鐵之狂傲

標題: 『每日軍事武器鑑賞』－ EC-18「高級靶場」儀器飛機 [列印本頁]

作者: 克里斯Chris 時間: 07-3-31 00:10
標題: 『每日軍事武器鑑賞』－ EC-18「高級靶場」儀器飛機
EC-18 ARIA

The 452nd Flight Test Squadron at Edwards Air Force Base operates a variety of unique, highly modified C-135 and C-18 aircraft to plan and execute DoD, NASA, and operational flight test programs. Missions supported include worldwide telemetry gathering, international treaty verification, spacecraft launches, ballistic missile defense, electronic combat and vulnerability analysis,

aircraft icing tests, and aerial refueling certification. The 452 FLTS accomplishes its primary mission using the Advanced Range Instrumentation Aircraft (ARIA) and the Cruise Missile Mission Control Aircraft (CMMCA). The Advanced Range Instrumentation Aircraft (ARIA - pronounced Ah-RYE-ah) are EC-135E and EC-18B aircraft used as flexible airborne telemetry data recording and relay stations. These aircraft were designed and developed to supplement land and marine telemetry stations in

support of DOD and NASA space and missile programs. The ARIA have the capability to acquire, track, record, and retransmit telemetry signals, primarily in the S-band (2200-2400 MHz) frequency range. In the early 1960's, the National Aeronautics and Space Administration (NASA) realized that the lunar missions of the Apollo program would require a worldwide network of tracking and telemetry stations, many positioned in remote regions of the world. The Department of Defense (DoD) was also faced with similar considerations for its unmanned orbital and ballistic missile reentry test programs. Since land stations are obviously limited by geographical constraints, and instrumentation ships cannot be moved quickly enough to cover different positions during the same mission, it soon became evident that large gaps in coverage would occur. To fill these gaps, a new concept in tracking stations was developed - a high-speed aircraft containing the necessary instrumentation to assure spacecraft acquisition, tracking, and telemetry data recording. The same aircraft could provide coverage of translunar injection and recovery for NASA's manned space flight operations,

as well as events of interest in the DoD orbital or ballistic missile reentry tests. To implement the concept, NASA and DoD jointly funded the modification of eight C-135 jet transport/cargo aircraft. The Apollo/Range Instrumentation Aircraft (A/RIA), designated EC-135N, became operational in January 1968, having been modified at the basic cost of $4.5 million per aircraft.

作者: 克里斯Chris 時間: 07-3-31 00:10
The Air Force Eastern Test Range (AFETR) was selected to operate and maintain the system in support of the test and evaluation (T&E) community. McDonnell-Douglas Corporation and Bendix Corporation were the contractors for the design, aircraft modification, and testing of the electronic equipment. In December 1975, after 7 years of operation by the Eastern Test Range, the ARIA (redesignated Advanced Range Instrumentation Aircraft following completion of the Apollo program) were transferred to the 4950th Test Wing, Wright-Patterson AFB, Ohio, as part of an Air Force consolidation of large T&E aircraft. The 4950th Test Wing provided test support, personnel, and resources for the operational use of, and modifications and improvement to, the ARIA fleet. After arriving at Wright-Patterson AFB, the ARIA fleet underwent numerous conversions, including re-engining of EC-135N ARIA to EC-135E and the acquisition and conversion of used Boeing 707 commercial airliners to ARIA.

In 1982, the Air Force bought eight used Boeing 707-320C's from American Airlines, modifying the jets to the ARIA configuration and dubbing them EC-18B's. The EC-18B, which is larger than the EC-135N, carries a bigger payload and operates on shorter runways, flew its first mission in January 1986 out of Kenya. In 1994, the ARIA fleet was relocated to Edwards AFB, California, as part of the 452d Flight Test Squadron, in the 412th Test Wing. The current ARIA fleet consists of three EC-135E and three EC-18B aircraft. On 10 February 1998 the annual Force Structure Announcement formalized adjustments to the aircraft fleet at Edwards, which included the loss of one EC-18 and one EC-135 aircraft. These changes were the result a continuation of the normal fleet adjustments which occur at Edwards as test programs change and the general test aircraft fleet is upgraded and modernized.
Aircraft 375 was one of the first Apollo Range Instrumentation Aircraft (ARIA) put into service. Aircraft 894 is one of two active ARIA with in flight refueling capabilities. This aircraft is a modified commercial Boeing 707, and is one of four ARIA that have been upgraded with 4 MHz Racal Storehorse recorders and Microdyne S-Band, C-Band, P-Band Superheterodyne receivers.

The ARIA deploy throughout the world to obtain telemetry data from orbital and reentry vehicles as well as air-to-air and cruise missile tests. This includes support of tests conducted at Cape Canaveral AFS, Vandenberg AFB, Hill AFB, Eglin AFB, and from ships and submarines. Normally, the telemetry data is obtained in locations such as broad ocean areas and remote land areas which are outside the coverage of ground stations. Selected portions of the data may be retransmitted in real time, via UHF satellite, to enable the launching agency to monitor system performance. All data is recorded on magnetic tape for post-mission analysis.

The Cruise Missile Mission Control Aircraft (CMMCA) mission is different from both orbital and reentry mission types, primarily due to the mission duration which may involve continuous automatic tracking for more than five hours. Other differences include: the vehicle flies below the ARIA; real-time data is relayed via L-band transmitters directly to ground stations; and voice is relayed via ARIA UHF radios between mission aircraft (launch, chase, photo, etc.) and mission control. ARIA also flies as the primary remote command & control / flight termination system for these missions.

作者: 克里斯Chris 時間: 07-3-31 00:10
On a typical mission, flown locally from Edwards AFB, a B-52 launch aircraft with the cruise missile departs its home base several hours prior to the ARIA takeoff. The ARIA joins the B-52 and acquires telemetry from the missile at about launch minus 90 minutes. The B-52 and the trailing ARIA then proceed to the launch area. At this point, mission control uses the ARIA telemetry data to evaluate the missile's status. Prior to launch, F-16 chase and photo aircraft join the B-52 launch aircraft. After final checks are completed, the cruise missile is launched and the B-52 departs the area. The ARIA continues to track the missile after launch, receives and relays telemetry data from the missile, and relays UHF voice from the chase planes to mission control. The ARIA tracks the cruise missile until termination of the mission. During most tests, ARIA supplies the primary remote command & control / flight termination system (RCC/FTS) signal to the missile.

The Cruise Missile Mission Control Aircraft (CMMCA) Phase 0 modification provides real-time telemetry displays and redundant RCC/FTS systems. . The Advanced CMMCA, provides the same capabilities as the CMMCA Phase 0 plus a tracking/surveillance radar for stand-alone operations as well as real-time data processing and display.

Each ARIA has both external and internal modifications. Externally the most obvious difference in appearance from a standard C-135 or C-18 aircraft is the large, bulbous, "droop snoot" nose, a ten-foot radome which houses a seven-foot steerable dish antenna. The ARIA also has a probe antenna on each wing tip and a trailing wire antenna on the bottom of the fuselage (EC-l35E only) used for high frequency (HF) radio transmission and reception. Further external modifications include antennas for data retransmission via UHF satellite. The internal modifications to the cargo compartment include all of the instrumentation subsystems (Prime Mission Electronic Equipment - PMEE) installed in the form of a 30,000 pound modular package. Also provided are facilities for the crew members who operate the PMEE. The Prime Mission Electronic Equipment (PMEE) is organized into eight functional subsystems to provide the ARIA mission support capability.

作者: 克里斯Chris 時間: 07-3-31 00:11

ARIA Prime Mission Electronic Equipment (PMEE)

Antenna	7 foot parabolic dish (auto/manual track); fixed horn antenna
RCC/FTS	Remote Command and Control / Flight Termination System
DSC	Data Separation Console (bit synchs, decoms, data processing)
RF	Radio Frequency (receivers)
MC	Mission Commander
HF	High Frequency (communications, data relay)
REC	Record (magnetic tape recorders)
SMILS	Sonobouy Missile Impact Location System

作者: 克里斯Chris 時間: 07-3-31 00:11
The most obvious feature of the ARIA is the nose radome which contains the 83-inch parabolic tracking antenna. The acquisition and tracking of telemetry signals is the function of this subsystem, which is controlled by the antenna control assembly (ACA), and the antenna operator. The antenna subsystem currently has the capability to receive and track telemetry signals in the S-band frequency range from 2,200-2,400 MHz, primarily, and the C-band frequency range from 4,150-4,250 MHz. With additional modifications to this subsystem, ARIA can receive and record L-band and P-band frequencies.

The S-band (UHF) antenna consists of the 83-inch parabolic reflector and a focal point crossed dipole array feed assembly. The feed assembly consists of an antenna array, a comparator network, interconnecting cables and associated hardware. The antenna array consists of four sets of crossed dipoles symmetrically arranged in a cross-hair configuration. The comparator network is a system of three passive photo-printed microstrip modules encased in aluminum housings. The purpose of the network is to form the right- and left-hand circularly polarized (RHCP and LHCP) sum and difference channels. The sum (data) channels are available for patching to the telemetry/tracking receivers. The difference channels are amplitude-modulated onto the sum channels by the scanner assembly and used for automatic tracking. Programs using telemetry frequencies outside the 2,200-2,300 MHz band have been supported by ARIA in the past. Reception and tracking of alternate frequencies can sometimes be accomplished with little or no modification to the ARIA.

There are two modes of antenna tracking - automatic, in which antenna positioning is controlled by the antenna control assembly, and manual, in which antenna positioning is controlled by the antenna operator by using the handwheels or joystick. Automatic acquisition mode is selected by the antenna operator. Upon acquisition of the signal, the antenna system electronically simulates a conical scan of 3 dB off boresight to generate error signals that indicate in which direction the signal is off boresight. These error signals are routed to the telemetry/tracking receivers as amplitude modulation on the sum (data) channel, demodulated from the sum channel, and sent through the signal interface assembly to the tracking combiner/converter unit (TCCU) as tracking video. The TCCU converts the tracking video error signals to DC azimuth and elevation error voltages which are then routed through the antenna control assembly (ACA) to the servo amplifier, which in turn controls the clutches which engage drive motors to reposition the antenna.

The Sonobuoy Missile Impact Location System (SMILS) combines airborne equipment with prepositioned Deep Ocean Transponder (DOT) arrays located on the ocean floor in various parts of the world to enable accuracy scoring of ballistic missile impacts during test firings. It uses an array of sonobuoys launched from the support aircraft to gather background acoustic information from the ocean environment and navigation information from the DOTs, and transmit this information as audio via RF links to the aircraft where it is recorded and a database is created. When the ballistic missile reentry vehicles (RVs) impact in or around the sonobuoy array, the buoys transmit the impact audio to the aircraft where it is recorded and combined with timing and the previously gathered buoy navigation data to compute an impact location and time for each RV.

作者: 克里斯Chris 時間: 07-3-31 00:11
The ARIA optics system is a set of fixed staring cameras aimed out the left side of the aircraft designed for photodocumentation of ballistic missile reentries and impacts. It provides visual verification of RV cloud penetration, total number of RVs surviving to impact, visual anomalies, and time correlation of these events. During the missile reentry phase of flight, the ARIA flies a flightpath which is skew to the path of the RVs and approximately 15 or more miles away to avoid any chance of collision. During this period, the ARIA flies straight and level, the cameras are turned on, and the data is recorded on film and videotape. The heading and timing of this flight path are critical and carefully planned to ensure that all RVs remain within the field of view of both the cameras and the telemetry antenna at all times. After mission completion, the raw film is normally turned over to the using agency for processing.

The rack containing the cameras and ancillary equipment is located on the left side of the aircraft next to the cargo door, surrounded by a light blocking curtain to prevent any aircraft light source from interfering with the pictures. Each camera looks through its own optical quality window, kept free of fog by forced, heated air, over a field of regard of approximately 40 to 130 degrees off aircraft heading (horizontal) and 45 above to 25 degrees below horizon (vertical). The optical windows which each camera looks through are manufactured by Perkin Elmer from Schott BK-7 type glass. These windows have been enlarged for the streak and framing cameras to expand their field of view; the windows are approximately 18 x 13 inches and 13 x 13 inches respectively. Total field of view depends upon camera and lens selected. Each of the cameras can be operated at the rack or at a remote operator station, where the operator can observe visual events in real time on a video monitor and flag events of interest on an audio track of the videotape. The system consists of four cameras, timing and control equipment, video recorder, and a vacuum pump.

The ballistic streak camera is used for time exposures during twilight or nighttime conditions. As the RVs pass into the atmosphere upon reentry, they heat up and glow, and are recorded on film as streaks of light, separated horizontally due to aircraft forward motion. While the camera shutter is open, the aperture can be modulated downward at a known rate, thus providing relative time correlation. Additionally, electrical pulses corresponding to the aperture modulation and shutter opening/closing are recorded on the telemetry tape along with IRIG timing. Filters and spectral gratings are available for use with this camera. With the single available lens, it provides a field of view (az x el) of approximately 53 x 74 degrees at its optimum positioning.

The framing camera is used for high quality still frame pictures at 1, 2, or 4 frames per second, and can also be used as a second "streak" camera. It places a decimal time annotation based on IRIG-B timing in the corner of each film frame with a resolution of 1 second, and also outputs electrical pulses corresponding to shutter opening/closing for recording on the telemetry tape. Filters and spectral gratings are available for use with this camera. With its single available lens, it provides a field of view (az x el) of approximately 53 x 74 degrees.

作者: 克里斯Chris 時間: 07-3-31 00:11
The cine camera is a medium-speed motion picture camera designed to operate in a range of 10 to 200 frames per second. IRIG-B timing is placed directly onto the film edge for event correlation, and an electrical pulse corresponding to shutter opening is output for recording on the telemetry tape. Filters and spectral gratings are available for use with this camera. With available lenses it provides a field of view (az x el) of from 7 x 5 degrees to 68 x 57 degrees.
The Advanced Range Instrumentation Aircraft needs technology development and advancement to support off-range flight tests of multiple simultaneous telemetry sources. The advanced weapons will continue to increase their launch ranges and payload complexity and to increase their test telemetry data requirements during future DT&E or OT&E flight tests. These airborne telemetry sources will have to be tracked from safe distances in spite of large hazard zones. The massive and multiple data streams from the targets will also have to be collected, retranslated, and recorded without sacrifice to the data quality. The physical size of current ARIA tracking antenna is not practical to increase because of the negative impact a larger radome would have to C-135 aircraft flying performance and qualities. The ARIA antenna is a dish design which does not lend itself to simultaneous tracking and telemetry from multiple data sources without severe penalty to data signal quality. The technology application/insertion necessary to provide low-cost high- performance telemetry-receivers must complement the ARIA antenna system. Large capacity data collection, processing and recording is necessary to complement the load created by the article's sources.

作者: 克里斯Chris 時間: 07-3-31 00:12

Specifications
Performance Factors	EC-135	EC-18B
Max Takeoff Gross Wt (lb)	300,500	326,000
Normal Cruise Speed (kt TAS)	430	450
Max Cruise Speed (kt TAS)	490	470
Nominal Support Speed - 30kft (kt TAS)	360/420	360/420
Nominal Turning Radius - 30 kft, 30 deg bank (nm)	3.3/4.5	3.3/4.5
Minimum Turning Radius - 30 kft, 45 deg bank (nm)	1.9/2.6	1.9/2.6
Nominal Turn Time, 180 deg - 30 kft, 30 deg bank (min)	1.7/1.8	1.7/1.8
Minimum Turn Time, 180 deg - 30 kft, 45 deg bank (min)	1.0/1.2	1.0/1.2
Nominal Operating Altitude (ft MSL)	30,000	30,000
Maximum Operating Altitude (ft MSL)	33,000	42,000
Mission Operating Altitude (ft MSL)	5,000 to 33,000	500 to 42,000
Range	The range capability of the ARIA is influenced by: Aerial refueling capability Runway length, obstacle clearance, and noise abatement restrictions Runway elevation Runway air temperature Distance to alternate base Fuel reserve requirements Enroute wind conditions Aircraft altitude during data run Application of the above factors to some 25 worldwide airports produces maximum ranges varying from 2,800 to 4,500 nm without aerial refueling. Two ARIA currently have the capability to take on fuel while in flight. This greatly extends the maximum attainable range.
Navigation	Dual TACAN Dual VOR ADF radio Omega N-1 compass system* True airspeed indication system APN-59 search radar on EC-135E; RDR-1F on EC-18B APN-218 Doppler radar* Periscopic sextant Dual Inertial Navigation System (INS) Global Positioning System (GPS)

作者: 克里斯Chris 時間: 07-3-31 00:13
*EC-135E only

(文章來自:美國的空中遙測和監控平台)

作者: 克里斯Chris 時間: 07-3-31 00:14
神秘的＂高級靶場儀器飛機＂－美國的空中遙測和監控平台

　　《現代兵器》　２００４年第１１期

　　美軍愛德華空軍基地的第４５２飛行試驗中隊運用一系列不同的、獨一無二的和大幅度改進的飛機，如＂高級靶場儀器飛機＂（ＡＲＩＡ）和＂巡航導彈任務控制飛機＂（ＣＭＭＣＡ），來支持美國國防部和國家宇航局的飛行試驗項目，包括收集全球遙測數據、彈道導彈防禦、電子戰及弱點分析、飛機結冰測試和空中加油認證等。其中＂高級靶場儀器飛機＂系指ＥＣ－１３５Ｎ／Ｅ和ＥＣ－１８Ｂ飛機，它們作為機動式機載遙測數據記錄和無線電中繼站，與陸基測控站和航天測量船一道組成一個龐大的對空監測網，用以支持國防部和國家宇航局實施的空間和導彈試驗項目。無論是早期的ＥＣ－１３５Ｎ／Ｅ，還是較晚誕生的ＥＣ－１８Ｂ，它們都是對內主要用於空間和導彈試驗，對外則用於執行特種偵察任務的飛機。

◆追根溯源

　　在２０世紀６０年代早期，美國國家宇航局意識到＂阿波羅＂登月項目需要一個全球跟蹤和遙測站網絡，而且許多站點將位於世界遙遠的地區。當時，美國國防部在其無人軌道飛行器和彈道導彈重返大氣層試驗項目中也面臨著類似的情況。為此，美國在其本土和另外６個國家建立了多個陸基測控站，並先後將５艘航天測量船編入監測網中，包括３艘１９級測量船＂先鋒＂號（Ｔ－ＡＧＭ１９）、＂紅石＂號（Ｔ－ＡＧＭ２０）和＂水星＂號（Ｔ－ＡＧＭ２１），以及２艘６級測量船＂瓦特鎮＂號（Ｔ－ＡＧＭ６）和＂漢茨維爾＂號（Ｔ－ＡＧＭ１７）。航天測量船用來在陸基測控站無法工作的那些區域對＂阿波羅＂宇宙飛船進行測量與跟蹤，為飛船提供從發射到回收各個階段所需要的支援。

　　然而很明顯，陸基測控站受地理條件的制約，加之在執行跟蹤監測任務時，海上航天測量船不能快速移動，因此，很可能出現監測盲區，造成航天器無人＂看管＂和控制的局面。為了填補這一可能出現的空白，一個全新的跟蹤監測站概念－一種包含所有必要監測儀器的高速飛機被提了出來，以確保在任何時候都能對宇宙飛船進行捕獲、跟蹤和遙測數據記錄。而且同一種飛機還可為國家宇航局的有人空間飛行行動提供服務，即對載人飛船進入月球軌道和回收過程進行跟蹤監測，以及為國防部無人軌道飛行器和彈道導彈重返大氣層試驗等重大行動提供支持。

　　基於上述概念，美國國家宇航局和國防部聯合出資，將８架Ｃ－１３５型噴氣式運輸飛機改裝為＂阿波羅／靶場儀器飛機＂（Ａ／ＲＡＩ），命名為ＥＣ－１３５Ｎ，當時每架飛機的改裝費用為４５０萬美元。麥克唐納．道格拉斯公司和本迪克斯公司是主承包商，負責設計、飛機改裝和電子設備測試等工作。ＥＣ－１３５Ｎ＂阿波羅／靶場儀器飛機＂在１９６８年１月形成作戰能力。美國空軍東部試驗靶場（ＡＦＥＴＲ）被選中來操作和維護ＥＣ－１３５Ｎ飛機，支持國家宇航局和國防部的試驗和評估項目。

作者: 克里斯Chris 時間: 07-3-31 00:14
１９７５年１２月，即ＥＣ－１３５Ｎ飛機在東部試驗靶場運作７年之後，由於＂阿波羅＂登月項目已經完成，因此，ＥＣ－１３５Ｎ＂阿波羅／靶場儀器飛機＂被重新命名為＂高級靶場儀器飛機＂，其英文縮寫從Ａ／ＲＩＡ相應變為ＡＲＩＡ。同時，所有ＥＣ－１３５Ｎ都被調至俄亥俄州的賴特．帕特森空軍基地，劃歸第４９５０試驗飛機聯隊，成為空軍大型試驗和鑒定飛機的重要成員。第４９５０試驗飛機聯隊負責提供試驗支持、人員和供作戰使用的其他資源，並對ＥＣ－１３５Ｎ＂高級靶場儀器飛機＂進行改進，以提高飛機的作戰性能。在進駐賴特．帕特森空軍基地之後，ＥＣ－１３５Ｎ飛機經過了多次改裝，其中最大的改裝是更換發動機，ＥＣ－１３５Ｎ也因此更名為ＥＣ－１３５Ｅ。

為進一步增強＂高級靶場儀器飛機＂的作戰實力，美國空軍在１９８２年向美國航空公司購買了８架二手波音７０７－３２０Ｃ型噴氣式客機，並將其改裝成＂高級靶場儀器飛機＂，命名為ＥＣ－１８Ｂ。ＥＣ－１８Ｂ飛機的機體比早期的ＥＣ－１３５Ｎ飛機大，能夠攜載更大的有效載荷，而且可以在更短的跑道上起飛。ＥＣ－１８Ｂ服役後不久，就取代了ＥＣ－１３５Ｅ的主力地位。到１９９４年，所有的ＥＣ－１８Ｂ和ＥＣ－１３５Ｅ＂高級靶場儀器飛機＂均被轉移至加利福尼亞的愛德華空軍基地，歸入第４１２試驗飛機聯隊下屬的第４５２飛行試驗中隊。

　　由於不斷進行現代化改裝，ＥＣ－１３５Ｅ和ＥＣ－１８Ｂ飛機的作戰性能得以逐步增強，加之軍方的試驗項目和任務的變化，特別是彈道導彈試驗項目的減少，美國空軍持續對＂高級靶場儀器飛機＂機群進行調整，使得飛機的數量已大幅度減少，２００２年４月美國空軍還把一架ＥＣ－１８Ｂ改裝成其第１７架Ｅ－８Ｃ＂聯合監視目標攻擊系統＂飛機。從最初８架ＥＣ－１３５Ｎ／Ｅ和８架ＥＣ－１８Ｂ飛機，到目前只保留有３架ＥＣ－１３５Ｅ和３架ＥＣ－１８Ｂ飛機，兩型機還各有一架受損的飛機仍然在編。這些飛機都常駐愛德華空軍基地，其中有２架飛機具備空中加油能力；４架安裝了Ｓ波段、Ｃ波段和Ｐ波段超外差式接收機和４兆赫的記錄儀；編號為３７５的ＥＣ－１３５Ｅ是首批服役的＂阿波羅／靶場儀器飛機＂，至今仍在繼續執行著導彈試驗任務。

作者: 克里斯Chris 時間: 07-3-31 00:15
◆系統組成

　　兩相比較，ＥＣ－１８Ｂ飛機的技術性能要優於ＥＣ－１３５Ｅ飛機。ＥＣ－１８Ｂ飛機的最大起飛重量１４７８７０公斤，平均正常巡航速度８３３公里／時，最大巡航速度８７０公里／時，額定作戰高度９１４４米，任務作戰高度１５２０至１２８００米。ＥＣ－１３５Ｅ飛機的最大起飛重量１３６３００公斤，平均正常巡航速度７９６公里／時，最大巡航速度９０７公里／時，額定作戰高度９１４４米，最大作戰高度１００５８米，任務作戰高度１５２０至１００５８米。但這兩種＂高級靶場儀器飛機＂的測控系統基本相同，均由無線電跟蹤測量系統、光學跟蹤系統、數據處理系統、通信系統、時間統一系統及輔助設備等組成。

　　與原型機相比，＂高級靶場儀器飛機＂進行了較大規模的內部和外部改裝。從外形上看，ＥＣ－１８Ｂ與ＥＣ－１３５Ｅ飛機一樣都擁有一個低垂著的大型球形＂鼻子＂，這是＂高級靶場儀器飛機＂與其原型機波音７０７商用客機、Ｃ－１３５運輸機以及其他軍用飛機最大的外形差別，倒是有點像以色列飛機工業公司為智利空軍改裝的＂費爾康＂頂警機。這個＂大鼻子＂雖然影響了飛機的美觀，但其作用卻不小，裡面有一個直徑３．０４８米的雷達天線罩，內裝一部直徑２．１３４米的可旋轉拋物面雷達跟蹤天線。飛機的每個翼尖上各安裝一部探針天線，機腹上部佈置有超高頻衛星通信天線。在ＥＣ－１３５Ｅ飛機的機腹下還安裝有一部下垂拖曳天線，用於收發高頻無線電數據。

　　內部改裝主要是安裝測控儀器子系統－＂主要任務電子設備＂，這是一個重達１３６２０公斤的大型模塊化設備，另外還安裝了機組人員工作必要的其他設備。＂主要任務電子設備＂分為８個功能子系統，以提供各種任務支援能力，它們是：天線、遠程指揮和控制／飛行終端系統（ＲＣＣ／ＦＴＳ）、數據處理控制台、射頻接收機、任務指揮系統、高頻通信和數據中繼系統、磁帶錄音機以及聲納浮標導彈落點定位系統（ＳＭＩＬＳ）。這些子系統各司其職，但又相互配合，共同完成導彈測控任務。

　　機頭雷達罩內的拋物面天線的主要功能是捕獲、跟蹤和遙測信號，目前能夠跟蹤和接收２２００～２４００兆赫Ｓ波段以及４１５０～４２５０兆赫Ｃ波段的遙測信號。美軍計劃進一步改進雷達天線，使其可接收和記錄Ｌ波段和Ｐ波段的遙測信號，不過天線的物理尺寸不宜增加，否則將影響飛機的飛行性能。天線由拋物面發射器和一部焦點交叉偶極天線陣列饋電系統組成，而饋電系統又包括一部天線陣列、一個比較電路網絡、互連電纜和相關硬件設備。雷達天線有兩種跟蹤模式－自動跟蹤模式和人工手動跟蹤模式。以自動跟蹤模式工作時，天線受天線控制裝置的控制；以人工跟蹤模式工作時，天線由操作員通過方向盤和操縱桿進行控制。

　　聲納浮標導彈落點定位系統分為兩部分，一部分將預先放置到世界不同地區海底的深海應答器陣列上，並與另一部分即機載聲納浮標導彈落點定位系統結合使用，以便在導彈試驗時精確記錄彈道導彈的落點。聲納浮標收集海洋背景噪音數據，並將這些數據作為音頻信號通過射頻鏈路傳輸給飛機，ＥＣ－１３５Ｅ或ＥＣ－１８Ｂ＂高級靶場儀器飛機＂記錄這些信號，而且構建一個數據庫。當彈道導彈的重返大氣層飛行器的落點在聲納浮標附近海域時，浮標就將落點聲音傳送給飛機，在那裡聲音信號被記錄下來並與時間和數據庫的數據進行對比，以計算重返大氣層飛行器的精確落點和時間。

　　光電監控系統獨立於＂主要任務電子設備＂之外，但它也是＂高級靶場儀器飛機＂的重要任務系統。ＥＣ－１３５Ｅ和ＥＣ－１８Ｂ飛機都安裝一套混合照相機，包括４台照相機、計時和控制設備、錄像機和一個真空泵。照相機分彈道超速掃瞄照相機、分幅照相機和電影照相機３種。其中彈道超速掃瞄照相機用於在黃昏或夜間條件下曝光，當重返大氣層飛行器剛一進入大氣層時，由於與空氣的磨擦而變熱和發光，彈道超速掃瞄照相機便可對其拍照並記錄在膠片上，在最佳定位上的視野範圍是方位角５３°×仰角７４°。分幅照相機以每秒一幀、２幀或４幀的速度對目標進行高質量拍照，而且也可作為超速掃瞄照相機使用，視野範圍為方位角５３°×仰角７５°。電影照相機是一種中速運動畫面照相機，它以每秒１０到２００幀的速度工作，時間打印在膠片末端以便進行對照，視野範圍在方位角７°×仰角５°至６８°×５７°之間選擇。

　　除上述任務系統外，ＥＣ－１３５Ｅ和ＥＣ－１８Ｂ飛機還安裝有飛行控制、導航、搜索等航空電子系統，包括複式＂塔康＂戰術導航系統、＂奧米加＂甚低頻導航系統、複式甚高頻全向指向標、無線電羅盤，ＥＣ－１３５Ｅ還配備有Ｎ－１羅盤系統。兩種飛機均配備有複式慣性導航系統、ＧＰＳ全球定位系統和潛望式六分儀；ＥＣ－１３５Ｅ飛機安裝有ＡＰＮ－５９搜索雷達和ＡＰＮ－２１８脈衝多普勒雷達，ＥＣ－１８Ｂ飛機則安裝了ＲＤＲ－１Ｆ搜索雷達。

作者: 克里斯Chris 時間: 07-3-31 00:15
◆作戰使用

　　美軍ＥＣ－１３５Ｅ和ＥＣ－１８Ｂ＂高級靶場儀器飛機＂的主要任務是跟蹤測量軌道飛行器的運行軌跡，接收遙測信息，發送遙控指令；跟蹤測量彈道導彈（包括其重返大氣層飛行器）、巡航導彈甚至空對空導彈的飛行軌跡，接收彈頭遙測信號，發送遙控指令，測量彈頭海上落點坐標等。目前＂高級靶場儀器飛機＂的主要任務是導彈試驗，其作戰能力受以下因素的影響，如空中加油能力、飛行高度和噪音、到備用基地的距離、燃料儲備需求、風向及風力等。雖然所有的ＥＣ－１３５Ｅ和ＥＣ－１８Ｂ飛機都常駐美國本土的愛德華空軍基地，但可迅速部署到美軍設在全球的２５個機場，作戰距離達５１８５到８３３４公里，而且其中２架飛機具備空中加油能力，作戰距離還可進一步擴大。

　　ＥＣ－１３５Ｅ和ＥＣ－ｌ８Ｂ飛機通過無線電跟蹤遙測系統、雷達跟蹤系統及光學跟蹤系統等多種手段對目標進行跟蹤和遙測，支持美軍在卡那納拉爾角航空站、范登堡空軍基地、希爾空軍基地、埃格林空軍基地以及在水面艦艇和潛艇上進行的導彈試驗。這些飛機通常用於海上和超出陸基測控站作戰距離的陸上地區，飛機獲取的遙測數據可通過超高頻衛星通信系統實時向試驗控制中心發送，使發射單位和控制中心能全程監控導彈的飛行過程和性能。所有遙測數據都被記錄在磁帶上，以便發射任務結束後分析使用。

　　機載任務雷達用於對目標進行精確定位和跟蹤。拋物面天線設計使其不能同時跟蹤和遙測多個目標，但其優點是跟蹤精度較高。

　　機載照相機安裝在飛機左側外部，專門用於對彈道導彈重返大氣層和落點進行拍照，可提供重返大氣層飛行器穿透雲層、成功落點的飛行器數量以及這些事件的相關聯繫等信息。裝照相機及其輔助設備的架子位於飛機左側靠近艙門的地方，被一個遮陽簾包圍以防止機上任何光源干擾拍攝。照相機通過與飛機縱軸方向呈４０°到１４０°（水平方向）和向上４５°、向下２°（垂直方向）角來消除熱空氣和霧氣的干擾。照相機的光學鏡頭是由珀金•埃爾默公司在ＢＫ－７型玻璃的基礎上研製的，鏡頭加大以擴大視野，幾種照相機的鏡頭尺寸為４５．７２×３３．０２厘米或３３．０２×３３．０２厘米。這些照相機可實現遙控操作，操作員通過一個視頻監控器實時觀察目標的飛行過程，並可將感興趣的畫面記錄在膠片上。

　　＂高級靶場儀器飛機＂測控彈道導彈和測控巡航導彈的飛行方式有所不同。在支持彈道導彈試驗任務時，飛機在導彈發射前就起飛，同時對導彈進行遙測。在彈道導彈重返大氣層的飛行階段，ＥＣ－１３５Ｅ或ＥＣ－１８Ｂ飛機的飛行路線是偏離重返大氣層飛行器路線的，而且距離為２４公里甚至更遠，以避免任何可能的相撞。在這期間，＂高級靶場儀器飛機＂在水平方向上直線地飛行，照相機快門打開，目標數據被記錄在膠片和錄像帶上。飛機的飛行路線和時間都是經過仔細計算的，以確保重返大氣層飛行器在降落的任何時候都在照相機和遙測天線的視野範圍內。任務完成後，飛機照相機拍攝的原始膠片通常移交給使用單位進行處理。

　　在支持巡航導彈試驗任務時，＂高級靶場儀器飛機＂可與巡航導彈保持一定距離同向飛行。如執行一次典型的巡航導彈試驗任務時，一架Ｂ－５２運載飛機攜帶巡航導彈從愛德華空軍基地率先起飛，然後擔負測控任務的ＥＣ－１３５Ｅ或ＥＣ１８Ｂ＂高級靶場儀器飛機＂起飛，加入到Ｂ－５２飛機的行列，並從導彈發射前９０分鐘倒計時開始，從待發導彈獲得遙測數據。Ｂ－５２飛機和殿後飛行的＂高級靶場儀器飛機＂隨後進入發射區域。

作者: 克里斯Chris 時間: 07-3-31 00:15
這時候，試驗任務控制中心利用＂高級靶場儀器飛機＂的遙測數據對待發導彈的狀態進行評估。在導彈發射前，Ｆ－１６飛行試驗伴航飛機和照相飛機也加入到Ｂ－５２運載飛機和＂高級靶場儀器飛機＂的行列。在最後檢查結束後，Ｂ－５２飛機將巡航導彈發射出去，然後離開該發射區域返航，而＂高級靶場儀器飛機＂則繼續跟蹤導彈，接收和中繼導彈的遙測數據，並將Ｆ－１６飛行試驗伴航飛機的超音頻話音通信中繼給任務控制中心。＂高級靶場儀器飛機＂全程跟蹤巡航導彈直至任務結束，在發射試驗的絕大部分時間內，都由它負責向巡航導彈提供主要的遠程指揮和控制／飛行終端信號。

◆結束語

　　美軍ＥＣ－１３５Ｅ和ＥＣ－１８Ｂ＂高級靶場儀器飛機＂能夠跟蹤監測軌道飛行器（包括宇宙飛船、月球控測器、人造衛星等）、彈道導彈、巡航導彈及空對空導彈等，並可完整記錄目標的數量、飛行軌跡（彈道）、落點等遙測數據，還可拍攝目標在各個飛行階段的畫面，是地地道道的特種任務偵察機。早在１９８６年１月，ＥＣ－１８Ｂ飛機剛服役不久，就被美國空軍首次派往國外，執行偵察和監視任務。如今當ＥＣ－１３５Ｅ和ＥＣ－１８Ｂ＂光臨＂那個國家的周邊空域時，那麼毫無疑問它們執行的是偵察任務。

－Ｅｎｄ－

作者: 克里斯Chris 時間: 07-3-31 00:17
EC-18

EC-18

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