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Aviation History
1983
1983 - 0058.PDF
Retrofit engine monitor developed SATT is working on an engine data acqui sition unit (DAU) suitable for retrofit, and is proposing a system for the Gripen. The company's basic DAU is standard on the J A 37 fighter Viggen, but in that aircraft it feeds digital data into a tape recorder. The latest version incorporates a random- access memory to store the data electron ically for later retrieval. The DAU's main purpose is to judge when to perform engine overhauls, and to detect irregular behaviour reported by pilots. It is not uncommon for pilots to report in-flight "twitches" which disap pear when the engine is tested later. The DAU provides a record of up to 18 engine parameters, so the exact conditions when irregularities were encountered can be checked. The JA 37 application has seven analogue input channels covering tem peratures, pressures, and rotation speeds. The DAU is already saving money for the Swedish Air Force by minimising unnecessary down-time and helping to extend the time between overhauls, according to SATT. Aircraft readiness for action is also improved. Philips sells ECM to Nato Three Nato or Nato-associated countries are understood to have purchased the Philips Elektronikindustrier BOZ-100 podded chaff and flare dispenser. The Swedish Air Force was the first customer for the high-capacity BOZ-100, which is intended for deep penetration use. As well as chaff, the BOZ-100 can carry infrared flares with up to three burning bodies. Philips is marketing the BOP-100 dis penser for smaller air-superiority air craft, with Gripen, ACA, and export Hawks and MB.339s as potential applica tions. The control unit is combined with a 16k-bit microprocessor which schedules the dispensing of countermeasures according to a threat library which is re programmable on the flight-line. A four- dispenser system weighs 31kg empty, and carries up to 35kg of chaff, infrared, and expendable jammers. For helicopters, Philips has adapted the BOP-300 into the BOH-300. This uses a similar computer/display unit, but is opti mised for the helicopter's low-level and low-speed missions. Chaff and smoke grenades are catered for, and infrared flares and expendable jammers are optional. The BOH-300 weighs 15kg and carries a 10kg load. It can be mounted on the undercarriage struts, fuselage, or weapons pylons. • In the aftermath of the Falklands war, Philips is promoting a combintion of the Philax ship-mounted chaff and flare dis penser and the MEL Matilda radar- warning receiver for ship defence. The combination is in service with "several navies". First Penguin III firing scheduled for this year Scandinavian aerospace industry First firing of the Kongsberg Penguin III air-launched anti-shipping missile is scheduled to take place from an F-16 in the second half of this year. Developed from the ship-launched Penguin II, which has demonstrated an Penguin III has undergone captive flight trials aboard an F-16 88 per cent hit rate, Penguin III will be upgraded to become a true sea skimmer, with a range of up to 40km. Passive infrared terminal homing will be retained, and the Kongsberg inertial mid-course guidance will be refined to en able the fire-and-forget missile to fly a multiplicity of courses via predetermined waypoints. Course changes of between 0° and more than 90° will be possible with the new system—presenting the target with a more confusing situation than Pen guin II, which is limited to 90° turns. Over-land launch at up to 50° off boresight is possible, to provide maximum immunity from ship-based defences for the attacking aircraft. Service entry with the Norwegian Air Force is scheduled for 1987, and Kongs berg says that the new missile should be compatible with any aircraft equipped with INS. "Blind" attacks against targets of known map co-ordinates, including in vasion fleets, will be possible. Penguin II's laser altimeter will be re placed by a radar unit and, unlike its pre decessor, the Mk III will be powered all the way to the target. Kongsberg has retained the concept of using large flying surfaces, shaped for minimum induced-drag rise in the turn. Like Penguin II, it can pull a lOg right- angle turn at Mach 0 • 8. FLIGHT International, 8 January 1983
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