provided within the existing Captor framework, enhancing
sensor capability while retaining compatibility with existing
Eurofighter Typhoon interfaces. The programme has
contributed to establishing a route for future upgrade of the
Eurofighter Typhoon weapon system [5]. Series production of
a more advanced variant could, with appropriate emphasis, be
achieved within a relatively short time frame. AESA
technology will provide an excellent basis for further
development of multi-role capability and ensure that
capability is maintained in the longer term. Furthermore, this
would be achieved with a reduced Through Life Capability
Management (TLCM) burden.
ACKNOWLEDGEMENTS
The authors extend grateful thanks to many colleagues within
the Euroradar consortium who are/were involved in the
design, development and evaluation of CAESAR.
The efforts and support of the Eurofighter partner companies
was essential to successful flights in the Typhoon aircraft.
Finally, much gratitude is due to key government agencies
within the UK and German Ministries of Defence, including:
Bundesamt fUr Wehrtechnik und Beschaffung, DE&S (SANS
& Air EW IPT), DEC (TA), DSTL and FGAN. Collectively,
they have provided direct support in various forms,
particularly funding for flight trials and evaluation of the
CAESAR system via the CECAR programme.
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