DRLO Aviation (part 17)
In this final part of the cycle, we will talk about the states where the AWACS aircraft began to be built relatively recently or in small quantities. For convenience of presentation, these countries will be listed in alphabetical order, which of course does not reflect the degree of achievement or priority of a state in the field of aviation AWACS.
Brazil
As is well known, a significant part of the territory of Brazil is covered by impassable jungles, where regular transport links are absent or difficult. Under these conditions, large areas of the country are virtually not controlled by the central government, which is widely used by drug traffickers and various criminal dealers engaged in illegal harvesting of valuable species of wood, hunting for rare species of animals, mining and even slave trade. A particularly unfavorable situation exists in the Amazon delta and on the borders with Argentina, Bolivia, Peru, Paraguay and Uruguay.
Since criminal elements actively used aviation from field airfields, it was not only about light Cessnas, but also about twin-engine DC-3 class cargo planes, and there is practically no radar field over the country’s territory, using DRLO airplanes. The aircraft of national production Embraer ERJ-145LR was chosen as an aviation platform. To accommodate the equipment of the radio-technical complex, the aircraft fuselage was extended and repacked. Its upper part received a “decoration” in the form of a log-like radome fairing with AFAR Ericsson PS-890 Erieye. To compensate for the loss of road stability, additional aerodynamic ridges appeared in the tail section. In the back of the aircraft also mounted an additional power unit and installed three fuel tanks. It is reported that the radar field of view is 150 degrees from each side. The detection range of air targets is more than 400 km, the F-5 fighter type can be detected at a distance of 350 km. The number of simultaneously accompanied targets may be 300 units. The data transmission equipment makes it possible to automatically transmit information about 40 targets, which is of course redundant for the Brazilian Air Force, since the F-5E Tiger II fighters do not have radar information acquisition equipment. During real patrols, fighters are aimed at a target solely by voice over the radio. In addition to the radar, there is an electronic reconnaissance station on board, which makes it possible to pinpoint working radio stations and listen to messages with high accuracy. The avionics also includes sensors that inform about radar radiation, and EW station. Two pilots fly the plane, and 6 operators are in charge of servicing RTKs.
In comparison with the Israeli G550 CAEW, the Brazilian DRLO and U aircraft has a significantly smaller flight range and cannot conduct a circular view of the space. The time spent on patrol is 6 hours, which is to some extent offset by the air refueling system. With one refueling, the flight duration is increased to 9 h. Patrolling is usually conducted at an altitude of 7000-8000 m at a speed of 740 km / h. The maximum speed is 960 km / h and the ceiling is 11200 m.
Aircraft ARLO Brazilian Air Force E-99
The first aircraft EMB-145 Erieye AEW & C was received by the Brazilian Air Force in the summer of 2002, but the proper level of combat readiness was achieved only by the end of 2003. In total, the Brazilian Ministry of Defense has ordered 5 "airborne radar pickets", internally designated E-99. It is believed that three E-99 aircraft are capable of providing round-the-clock duty, replacing each other. To increase the duration of the flight, the KS-99 tanker aircraft are often paired with the E-130.
Satellite image of Google Earth: E-99 and KS-130 aircraft at Anapolis airbase
After achieving operational readiness, the E-99 radar patrol aircraft deployed at Anapolis air base and incorporated into the Second Squadron of the sixth air group became part of the SIVAM system (Portuguese Sistema de Vigilancia Amazonia - Amazonia Observation System). After putting the E-99 into operation and mastering them with the flight and technical staff, the criminal elements operating in the jungle, accustomed to impunity, came to “black days”. DRLO aircraft operators not only directed interceptors to planes illegally located in Brazilian airspace, but also fixed their take-off and landing sites, as well as listened to radio exchanges.
Although the Brazilian Air Force has F-5E supersonic fighters, the E-99 bundle and the EMB-314 Super Tucano light turboprop attack aircraft turned out to be most effective. Lightweight single-engine turboprop vehicles, strongly resembling fighters from the Second World War, have proven themselves to be successful in intercepting light aircraft carrying drugs (for more information, see: "Toucan Class").
The Brazilian EMB-145AEW & C with the Swedish radio-technical complex is popular in the world arms market. The key to success is the combination of the good characteristics of the RTK with the low cost of the aircraft platform. So, India for the first three aircraft EMB-145AEW & C paid the company "Embraer" in 2008 $ 300 million, which is much cheaper than the Israeli G550 CAEW.
Satellite image of Google Earth: aircraft EMB-145AEW & C at Bangalore airbase
However, it is worth recognizing that the Israeli aircraft is equipped with more advanced electronic reconnaissance and electronic warfare equipment. In total, India has ordered five EMB-145AEW & C. The first plane flew to Bangalore Air Base in August 2012. Unlike the Brazilian E-99s, the aircraft intended for the Indian Air Force have a satellite data transmission system, new RTR and EW stations.
EMB-145AEW & C Indian Air Force at Bangalore Air Force Base
EMB-145AEW & C also purchased Mexico (1 aircraft) and Greece (4 aircraft). Mexico placed the order in 2001, even before the start of deliveries to the Brazilian Air Force. After the commissioning of the Brazilian-made AWACS aircraft in Mexico, the Hokai purchased in Israel were dismissed. But the replacement is not equivalent, after all, one jet plane cannot replace three turboprop ones. The main field of activity of AWACS aircraft of the Mexican Air Force is the suppression of illegal drug trafficking. The Greek Air Force received the first aircraft at the end of 2003, but the development of new technology was difficult and all EMB-145AEW & C reached operational readiness only in 2008.
Also, as part of the program to protect the Amazon in the middle of the 90's, work began on a radar reconnaissance aircraft on the Embraer ERJ-145 platform. In addition to controlling the air situation, the federal government wanted to have an idea about what was happening in hard-to-reach territories. For this, an aircraft with a radar for remote sensing of the earth’s surface was also needed, also equipped with a wide range of day and night cameras and infrared sensors.
The competition for equipping the aircraft with the original designation EMB 145 RS / AGS (English Remote Sensing / Airborne Ground Surveillance - Remote Sensing / Onboard Ground Surveillance) won a consortium led by the American corporation Raytheon. The cockpit avionics was supplied by the American company Honeywell Aerospace. The five liquid crystal displays display basic information about the main flight parameters and the state of the onboard aircraft systems. Similar equipment is also used on Bombardier Global Express and Gulfstream G500 / G550 airplanes, which are competitors of Embraer ERJ-145 in the placement of radar detection systems.
Cockpit of R-99 aircraft
The on-board equipment includes a synthetic aperture radar, AN / AAQ-26 thermal imaging cameras, electron-optical observation systems, multispectral scanners, radio interception and direction finding equipment. The combined system of viewing the earth and water surface allows you to record a variety of moving or stationary objects day and night, whether cars or boats, low-flying aircraft, various kinds of buildings and structures. It is reported that it was repeatedly possible to detect illegal logging of valuable wood and illegal mines, sheltered under the canopy of trees. All collected information can be transmitted in real time to ground command posts. For more detailed analysis, data is accumulated on removable recording devices.
EMB-145 MULTI INTEL
In order to increase the export potential of the aircraft received the designation EMB-145 MULTI INTEL, in Brazil, the aircraft is known as R-99. Operation of the first machine began in the 2004 year, the Brazilian air force of all received three aircraft remote control of the earth's surface. The cost of one R-99 is about $ 60 million.
According to information provided by Embraer representatives, the R-99 aircraft involved in the SIVAM program, during the first phase of operation, flew 2600 hours in one year, demonstrating high efficiency. Thanks to the information obtained during the patrol, numerous episodes of criminal activity were revealed, dozens of illegal logging were stopped, several illegal mines were eliminated, and smuggler camps were destroyed. Tens of kilograms of cocaine, hundreds of kilograms of explosives and a lot of illegal small arms were seized. weapons. During several operations under the general name "Agatha", about 1500 people were arrested.
Spain
Presented in 2011 at the aerospace show at Le Bourget, the DRLO and CASA C-295 AEW aircraft are not strictly Spanish design, but since it was built at the Airbus Military in Seville, it can be formally considered Spanish. According to the management of Airbus Military, the combination of simple and reliable military transport C-295 and advanced radio engineering complex is the best option to meet the growing demand for “tactical” aircraft of the radar patrol.
C-295 AEW
Initially, the aircraft was supposed to be equipped with an Ericsson PS-890 Erieye radar, but in this case the aircraft would not have any particular advantages over the Brazilian EMB-145AEW & C and the Swedish Saab 340 AEW & C and Saab 2000 AEW & C, which, of course, could reduce the export potential. In addition, a radar with a non-rotating antenna in a "log" fairing has "dead" zones in the nose and tail of the aircraft. As a result, the developers settled on a radio engineering complex proposed by the Israeli ELTA. This equipment is somewhat more expensive than the Swedish RTK, but it also has significantly greater capabilities. The radar for the C-295 AEW is based on the EL / M-2075 Phalcon, but the AFAR radar antenna is installed in a rotating disc-shaped radome. The same principle of antenna placement is used on the Sino-Pakistani AWACS ZDK-03 aircraft. This unusual solution eliminates the inherent disadvantages of fixed antenna radars. The radar has two modes of operation: circular, providing 360-degree viewing in standby mode, and concentrated search in the 120-degree sector with high resolution. In the all-round mode, the detection range of a fighter-type target must be at least 450 km.
The "budget" aircraft ARLO C-295 AEW in their characteristics had to surpass all competitors in its class. This was supposed to be achieved through the use of Israeli-made advanced avionics. According to advertising data, it is planned to install multichannel satellite and radio link equipment for broadcasting radar data, the latest radio intelligence stations and EW. To ensure the possibility of acting as an air command post on board, a combat information system based on powerful computers and a large screen to display all tactical information are provided. In addition to guiding the actions of its aviation and air defense forces, a promising early warning aircraft can be involved in anti-ship operations and the search for submarine periscopes. And also to solve the tasks of search and rescue in distress at sea.
Against the background of other aircraft of its class, the flight data of the C-295 AEW looks quite decent. Aircraft with a maximum take-off weight of 23200 kg can be on patrol for at least 8 hours. Speed patrol 485 km / h, maximum - 560 km / h. There may be 10 people on board, including 7 RTK operators and control officers. The closest twin-engine turboprop analogue of the promising Spanish-Israeli DRLO and U aircraft can be considered the E-2D Hawkeye. With almost the same take-off weight and close speed characteristics, C-295 AEW has more time in the air due to more capacious fuel tanks, and significant internal volumes allow to provide more space for operators and equipment. But, despite promising prospects, the future of the C-295 AEW is uncertain. At the moment, built only one prototype, which is heavily advertised in the aerospace showrooms. The intention to acquire 2-3 airborne early warning aircraft expressed Poland, has already purchased 17 military transport C-295M. But in order for production to become profitable, an order is needed for at least 8 machines, which is not yet foreseen.
Another promising project is the heavy "strategic" DRLO aircraft based on the four-engine turboprop military transport aircraft Airbus A400M produced by the European consortium Airbus Military. In terms of fuel efficiency, if used as a platform for installing RTK equipment, this car could be a serious competitor to American AEW and U aircraft based on Boeing 707, Boeing 737 and Boeing 767. This is especially true given the fact that the AWACS airplanes of the joint command of NATO, the French and British Air Forces, built in 80-s, are close to completing their life cycle. However, there is no doubt that the "American allies" will do everything to impose their own aircraft production equipment.
Iraq / Iran
During the Iran-Iraq war, the Iraqi Air Force experienced an acute need for an early-warning and control aircraft. In the course of protracted bloody battles in the desert terrain, the radar stations located near the front line were too vulnerable. The Iraqi command wanted to ensure that the Iranian "Phantoms" could not break through to strategic facilities. This could have been done with the help of the available MiG-25P interceptors, but they needed external guidance and target designation, and ground-based radars could not always detect low-altitude targets in a timely manner. At the same time, the operations of attack aircraft operating against Iranian tankers and oil platforms required real-time coordination.
Despite the fact that Iraq managed to get modern weapons from both Western countries and the USSR at the same time, Saddam Hussein failed to acquire Hokai or Sentry in the United States. And in the USSR, the DRLO A-50 aircraft was adopted only in the 1984 year, and the delivery of the machine with the newest at that time RTK Bumblebee could not be discussed. In this situation, the Iraqi leadership decided to independently create a DRLO and U aircraft based on the Il-76M military transport, installing a TRS-2105 radar on it. Before the invasion of Kuwait, with the help of French specialists in Iraq, it was possible to launch licensed production of TRS-2100 and TRS-2105 radars. In total, Iraq received up to 1991 from Thompson-CSF and assembled more than 40 radars at its own facilities.
The Iraqis went their own way, crossing the French TRS-2105 radar and the Soviet Il-76MD radar. Since the installation of a radar antenna over the fuselage required a rather serious alteration of the aircraft design, the Iraqis created a rare freak by placing the antenna in place of the cargo ramp. This car received the designation Baghdad-1.
Baghdad-1
The first Iraqi DRLO aircraft did not shine with high performance. The detection range of the TRS-2105 radar located on the earth’s surface was within 100 km. The Iraqi version of the Salahuddin G station with the antenna turned down was installed on the plane. Data on the characteristics of the RTK Baghdad-1 are inconsistent, but the detection range of 120 km is most often indicated. To understand how Iraqi improvisation was inferior to the Soviet А-50, we can remind that the Bumblebee radar could see the fighter against the background of the underlying surface at a distance of up to 250 km, and the detection range of large high-altitude targets reached 600 km. In fact, the first Iraqi DRLO aircraft was made of what was at hand, and was a handicraft surrogate. Naturally, there was no talk of creating a fully-equipped radio engineering complex. On the Baghdad-1 plane there was no equipment for the automated transmission of the radar picture, and the notification was carried out exclusively by voice over the radio. There was the possibility of data transmission over 10 VHF and 2 HF communication channels. In addition, a radar mounted in the tail section could control the space in a very limited sector behind and on the side of the aircraft. There were unresolved questions of the biological protection of the crew from high-frequency radiation and powerful electromagnetic fields, and the compatibility of communications and radar equipment. Naturally, all this could not satisfy the Iraqi military, and at the very end of the 80's, the following model Baghdad-2 appeared. Later, the aircraft was renamed Adnan-2, in honor of the deceased Iraqi general.
Adnan-2
On this machine, a modified TRS-2105 radar antenna (Tiger-G) was mounted on a console in a rotating disk fairing. The aircraft also received a radar exposure warning system and a jamming station. A number of sources state that this equipment was borrowed from Tu-22 bombers. The on-board equipment Adnan-2 also included equipment manufactured by Marconi, Rockwell-Collins and Selenia. It is not known whether the Soviet Union provided any assistance in designing, but outwardly the plane looked like an A-50. However, in terms of the composition of the equipment and capabilities of the RTC, the Iraqi aircraft was much inferior to the Soviet DRLO and U complex. At the same time, compared with the Baghdad-1 aircraft, this was a serious step forward. Unlike the first option, Adnan-2 was of real combat value, the range of detection of air targets of the MiG-21 class was able to reach 190 km. In theory, the Tiger-G radar adapted for installation on the DRLO plane could see high-altitude targets at a distance of up to 350 km, but during test flights it turned out that when turned on at full power, the radar equipment began to unacceptably warm up. This adversely affected the reliability of the RTC as a whole, and created intolerable conditions for operators. To remedy the situation, an outboard air cooling system was installed, and air conditioning ducts were extended to operators' workplaces. However, after that, with the RTK on, the aircraft was hot on board the aircraft.
Iraqis were very proud of their own radar patrol aircraft and repeatedly demonstrated it to foreign representatives. Saddam Hussein sanctioned the construction of eight cars, but a country exhausted by the war could not afford to purchase additional IL-76MD. In total, up to 1991, Iraq managed to create an 4 DRLO aircraft. One 23 car of January 1991 was destroyed at the Al Taqaddum airbase during an air raid of the anti-Iraqi coalition during Storm in the Desert, and the rest fleeing to destruction, flew to Iran.
In the Islamic Republic of Iran, about a third of the Iraqi Air Force turned out to be in 1991, and the Iranians decided that it would be fair to leave the Iraqi aircraft as a reparation in their possession. After the inventory, in the middle of the 90-x, a significant part of the former Iraqi combat aircraft was commissioned in Iran, including the DRLO. But apparently, Iranian specialists for a long time could not deal with complex radio equipment and the aircraft were idle on the ground.
Only about 10 years later, foreign observers began to record regular flights of Baghdad-1 and Adnan-2 aircraft. In the period from 2004 to 2009, they were seen several times a year. It is not easy to distinguish Baghdad-1 with a radar antenna in a cargo ramp from a conventional cargo IL-76MD in satellite images, but the Adnan-2 aircraft with a round antenna in the upper part of the fuselage is identified without error.
Satellite image Google Earth: Aircraft AWAC Adnan-2 at the Iranian air base Shiraz
The Iranians gave Baghdad-1 and Adnan-2 one by one. At the same time, Iraqi radars remained on the aircraft, but most of the information display, navigation and communications equipment was replaced. According to rumors, another Adnan-2 is being refitted in one of the large hangars at a dual-use airfield in Tehran.
Today in Iran there is an urgent need for DRLO and U aircraft. However, in the near future it will hardly be satisfied. In 2009, the only capable DRLO Adnan-2 aircraft was lost during preparation for the air parade as a result of a fighter collision in the air. The crash killed 7 people.
The purchase of airborne radar patrols in the People's Republic of China can be a quickly implemented option for Iran, and this is quite realizable given the close military-technical cooperation between the two countries. Another direction is the creation of a "tactical DRLO aircraft" based on the Ukrainian An-140. At the end of 1995, the Iranian aircraft building company HESA and ANTK. OK. Antonov ”signed an agreement on joint production, design and transfer of manufacturing technology of the An-140 transport plane. The contract provided for the joint production of X-NUMX planes An-80. In February, the 140 began testing the first An-2001, assembled in Isfahan.
DRLO aircraft model presented by HESA
The Iranian side announced plans to create on the basis of the twin-engine turboprop An-140, modifications intended for sea patrols and DRLO. However, in the future, the joint project stalled. In 15 years after the signing of the joint production agreement, Iranian company HESA collected all 14 IrAn-140, although, starting from 2010, 12 aircraft were to be delivered annually. Iranian representatives complained about the low quality of components supplied from Ukraine and about two times their appreciation. As a result, the cost of aircraft collected in Iran increased from $ 6,2 million to $ 12 million, as a result of the sharp increase in cost, it became expedient to buy aircraft of this class abroad. At present, six An-140s are in flight operation in Iran, one aircraft crashed, and several more are in the process of being re-equipped or in storage. Thus, in the near future, an airborne radar picket based on the An-140 is unlikely to succeed.
Sweden
Considerable success in creating a budget aircraft radar patrol reached in Sweden. Radar PS-890 Erieye, developed by Ericsson Microwave Systems (now Saab Electronic Systems), became the basis of the RTC of Swedish airborne radar pickets. The development of a compact radar for a light-class DRLO aircraft was initiated by the Swedish Ministry of Defense in the middle of the 80-x. The radar, which was first commissioned in the 1996 year, turned out to be compact enough to be placed on relatively small cargo and passenger aircraft with a take-off weight of 11-15 tons. The weight of the radar antenna unit is only 900 kg. The two-sided antenna AFAR, housed in a "log-like" radome 9 meters long, consists of 192 receiving-transmitting modules. The electronically scanned beam provides viewing space in the 150 ° sector on each side. The disadvantage of the radar is the presence in the front and rear of the aircraft is not viewed sectors 30 ° each. Radar operating in the frequency range 2-4 GHz, has several modes of operation, adapted to specific conditions with different pulse repetition rates and scanning speed. In addition to controlling the airspace, it is possible to search for marine targets, including submarine periscopes.
According to the radar developer company, the instrumental detection range of large high-altitude targets is 450 km. In reality, a fighter flying at medium altitude can be detected at a range of 350-400 km. Ships with a small RCS, at low altitudes against the background of the earth's surface, are recorded at a distance of 180 km The modified versions are capable of operating "on the ground", recording the movements of armored vehicles, transport convoys and trains, which significantly expands the range of capabilities of aircraft equipped with the PS-890 Erieye radar. In addition to the Saab 340 AEW & C and Saab 2000 AEW & C aircraft built in Sweden, the PS-890 Erieye radar is used on the Brazilian EMB-145AEW & C.
S 100B Argus
Initially, the American Fairchild C-26 Metroliner aircraft was used to test the radar. But the main platform for the Erieye radar in Sweden was the Saab 340 twin-engine turboprop aircraft, which received the export designation Saab 340 AEW & C or S 100B Argus in the Swedish Air Force. The first flight of the prototype took place in 1994, and in 1997 two AWACS aircraft were transferred to trial operation.
The Saab 340 AEW & C is based on a passenger turboprop aircraft designed to carry 36 passengers on short-haul routes. Compared to the passenger vehicle, the outer side sections of the AWACS aircraft fuselage were reinforced to support the weight of the antenna. The vertical tail area has increased in order to improve track stability. To increase the duration of the flight, two additional fuel tanks are installed in the stern. In addition to the radar, the Saab 340 AEW & C aircraft has an electronic warfare station, its antenna is located in the tail section. Information is displayed on flat color LCD displays with touch control. An aircraft with a maximum takeoff weight of 13150 kg is capable of staying in the air for 5-6 hours. The maximum speed is 530 km / h, the speed on patrol is 320 km / h. Patrolling altitude from 3000 to 6000 meters. The crew is 7 people, 5 of them are RTK operators.
Saab 340 AEW & C Thai Air Force
To date, it is known about 12 built Swedish-made AWACS turboprop aircraft. In 2016, the Swedish Air Force operated two S 100B Argus turboprop. In July 2006, a contract was signed with Saab to modernize these aircraft. The updated Saab 340 AEW-300 with the Erieye-ER radar were handed over to the military in 2009. Two more Swedish aircraft were converted into an electronic reconnaissance version. The modernized machines received equipment capable of determining the coordinates of sources of radio frequency radiation in the ranges 2 GHz - 7 GHz, 7 GHz - 18 GHz, 28 GHz - 40 GHz. Also on the outer surfaces there are sensors that record the heat trail of anti-aircraft and aircraft missiles and laser irradiation. The aircraft were exported to Pakistan (4 units), Thailand (2 units), UAE (2 units). Greece leased two aircraft, prior to the start of deliveries of the EMB-145AEW & C, equipped with the same radar as the aircraft of the Saab company.
With good characteristics of the surveillance radar and a relatively low cost, the disadvantages of the Saab 340 AEW & C aircraft include a short time in the air, the absence of a refueling system and a small internal volume, which does not allow placing an extended composition of equipment on board. In particular, the limited capabilities of the data transmission equipment were criticized. In order to eliminate these shortcomings and increase the export potential, on the basis of the Saab 2000 turboprop, an AWACS and U aircraft were created with an updated radio-technical complex. It is reported that along with the Swedish radar PS-890 Erieye, reconnaissance equipment manufactured by the American corporation Raytheon was installed on the aircraft. The Saab 2000 is a further development of the Saab 340, which has a longer fuselage and more powerful engines than the original version. By increasing the capacity of the tanks and fuel efficiency, the range and duration of the flight have significantly increased. And the elongated fuselage and engines with 3096-bladed propellers with a capacity of 625 kW contributed to an increase in the maximum speed to 23000 km / h. At the same time, the maximum take-off weight increased to 9400 kg, and the ceiling to 5900 meters. The payload is 7 kg, and the patrol can last XNUMX hours.
Pakistani Saab 2000 AEW & C at Farnborough Airshow 2008
So far Pakistan is the only buyer of the Saab 2000 AEW & C. History Pakistani aircraft AWACS is very dramatic. Pakistan desperately needed airspace control on the border with India and Afghanistan, but in the 90s, the Pakistani leadership's attempts to acquire radar patrol aircraft abroad ended in failure. For political reasons, the Americans refused to sell the E-2C. At the same time, shipments from Sweden were hampered by restrictions imposed by human rights violations in Pakistan. Disagreements on this issue were resolved in 2006, and the parties signed a contract worth $ 250 million, providing for the supply of 4 radar patrol aircraft. The practical implementation of the contract began in 2009, after the financial side of the case was settled. According to unofficial information, Saudi Arabia was the sponsor of the deal. However, in August 2012, it became known that during an attack by Islamists on the Kamr airbase, located 110 km north-west of Islamabad, one AWACS aircraft was destroyed and another one received damage to the nose. Subsequently, the damaged Saab 2000 AEW & C was sent to Sweden to the Linkoping plant for refurbishment.
The cycle dedicated to DRLO aviation is over, the author is grateful to all readers who have the strength and courage to read at least something from this very long drawn-out series consisting of 17 parts. Special thanks to those who supported me positively, appreciating this work, and thanks to whom I brought it to the end. I would like to express special gratitude to my personal editor, known in the Military Review as zyablik.olga.
Based on:
http://www.airforce-technology.com/projects/emb
https://gerardo009.wordpress.com/2013/01/09/flaps-aviation-aviacion-luftfahrt-aviazione-airbus-military-completes-c-295-aew-and-control/
http://www.freerepublic.com/focus/f-news/691311/posts
https://www.forecastinternational.com/archive/disp_old_pdf.cfm?ARC_ID=894
http://saab.com/air/airborne-solutions/airborne-surveillance/saab-2000-erieye-aewc/
http://www.globalsecurity.org/military/world/europe/erieye.htm
Information