Brief Description of Potential Upgrades to Mig-29 FAP
Radar: The Mig-29 FAP Weapon system may upgrade its radar to N019M1 variant. first, a description of the original radar as provided by overscan, the Secret Projects Forum Team Administrator.
N019 / Rubin / RPLK-29 / S-29 / Sapfir-29
NATO: “Slot Back”
OKB: Phazotron NIIR
Based on the work undertaken by NPO Istok on the experimental Soyuz radar program, Phazotron NIIR were tasked in the mid 70s with producing a modern radar for the MiG-29. Originally intended to have a planar array antenna and digital signal processing, and a range of at least 100km against a fighter target, it soon became clear that this would not be achievable, at least not in a radar that would fit in the MiG-29’s nose.
Phazotron NIIR reverted to a version of the twist cassegrain antenna used successfully on the Sapfir-23ML, and analogue signal processor technologies similar to their earlier designs, with a NII Argon- designed Ts100 digital computer.
The N019 radar weighs around 385kg in total. It is a pulse-doppler radar operating in X band around 3cm wavelength. It uses three basic operating regimes. High PRF radar mode for optimal detection of closing targets, medium PRF mode for optimal detection of receding targets, and an interleaved high/medium PRF mode for all aspect detection. It uses a guard channel for sidelobe suppression. SARH Illumination and main channels use different frequencies within the X band, and are multiplexed in time. Individual aircraft can be preset on the ground to different frequencies to avoid mutual interference during group operations.
Scanning cycle times are 2.5-5 seconds depending on mode.
Beam width is 3.5º, which determines the minimum separation of two targets in azimuth.
The radar beam is stabilised up to 120º in roll and +40º/-30º in pitch.
N019 is a hybrid analogue/digital design, with an NII Argon Ts100 digital processing unit. The Ts100 processor can achieve 170,000 operations per second, has 8K RAM and 136k ROM, and is built using medium scale integration ICs.
It is based on the proprietary POISK architecture developed at NII Argon, which allows adapting of the instruction set to control system functions, by expanding the basic instruction set with microcodes inherent in specific tasks. Compared to machines using the same elements but a generic instruction set (e.g. the ES EVM architecture Argon-15A of the MiG-31) processing capability was enhanced by 1.5 to 2.5 times and the code 3 to 5 times more compact, making Ts100 much cheaper to produce. The Ts100 computer weighs 32 kg.
Radar Modes (Description from N-019EB export variant manual)
Radar scan limits in azimuth: ±65º
Radar scan limits in elevation: +56º, -36º
Mode “V” (Vstryehchya) : Encounter
Encounter mode is the main search mode used in interception, as it gives the longest detection ranges and the least false returns.
It uses a High PRF mode which can detect closing targets only in the velocity range of 230 - 2500km/h at altitudes from 30m to 23,000m. The display is calibrated to a maximum range of 150km.
Target can be up to 10,000m above or 6,000m below the host aircraft’s own altitude.
A typical 3 sq m RCS fighter target can be detected at 50-70 km and tracked at 40-60 km. If the target is flying below 3,000m reduces the detection range to 40-70 km and tracking range to 30-60km.
Two basic scan patterns are used.
When the system is under direct GCI control via datalink, a 6 bar elevation raster scan is used. This scan covers a sector of 40° in azimuth at ranges up to 30km, 30° at ranges of 30-55 km, and 20° above 55km within the scan limits given above. The distance to target and other useful information is supplied by GCI command, and the direction of the scan is automatically cued by CGI command towards the desired target.
When the system is not under direct GCI control via datalink, a 4 bar raster scan mode is used to acquire a target manually. This mode scans a constant 50° in azimuth, with the pilot controlling the direction of the scan. It is expected that the rough direction to the target will be given by ground control via voice commands.
There is no scan pattern for full azimuth range scanning. The 130º scan area is divided into 3 sectors. Left sector is -65º to -15º, centre sector covers -25º to +25º, right sector from +15º to +65º, giving overlapping coverage of the full 130º scan limits. Individual targets can be resolved providing they are separated in azimuth and 5-6km in range. Range measuring error of a single target can be as high as 8km, which should be recalled when comparing measured target range with that supplied by GCI controller.
Minimum measurable range in this mode is 5km.
Lockon and transition to tracking mode takes 2 to 7 seconds in Encounter mode.
Note that in Encounter mode, a target that changes direction to a tail-on engagement may be be lost even when in tracking mode, if it is no longer closing.
Mode “D” (Dogon): Pursuit
A medium PRF mode usable for both headon and tailchase engagements. In practise it is used only when necessary, as it is prone to displaying false targets from ground clutter especially at low altitudes. Marsh land, marshy forests and flood plains give greatest clutter problems. When multiple false returns are present, the pilot should compare visible targets with the calculated target range supplied by datalink from GCI controller to determine the correct target.
Display is calibrated to a maximum range of 50km.
Detects targets from 30 m to 23,000 m altitude receding at speeds of 210 - 2200 km/h.
Target can be up to 10,000m above or 6,000m below.
Range against a typical 3 sq m RCS fighter target is 25-35km search and 20-35km tracking when host aircraft is flying above 3000m. When flying from 1000m to 3000m altitude, range is reduced to 20-35km search and 18-35km track. When flying at 500-1000m achievable range is just 15-30km search and 13-25km tracking.
When target range is below 20km, scan coverage is 40º in azimuth, 16.5º in elevation.
If target range is above 20km, scan coverage is 30º in azimuth, 13.5º in elevation.
Individual targets can be resolved providing they are separated 3-4km in range in Pursuit mode.
Errors in range measurement can be as high as 8km, but there is no minimum range.
Lockon and transition to tracking mode takes 1-4 seconds in Pursuit mode.
When “Cooperation” mode is selected, the radar is automatically switched to an equivalent mode to pursuit, scanning with the IRST.
Mode “SP” (Svobodnoye Prostranstvo) Free Search
According to Russian pilots this mode was only found on early production Russian MiG-29s. It was a search mode, and was removed on later production batches. It was not present on any export MiG-29s. The name suggests it might have been a non-lookdown mode, but this is speculation.
Mode “AVT” (Aootomaht) Automatic
Automatic mode uses a mixture of High and Medium PRF to give optimal all aspect detection. Each line of the scan is alternated between high and medium PRF, unless range is under 10km when only medium PRF is used.
It generates a display calibrated to a maximum range of 100km. Targets can be theoretically detected at similar ranges to Encounter and Pursuit modes according to targets direction of movement..
In Automatic mode tracking of a target should continue regardless of target direction provided rate of closure/opening is sufficiently high.
It is considered by pilots to be quite problematic, overloading the data computer and generating numerous false returns. It is primarily intended for use when lacking information from the ground station concerning the target’s direction.
Track-while-flyby submode is not available in AVT mode. AVT mode provides the same functionality automatically.
“SNP” (Soprovazhdenie Na Prokhode) Track-While-Flyby mode
Track-While-Flyby submode can be set in Encounter or Pursuit modes only.
Track-while-flyby mode allows the simultaneous tracking of up to 10 targets, measuring their angular position, range and rate of closure. The target with the highest rate of closure/range ratio is designated the most dangerous, and automatically marked on the display. The pilot can override the automatic selection if he decides on another target. After switching to track-while-flyby mode it is not clear if the radar continues volume scanning, and it may be that only the (up to 10) tracked targets are followed. Track-while-flyby mode will automatically follow the target marked most dangerous (automatically or by pilot override) in elevation, within the elevation limits of the radar, without pilot intervention.
The TSVM computer calculates missile launch parameters for the most dangerous target. As the range to target approaches the calculated maximum missile launch range, the radar will stop scanning for targets and transition to an 8º by 40º box pattern scan in the direction of the designated target. If the target is located, the radar will transition to single target tracking mode, and all other contacts are discarded. If no target is found within 3 cycles, the radar returns to scanning mode.
Track-while-flyby mode is intended to allow missile launch at maximum range with minimal warning to the target, by switching to true single target tracking mode as late as possible.
Mode “BL BOY” (Bleezhniy Boy) Close Combat
Close Combat mode overrides all other modes. It uses a + 37º/ -13º fixed directly ahead vertical scan that is 6º wide (2 scan lines) with a 2.5 sec scan cycle and provides semiautomatic target acquisition. The closest target present in the scan area will be locked when pressing the lockon button without having to designate it.
Close Combat mode can lockon from 450 m to 10km in range, and track a locked on target down to 250m.
It is not slewable, but fixed straight ahead only. Targets can be tracked in a closure rate range from +300 meters/second to -500 meters/second including co-speed targets.
Lockon and transition to tracking mode takes 1-2 seconds in Close Combat mode.
N019 is the USSR standard model.
N019EA is the version supplied to Warsaw Pact countries. Lacks “SP” mode.
N019EB is an export variant for general export. More downgraded. Less capable TS100.02.06 digital processor. Also lacks “SP” mode.
N019M is an updated version, developed as a response to the compromise of the N-019 radar by a US spy. Tested from 1986, it entered limited production in 1991. Slightly lighter than the N-019 at 350kg. N019 has increased ECM resistance, new software, and a more advanced built-in monitoring system. A new Ts101M computer relieves the processor overload problems of the N019, more than doubling capacity to 400,000 operations per second whilst weighing less, just 19kg, and with doubled MTBF of 1000h compared to the 500h of the Ts100. N019M allows two targets to be engaged by active radar homing missiles simultaneously. Range increased slightly to 80km. Originally intended to be fitted to the existing MiG-29 fleet as an upgrade, about 22 aircraft with N019M are thought to have entered service with the VVS.
N019ME Topaz Export version of Topaz, slightly downgraded. All Indian MiG-29s have been upgraded to this standard.
N019MP is a further modified radar proposed by Phazotron for the MiG-29SMT program. It used a Baguet series processor. The maximum range remained the about the same, but the radar could detect 20 targets simultaneously, track four, and engage two. The radar had also basic air-to-ground functions, like ground mapping mode, acquisition and engagement of sea targets with radar homing missiles, and ground targets with unguided weaponry under any weather conditions, day and night. The NO19MP could generate maps of 15×15, 24×24, 50×50 or 77×77km with a resolution of 15m. Radar imagery could be transmitted via datalink to GCI centres or A-50 AWACS aircraft. Targets visible on the radar map could be designated by the pilot(using a joystick) or ground controller, and used to cue TV-guided missile seekers, whose higher resolution imagery can then be displayed or transmitted to the GCI or A-50 controller as well. Performance against slow flying helicopters was improved as well as resistance to jamming. Uses Doppler beam sharpening techniques. Now superceded by N019M1.
N019M1 This latest radar upgrade proposal from Phazotron retains the antenna and transmitter block assemblies but replaces pretty much all the rest of the radar. It introduces new fully programmable digital processing, giving 30-50% greater range in air-to-air search and track. Improved track-while-scan mode, with the ability to continue volume search for new targets while tracking 10. 4 targets can engaged at once with R-77 missiles. 4 different close combat modes are available. Has raid assessment mode, and target class recognition. Air to surface modes include Real beam, DBS, SAR (5×5m), and moving target detection. Can handoff target data to the Kh-31A/Kh-35A anti-shipping missiles. Allows target handoff to TV guided weapons. Collision alarm system. It is being touted as a low cost upgrade for existing MiG-29 operators.
The contract signed with Russia will very likely standardize the use of the R-77 BVR Missile on all of the Mig-29 FAP. Remains to be seen, however, the extent of upgrade to be pursued onto the 2 double seaters.
Information and photos about the R-77 missile here.
Another key feature of the MiG-29SMT that may be included in the Mig-29 FAP is the introduction of an open architecture MilStd 1553B digital avionics suite. An additional synthetic-aperture ground-mapping facility was integrated in the further upgraded multimode N019M1 TOPAZ radar in the first SMT-1 installation, for enhanced multi-role capability. Apart from ground or sea target surveillance, this allowed the use of missiles with active radar seekers, such as the anti-ship Zvezda Kh-31A (AS-17 KRYPTON) and Kh– 35U (AS-20 KAYAK), plus the Kh-31P antiradar missile (ARM) with a passive seeker.
Initial flight development from November 29, 1997, of the new BTsK-29 digital avionics suite, with advanced high-level computer and multiplex data traffic channels, plus INS/GPS and HOTAS, in a modified MiG-29SD (sln 331), marked a major advance in Russian technology. Electronic flight instrumentation, which also resulted in weight savings of some 600kg, included two new Russkaya Avionika 15.24 x 20.32cm MFI-68 multi-function colour liquid-crystal displays and up-front control panels, developed in a co-operative programme with Sextant Avionique in France, which had designed the basic units. These were backed by three smaller (8.3 x 7.62cm) side-mounted monochrome MFDs, and an Elektroavtomatika St. Petersburg head-up display. This aircraft was then fitted with a dummy extended rear fuselage hump, and reappeared as s/n 405, to resume its avionics development flight trials from April 22, 1998. MiG-29SMT cockpit upgrades include two multi-function flat-panel displays by Russkaya Avionika, and an additional monocrome LCD.
Digital Cockpit for the Mig-29 FAP system may very well be a simplified version of said glass cockpit, with two LCDs as main components.
Another FULCRUM-A (s/n 357), completed service trials of the SMT’s semi-retractable air refuelling probe in the same period. A fully modified MiG-29SMT (Type 9-17) prototype, appropriately serialled 917, with the extended upper fuselage and a upgraded avionics installation, then started flight development on July 14, 1998. It was also exhibited at the September 1998 Farnborough Air Show, although with no air-refuelling probe. A refuelling probe would extend the range of the Mig-29 FAP - a tactical air-superiority fighter jet after all - considerably.
Phazotron-Ukraine are offering a UM522 low noise reciever to replace the NO19-09 UHF receiver. This low cost drop-in replacement part increases range 10-20%.
Another option within the upgrade may be life extension and simplified maintenance techniques, designed to increase airframe fatigue life to 6,000 flying hours and a complete overhaul of the MiG-29 Klimov RD-33 turbofans, that may include strengthen and/or replacement of compressor drums, seals and bearings, which in addition to longer service life also offer improved reliability and lower maintenance costs.
The first production standard MiG-29SMT– 1 (s/n 01), appeared at Moscow’s Zhukovsky air show in August 1999, alongside some of its new Russian weapons. Its extensive modifications were also offered as an upgrade for earlier series MiG-29s, although MiG officials said that the major fuselage modifications required for these installations were most easily done during production. They could be retrofitted to meet specific requirements - which is likely the case of FAP - of export customers with the required industrial capability.
Sources:
1/ Secret Projects
2/ Pakistani Defence Forum
3/ Aeronautics.ru
4/ Bharat Rakshak
<---end of quote--->
related article:
Mig 29 better than F-16 ?
Topic started on 12-4-2004 @ 11:59 PM by Stealth Spy
Both the F-16 and the MiG-29 were designed to correct mistakes and shortcomings of previous aircraft. With the USAF it was the low kill ratios over Vietnam as well as the lack of complete air superiority over the battle field a feat that was achieved with great success both over the battlefield’s of Europe and Korea where the US Army was able to operate under little threat of air attack. With the Russians they wanted an aircraft that would perform the same roles as the MiG-25 and the Su-27 but at a shorter range. As well as an aircraft that for the first time could match Western fighters in ACM, while maintaining the ability to operate as an interceptor. Thus the MiG-29 became a smaller and shorter range F-15 while the F-16 became a larger and longer range F-5. Both teams designed craft that were cleared to operations of 9g and made use of wing-body blending to increase internal volume , reduce weight and improve maneuverability. They both located the intakes close to structures to reduce the AoA (angle of attack) sensed at the face of the intake/s thus increasing the AoA that the aircraft could take in comparison to other aircraft of their day. With the F-16A the AoA limit is 25deg where as the MiG-29 has been cleared of an AoA of up to 45deg.
One of the major differences was in the engine arrangement with the General Dynamics team choosing a single P&W F100 this gave commonality with the F-15 and lower fuel consumption. In contrast the Mikoyan team choose a twin arrangement of the RD-33 with no thought give to using the Saturn/Lyulka AL-31F as used in the Su-27. The reasoning being that the use of two engines gave the aircraft greater survivability as the MiG-23/27’s suffered a greater attrition ratio then the MiG-25. With the intakes the GD team adopted a fixed geometry intake as high mach number capability was not required for the role that the F-16 was to fill, while the requirement for a dash speed of mach 2.3+ led Mikoyan to adopt a two dimensional , four shock , variable geometry intake with one fixed ramp and two moving ramps.
In regard to FOD (foreign object damage) the GD team took the position that FOD would not be a problem as the F-16 would operate form swept, paved runways. Where as the Russians felt that a rough field capability was an important capability and as such devised two movable ramps over the intakes to prevent FOD while on the ground or at low speed at low level. When the intakes are closed the engines breath via auxiliary intakes on the upper surface of the wing. The F-16 has incorporated a number of features that are intended to enhance combat effectiveness. The pilot’s seat is inclined at 30deg rather than the normal 13deg , he also has a side stick controller which allows the pilots arm to be supported this has not met with universal approval as some pilots prefer to be able to fly with either hand. The F-16 also for the first time incorporated a Fly-By-Wire flight control system, this allowed the aircraft to be made inherently unstable and would greatly improve maneuverability in air-combat. While the MiG introduced the first HMS (helmet-mounted sight) and IRST (infra-red search and track) sensor with a laser range finder for passive attacks and missile engagements up to 45deg off-borsight but maintained a conventional flight control system and achieved high maneuverability mainly due advanced aerodynamics. i.e. The tail of the MiG-29 is said to have been positioned to take advantage of the four vortices by the wing and fuselage.
In combat provided that the MiG-29’s 7.5g above 0.85 mach can be avoided it should beat any F-16 due to its BVR capability , higher thrust/weight ratio and lower wing loading. While in recent exercises between USAF F-16 and German MiG-29A’s showed that in ACM the greatest advantage the MiG-29 had was it’s helmet mounted sight coupled with the AA-11 Archer which gives it a kill zone greater than any aircraft serving. F-16 pilots found that any aircraft within 45deg’s of the nose of a MiG-29 was always under grave threat. The ability to target aircraft well of boresight has proved to be such a success that helmet mounted sights have become requirements on any new fighter program.
While both aircraft have short-commings those of the MiG-29 have effectively been solved with newer versions ( MiG-29 S/M/K and MiG-33 ) which have increased the fuel capacity of the MiG as well as adding an in-flight refueling system. The number of hard points has also been increased by two and the max warload has been doubled, along with the inclusion of a fly-by-wire flight control system and a new radar that allowed two targets to be engaged simultaneously with the new AA-12 Adder active radar missile as well as full clearance for flight at 9 g’s . Most of these upgrades have been offered to current users of the MiG-29 with the Russian and Indian airforces conducting some upgrades. The F-16 by comparison has had few of it’s problems solved in the past few years. One of it’s greatest drawbacks the lack of a BVR capability was solved with the clearance of the AMRAAM for use on the F-16 but the second major problem of insufficient wing area on the F-16C has never been solved.
