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Director, Operational Test & Evaluation |
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| FY97 Annual Report | ||
FY97 Annual Report
F/A-18 C/D UPGRADES
| Navy Program Radar Upgrade ACAT II | |
SYSTEM DESCRIPTION & CONTRIBUTION TO JOINT VISION 2010
The F/A-18 Hornet is a twin-engine (F404-GE400), carrier-based aircraft being employed in Navy strike fighter squadrons and Marine fighter attack squadrons. When operating from forward deployed aircraft carriers or expeditionary airfields, the Hornet is a key aspect of the dominant maneuver pillar of Joint vision 2010. Equipped with Forward Looking Infrared (FLIR) and LASER Target Designator/Ranger (LDT/R) systems, the F-18C/D is capable of delivering a wide variety of precision weapons, contributing to the Joint Vision of precision engagement. It has an internally mounted M-61 (20 mm) gun and carries the Sparrow, Sidewinder, and Advanced Medium-Range Air-to-Air Missile (AMRAAM) missiles in the air-to-air role and various air-to-ground weapons in the strike role. The aircraft incorporates a digital flight control system, multiplexed digital avionics and weapons control system, and either the APG-65 radar, or, in aircraft with the Radar Upgrade (RUG), the APG-73. The F/A-18B and F/A-18D are the two-seat variants of the F/A-18A and F/A-18C, respectively. These versions are primarily used for training; however, the F/A-18D night attack aircraft is used in USMC tactical squadrons for tactical air controller (airborne), forward air controller (airborne) missions, and is planned to have a tactical reconnaissance role in the future.
Individual Upgrade Descriptions:
Radar Upgrade (RUG): Phase I increased the radar processing speed and memory, and improved receiver sensitivity to increase air-to-air detection range and improve ECCM capabilities (with improved software in OFP-13C). RUG Phase II will provide high resolution ground mapping for recce capability and autonomous targeting for JOSW and JDAM. RUG Phase III, very early in the acquisition process, will be an upgrade to an Advanced Electronically Scanned Array (AESA) antenna and will provide greatly improved ECCM performance, near simultaneous multi-mission capability, and enhanced signature characteristics.
Advanced Targeting Forward Looking Infrared (ATFLIR): The existing AN/AAS-38B FLIR pod has known deficiencies in magnification and resolution resulting in insufficient performance for target location and precise aimpoint selection outside threat envelopes, particularly from higher altitudes. ATFLIR will incorporate "GEN III" sensor technologies intended to maximize air-to-ground targeting performance. Testing will begin in FY99 with MS III and IOC in FY02.
Positive Identification System (PID): A classified program that will provide the Hornet the capability to positively identify airborne targets in order to employ Beyond Visual Range (BVR) air-to-air weapons. Operational testing is scheduled for FY98.
BACKGROUND INFORMATION
The Radar Upgrade (RUG) program is designed primarily to increase the ECCM performance and growth potential of the APG-65 radar and re-designate it the APG-73. The RUG program was approved for full-scale development by the Navy in 1989 as a co-development program with Canada; the memorandum of understanding with Canada placed certain strictures on the RUG program regarding security and technology transfer. This resulted in the conduct of two periods of OT&E for the APG-73: one jointly with Canada in FY94 (OT-IIB), and a separate, US-only OPEVAL (OT-IIC) in FY95-96 to test the U.S.-only features of the APG-73.
Previous OT of RUG Phase I included an OA in 1991, OT-IIA concluded in 1993, and OT-IIB concluded in 1994. All of these early tests resulted in a determination of potentially operationally effective and potentially operationally suitable by COMOPTEVFOR. OT-IIC (OPEVAL), which accumulated 397 flight hours in 297 sorties, including eight successful missile firings, concluded in 1996. The APG-73 RUG Phase I was determined to be operationally effective and operationally suitable with a recommendation for fleet introduction. The Navy approved full rate production of Phase I of the APG-73 in October 1996.
TEST & EVALUATION ACTIVITY
No operational testing was conducted on F-18C/D upgrades in 1997. Program activity consisted of OT early involvement in planning future test events.
TEST & EVALUATION ASSESSMENT
General: The results of previous OT&E of the F/A-18C/D have shown major performance deficiencies, which are common to all previous versions of the F/A-18. These include range and endurance which resulted in a recommendation to either increase the F/A-18 fuel capacity or increase embarked air wing aerial refueling assets. Additionally, the APG-65 failed to meet several classified requirements. Air-to-ground sensor performance with the AN/AAS-38B FLIR pod has been determined to be deficient in terms of image magnification and resolution. Lack of a positive ID system to identify enemy targets was noted as a deficiency during combat operations in Desert Storm.
F/A-18C/D system performance deficiencies are being addressed in the near term by the RUG program, Positive ID program and software upgrades, for which the associated OT&E planning and conduct are adequate. Sensor performance issues with the existing Targeting FLIR are being addressed with the follow-on design of the ATFLIR, intended for both the C/D and the E/F variant of the Hornet. In the longer term, the range, endurance, and payload deficiencies are being addressed by the F/A-18E/F development program.
Radar Upgrade (RUG): OT&E concurs with COMOPTEVFOR's conclusions of operational effectiveness and operational suitability, and recommendation for fleet introduction. OT-IIC testing included a variety of operational environments and was considered adequate. Some classified radar performance parameters were determined to still be deficient; however, RUG Phase I was intended primarily to provided the hardware necessary for future growth of software capabilities to address these deficiencies. RUG phase I does not alter the operational capability of the F/A-18C; therefore, no B-LRIP report was submitted.
The RUG TEMP was approved in September 1995 and covers testing up through Phase II. It needs to be updated to support future testing of RUG Phase III.
ATFLIR: Test planning efforts for this new upgrade program are ongoing. Of note; due to the Navy's desire to achieve IOC with this system in time for the first deployment of the F/A-18E/F, the development effort is time compressed. Product Verification Testing (PVT) is scheduled concurrent with OPEVAL; therefore, the majority of the operational effectiveness testing will be conducted with EMD pods "reconfigured to the production configuration". However, at least one production pod (LRIP 1) will be included as part of the overall OPEVAL. Although not an ideal situation from the OT perspective, DOT&E accepts this agreement and will ensure the EMD pods are "production representative". DOT&E was also instrumental in the inclusion of metrics for testing to air-to-air performance requirements of the ATFLIR established in the ORD.
The ATFLIR TEMP is in draft form. A smooth copy for DOT&E approval is expected in the first quarter FY98. No problems with approval are anticipated.
PID: Specifics of the PID system are classified. No dedicated OT has been conducted to date and future test results will be classified. Anticipate results of testing in the classified version of DOT&E's FY98 Annual Report. Testing to be conducted in FY98 includes the combination of OT and fleet training to including the sharing of test assets. The TEMP is still in draft form; smooth is anticipated early in 1998..
LESSONS LEARNED
Test Design, Conduct, Procedures & Equipment: The RUG Phase I test plan (FY96) included some very challenging and dynamic scenario geometrys that were difficult to achieve. Despite repeated attempts by the Test Director, the precise geometry was never achieved. More care should go into scenario design to make them less complicated, thus easier to replicate exacting geometry.
Test Resources/hardware: RUG Phase I testing was hampered by a lack of test assets and spare parts. Appropriate support must be in place prior to testing to ensure operational suitability can be accurately measured.
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