NAVEDTRA 12414

Navel Education and December 1993 Training Manual

Training Command 0502-LP-478-0900 (TRAMAN)

Electronics Technician
Volume 4—Radar Systems

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0502LP4780900
 Although the words “he,” “him,” and “his” are
used sparingly in this manual to enhance
communication, they are not intended to be gender
driven nor to affront or discriminate against
anyone reading this text.

DISTRIBUTION STATEMENT A: Approved for public release; distribution is unlimited.

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 PREFACE

This training manual (TRAMAN), Electronics Technician, Volume 4, Radar

Systems, NAVEDTRA 12414, and its companion nonresident training course
(NRTC), NAVEDTRA 82414, are part of a planned 9-part series of TRAMANs
intended to provide Navy enlisted personnel with information pertinent to their
assignments and necessary for advancement to the Electronics Technician Second
Class rate. The nine volumes planned for the series areas follows: Volume 1, Safety;
Volume 2, Administration; Volume 3, Communications Systems; Volume 4, Radar
Systems; Volume 5, Navigation Systems; Volume 6, Digital Data Systems; Volume
7, Antennas and Wave Propagation; Volume 8, System Concepts; Volume 9,
Electro-Optics.
Designed for individual study instead of formal classroom instruction, the
TRAMANs provide subject matter that relates directly to the Occupational
Standards for the Electronics Technician Second Class. The Navy Electricity and
Electronics Training Series (NEETS) modules provide information that is basic to
your understanding of the material presented in these volumes. To avoid repeating
such basic information, these volumes refer you to the appropriate NEETS modules
and EIMB handbook. You may also be directed to review or study additional
references commonly found in ET workspaces or used by Electronics Technicians.
You should study the referenced publications as thoroughly as you would if they
were repeated as part of the ET2 TRAMAN. The NRTCs, printed under separate
cover, consist of supporting questions designed to help you study the associated
TRAMAN and referenced publications and to satisfy part of the requirements for
advancement.
This training manual and the nonresident training course were prepared by the
Naval Education and Training Program Management Support Activity for the Chief
of Naval Education and Training.

1993 Edition

Stock Ordering No.

0502-LP-478-0900

Published by
NAVAL EDUCATION AND TRAINING
PROGRAM MANAGEMENT SUPPORT ACTIVITY

UNITED STATES
GOVERNMENT PRINTING OFFICE
WASHINGTON, D.C.:1993

i
ii
 CONTENTS

CHAPTER Page

1. Introduction to Basic Radar Systems. . . . . . . . . . . . . . . . . . 1-1

2. Radar Systems Equipment Conjurations . . . . . . . . . . . . . . 2-1
3. Radar System Interfacing . . . . . . . . . . . . . . . . . . . . . . . 3-1
4. Safety . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-1
APPENDIX
I. Glossary . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AI-1
II. References . . . . . . . . . . . . . . . . . . . . . . . . . . . . AII-1
Index . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . INDEX-1

...
iii
 SUMMARY OF THE ELECTRONICS TECHNICIAN
TRAINING SERIES

This series of training manuals was developed to replace the Electronics

Technician 3 & 2 TRAMAN. The content is directed toward personnel working
toward advancement to Electronics Technician Second Class.
The nine volumes in the series are based on major topic areas with which the
ET2 should be familiar. Volume 1, Safety, provides an introduction to general safety
as it relates to the ET rating. It also provides both general and specific information
on electronic tag-out procedures, man-aloft procedures, hazardous materials (i.e.,
solvents, batteries, and vacuum tubes), and radiation hazards. Volume 2,
Administration, discusses COSAL updates, 3-M documentation, supply paperwork,
and other associated administrative topics. Volume 3, Communications Systems,
provides a basic introduction to shipboard and shore-based communication systems.
Systems covered include man-pac radios (i.e., PRC-104, PSC-3) in the hf, vhf, uhf,
SATCOM, and shf ranges. Also provided is an introduction to the Communications
Link Interoperability System (CLIPS). Volume 4, Radar Systems, is a basic
introduction to air search, surface search, ground controlled approach, and carrier
controlled approach radar systems. Volume 5, Navigation Systems, is a basic
introduction to navigation systems, such as OMEGA, SATNAV, TACAN, and
man-pac systems. Volume 6, Digital Data System, is a basic introduction to digital
data systems and incIudes discussions about SNAP II, laptop computers, and desktop
computers. Volume 7, Antennas and Wave Propagation, is an introduction to wave
propagation, as it pertains to Electronics Technicians, and shipboard and
shore-based antennas. Volume 8, System Concepts, discusses system interfaces,
troubleshooting, sub-systems, dry air, cooling, and power systems. Volume 9,
Electro-Optics, is an introduction to night vision equipment, lasers, thermal imaging,
and fiber optics.

iv
 CHAPTER 1

INTRODUCTION TO BASIC RADAR

The Navy Electricity and Electronics Training and land masses that are invisible to the naked eye
Series (NEETS) modules, especially module 18, Radar because of distance, darkness, or weather.
Principles, provide information that is basic to your
Radar systems provide only a limited field of view
understanding of this volume. This volume will discuss
and require reference coordinate systems to define the
radar and radar systems as you may encounter them as
positions of the detected objects. Radar surface angular
an Electronics Technician at your command. You
measurements are normally made in a clockwise
should refer to NEETS module 18 and Electronics
direction from TRUE NORTH, as shown in figure 1-1,
Installation and Maintenance Book (EIMB), Radar and
or from the heading line of a ship or aircraft. The actual
Electronic Circuits, on a regular basis to ensure that you
radar location is the center of this coordinate system.
have a complete understanding of the subject matter
covered in this volume. Figure 1-1 contains the basic terms that you need to
know to understand the coordinate system. Those terms
As an Electronics Technician, Second Class, and are defined in the following paragraph.
possible work center supervisor, you must understand
the basic radar principles and safety requirements for The surface of the earth is represented by an
radar maintenance. However, due to luck of the draw, imaginary flat plane, known as the HORIZONTAL
your first assignment may not afford you exposure to PLANE, which is tangent (or parallel) to the earth’s
radar systems. Our intention with this volume is NOT surface at that location. All angles in the up direction
to teach you every radar system the Navy uses, but are measured in a secondary imaginary plane, known as
simply to familiarize you with the radars and their the VERTICAL PLANE, which is perpendicular to the
general maintenance principles. horizontal plane. The line from the radar set directly to
the object is referred to as the LINE OF SIGHT (LOS).
You will be able to identify the equipment The length of this line is called RANGE. The angle
requirements and general operation of the three basic
radar systems covered in chapter 1. You’ll become
familiar with the nomenclature of specific radars used
in the Navy today as we discuss them in chapter 2. Then,
armed with all that knowledge you will easily grasp the
system concepts addressed in chapter 3. And before you
go out to tackle the radar world, chapter 4 will give you
necessary safety information specific to radar
maintenance.

When you arrive at your next command as a second

class with work center responsibilities for a radar
maintenance shop, you will be ready.

BASIC RADAR CONCEPTS

The term radar is an acronym made up of the words

radio, detection, and ranging. It refers to electronic
equipment that detects the presence, direction, height,
and distance of objects by using reflected
electromagnetic energy. The frequency of
electromagnetic energy used for radar is unaffected by
darkness and also penetrates weather. This permits
radar systems to determine the position of ships, planes, Figure 1-1.—Radar reference coordinates.

1-1
between the horizontal plane and the LOS is the from close targets that return before the receiver is
ELEVATION ANGLE. The angle measured connected to the antenna will be undetected.
clockwise from true north in the horizontal plane is
MAXIMUM RANGE.— The maximum range of a
called the TRUE BEARING or AZIMUTH angle.
pulse radar system depends upon carrier frequency peak
Information based on these terms describes the location
power of the transmitted pulse, pulse repetition
of an object with respect to the antenna, giving the
frequency (prf), or pulse repetition rate (prr), and
operator data on range, bearing, and altitude.
receiver sensitivity.
RANGE/BEARING/ALTITUDE The peak power of the pulse determines what
maximum range the pulse can travel to a target and still
Using the coordinate system discussed above, radar return a usable echo. A usable echo is the smallest signal
systems provide early detection of surface or air objects, detectable by a receiver that can be processed and
giving extremely accurate information on distance, presented on an indicator.
direction, height, and speed of the objects. The visual
radar data required to determine a target’s position and The prr will determine the frequency that the
to track the target is usually displayed on a specially indicator is reset to the zero range. With the leading
designed cathode-ray tube (crt) installed in a unit known edge of each transmitted pulse, the indicator time base
as a planned position indicator (ppi). used to measure the returned echoes is reset, and a new
sweep appears on the screen. If the transmitted pulse is
Radar is also used to guide missiles to targets and to
direct the firing of gun systems. Other types of radar shorter than the time required for an echo to return, that
provide long-distance surveillance and navigation target will be indicated at a false range in a different
information. sweep. For example, the interval between pulses is 610
sec with a repetition rate of 1640 pulses per second.
Bearing and range (and in the case of aircraft, Within this time the radar pulse can go out and come
altitude) are necessary to determine target movement. back a distance equal to 610 sec ’ 164 yards per sec, or
It is very important that you understand the limitations
100,000 yards, which becomes the scope’s sweep limit.
of your radar system in the areas of range, hewing, and
Echoes from targets beyond this distance appear at a
altitude.
false range. Whether an echo is a true target or a false
target can be determined by simply changing the prr.
Range
RANGE ACCURACY.— The shape and width of
Radar measurement of range (or distance) is made the rf pulse influences minimum range, range accuracy,
possible because of the properties of radiated and maximum range. The ideal pulse shape is a square
electromagnetic energy. This energy normally travels wave that has vertical leading and trailing edges. A
through space in a straight line, at a constant speed, and sloping trailing edge lengthens the pulse width. A
will vary only slightly because of atmospheric and sloping leading edge provides no definite point from
weather conditions. The range to an object, in nautical which to measure elapsed time on the indicator time
miles, can be determined by measuring the elapsed time
base.
(in microseconds) during the round trip of a radar pulse
and dividing this quantity by the number of Other factors affecting range are the antenna height,
microseconds required for a radar pulse to travel 2 antenna beam width, and antenna rotation rate. A higher
nautical miles (12.36). In equation form this is: antenna will create a longer radar horizon, which allows
a greater range of detection. Likewise, a more
elapsed time
range (nautical miles) = concentrated beam has a greater range capability since
12.36
it provides higher energy density per unit area. Also,
MINIMUM RANGE.— Radar duplexers because the energy beam would strike each target more
alternately switch the antenna between the transmitter times, a slower antenna rotation provides stronger echo
and receiver so that one antenna can be used for both returns and a greater detection range for the radar.
functions. The timing of this switching is critical to the
operation of the radar and directly affects the minimum Given the range information, the operator knows the
range of the radar system. A reflected pulse will not be distance to an object, but information on bearing is still
received during the transmit pulse and subsequent required to determine in which direction from the ship
receiver recovery time. Therefore, any reflected pulses the target lies.

1-2
Bearing the point where it bisects the center of the target. The
altitude is then displayed by an altitude dial or digital
Radar bearing is determined by the echo signal readout. A search radar system that detects altitude as
strength as the radiated energy lobe moves past the well as range and bearing is called a three-dimensional
target. Since search radar antennas move continuously, (3D) radar.
the point of maximum echo return is determined either
Altitude or height-finding radars use a very narrow
by the detection circuitry as the beam passes the target
beam in the vertical plane. This beam is scanned in
or visually by the operator. Weapons control and
elevation, either mechanically or electronically, to
guidance radar systems are positioned to the point of pinpoint targets. Tracking and weapons-control radar
maximum signal return and maintained at that position
systems commonly use mechanical elevation scanning
either manually or by automatic tracking circuits.
techniques. This requires moving the antenna or
TRUE BEARING.— The angle between true north radiation source mechanically. Most air search radars
and a line pointed directly at a target is called the true use electronic elevation scanning techniques. Some
bearing (referenced to true north) of a radar target. This older air search radar systems use a mechanical
angle is measured in the horizontal plane and in a elevation scanning device; however, these are being
clockwise direction from true north. replaced by electronically-scanned radar systems.

RELATIVE BEARING.— The angle between the

centerline of your own ship or aircraft and a line pointed RADAR DETECTING METHODS
directly at a target is called the relative bearing of the
radar target. This angle is measured in a clockwise Radar systems are normally divided into
direction from the centerline. operational categories based on energy transmission
methods. Although the pulse methcd is the most
Both true and relative bearing angles are illustrated
common method of transmitting radar energy, two other
in figure 1-2.
methods are sometimes used in special applications.
Most surface search radars will provide only range These are the continuous wave (cw) method and the
and bearing information. If the operator had a need to frequency modulation (fm) method.
direct air traffic or to track incoming missiles, the radar
would also have to provide altitude. Continuous Wave

Altitude The continuous wave (cw) method uses the Doppler

effect to detect the presence and speed of an object
An operator can determine the altitude of a target by moving toward or away from the radar. The system is
adjusting a movable height line on a height indicator to unable to determine the range of the object or to
differentiate between objects that lie in the same
direction and are traveling at the same speed. It is
usually used by fire control systems to track fast moving
targets at close range.

Frequency Modulation

With the frequency modulation (fm) method,

energy is transmitted as radio frequency (rf) waves that
continuously vary, increasing and decreasing, from a
fixed reference frequency. Measuring the difference
between the frequency of the returned signal and the
frequency of the radiated signal will give an indication
of range. This system works well with stationary or
slowly-moving targets, but it is not satisfactory for
locating moving objects. It is used in aircraft altimeters
that give a continuous reading of how high the aircraft
Figure 1-2.—True and relative bearings.
is above the earth.

1-3
Pulse Modulation are temperature inversion, moisture lapse, water
droplets, and dust particles.
With the pulse modulation method, depending on
Either temperature inversion or moisture lapse,
the type of radar, energy is transmitted in pulses that vary
alone or in combination, can cause a huge change in the
from less than 1 microsecond to 200 microseconds. The
refraction index of the lowest few-hundred feet of
time interval between transmission and reception is
atmosphere. The result is a greater bending of the radar
computed and converted into a visual indication of range
waves passing through the abnormal condition. The
in miles or yards. Pulse radar systems can also be
increased bending in such a situation is referred to as
modified to use the Doppler effect to detect a moving
DUCTING, and may greatly affect radar performance.
object. The Navy uses pulse modulation radars to a
The radar horizon may be extended or reduced,
great extent.
depending on the direction in which the radar waves are
bent. The effect of ducting is illustrated in figure 1-3.
FACTORS AFFECTING RADAR
PERFORMANCE Water droplets and dust particles diffuse radar
energy through absorption, reflection, and scattering.
Radar accuracy is a measure of the ability of a radar This leaves less energy to strike the target so the return
system to determine the correct range, bearing, and in echo is smaller. The overall effect is a reduction in
some cases, altitude of an object. The degree of usable range. Usable range varies widely with weather
accuracy is primarily determined by the resolution of the conditions. The higher the frequency of the radar
radar system and atmospheric conditions. system, the more it is affected by weather conditions
such as rain or clouds.
Range Resolution
All radar systems perform the same basic functions
Range resolution is the ability of a radar to resolve of detection, so, logically, they all have the same basic
between two targets on the same bearing, but at slightly equipment requirements. Next, we will talk about that
different ranges. The degree of range resolution basic radar system.
depends on the width of the transmitted pulse, the types
and sizes of targets, and the efficiency of the receiver
BASIC RADAR SYSTEMS
and indicator.
Radar systems, like other complex electronics
Bearing Resolution systems, are composed of several major subsystems and
many individual circuits. Although modern radar
Bearing, or azimuth, resolution is the ability of a systems are quite complicated, you can easily
radar system to separate objects at the same range but at understand their operation by using a basic block
slightly different bearings. The degree of bearing diagram of a pulsed radar system.
resolution depends on radar beamwidth and the range of
the targets. The physical size and shape of the antenna FUNDAMENTAL RADAR SYSTEM
determines beamwidth. Two targets at the same range
must be separated by at least one beamwidth to be Since most radars used today are some variation of
distinguished as two objects. the pulse radar system, the units we discuss in this
Earlier in this chapter, we talked about other internal section will be those used in a pulse radar. All other
characteristics of radar equipment that affect range
performance. But there are also external factors that
effect radar performance. Some of those are the skill of
the operator; size, composition, angle, and altitude of the
target; possible electronic-countermeasure (ECM)
activity; readiness of equipment (completed PMS
requirements); and weather conditions

Atmospheric Conditions

Several conditions within the atmosphere can have

an adverse effect on radar performance. A few of these Figure 1-3.—Ducting effect on the radar wave.

1-4
types of radars use some variations of these units, and construction and operation of microwave components
we will explain those variations, as necessary in the next in NEETS module 11, Microwave Principles.)
chapter. For now, let’s look at the block diagram in
figure 1-4. Duplexer

The duplexer is essentially an electronic switch that

Modulator
permits a radar system to use a single antenna to both
transmit and receive. The duplexer must connect the
You can see on the block diagram that the heart of antenna to the transmitter and disconnect the antenna
the radar system is the modulator. It generates all the from the receiver for the duration of the transmitted
necessary timing pulses (triggers) for use in the radar pulse. As we mentioned previously, the switching time
and associated systems. Its function is to ensure that all is called receiver recovery time, and must be very fast if
subsystems making up the radar system operate in a close-in targets are to be detected.
definite time relationship with each other and that the
intervals between pulses, as well as the pulses Antenna System
themselves, are of the proper length.
The antenna system routes the pulse from the
Transmitter transmitter, radiates it in a directional beam, picks up the
returning echo and passes it to the receiver with a
minimum of loss. The antenna system includes the
The transmitter generates powerful pulses of
antenna, transmission lines, and waveguide from the
electromagnetic energy at precise intervals. The
transmitter to the antenna, and transmission lines and
required power is obtained by using a high-power
waveguide from the antenna to the receiver.
microwave oscillator, such as a magnetron, or a
microwave amplifier, such as a klystron, that is supplied
Receiver
by a low-power rf source. (You can review the
The receiver accepts the weak rf echoes from the
antenna system and routes them to the indicator as
discernible video signals. Because the radar
frequencies are very high and difficult to amplify, a
superheterodyne receiver is used to convert the echoes
to a lower frequency, called the intermediate frequency
(IF), which is easier to amplify.

Indicator

The indicator uses the video output of the receiver

to produce a visual indication of target information
including range and bearing (or in the case of
height-finding indicators, range and height).

TYPES OF RADAR SYSTEMS

Because of different design parameters, no single

radar set can perform all the many radar functions
required for military use. The large number of radar
systems used by the military has forced the development
of a joint-services classification system for accurate
identification of radars.
Radar systems are usually classified according to
their specific function and installation vehicle. The
joint-service standardized classification system divides
Figure 1-4.—Block diagram of fundamental radar system. these broad categories for more precise identification.

1-5
Table 1-1 is a listing of equipment identification warships, aircraft, and shore installations have several
indicators. You can use this table and the radar radar sets, each performing a specific function. A
nomenclature to identify the parameters of a particular shipboard radar installation may include surface search
radar set. and navigation radars, an air search radar, a
height-finding radar, and various fire control radars.
If you use the table to find the parameters of an
AN/FPS-35, you will see that it is a fixed (F) radar (P)
Surface Search and Navigation
for detecting and search (S). The AN indicates
Army/Navy and the 35 is the model number.
The primary function of a surface search radar is to
Since no single radar system can fulfill all of the maintain a 360-degree search for all targets within
requirements of modern warfare, most modern line-of-sight distance from the radar and to detect and

Table 1-1.—Table of Equipment Indicators

1-6
determine the accurate ranges and bearing of surface high altitudes and to detect and determine ranges and
targets and low-flying aircraft. bearings of aircraft targets over relatively large areas.

The following are some applications of surface The following are some applications of air search
search radars: radar:

Indicate the presence of surface craft and aid in Early warning of approaching aircraft and
determining their course and speed missiles, providing the direction from which an
attack could come. This allows time to bring
Coach fire control radar onto a surface target anti-aircraft defenses to the proper degree of
readiness and to launch fighters if an air attack is
Provide security against attack at night, during
imminent.
conditions of poor visibility, or from behind a
smoke screen Constant observation of movement of enemy
aircraft, once detected, to guide combat air patrol
Aid in scouting
(CAP) aircraft to a position suitable for an
Obtain range and bearing on prominent intercept
landmarks and buoys as an aid to piloting,
Provide security against attacks at night and
especially at night and in conditions of poor
during times of poor visibility
visibility
Provide information used for aircraft control
Facilitate station keeping
during operations requiring a specific geographic
Detect low-flying aircraft track (such as an anti-submarine barrier or search
and rescue pattern)
Detect certain weather phenomena
Together, surface and air search radars provide a
Detect submarine periscopes good early warning system. However, the ship must be
Aid in the control of small craft during boat and able to determine altitude to effectively intercept any air
target. This requires still another type of radar.
amphibious operations
Navigation radars fall into the same general Height Finding
category as surface search radars. As the name implies,
navigation radars are used primarily as an aid to navigate The primary function of a height-finding radar
or pilot the ship. This type of radar has a shorter (sometimes referred to as a 3D or three-coordinate
operating range and higher resolution than most surface radar) is to compute accurate ranges, bearings, and
search radars. Because the navigation and surface altitudes of targets detected by air search radar. This
search radars share the same general operating information is used to direct fighter aircraft during
characteristics, both radar types can be used interception of air targets.
simultaneously with one covering longer ranges, while
The height-finding radar is different from the air
the other covers distances closer to the ship. The use of
search radar in that it has a higher transmitting
radars for navigation is discussed further in Electronics
frequency, higher output power, a much narrower
Technician, Volume 5—Navigation.
vertical beamwidth, and requires a stabilized antenna for
So now, with surface search and navigation radars altitude accuracy.
on line, the ship is aware of all surface targets, land The following are some applications of
masses, and low-flying aircraft. But, to protect itself height-finding radar:
from fighter planes, incoming missiles, and other targets
in the upper skies, the ship requires a different type of Obtain range, bearing, and altitude data on
radar. enemy aircraft and missiles to assist in the
guidance of CAP aircraft

Air Search Provide precise range, bearing, and height

information for fast and accurate initial
positioning of fire control tracking radars
The primary function of an air search radar is to
maintain a 360-degree surveillance from the surface to Detect low-flying aircraft

1-7
 Determine range to distant land masses In this chapter we looked at general radar operation
and the three types of radars most frequently maintained
Track aircraft over land by ETs. Tracking radars, missile-guidance radars, and
airborne radars are also critical to Navy readiness;
Detect certain weather phenomena
however, they are not normally maintained by ETs and
Track weather balloons will not be covered in this TRAMAN.
As we stated previously, the modern warship has
Because there are so many different models of radar
several radars. Each radar is designed to fulfill a equipment, the radars and accessories we describe in
particular need, but may be capable of performing this volume are limited to those common to a large
other functions. For example, most height-finding number of ships or shore stations. In our discussion of
radars can be used as secondary air search radars; in specific equipments in the next chapter, we will
emergencies, fire control radars have served as purposely leave out older equipment currently installed
surface search radars. in the fleet, but scheduled for replacement.

1-8
 CHAPTER 2

RADAR SYSTEMS EQUIPMENT CONFIGURATIONS

In chapter 1, we discussed the configuration of a training, you can become an expert maintainer of ANY
basic pulse radar system and the three basic types of electronic equipment.
radar sets. We cannot cover in one chapter every radar
You’ll be surprised at how much you can figure out
used by the Navy or every application of radars at the
on your own. And if you ever get stumped, there are
various units. Therefore, this chapter will present only
ways to get help. You may request maintenance
a general overview of commonly used radars. We will
assistance from tenders, repair ships, Mobile Technical
not teach you specific equipment, but will help you
Units (MOTUs), or NAVSEA field activities. In
identify and understand the operation of surface
addition, Direct Fleet Support (DFS) will resolve
search/navigation radars, air search radars, 3D radars,
maintenance repair problems beyond the capability of
CCA/GCA radars, and various repeaters used in the
ship’s force, Ship Repair Facilities (SRFs), Intermediate
Navy today. For each type of radar, we will provide a
Maintenance Activities (IMAs), and MOTU personnel.
basic system description, followed by its “theory of
If you need DFS assistance, submit a request to the
operation” and a brief explanation of the maintenance
applicable NAVSEACEN via your type commander, as
concept.
prescribed in NAVSEAINST 4350.6.
Most of the radar equipment discussed in this The first radars we’ll talk about are the surface
chapter has specific maintenance training available. search and navigation radars.
However, except for certain crypto equipment, you do
not need specific training to work on the gear. By
SURFACE SEARCH AND NAVIGATION
combining the information in the appropriate technical
RADARS
manual with your extensive basic electronics
background from “A” school and the general knowledge Recall from chapter 1 that the two main functions
you get through training manuals and on-the-job of surface search and navigation radars are to (1) detect

2-1
surface targets and low-flying aircraft and (2) determine Some special operating features included in the
their range and bearing. Some of the more commonly AN/SPS-67(V) radars areas follows:
used surface search and navigation radars in the Navy
are the AN/SPS-10, AN/SPS-67(V), AN/SPS-64(V)9, Automatic Frequency Control (AFC)
and AN/SPS-55. Since the AN/SPS-10 will soon be Automatic tuning
replaced by the similar AN/SPS-67(V), we will not
discuss the AN/SPS-10 in this chapter. Fast Time Constant (FTC)

AN/SPS-67 Interference Suppression (IS)

The AN/SPS-67(V) radar is a two-dimensional Anti-log circuit (Target Enhance)

(azimuth and range) pulsed radar set primarily designed
Sensitivity Time Control (STC)
for surface operations. It can also detect
antiship-missiles (ASM) and low-flying aircraft. The Video Clutter Suppression (VCS)
AN/SPS-67(V)1 is the primary surface search and
navigation radar, with limited air search capability, for Built-In-Test (BIT) Equipment
the following types of ships:
Sector Radiate (SR)

Ships Heading Marker (SHM)

AO CG DDG LHD
Jitter mode
AOE CGN FF LPH
AOR CV LCC LSD Stagger mode

BB CVN LHA TAH The following additional special operating

functions are included in the AN/SPS-67(V)3 model:

Synthesized Channel Frequency Selection

On DDG51 class ships, the AN/SPS-67(V)3 radar
performs navigation, station keeping and general RF Sensitivity Time Control (RFSTC)
surface search duties. Additionally, the Antenna bearing squint correction
AN/SPS-67(V)3 supports the combat systems as shown
below: Digital relative to true bearing conversion

Full-time relative and true bearing synchro

. Primary combat mission (ASUW)—provides a
output at the ante ma controller
quick reaction, automated target detection and
track capability Relative or true bearing synchro output
selectable at the Radar Set Control (RSC) for the
. Secondary combat mission (AAW)—detects low
video processor unit
elevation (conventional) threats.
Digital Moving Target Indicator (DMTI)
General Theory of Operation
Selectable environmental sector
The AN/SPS-67(V) radar set operates in the 5450-
to 5825-MHz frequency range, using a coaxial Constant False Alarm Rate (CFAR) threshold
magnetron as the transmitter output tube. To enhance gating by external control
radar performance for specific operational or tactical
situations, the receiver-transmitter can operate in a long Centroid function
(1.0 %sec), medium (0.25 %sec), or short (0.10 %sec) Track function
pulse mode. The corresponding pulse repetition
frequencies (prf) are 750, 1200, and 2400. Coherent EMI suppression in the DMTI channel

The AN/SPS-67(V)3 version has a new, high data Jam strobe detection
rate, nuclear survivable, low-profile antenna and Wraparound test by external control
pedestal assembly that replaces the AN/SPS-10 antenna
and pedestal assembly. In addition, the synchro signal Target selectable threshold gating by external or
amplifier function is integrated into the radar. internal control

2-2
Configuration FOR THE MAINTAINER.— The AF/SPS-67(V) is
a solid-state replacement for the AN/SPS-10 radar system.
The major units of the AN/SPS-67(V)1 and (V)3
Miniature and micro-miniature technologies are used
radar sets are shown in figure 2-1 and figure 2-2
throughout the radar set. It is more reliable and has better
respectively. As you can see, there is only a slight
logistical support, with 92 percent of its construction being
difference between the AN/SPS-67(V)1 and the
Standard Electronic Modules (SEM).
AWSPS-67(V)3 versions. Think back to the basic
block diagram of a pulse radar in chapter 1 (fig. 1-4). The Built-in-Test (BIT) microprocessor sub-assembly
Relate the function blocks in figure 1-4 to the basic units uses on-line performance sensors to decrease the chance
shown in figure 2-1. If you understand the basics, you’ll of operating the radar with an undetected fault. Using BIT
find that no matter how many special operating circuitry during normal operation will not degrade system
functions a radar has, the basic system is still the same. performance, nor will faulty BIT circuitry affect system
performance. When system failures do occur, you can use
The receiver-transmitter and video processor BIT to isolate 95 percent of the possible faults to a
components of the AWSPS-67(V) bolt to the same maximum of four modules within the receiver-transmitter
bulkhead foundations used for the AN/SPS-10 series or video processor.
components. The remaining components mount in the
same area of the units they replace, although they may BIT circuitry uses light-emitting diodes (index
or may not have the same shape as the AN/SPS-10 indicators) at certain test points to indicate the locations
components. The dummy load mounts on the output of of faults. The condition of the system at each test point
the receiver-transmitter unit. is displayed on readout indicators as GO, MARGINAL,
or NO-GO. In addition, the BIT subsystem provides an
SIGNIFICANT INTERFACES.— Although interactive test mode that permits you to monitor certain
radar systems provide valuable information by test points while making level or timing event
themselves, the interface of that information with other adjustments. Power and voltage standing wave ratio
warfare systems is critical. (vswr) are monitored on an on-line basis. The BIT
subsystem also automatically tests itself periodically by
The AN/SPS-67(V)1 meets interface requirements
going into a self-check mode.
of the following equipment:
Maintenance
. Electronic Synchronizer, AN/SPA-42 or
The AN/SPS-67(V) radar set operates continuously
AN/SPG-55B
during the ship’s deployment. The responsibility for the
. Blanker-Video Mixer Group, AN/SLA-10( ) organizational level maintenance falls on the ship’s
Electronics Technicians, (NEC ET-1507.)
l IFF Equipment
Organizational level maintenance consists of
. Indicator Group, AN/SPA-25( ) or equivalent preventive maintenance (PM) and corrective
maintenance (CM). PM is performed according to
. Synchro Signal Amplifier, Mk 31 Mod 8A or
maintenance requirement cards (MRCs) developed for
equivalent
the AN/SPS-67(V) system. PM at this level includes
The AN/SPS-67(V)3 meets interface requirements checks of operational status and filter/equipment
for the following additional equipment: cleaning. CM is performed according to the
AN/SPS-67(V) technical manual procedures, and
Shipboard Emission Monitor-Control Set, includes removing and replacing chassis-mounted piece
AN/SSQ-82(V) (MUTE) parts, modules, assemblies, and sub-assemblies.
Data Multiplex System, AN/USQ-82(V) Repairable modules, assemblies, and
Signal Processor Converter Group, sub-assemblies are returned to the depot according to
OL-191(V)5/UYQ-21(V) Navy supply procedures.

Command and Decision System, Mk-2 AN/SPS-64(V)9

Gyro Digital Converter, P/O Mk-38/39 and
ACTS Mk-29 The AN/SPS-64(V)9 radar is a two-dimensional
(2D) navigation/surface search radar used as a primary
Surveillance and Control System, AN/SPY-1 radar on small combatants and various non-combatant

2-3
Figure 2-1.—AN/SPS-67(V)1 radar.

Figure 2-2.—AN/SPS-67(V)3 radar.

2-4
ships. It is also used as a back-up radar on large Ship line voltage protection
combatants. It provides a true bearing display for
coastal piloting and a capability for radar navigation and Ship Heading Marker (SHM)
station keeping. Variable range marker
The AN/SPS replaces a variety of small
commercial radars on the following types of ships: Configuration

AE ASR CGN FFG LPH Figure 2-3 provides a general overview of how this
AGDS ATS CV LCC LST radar operates. Unlike the AN/SPS-67 radars, this
off-the-shelf radar system was not designed to use
AOE AVT CVN LHA MHC
existing antennas and indicators. All the components,
ARL BB DDG LHD MSO including the indicator and the antenna system, are
ARS CG FF LPD PHM unique to the AN/SPS-64(V)9.

SIGNIFICANT INTERFACES.— Information

from the AN/SPS-64(V)9 interfaces with the following
General Theory of Operation Navy equipment:

l Blanker/Video Mixer Group, AN/SLA-10

The AN/SPS-64(V)9 has a minimum detection
range of 20 yards on a radar cross-sectional target of 10 . Indicator Group, AN/SPA-25( ) or equivalent
square meters, 3 feet above the surface of the water. It
can operate in either true or relative bearing when used l Synchro Signal Amplifier, Mk 27 or equivalent
with Navy gyrocompasses. . Mk 19 gyrocompass or equivalent
Some special operating features of the radar FOR THE MAINTAINER.— The AN/SPS-
include: 64(V)9 is designed and constructed according to the best

Figure 2-3.—AN/SPS-64(V)9 radar block diagram.

2-5
commercial practices. For example, there are safety The AN/SPS-55 radar supports several mission
interlocks on the antenna pedestal, the areas including Antisurface Warfare (ASUW),
receiver/transmitter (R/T) unit, and the azimuth range Antisubmarine Warfare (ASW), Amphibious Warfare
indicator. All the other units include ON/OFF switches (AMW), Special Warfare (SPW), Mobility (MOB), and
and indicator lights. Command and Control (CAC).

Maintenance General Theory of Operation

The AN/SPS-64(V)9 was purchased as the single, The radar set operates from 9.05 GHz to 10 GHz,
commercially available, off-the-shelf radar for the and can tune over the entire bandwidth within 60
Navy’s Class B1 radar program. Maintenance support, seconds. Tuning can be controlled from either the
including documentation, spares, and levels of remote radar set control (RSC) or the
maintenance is also an off-the-shelf concept. receiver-transmitter (R/T) unit. The transmitter uses a
magnetron with a minimum peak power of 130 KW.
Maintenance responsibilities are assigned to an
The receiver can operate in a long-pulse mode (1.0
existing billet and performed by an Electronics
%sec) or short-pulse mode (.12 %sec) with minimum
Technician (no specific NEC assigned). Organizational
level maintenance consists of preventive maintenance ranges of 200 yards and 50 yards respectively. The
antenna consists of two back-to-back end-fed, slotted
(PM) and corrective maintenance (CM). PM is done
waveguide arrays with a scan rate of 16 rotations per
according to the maintenance requirement cards
minute (rpm).
(MRCs). CM consists of (1) adjustments, alignments,
and tests, as described in the technical manual and (2) Some special operating features of the AN/SPS-55
replacement of the lowest replaceable unit (LRU) radar set include:
required to correct radar discrepancies.
Squint compensation
The Miniature/Microminiature (2-M) Electronic
Repair Program and the Support and Test Equipment Variable sensitivity time control
Engineering Program (STEEP) are not used for the
Fast time constant (FTC)
AN/SPS-64(V)9 radar, since the Navy has no data rights
for the equipment. Log/linear-log intermediate frequency (IF)
Major overhaul and restoration of the amplifier
AN/SPS-64(V)9 radar and LRU repair are performed at Video blanking circuit
the depot level, in the prime contractor’s facility.
Technical Repair Standards (TRSs) are not available Sector radiate capability
since the Navy does not make depot-level repairs.
Automatic and manual frequency control
(AFC/MFC)
AN/SPS-55
The RVC modification provides these additional
The AN/SPS-55 is a solid-state, Class A surface features:
search and navigation radar. It is used to detect small
Analog/digital (A/D) conversion
surface targets and for navigation and pilotage. The
AN/SPS-55 radar detects targets from as close as 50 Digital integration with beam time interval
yards to as far as 50 nautical miles. It was specifically
Noncoherent DMTI
designed for installation in the following
new-construction ship classes: Moving window constant false alarm rate
(CFAR) thresholding

AO-177 CGN-38 DDG-993 MCM-1 Segmented CFAR

CG-47 DD-963 FFG-7 PBC-1
Configuration

A radar video converter (RVC) modification was As shown in figure 2-4, the major components of
developed for AN/SPS-55s used on the FFG-61 class. the AN/SPS-55 radar include the antenna, the

2-6
 Figure 2-4.—AN/SPS-55 block diagram.

receiver-transmitter (R/T), the radar set control (RSC), . Mk XII IFF (pedestal mod only)
and the antenna safety switch.
. AN/SYS-2(V)2 IADT (FFG-61 RVC mod only)
Although the AN/SPS-55 radar is electronically
reliable, the antenna pedestal has been a source of FOR THE MAINTAINER.— The AN/SPS-55
mechanical maintenance problems. A field change kit, radar has various built-in features to protect the
developed in FY89, provided an improved antenna maintainer and the equipment. The transmitter has a
pedestal. Delivery and installation of the pedestal voltage standing wave ratio (vswr) alarm. Fault
modification are coordinated by the Restoration detection indicators, located on both the transmitter and
Program Manager. the RSC unit, show when the high-voltage power
supply, modulator, or magnetron exceeds predetermined
SIGNIFICANT INTERFACES.— The AN/SPS- safe limits. A low-power condition in the radar
55, like all radars, has an impact on other systems, automatically places the radar in the standby mode and
subsystems, and equipment. The RVC modification activates an indicator at the RSC when low power exists.
developed for the FFG-61 and the antenna pedestal
modification not only improved the radar set, but The antenna safety switch, when activated, opens
improved the interface capabilities. The RVC enables the radiate interlock, removing power from the drive
the FFG-61 Integrated Automatic Detection and motor. It also activates a “Man Aloft” indicator on both
Tracking System (IADT) to use the AN/SPS-55 data. the R/T and the RSC unit to ensure that no one tries to
The pedestal modification allows interface with IFF. operate the radar during maintenance.

The AN/SPS-55 interfaces with the following

equipment: Maintenance

. Blanker/Video Mixer Group, AN/SLA-10 Maintenance of the AN/SPS-55 consists primarily

. Indicator Group, AN/SPA-25( ) or equivalent of module replacement, with limited repair or
replacement of certain individual components. The
. Mk 27 synchro signal amplifier or equivalent equipment is designed for rapid fault isolation to the

2-7
lowest replaceable unit (LRU). The technical manual The AN/SPS-49(V) radar replaces the AN/SPS-29,
lists the assemblies and components that can be replaced AN/SPS-37, AN/SPS-40, and AN/SPS-43 radars in
during organizational level maintenance. some ships, including the following ship types:

Electronics Technicians (NEC ET-1491 for FFG-7

CG CV DDG LHD
Class ships or ET-1504 for all other ships) are
responsible for organizational level maintenance of the CGN CVN FFG LSD
AN/SPS-55. Preventive maintenance (PM) and
corrective maintenance (CM) include: Current planning calls for installation of the
AN/SPS-49(V) radar in 160 U.S. Navy ships, plus
electrical and mechanical alignments; various shore installations.

adjustments, and calibration; General Theory of Operation

fault detection, isolation, and module or major
part repair/replacement; and The AN/SPS-49(V) is a narrow-fan beam radar
developed from a Specific Operational Requirement. It
all correction and verification necessary to provides the capability to conduct air search operations
restore the radar set to an operating condition. on a previously unused radar frequency. This minimizes
Disposition and repair of failed components is electronic interference between ships and increases the
specified by the Source, Maintenance, and difficulty for hostile electronic countermeasures
Recoverability (SM&R) codes in the applicable (ECM). The AN/SPS-49(V) provides good bearing
Allowance Parts List (APL). Send your repairable measurements to backup the 3D radar weapons system.
modules to the Designated Overhaul Point (DOP) for Its narrow beamwidth substantially improves resistance
repair or condemnation. to jamming.
The coherent side lobe canceler (CSLC) cancels
jamming and interference signals, providing the
AIR SEARCH (2D) RADARS AN/SPS-49(V) radar further resistance to jamming and
interference. The DMTI capability enhances detection
The two primary functions of air search radar are to of low-flying, high-speed targets.
(1) detect aircraft targets at long ranges and (2)
determine their range and bearing. Some of the most The AN/SPS-49(V)5 version, which has automatic
widely used two-dimensional (2D) air search radars in target detection (ATD) capability, has even more
the Navy are the AN/SPS-37A, AN/SPS-43, sophisticated antijamming features. This version offers
AN/SPS-43A, AN/SPS-49(V), AN/SPS-40B/C/D/E, improved clutter suppression and a digital interface to
and AN/SPS-65(V) aboard ships and the AN/GPN-27 the AN/SYS-2(V) IADT system. The AN/SPS-49(V)5,
(ASR) at shore installations. does not cancel non-moving targets as with MTI,
instead it uses the newest development in doppler
We will not discuss the AN/SPS-29, AN/SPS-37, processing, Finite Impulse Response (FIR) fibers.
and AN/SPS-43 radars, since the AN/SPS-49(V) radar These filters separate radar echo returns into fixed and
replaces them. moving channels according to their doppler
characteristics. The moving channels contain moving
targets only. The fixed channels contain fixed clutter
AN/SPS-49(V)
and blind speed targets. Rejection of non-moving
targets recurs at a later point in time in the clutter maps.
The AN/SPS-49(V) radar is the primary U.S. Navy
The “AEGIS Tracker” modification consists of a
early warning air search 2D radar. It is a
PCB card set integrated into the signal data processor.
very-long-range radar, and provides long-range air
It adds an embedded tracker, with direct digital interface
surveillance in severe clutter and jamming
with the AEGIS combat system, to the AN/SPS-49(V)7
environments. It primarily supports the anti air warfare
radar (installed on AEGIS cruisers). With this
(AAW) mission on surface ships, but also provides
modification incorporated, the AN/SPS-49(V)7
backup to the 3D weapon system radar. The
nomenclature changes to AN/SPS-49(V)8.
AN/SPS-49(V) radar is also used for air traffic control
(ATC), air intercept control (AIC), and antisubmarine The digital coherent side lobe canceler (DCSC) is
aircraft control (ASAC). part of the Medium PRF Upgrade (MPU) modification.

2-8
It improves performance against small targets when techniques are used extensively in the AN/SPS-49(V)5,
subjected to stand-off jamming. The modification 7 and 8.
primarily replaces the receiver’s sensitivity time control
The radar has comprehensive BIT features, such as
(STC) with a sensitivity velocity control (SVC). SVC
performance monitors, automatic fault detectors, and
uses radial velocity and target size information to
built-in-test equipment (BITE). The AN/SPS-49(V)5,
“filter” out birds and near-in clutter. It suppresses
7, and 8 include automatic, on-line, self-test features.
these unwanted targets while retaining detection
Each major unit has test panels with fault indicators and
performance throughout the volume of coverage. The
test points. There is also a test meter to monitor system
MPU also aids in reducing reaction time to only two
power supply voltage.
scans by providing very high-quality velocity
estimates for radar targets. Maintenance

Configuration The AN/SPS-49(V) radar operates continuously

during deployment. Radar maintenance is a
The AN/SPS49(V) radar set contains 47 major
responsibility of the ET rating (NEC ET-1503 for
units in nine variant configurations, (V)1 through (V)9.
(V)1, 2, 3, 4, and 6 or ET-1510 for (V)5, 7, 8 and 9).
Figure 2-5 shows the physical configuration of the
Basic maintenance involves module replacement and
AN/SPS-49(V) radar system.
planned maintenance (PM) and follows the policies
The nine variant configurations are: set forth in NAVSEAINST 4700,1 and
NAVMATINST 4700.4B.
(V)1 Baseline radar
Organizational maintenance consists of PM and CM,
(V)2 AN/SPS49(V)1 radar without the performed on the radar in place, while the ship is
coherent side lobe cancellation underway. CM is limited to (1) fault isolation, (2) removal
feature and replacement of modules or cabinet-mounted piece
(V)3 AN/SPS-49(V)1 radar with the radar parts, and (3) the adjustment, alignment, and testing
video processor (RVP) interface required to correct the radar degradations. All repairable
(FC-1) modules are shipped to DOP for repair as directed by
(V)4 AN/SPS49(V)2 with the RVP SPCC Mechanicsburg.
interface Removing and replacing the radar antenna and various
(V)5 AN/SPS-49(V)1 with automatic major antenna subassemblies require intermediate-level
target detection (ATD) maintenance. These tasks are conducted as directed by the
NAVSEASYSCOM Restoration Program.
(V)6 AN/SPS-49(V)3 without the cooling
system AN/SPS-40B/C/D/E
(V)7 AN/SPS-49(V)5 without the cooling The AN/SPS-40B/C/D/E is the primary shipboard
system long-range, high-powered, two-dimensional (2D), air
(V)8 AN/SPS-49(V)7 with automatic search radar. It provides 10-channel operation, moving
detection and tracking (ADT) target indicator (mti), pulse compression, and high data
short range mode (SRM) for detecting small,
(V)9 AN/SPS-49(V)5 with medium PRF
low-altitude, close-in targets. Designed for use aboard
upgrade (MPU)
frigate-size or larger ships, the AN/SPS-40B/C/D radar
is used on the following types of ships:
SIGNIFICANT INTERFACES.— The AN/SPS-
49(V) radar interfaces with shipboard display systems AVT FF CC CGN DDG
via conventional radar switchboards and NTDS
Field Change 11, which changes the nomenclature
switchboards. Field Change 1 provides an optional
to AN/SPS-40E, replaces the tube-type power amplifier
interface through the Dual Channel RVP and associated
with a solid-state transmitter (SSTX) and provides a
equipment. In addition, the AN/SPS-49(V)5 version
substantial improvement in operational availability.
interfaces with the AN/SYS-2(V) MDT system.
The AN/SPS-40E radar is used on the following types
FOR THE MAINTAINER.— Solid-state tech- of ships:
nology with modular construction is used throughout the
radar, except for the klystron power amplifier and AGF DD LHA LPH
high-power modulator tubes. Digital processing AOE LCC LPD LSD

2-9
Figure 2-5.
2-10
 The many changes to this radar set have improved Solid-state transmitter (SSTX)—changes the
its minimum range capability, as well as made it more number of units in the configuration and the
reliable and easier to maintain. nomenclature of the system

General Theory of Operation AN/SPS-40E Field Change 2—changes the

two-cabinet PA configuration to a single cabinet
The AN/SPS-40 radar set, with the automation PA
module, is better able to detect targets over land and
AN/SPS-40E Field Change 3—replaces the
water and to generate clutter-free target data. It has a
DMTI with a new coherent receiver processor
two-speed drive motor, which increases the antenna rate
to 15 rpm for high-data rate capabilities and operates at SIGNIFICANT INTERFACES.— The An/SPS-
a normal 7.5 rpm speed in the long-range mode (LRM). 40B/C/D/E interfaces with shipboard display systems
via conventional radar switchboards and NTDS
Some special operating features of the
switchboards. The AN/SPS-40B/C/D/E radar with
AN/SPS-40B/C/D/E include the following:
DMTI/RVC interfaces with the AN/SYS-1 Integrated
DMTI Automatic Detection and Tracking System (IADT).

Long-range, long-range/chaff, and short-range FOR THE MAINTAINER.— The increased use of
modes solid-state design and modular construction in the
AN/SPS-40 radar results in a longer mean time between
Automatic target detection (ATD)
failures (MTBF) and a shorter mean time to repair
Built-in-test (BIT) equipment (MTTR). The new receiver and mti both use
built-in-test equipment to help in alignment and
Analog/digital conversion troubleshooting.
Four-pulse staggered pulse repetition frequency
(prf) Maintenance
Operator selectable antenna scan rate
The AN/SPS-40B/C/D/E radar is designed for
Sensitivity time control (STC)
continuous operation during deployment. The
maintenance responsibilities are assigned to the ET
Configuration
rating (NEC ET-1516, ET-1508 (with DMTI), and
Figure 2-6 illustrates the AN/SPS-40B/C/D ET-1511 (with FC-11)). The SPS-40’s modular design
DMTI/RVC radar system. The DMTI field change minimizes maintenance actions at the organizational
replaces the analog moving target indicator with more level.
reliable and more easily maintained digital circuitry. It
Organizational maintenance includes preventive
also provides a new radar set control (RSC) and replaces
and corrective maintenance. PM is performed
the duplexer with a solid-state unit. The RVC field
according to technical manuals and maintenance
change allows the radar to interface with the AN/SYS-1 requirement cards (MRCs).
IADT system.
Installation of the solid-state transmitter, field CM is performed according to the corrective
change (FC-11 ), replaces 11 shipboard units (units 2, 3, maintenance section of the technical manuals and by the
4, 6, 16, 17, 18, 19, 21, 23, and 25) with five units (units Source Maintainability and Recovery (SM&R) code
28 through 32) as shown in figure 2-7. assigned in the APL. You may be required to perform
any of the following actions:
SIGNIFICANT FIELD CHANGES.— As we
mentioned before, this radar set has had many changes. Remove and replace cabinet-mounted piece
Some of the more significant field changes are: parts, modules, assemblies or sub-assemblies.
l Digital moving target indicator Repair modules, assemblies, or sub-assemblies
(DMTI)—solid-state upgrade designated as shipboard repairable.
l Radar video converter (RVC)—interface with Turn in depot repairable items using prescribed
AN/SYS-1 supply procedures.

2-11
Figure 2-6.—AN/SPS-40B/C/D DMTI/RVC radar system.

2-12
 Figure 2-7.—AN/SPS-40E radar system.

System overhaul and restoration are performed on AN/GPN-27 (ASR-8)

a turn-around basis every 10-15 years by naval
The Airport Surveillance Radar AN/GPN-27 is used
shipyards or private contractors as directed by
at naval air stations (NAS) and Marine Corps air stations
NAVSEA. Antenna and pedestal restoration is done on
(MCAS) to detect aircraft within 60 nautical miles of
a turn-around basis, with the assembly aboard ship the station and to generate plan position indicator (PPI)
replaced about every 3 years. information for aircraft control.

2-13
General Theory of Operation The display site group at the indicator site or air
traffic control (ATC) room consists of a display site
remote unit, two system control panels, a display site
The AN/GPN-27 is a modular, solid-state,
cable junction box, and an intercommunications system
dual-channel, dual-beam/frequency diversity, S-band,
with three stations (2 master and 1 slave).
surveillance radar used for safe, efficient movement of
air traffic within the naval or Marine Corps Air Station SIGNIFICANT INTERFACES.— The only
National Airspace System area. interfacing is within the system itself. The control
system contains control boxes that have release and
Some of the operating features include:
take-control circuitry to ensure that radar command is
available only at the selected control box. Operators
Stable local oscillator (STALO)
scan the radar screen for incoming and outgoing aircraft,
MTI with 10-bit design vector aircraft to the airfield, and work with other
controllers to coordinate precision approach radars
Clutter rejection (PAR) and land aircraft.
Circular polarization FOR THE MAINTAINER.— The AN/GPN-27
Reduced side lobes uses state-of-the-art design and technology. All radar
command and status signals stay in power-protected
Field-programmable range azimuth gate solid-state memory, isolating the control system from
short-term power outages. The MPPI at the transmitter
Configuration building aids in system alignment and other
maintenance.

The AN/GPN-27 radar includes three major groups:

Maintenance
an antenna group, a transmitter building group, and a
display site group.
Maintenance of the AN/GPN-27 is performed on
The antenna group consists of a reflector, dual-feed demand or as scheduled and is done by Electronics
assembly, rotary joint, pedestal, and a dual-drive train Technicians (NEC ET-1580). Organizational level
assembly. It is a dual-beam design with normal and maintenance includes fault isolation, performance
passive channels, including switchable linear and testing, and alignment. Corrective maintenance
circular polarization. The cosecant-squared elevation consists of the removal and replacement of
pattern provides constant radiation altitude coverage up sub-assemblies, modules, and printed circuit boards
to 30 degrees above peak of beam. The passive, ( P C B s ) . Those items not repairable at the
receiver-only feed horn is tilted upward from the normal organizational level are returned to the depot facility
beam to reduce interference from ground clutter at short through normal Navy supply channels.
ranges.

In the transmitter building group, the transmitter THREE COORDINATE (3D) AIR
has an air-cooled klystron, a solid-state modularized SEARCH RADARS
modulator, and a solid-state, high-voltage power supply.
Fire Control Technicians (FCs) usually
The receiver provides normal video, log video, and
maintain the height-finding radars installed aboard
moving target indicator (mti) video signals to the
Navy ships. So, rather than cover specific
processor unit. The digital processor processes the
equipment, we will cover general information to
receiver video for the radar tuning and control circuits,
help you understand the overall radar capabilities
the range/azimuth gate generator, the azimuth pulse
of your ship.
generator (APG), and the video cable-line drivers. The
system control interface and distribution unit features a The 3D radar functions much like the 2D system,
solid-state control system for radar command and status but also provides elevation information. To do this,
indications. A 16-inch maintenance plan position the height-finding radar uses a beam that is very
indicator (MPPI) aids in system alignment and narrow, both vertically and horizontally. Azimuth is
maintenance. The transmitter building group also has provided as the antenna rotates continuously at speeds
two of the five stations (1 master and 1 slave) of the varying up to 15 rpm. Although the antenna usually
intercommunication system. operates in the automatic mode, the operator may

2-14
control it manually for searching in a specific target carrier-based aircraft, during daylight or darkness. It is
sector. rarely affected by severe weather and sea state
conditions, and is not affected by low ceiling and
As we mentioned in chapter 1, the air search 3D
visibility problems.
radars determine altitude by scanning the vertical plane
in discrete increments (steps). Although this may be The AN/SPN-46(V)2 system is installed at selected
done mechanically, most frequently, it is done naval air stations (NAS). It is used for the PALS training
electronically. Figure 2-8 shows the radar beam of flight crews, operator and maintenance personnel,
radiated at different elevation angles as electronic and the PALS certification of aircraft.
scanning changes the radiated frequency in discrete
The AN/SPN-46(V)1 system replaces the
steps. Each elevation angle or step has its own particular
AN/SPN-42A Automatic Carrier Landing System
scan frequency.
(ACLS) on CV/CVN class ships. The AN/SPN-46(V)2
A computer electronically synchronizes each system replaces the AN/SPN-42T1/3/4 at various naval
radiated frequency with its associated scan angle to air stations.
produce the vertical height of a given target.
General Theory of Operation
The 3D radars also use a range-height indicator
(RHI) in addition to the PPI used with 2D radars. We The AN/SPN-46(V) PALS allows simultaneous and
will discuss both indicators in further detail in the
automatic control of two aircraft during the final
section on radar indicators. approach and landing phase of carrier recovery
operations. Designed primarily as an “automatic”
CARRIER-CONTROLLED APPROACH landing system, it also has manual control capabilities.
(CCA) AND GROUND-CONTROLLED The AN/SPN-46(V) has three modes of operation that
APPROACH (GCA) RADARS are identified, based on the type of control (automatic or
manual) and the source of information (display or
Carrier-controlled approach (CCA) and
voice).
ground-controlled approach (GCA) systems guide
aircraft to safe landings, even under conditions Mode I (automatic control).—The Central
approaching zero visibility. Radar is used to detect Computer Subsystem (CCS) processes flight
aircraft and to observe them during their final approach information from the radar/ship motion sensor (SMS),
and landing. Guidance information is supplied to the wind speed and direction equipment, and other ancillary
pilot in the form of verbal radio instructions, or to the equipment. It then transmits command and error signals
automatic pilot (autopilot) in the form of pulsed control to each aircraft via the Link 4A. The aircraft receives
signals. these command and error signals and translates them
into control actions that maintain the aircraft within a
The primary approach systems in the Navy are the
narrowly prescribed flight envelope.
AN/SPS-46(V) Precision Approach Landing System
(PALS) for CCA and the AN/FPN-63 Precision Mode II (manual control with display).—The
Approach Radar (PAR) for CGA. aircraft cockpit display receives command and
error signals that direct the pilot to take proper
AN/SPN-46(V) PALS actions.
Mode III (manual control with voice).—The air
The AN/SPN-46(V)1 system provides safe and
traffic controller, using the processed flight data
reliable final approach and landing for PALS-equipped
transmitted to the operator control console (OCC),
provides the pilot with voice communications for a
manual approach.

Configuration

The AN/SPN-46(V)1 system consists of 26 units

categorized into four major subsystems: display
(units 1 and 2), ancillary equipment (units 3-11),
central computer (units 12- 16), and radar/SMS (units
Figure 2-8.—Electronic elevation scan. 17-26). A pictorial flow diagram of the system is

2-15
shown in figure 2-9. The AN/SPN-46(V)2 functions AN/TPX-42(V)8 system through the power distribution
the same as the AN/SPS-46(V)1, except that it does panel (unit 3).
NOT use the MK 16 Mod 12 stable elements (units 17
Other radars, such as the AN/SPN-35, the
and 18). Also, the (V)2 uses a 7-foot diameter antenna
AN/SPN-43, and the AN/SPN-44, are also used in
instead of the 4-foot antenna used for the (V)1.
conjunction with the precession carrier controlled
The display subsystem consists of two identical approach (CCA) system for landing operations.
operator control consoles (OCC) (units 1 and 2), one for
AN/SPN-35.— The AN/SPN-35 radar set provides
each channel of the system. The OCCs allow the final
both azimuth and elevation data for precision
controllers to control and monitor the AN/SPN-46(V)
approaches to aircraft carriers during adverse weather
system. The OCC includes a radar display, a data
conditions. Using the radar display, the operator directs
generator, and an embedded computer. The OJ-314
pilots along a predetermined glide path and azimuth
system installed in the OCC provides operator
courseline to a point one mile from the ship.
communications.
AN/SPN-43.— The AN/SPN-43 is a surveillance
The ancillary equipment subsystem includes and air traffic control radar used on carriers and
aircraft control indicators (units 4, 6, and 7) for the amphibious-type ships. It operates in a 2-4 GHZ
Carrier Air Traffic Control Center (CATCC) and frequency band (S-Band) and provides air navigational
Primary Flight (PRI-FLI) areas. The PRI-FLI data for control and identification of aircraft in the area
indicators (units 6 and 7) display the flight information of the ship. With a range of 50 nautical miles, it tracks
and system status required for each OCC. The low-flying aircraft to a minimum of 250 yards and
recorder-converter (unit 8) records selected system data. covers 360° at altitudes from radar horizon to 30,000
The landing signal officer (LSO) waveoff light (unit 10) feet. The radar displays azimuth and range which the
provides the LSO with a visual indication of the system operator uses to direct control of the aircraft to the CCA
waveoff on the nearest aircraft under control. transfer point. An IFF system, synchronized with the
radar, provides positive identification of the aircraft.
The central computer subsystem (CCS), consisting
of two identical AN/AYK- 14(V) computer sets, receives AN/SPN-44.— The AN/SPN-44 is a range-rate
data from the radar/SMS and OCCs. It computes radar set that computes, indicates, and records the speed
aircraft command and error signals and transmits them of aircraft making a landing approach to the carrier.
to controlled aircraft via Link 4A. Both true and relative air speed are indicated. Supplied
with this accurate information on the speed of the
The radar/ships motion sensor (SMS) subsystem approaching aircraft, the LSO can wave off those
consists of two radar channels, each with an X-band attempting to land at an unsafe speed.
receiver, a Ka-band transmitter, and an antenna. It
consists of several units, including the receiver and FOR THE MAINTAINER.— The AN/SPN-46(V)
antenna (units 24 and 25), Mk 16 stabilization elements is a modernized PALS system that provides improved
(units 17 and 18), and embedded computer processors reliability, maintainability, and performance. It uses
(unit 19). Aircraft tracking information (from the radar) standard electronic modules (SEMs), an AN/USH-26
combines with ship’s stabilization data (from the Mk 16 Magnetic Tape Unit (MTU) and standard computers
gyros) and goes to the CCS for processing. (AN/AYK-14) to provide reliability and improved
supply support.
SIGNIFICANT INTERFACES.— The digital
The AN/SPN-46(V) has a self-monitor capability to
data switchboard (unit 14) provides an automatic
prevent the transmission of erroneous control and error
switching interface between the master-slave computers
signals in Mode I and Mode II operation. It also displays
in the central computer group (unit 12) and all external
the deck status.
system peripherals required for PALS operation. The
AN/TPX-42A(V)8 CATCC DAIR, AN/SSW-1C/D, and The power distribution panel (unit 3) provides
OA-7984(U)/UYK Input/Output (I/O) Control Console circuit breaker protection and acts as a junction box for
(unit 16) can all operate as the master computer of the all stabilization source inputs and outputs, and
CCS. Electrically operated switches automatically anemometer inputs. The PRI-FLI indicator control
switch these equipment into a master or slave (unit 5) contains circuit breaker protection for PRI-FLI
configuration in the central computer group. The indicators (units 6 and 7) and a maintenance intercom
AN/SPN-46(V) also interfaces with the for troubleshooting purposes. The recorder-converter

2-16
Figure 2-9.
2-17
group (unit 8) has a synchro test point panel to monitor operations. It replaces the PAR portion of the
input synchro voltages. AN/CPN-4 family of equipment. The AN/MPN-23 is a
version of the same equipment mounted on a trailer.
The OCC installed in the equipment room (unit 15)
is a system/bootstrap bus monitor (SBBM) that
performs on-line system testing and troubleshooting, General Theory of Operation
and computer bootstrap program loading. The memory
loader/verifier (MLV) (unit 13), stored in the equipment Although the AN/FPN-63(V) is functionally and
room, is used for the following purposes: operationally similar to the PAR portion of the
AN/CPN-4, it uses a modified version of the
Load and verify operational programs from AN/CPN-4A PAR antenna system. The antenna
cassettes modifications reduce signal side lobes and minimize
Initiate AN/AYK-14 self-test and display results ground and precipitation clutter. The AN/FPN-63(V) is
based on solid-state circuitry and includes a digital
Load diagnostics and provide maintenance moving target indicator (mti). The modification also
interface and control includes a remote control subsystem that provides
complete operational use of the PAR up to 10,000 feet
Write cassette memory with received data
from the radar van.
Display and change register and memory
The solid-state AZ-EL range indicator generates its
locations
own internal map, sweeps, range marks, and cursors. A
The SPN radar test set (RTS) (unit 22) is used to single curser adjustment allows alignment of each
align, calibrate, and maintain the radar/SMS subsystem. curser with the runway centerline.
The retractable alignment mast (unit 23) elevates the
SPN RTS and a collocated corner reflector to a Independent transmitters and receivers provide one
minimum of 19 feet above the carrier flight deck for operational channel and one “hot standby” channel.
system calibration. The UPM radar test set (unit 26) is This allows the operator to use one set of equipment,
also used to test and calibrate the radar/SMS subsystem. while a technician performs maintenance on the other
This test set combines the functions of a spectrum set. Thus, service is never interrupted.
analyzer and synchroscope to provide pulse or CW test
signals and visual spectrum indication. It also has a Configuration
direct reading cavity frequency meter, and a power level
meter. A remote control turntable unit and the associated
remote control panels allow positioning of the radar for
Maintenance
multiple runway operation. Stations not requiring
multiple runway operation use a fixed-mounted
Organizational maintenance is performed by ET
AN/FPN-63.
personnel (NEC ET-1524). It consists of removal and
replacement of plug-in assemblies and chassis-mounted All radar components are in racks and enclosures of
parts. You can isolate faults using the the radar sets, with empty spaces covered by blank front
built-in-test (BIT), built-in-test equipment (BITE), panels. The number of indicators varies by site.
general-purpose electronics test equipment (GPETE),
special-purpose test equipment (SPETE), and
Maintenance
maintenance assist modules (MAM).
Depot level maintenance includes repair of failed Organizational maintenance is performed by ET
printed circuit boards (PCBs) or modules and major personnel (NEC ET-1579) and includes performance
repairs, such as overhaul, refurbishment, and verification, testing, alignment, and fault isolation.
calibration. Repair of equipment consists of the replacement of
discrete chassis components and piece parts.
AN/FPN-63 PAR
The prime contractor performs all depot-level
The AN/FPN-63(V) Precision Approach Radar maintenance. If you have any modules or PCBs that
(PAR) is used at naval air stations (NAS) and Marine your organization cannot repair, return them to the depot
Corps air stations (MCAS) for air traffic control facility.

2-18
 RADAR INDICATORS (REPEATERS) consoles used on NTDS ships and are irreplaceable on
non-NTDS ships.
The purpose of a radar indicator (repeater) is to
analyze radar system echo return video and to display The most common radar indicator group used in the
that information at various remote locations. For the Navy is the AN/SPA-25G. This Radar Display and
repeater to present correct target position data, it must Distribution System usually includes the AN/SPA-25G
have three specific inputs from the radar selected: video Indicator, the CV-3989/SP Signal Data Converter, and
input, trigger (timing) pulses, and antenna information. the SB-4229/SP Switchboard.
A video input from the radar via a video amplifier
for each returning echo enables the repeater to display AN/SPA-25G Indicator Group
detected targets.
Trigger (timing) pulses from the radar ensure that The AN/SPA-25G Indicator Group is found on 90
the sweep on the repeater starts from its point of origin percent of all Navy ships. It meets the diverse mission
each time the radar transmits. This allows repeaters to requirements of antiair warfare, antisurface warfare,
display the target at actual range from the radar based antisubmarine warfare, electronic warfare, strike and
on the time lapse between the instant of transmission and amphibious warfare, as well as navigation and bridge
the instant of target echo receipt. requirements such as piloting and station keeping. The
Antenna information from the radar allows the AN/SPA-25G will replace the AN/SPA-4, SPA-8,
angular sweep position of the repeater to be SPA-25, SPA-33, SPA-34, SPA-40, SPA-41, and
synchronized with the angular position of the radar SPA-66. The AN/SPA-50 and SPA-74 radar display
antenna. This will produce and display the target at its system/indicator groups are also potential candidates
actual bearing (azimuth) from the radar. for replacement by the AN/SPA-25G.

The three most common types of displays are the A The AN/SPA-25G is an advanced, solid-state
scope (range-only indicator), the PPI scope (except the CRT display) radar indicator for both
(range-azimuth indicator), and the RHI scope Combat Information Center (CIC) and bridge
(range-height indicator). The A scope, limited by its environments. It can receive multiple data inputs,
range-only capability, is normally considered an including three radar video signals from the same radar,
auxiliary display rather than a radar repeater. The PPI radar triggers, antenna synchro data, external course and
scope is by far the most used radar repeater. speed, off-centering inputs, and dead reckoning
analyzer (DRA) inputs.
PLANNED POSITION INDICATOR (PPI)
The various radar inputs, except video that is in
The PPI is a polar-coordinate display of the analog form, are in the Radar Display and Distribution
surrounding area with the origin of the sweep (normally Systems (RADDS) serial 64-bit data stream format.
located at the center of the screen) representing your The data is continually processed through five
radar. The PPI uses a radial sweep pivoting about the megabits of digital memory. By correlating the radar
center of the presentation, resulting in a maplike picture data with internally generated graphic symbols, the
of the area covered by the radar beam. A relatively operator can fully interact with the displayed
long-persistence screen is used so targets will remain information on the CRT. Figure 2-10, the
visible until the sweep passes again. AN/SPA-25G top panel layout, shows all of the
operational controls and indicators.
Bearing is indicated by the target’s angular position
in relation to an imaginary line extending vertically from Some of the significant design features of the
the sweep origin to the top of the scope. The top of the AN/SPA-25G include:
scope represents either true north (when the radar is
operating in true bearing), or ship’s head (when the radar . High Definition Raster Scan Display-enables
is operating in relative bearing). the AN/SPA-25G to perform at maximum capacity,
without a hood, in either the subdued lighting of CIC or
To allow a single operator to monitor several tactical
the bright daylight on the ship’s bridge.
data inputs from one location, many radar repeaters are
being replaced with multipurpose consoles on Naval . Flicker Reduction—provides an effective
Tactical Data Systems (NTDS) equipped ships. display refresh rate that suppresses flicker in any
However, radar repeaters still serve as a back-up to the lighting environment.

2-19
 Figure 2-10.—AN/SPA-25G radar indicator, top panel controls and indicators.

. Azimuth Fill process—prevents voids, gaps, and

holes in the radar video that occur when translating from
rhotheta to X-Y format.

. Electronic Bearing Circle—around the perimeter

of the radar video display, has bearing markers
displayed every 5°, and is numerically labeled every
10°.

. Electronic Plotting Aid—provides a continuous

display of ship’s speed and course, offset settings,
principal designator range and bearing, and BIT
message.
Figure 2-11 shows the physical configuration of the
AN/SPA-25G. It has the same form and fit as previous
indicator group models in the AN/SPA-25 series. It will
pass through a 25-inch diameter hatch without
disassembly. If a tilted panel or sit-down console is
required, a 60° insert section and an attachable front
shelf are available (fig. 2-12).

The AN/SPA-25G has unlimited operational

capabilities, since it will interface with any Navy
conventional search radar system. The CV-3989/SP Figure 2-11.—AN/SPA-25G stand-up configuration.

2-20
 Figure 2-12.—AN/SPA-25G with insert section.

Signal Data Converter provides the primary interface

between conventional equipment by multiplexing
analog information into a single digital data stream for
use by the AN/SPA-25G.
The AN/SPA-25G allows the maintainer to localize
faults quickly by using built-in-test (BIT) and test
messages for circuit and module checkout.

CV-3989/SP Signal Data Converter

The Signal Data Converter CV-3989/SP (SDC),

shown in figure 2-13, is designed for installation inside
the shipboard radar room. It is mated to the radar
(triggers), antenna azimuth, ship’s gyro-heading, and
ship’s speed or distance (ship’s pit log).
The SDC conditions and multiplexes the various data
inputs into a single digital data (RADDS) stream. This
permits a single cable to distribute RADDS stream data
throughout the ship. Previous distribution of radar and
navigation data required multiple cables. The SDC
accepts radar and navigation inputs and converts them into
five independent serial digital data (RADDS stream)
outputs. Over a single coaxial cable, the following data is
provided by the SDC RADDS data stream: Figure 2-13.—Signal Data Converter, CV-3989/SP.

2-21
 Radar trigger(s)

Radar antenna azimuth (stabilized and

unstabilized)

Dead reckoning information

Ship’s heading

Radar set sensor ID

The SDC also contains the necessary circuitry for
future growth and expanded use in data distribution. A
compatible switchboard is required to interface the data
from various radar sets with other systems.

SB-4229/SP Switchboard

The SB-4229/SP switchboard, shown in figure

2-14, replaces all SB-440, SB-1109, and SB-1505
switchboards. It provides selectable distribution of data
from any Navy conventional search radar set. The
CPU-controlled switchboard can accept signals from 16
radar sets and five IFF interrogator sets, then distribute
them to nine individual radar indicators and nine IFF
decoders. It can also accept mode control from any IFF
decoder associated with any of the radar indicators and
switch the mode control of the IFF interrogator
associated with the radar set being viewed on that
indicator. This process is explained in more detail in
chapter 3.

The SB-4229/SP switchboard allows radar and IFF Figure 2-14.—Radar Distribution switchboard, SB4229/SP.
signals from ship’s radar and RADDS data stream inputs
to be selected from up to 16 signal data converters. It
Maintenance
provides up to nine selectable outputs to the AN/SPA
series radar indicators. So, up to nine different operators
The maintenance of the AN/SPA-25G, CV-3989/SP,
can select one of 16 input sensors to display at their and the SB-4229/SP is performed by the Electronics
indicator. Each of the 16 input sensors can consist of Technician (ET) assigned maintenance responsibilities
three radar videos, RADDS data stream, and IFF control for the surface search radar or conventional radar
with its associated videos. The more significant design display and distribution systems.
features include:
Organizational maintenance consists of corrective
Local or remote selection of input sensors and preventive maintenance actions. Preventive
maintenance is performed according to the maintenance
Conversion of RADDS data stream back to requirement cards (MRCs).
analog (for older indicators)
Shipboard personnel perform corrective
Distribution of any of the 16 input sensors to any maintenance according to the corrective maintenance
of up to nine separate radar indicators sections of the applicable technical manuals and as
reflected by the maintenance code assigned in the
Detection of improper operation by self-test equipment APL. CM may require (1) removal or
(BIT) replacement of cabinet mounted piece parts, (2)

2-22
replacement of components, assemblies, or
sub-assemblies, or (3) repair of certain units, assemblies
or sub-assemblies designated as “shipboard repairable.”
It may then require “turn in” of depot repairable
assemblies or sub-assemblies through prescribed supply
procedures.
All replaceable modules, assemblies or printed
circuit boards with a replacement value of $500 or more
(except the CRT and high-voltage power supplies) are
designed and constructed to be repairable by component
replacement at the depot maintenance level.

RANGE-HEIGHT INDICATOR (RHI)

Figure 2-15.—RHI presentation.
The range-height indicator (RHI) scopes used with
height-finding radars obtain and display altitude
information. The RHI is a two-dimensional directly overhead in the sky (the zenith) is straight up
presentation showing target range and altitude. An the left side of the scope. Targets are displayed as
example of a RHI presentation is shown in figure vertical blips. Vertical range markers are provided to
2-15. estimate target range.
The sweep of a RHI starts in the lower left side of The operator determines altitude by adjust-
the scope and moves across the scope to the right at an ing the moveable height line to the point where
angle that is the same as the angle of transmission of the it bisects the center of the target blip. Target
height-finding radar. The line of sight to the horizon is height is then read directly from altitude dials
indicated by the bottom horizontal line. The point (counters).

2-23
 SUMMARY irreplaceable on non-NTDS ships. So, it is still
necessary that you know radar information is provided
In chapter 1, you reviewed the basics of the theory
by displays such as radar indicators. The A scope
of radar operation. In this chapter, you learned some
(range-only indicator) is used primarily by the
basics about specific equipment used in the fleet.
maintenance personnel to evaluate the operation of the
You now know which missions, on what types of radar. The PPI scope (range-azimuth indicator) is the
ships, are supported by surface search and navigation most commom usually consisting of a Radar Display
radars, such as the AN/SPS-67(V), the AN/SPS-64(V)9, and Distribution System, including the AN/SPA-25G
and the AN/SPS-55. You are aware of some of the Indicator, the CV-3989/SP Signal Data Converter, and
special operating, maintenance, and safety features of the SB-4229/SP switchboard. The RHI scope
these radars. You can identify, during troubleshooting, (range-height indicator) is used with height-finding
which systems they interface with. radars to obtain and display altitude information.
You learned the same types of things about the 2D The Handbook for Shipboard Surveillance Radars,
air search radars used by the Navy, such as the NAVSEA SE 200-AA-HBK-010, provides information
AN/SPS-49(V), the AN/SPS-40B/C/D/E, and the
on radar fundamentals and “rules of thumb” to the level
AN/SPS-65(V) aboard ships and the AN/GPN-27
that will allow you to interpret technical specifications
(ASR) at shore installations. These are air search radars
and performance statements with respect to radar
that you will maintain.
performance requirements. This is a good publication
Although the FCs will usually maintain the 3D to review if you want to make a suggestion for
radars aboard your ship, you must understand how they improvement or modification to a radar system. This
operate in the scheme of the overall radar mission. handbook provides technical support and back-up data
Knowledge of carrier controlled approach and for shipboard radar systems engineers. However, it also
ground controlled approach radar systems such as the provides fundamental and descriptive information for
AN/SPN-46(V) and the AN/FPN-63 is essential in the Navy radar users, including radar principles and
high-tech warfare we use today. Successful air strikes shipboard surveillance radar characteristics.
and air cover are the key to any military victory. In chapter 3, we will discuss some of the systems
Multipurpose consoles are replacing many of the that use radar information. We’ll discuss the equipment
radar repeaters on Naval Tactical Data Systems (NTDS) involved with IFF and DAIR, and also look at some of
equipped ships. But, radar repeaters still serve as a the unique maintenance concepts of the Navy Tactical
back-up to the consoles used on NTDS ships and are Data System (NTDS).

2-24
 CHAPTER 3

RADAR SYSTEM INTERFACING

In the previous chapters, we discussed a basic pulse Reply

radar system, basic types of radar sets and specific radar
equipment used in the fleet. Most every radar we’ve A friendly target’s IFF transponder will
mentioned can interface with other systems. In this automatically reply to the coded challenge with an
chapter we’ll look at some of the systems that use that omnidirectional transmission. It sends a different set of
radar information, such as Identification Friend or Foe pulses at a slightly different frequency than the
(IFF) systems, Direct Altitude and Identity Readout interrogator frequency. A suppression (blanking) signal
(DAIR) systems, and Navy Tactical Data Systems keeps your ship’s transponder from replying to its own
(NTDS). We will not teach you specific equipment, but interrogator.
will help you identify and understand the interface of
radar information with the various systems used in the Recognition
Navy today.
The IFF interrogator receives the coded reply and
Most of the equipment discussed in this chapter has processes it for display on an indicator. Recognition of
specific maintenance training available. However, the target is based on the ppi display. The coded reply
except for certain crypto equipment, you do not need from a friendly craft normally appears as a dashed line
specific training to work on the gear. Remember, as an just beyond the target blip, as shown in figure 3-1.
ET, you can become an expert maintainer of ANY
electronic equipment. The identification process uses two sets of IFF
equipment, the interrogator set and the transponder set.
The first system we’ll talk about is Identification A ship may have one or more interrogator sets, but will
Friend or Foe (IFF) equipment, specifically, the AIMS have only one transponder set. Normally, interrogators
Mark XII IFF system, used by aircraft and surface and transponders aboard ships function independently.
vessels.
Interrogator

IDENTIFICATION FRIEND OR FOE The IFF interrogator operates like a radar

(IFF) SYSTEMS transmitter and receiver. It uses a small directional
antenna either attached to or rotated in synchronization
IFF equipment, used with search radars, permits
with the air search radar antenna. The modulator of the
automatic identification of targets before they are near
search radar set provides synchronization triggers for
enough to threaten the security of a friendly craft. In
the IFF interrogate.
addition to friendly identification, modern IFF systems
also provide other information such as type of craft, When processing replies for display, the IFF
squadron, side number, mission, and aircraft altitude. interrogator uses the time lapse between the
transmission of a challenge and the reception of a reply
to determine range. The synchronized antenna
GENERAL THEORY OF OPERATION
information provides the correct bearing.

IFF completes the identification process in three A high output power is not required for the one-way
basic steps: (1) challenge, (2) reply, and (3) recognition. trip to the target taken by the transmitted pulses, so the
IFF interrogator can operate at low peak power (1 to 2
kilowatts).
Challenge
Transponder
The IFF interrogator sends a coded challenge in the
form of pulse pairs. The selected mode of operation The IFF transponder is a receiver-transmitter
determines the spacing between the pulses. combination that automatically replies to a coded

3-1
 Figure 3-1.—Fundamentats of IFF operation.

challenge. The receiver section receives and amplifies Modes of Operation

signals within its bandpass and decodes the challenge
signals. Reception of correctly coded challenge signals The Mark XII system can challenge in five different
will automatically key the transmitter section to send modes (1, 2, 3/A, 4, and C), each with a specific
function. The video decoder unit, associated with a
prearranged reply signals on a different frequency.
specific indicator, provides control signals that the
In times of hostility, safe or unsafe transit through a interrogator uses to send challenges and decode replies
particular area could depend on how well your IFF is in the various modes. As we mentioned in chapter 2,
operating. It’s not very safe to approach another ship in when the operator has multi-radar inputs available, the
a hostile area without being able to identify yourself as radar distribution switchboard routes the control signals
to the correct interrogator unit.
a friendly target. Also, being without an IFF that can
identify the targets on your radar screen puts your SIF MODES.— Air traffic control and code
Tactical Action Officer (TAO) at a disadvantage. monitoring for friendly aircraft and surface craft use
Therefore, your understanding of IFF operation and selective identification feature (SIF) modes (modes 1,
2, and 3/A). Challenges in these modes consist of two
maintenance is extremely important.
pulses spaced at a characteristic interval for each pulse,
with a third pulse added for ISLS operation, as shown
AIMS MARK XII IFF SYSTEM in figure 3-2.

For SIF modes, the transponder reply is a binary

AIMS is an acronym for an air traffic control radar code contained between two bracket (framing) pulses.
beacon system (ATCRBS), identification friend or foe Framing pulses are present in every reply, regardless of
(IFF), Mark XII system. ATCRBS designates the code content. Each reply code corresponds to a unique
4-digit decimal code. For each mode, the user dials the
civilian air traffic control system used for air control
desired reply code into the transponder using
worldwide. IFF identities military systems. The AIMS
thumbwheel switches. Mode 1, 2, 3/A, and C replies,
system includes equipment such as interrogators,
by themselves, cannot be separated according to mode.
transponders, decoders, interrogator side lobe The interrogator, knowing in which mode it has
suppression (ISLS) switches and drivers, defruiters, and challenged, separates and identifies the replies with the
crypt computers. proper mode.

3-2
 Figure 3-2.—AIMS Mark XII IFF interrogations and replies.

When desired, a transponder may send an Mode 3/A.— Mode 3/A operation, also set at the
identification of position (I/P) reply to mode 1, 2, or 3/A control box, is available for military or civilian use.
interrogations. This reply, when decoded, marks on the Mode 3/A military emergency replies consist of a
indicator a particular aircraft with which the system combination of 4X and 7700 codes. Civilian emergency
operator has voice communications. replies use just the 7700 code. A 7600 reply code, for
both military and civilian use, indicates a failure in radio
A pilotless aircraft containing a transponder
communications. A 7777 reply code is assigned to
transmits an X-pulse reply when responding to SIF interceptors on active air defense missions. Any
mode interrogations. This is a normal mode reply with transponder sending replies to mode 3/A with codes of
an additional pulse occupying the center position of the 7500, 7600, 7700, or 7777 will trigger an alarm at nearby
reply train. FAA towers.
Mode 1.— Mode 1 operation, set at the control box The FAA’s nationwide computer network tracks all
C-6280, is for military use only. The first digit of the assigned mode 3/A codes. The Department of Defense
reply code must be a number from 0 to 7. The second is assigned four mode 3/A code blocks (50XX, 54XX,
digit must be a number from 0 to 3. The remaining two 61XX, 64XX) for use within U.S. national air space.
digits will normally be 0. Military emergency replies
A conflicting signal from your ship could cause
(called 4X or four train emergencies) include the normal
havoc for both local and national air control functions.
reply plus 3 sets of framing pulses for both modes 1 and
The mode 3/A code assigned to your unit during an
2.
operation is probably not a code authorized for military
Mode 2.— Mode 2 operation, set in at the use in national airspace. It may even be the same as one
transponder unit, is also for military use only. In mode assigned to a commercial flight. To avoid problems with
2 and 3/A reply codes, each of the four reply digits can air control, keep mode 3/A off the air when your ship is
have any value from 0 to 7. in port or coastal waters.

3-3
 MODE 4.— Mode 4 operation is for military use paragraphs, we’ll discuss each section, beginning with
only and allows for secure identification of friendly the interrogator section.
aircraft and surface vessels. IFF automatically
INTERROGATOR SECTION.— The major units
generates a reply code according to a preset crypto key
of the interrogator section (except the video decoder
list. As shown in figure 3-2, mode 4 interrogations use
group) are usually mounted in a rack located in the radar
encoded, multipulse trains with 4 (sync) pulses and an
ISLS pulse, followed by up to 32 information pulses. equipment room, as shown in figure 3-3.

When the transponder receives and processes a A simplified block diagram of the interrogator
valid mode 4 interrogation, it sends out a time-coded, section is shown in figure 3-4. The Interrogator Set
three-pulse reply. The interrogator converts the valid AN/UPX-23, provides rf challenges for the various
mode 4 reply back to one pulse. The reply is then time modes. It also receives transponder replies and
decoded before it is presented on the indicator. There processes them into proper video signals for application
are no emergency replies for mode 4 or mode C. to the decoders and indicators.
MODE C.— Mode C replies used by civilian and The pulse generator provides IFF system
military aircraft indicate aircraft altitude and are taken pretriggers that initiate challenges for the enabled
automatically from the aircraft’s barometric altimeter. modes. In a “slaved IFF system,” associated with a
Mode C interrogations are the same as those for SIF specific radar, the pulse generator synchronizes the
modes. Replies are binary codes contained between
interrogations with the radar. In a “black IFF system,”
bracket pulses similar to those for SIF modes.
not associated with a radar, it produces triggers
The reply, derived from an encoder linked to the internally.
aircraft altimeter, may represent any altitude from
-1,000 feet to +126,700 feet in 100-foot increments.
Shipboard transponders are wired to reply to mode C
interrogations with bracket pulses only (code 0000).

Commercial aviation has implemented the Traffic

Alert and Collision Avoidance System (TCAS), which
uses a low-power mode C interrogator-processor.
Using mode C altitude reports, it computes the closest
point of approach (CPA) to other aircraft and displays
the information as an overlay on the weather radar
indicator. General aviation aircraft flying below 12,500
feet reply to mode C with empty brackets (code 0000),
the same code used by Navy ships.

TCAS cannot distinguish between replies sent by

your ship and those sent by small aircraft. It assumes
that a mode C target is at the same altitude as itself if no
altitude is reported. Therefore, your ship’s mode C reply
can set off a projected collision alarm in the cockpit of
an arriving or departing airliner, causing the pilot to
make unnecessary and dangerous maneuvers. Since
this situation is a great threat to air safety, your
transponder’s mode C should always be secured in or
near port, unless you are testing the unit, with the
antenna disconnected.

Equipment Components

As we mentioned earlier, the interrogator and

transponder sections of the AIMS Mark XII IFF operate
independently of each other. In the following Figure 3-3.—Mark XII IFF interrogator equipment.

3-4
 Figure 3-4.—Mark XII IFF system interrogator station.

The Computer, KIR-1A/TSEC, encodes mode 4 Both units remove nonsynchronous transponder replies
challenges for transmission by the interrogator. It also (fruit) and receiver noise from IFF video.
decodes the received mode 4 transponder replies. The
The control monitor functions as a remote
code changer key, TSEC/KIK-18, inserts the mode 4
control and remote monitor for the interrogator
code into the computer.
section. The front panel of the control monitor is
The Video Decoder, AN/UPA-59(), has various shown in figure 3-5.
configurations. The most common configuration uses a
video decoder, an intra-target data indicator, and an The Switch and Driver, AN/UPA-61, provides
ISLS operation for the Mark XII system. Targets at
alarm monitor.
close range may reply to side and back lobes, as well as
The video decoder provides control signals that the to the main antenna beam. This could cause a target to
interrogator uses to display challenges in the various appear for nearly 360 degrees close to the origin of the
modes. It also decodes and processes reply video (mode display, a phenomenon known as “ring-around.” ISLS
4 video goes directly through without processing) and prevents ring-around by inhibiting transponder replies
provides video output to the indicator. The video to side lobes.
decoder will accept radar video from an associated radar
and route it, with or without IFF video, to the indicator The Antenna Pedestal Group, AN/UPA-57, can
for display. An intratarget data indicator plugs into a operate in any of three modes: slaved to a radar system,
receptacle in the decoder’s front panel. It provides self-synchronous, or manually. It consists of a manual
readouts of reply codes for modes 1, 2, and 3/A and pedestal control unit, a control power supply unit, an
direct altitude readouts for mode C. The alarm monitor antenna pedestal assembly, and a pedestal disconnect
contains a loud speaker and indicator lights to provide mast switch.
audible and visual alarms when IFF emergency signals
The manual pedestal control is usually located at
are decoded.
the ppi. The front panel controls allow the selection of
The defruiter can be one of two types of free run, slave, or manual operation. The control power
interference blankers. The MX-8757/UPX is a supply unit, located below decks, develops all power
four-channel type, using one channel per mode for required for the antenna pedestal group. In the free run
modes 1, 2, 3/A, and C. The MX-8758/UPX is a operation mode, the power supply unit can rotate the
one-channel type, using one channel for all modes. pedestal assembly at up to 15 rpm. When slaved to a

3-5
 Figure 3-5.—Control monitor front panel.

radar, it can accommodate rotation rates from 2 to 30

rpm, receiving radar synchro information via the The organizational-level maintenance of the
radar switchboard. In the manual mode, it can Mark XII IFF system is performed by ETs (NEC ET-
position the antenna to any azimuth directed from a 1572). You must have formal training or written
remote position. The antenna pedestal assembly can permission from your commanding officer to work on
mount the AS-2188( )/UPX or any other 10-foot the TSEC/KIR-1, TSEC/KIT-1, or TSEC/KIK-18
antenna designed to mount on the same platform. The crypto units.
pedestal disconnect mast switch, located above decks,
removes all power from the pedestal assembly. The AIMS Newsletter, published by Naval
Electronic Systems Engineering Activity (NESEA) St.
The selection of system antenna equipment Inigoes, Maryland, provides information to shipboard
depends on which radar is using the Mark XII system. technicians and operators on AIMS systems, primarily
For installations where the rotary joint will not pass Mk XII IFF and its related subsystems. It keeps you
the switching bias, the AS-2188( )/UPX will transmit a up to date on any equipment modifications, PMS
sum pattern only, with a separate AS-177( )/UPX changes, and significant interface problems. It also
omnidirectional antenna transmitting the difference gives you an AIMS hotline number to use if you have
rf. Some installations use an integral antenna to any questions or problems concerning maintenance or
transmit and receive both radar and IFF signals, with operation of Mk XII IFF equipment. You can find
difference rf transmitted on a separate AS-177( )/UPX more information on this publication in ET, Volume 2,
antenna. Administration.

TRANSPONDER SECTION.—The transponder Agreements between the Navy, Air Force, and
receives interrogation pulses and, in turn, generates FAA, under the AIMS program, required the
the proper reply pulses. A simplified block diagram of development of a system to present ATCRBS data
a typical shipboard transponder section is shown in instantly, in symbolic and numeric form, directly on
figure 3-6. As we discussed before, desired reply codes the indicator, and superimposed over live radar video.
are set by thumbwheel switches for modes 1, 2, and The AIMS Mark XII IFF system does this for ships.
3/A; ships are wired for code 0000 mode C replies. Under the AIMS
Mode 4 replies are coded automatically according to
the crypto key installed in the TSEC/KIT-1A.

3-6
 Figure 3-6.—Typical shipboard Mark XII transponder section.

program, the Navy, Air Force, and FAA further agreed an installation schedule is set. In the meantime, if you
on specifications for a ground/shore-based would like to find out more about the Type 13 system,
configuration called the DAIR system. contact the instructors who teach the DAIR systems at
the Naval Air Technical Training Center, NAS
Memphis, Millington, TN.
DIRECT ALTITUDE AND IDENTITY
READOUT (DAIR) SYSTEM All the types of DAIR systems use an operator (or
a team of operators) to control air traffic via display
The DAIR air traffic control system provides devices. Each operator gathers and assembles
several different types of configurations for different information by monitoring and operating display
user requirements. They are as follows: devices. The operators use this information to control
air traffic within a given area.
Type 5, DAIR

Type 10, Radar Air Traffic Control Facility

(RATCF) DAIR DAIR (AN/TPX-42A(V)5)

Type 8, Carrier Air Traffic Control Center

(CATCC) DAIR AN/TPX-42A(V)5 gives the air traffic controller
rapid, positive identification and altitude data on
Type 12, Amphibious Air Traffic Control transponder-equipped aircraft. It is used for
(AATC) DAIR ground-controlled approach at shore installations, such
as Naval and Marine Corps air stations (NAS, MCAS),
Type 13, Shipboard DAIR.
radar operational facilities (ROF), and radar air traftlc
The Navy Training Plan (NTP) for the Type 13 control facilities (RATCF). At expeditory airfields, the
system is currently being reviewed for approval. This AN/TPX-42(V)5, in a transportable shelter with ASR,
shipboard DAIR system is scheduled to replace all Type is used by Marine Air Traffic Control Squadrons
8 and Type 12 systems in the fleet; however, there is (MATCS). This system operates with a primary radar.
currently no confirmed time for the conversions. We The radar supplies synchronizing triggers and azimuth
will include the specifics of this system in the first data to the system. The DAIR information is
revision of this volume after the NTP is approved and superimposed on the primary radar video.

3-7
 All the equipment for the DAIR system, except aircraft (using beacon response), matching each aircraft
antennas, is installed in remote shelters, vans, control with the proper identification data from the flight data
rooms, and equipment buildings. Depending on the tabular list. As each aircraft leaves the controller’s area
requirements of the site, a variety of configurations of responsibility, its track is passed to another CATCC
could be used. control position, CIC, or ACLS/PALS as appropriate.
Some of the significant operating capabilities of the
RATCF DAIR (AN/TPX-42A(V)10) CATCC DAIR system include:

RATCF DAIR is used at major shore installations Automatic tracking and alphanumeric identity of
to increase the capability of the AN/TPX-42A(V)5 selected aircraft by aircraft side numbers
interrogator system. This programmable system retains
Independent radar selection by position
all the features of the DAIR system and modifies the
signal-processing chain. The use of computer- The ability to accept NTDS map or to draw anew
processed data increases controller efficiency and traffic or modified map from a keyboard
handling capability. Some of the RATCF DAIR new
capabilities include: Independent maintenance modes for displays
with computer-driven maintenance patterns
Automatic tracking of emergency targets
Built-in Test Equipment (BITE) with computer-
Audible and visual alarm when an aircraft assisted diagnostics
descends below a preselected minimum altitude
Figure 3-7 shows a typical CATCC DAIR system
Altitude monitoring with an alarm when targets interface diagram. CATCC DAIR interfaces with many
stray 300 feet from controller-assigned altitude systems including:

Semi-automatic handoff and exchange of flight NTDS

data between operators and facilities
Keyset Central Multiplexer (KCMX)
RATCF DAIR offers an expanded display and
aircraft tracking capability and impacts other radar ACLS/PALS
systems in the same way as DAIR The RATCF DAIR IFF
interfaces with FAA enroute centers, ARTS facilities, Air
Force PIDP facilities, and other RATCF DAIR facilities. RD-379 recorders

Radar switchboards
CATCC DAIR (AN/TPX-42A(V)8)
CATCC DAIR equipment is installed in the
The AN/TPX-42A(V)8 is designed for air traffic CY-7567 electrical cabinet and the MT-4939 and
control aboard aircraft carriers. Its radius of coverage MT-4940 electrical equipment racks located in the
can extend to 200 nautical miles, although air traffic auxiliary radar room. The CATCC operations room has
controllers are responsible only out to 50 nautical miles. 5 indicator-control groups and 5 keyboard controllers,
Controllers cover their area of responsibility using the including the emergency IFF/radar switch.
alphanumeric display of flight identity, altitude, and
other pertinent information provided by this system and AATC DAIR (AN/TPX-42A(V)12)
superimposed over primary radar video.
The AATC DAIR system is designed for air traffic
The CATCC DAIR system accepts trigger and
control aboard LHA, LPH, and LHD amphibious ships.
azimuth data from several shipboard radars. It also
Display capabilities are similar to those of CATCC
accepts ship’s data such as speed, heading, position,
DAIR, but new equipment and software programs
clock time, and barometric pressure and displays them
provide capabilities needed for amphibious operations.
in a tabular list on the controller’s indicator. The system
The controller is provided the identity, altitude, and
automatically computes the final bearing and displays it
status of IFF-equipped aircraft within the amphibious
as a vector on the indicators.
objective area (AOA). Information such as Air Plan
A controller can put flight information into the Lists and ship’s data are also available for display on the
system, via a keyboard, up to 24 hours before aircraft controller’s console. AATC DAIR uses the IFF beacon
take-off or recovery. The system automatically tracks as a primary means of target detection and tracking, but

3-8
 Figure 3-7.—CATCC DAIR system interlace block diagram.

also incorporates primary radar track processing as a l Integrated Tactical Amphibious Warfare Data
backup. System (ITAWDS)
The AN/TPX-42A(V) 12 does not replace any l Shipboard Data Multiplex System (SDMS)
existing system. On amphibious-type ships, 4 indicator
control groups (consoles) are located in the Helicopter
MAINTENANCE
Direction Center (HDC). Additional consoles are
located in the Tactical Air Control Center (TACC) on
LHA- and LHD-type ships. To accommodate the The organizational maintenance for the DAIR
installation, some existing consoles may be removed systems is done by ETs (NEC ET-1574 for DAIR,
from these locations, but no system is replaced. Field ET-1576 for CATCC DAIR, ET-1576 with 2 weeks of
change kits will update currently installed CATCC difference training for AATC DAIR, and ET-1578 for
DAIR systems on CV- and CVN-type ships to the (V)12 RATCF DAIR). You will perform both on-line and
configuration. off-line tests and alignment, system operational checks
and adjustments for CATCC and AATC DAIR, and
The AATC DAIR interfaces with the same systems periodic inspection, verification and cleaning of certain
as CATCC DAIR, with the following additional equipments in RATCF DAIR. By using BITE for
interface capabilities: on-line fault isolation, you will be able to isolate faults

3-9
to discrete components and, in some cases, to a set of GENERAL THEORY OF OPERATION
several digital cards. You’ll complete most repairs by
removing and replacing discrete chassis components, NTDS accomplishes its objectives in real time; the
modules, or digital circuit cards. system receives data from various sensing devices that
The Air Force performs depot-level maintenance on are in continuous contact with the outside environment.
DAIR equipment under a joint maintenance task It uses this data to evaluate an event as it happens. How
agreement; however, the contractor will repair all often the system requires an update will determine the
CATCC- and AATC DAIR-unique items at the depot rate of sampling for each sensing device. The concept
level. Return the items that you can’t repair to supply. of standard computers operating in conjunction with
They’ll know where to send them. each other to increase capacity and functional capability
is known as the “unit computer concept.” It is basic to
All the systems we’ve discussed so far are the the design philosophy of NTDS. A diagram of a typical
maintenance responsibility of the ET rating. The next NTDS equipment grouping is shown in figure 3-8.
system, NTDS, is maintained by several ratings. As we
explained in ET, Volume 3, Communications Systems, NTDS integrates all systems and subsystems for
the only way to ensure optimum operation of the NTDS performing the basic combat system functions
system is to work closely with the other ratings involved. including:

l Detection and entry

NAVAL TACTICAL DATA SYSTEM . Tracking and identification
(NTDS)
. Threat evaluation and weapon assignment
ET, Volume 3, addresses the NTDS tactical
l Engagement and engagement assessment
communications data system. In this volume, we will
address the tactical radar section. The NTDS The NTDS system accomplishes its varied tasks by
computer-centered control system coordinates the receiving, storing, and processing the data inputs from
collection of data from various sources. It accepts data the other systems and subsystems. The operational
from ship’s sensors, such as radar, sonar, and navigation program then distributes the processed data as usable
inputs, and from external (off-ship) sources via inputs for other systems and subsystems. The data
communications links. It also processes and correlates display also allows the operator to interact with the
this data for tactical use. system.

Figure 3-8.—NTDS equipment grouping.

3-10
MAINTENANCE VOLUME 2—OPERATIONAL SEQUENCES

VOLUME 3—COMBAT SYSTEM READINESS

As an ET, you are responsible for maintaining the
radar, antenna, video and sync amps, and radar VOLUME 4—CAPABILITIES AND LIMITA-
switchboard, plus any associated equipment directly
TIONS
connected to this group.

All ships with NTDS have a Combat Systems As you may imagine, with such an all-
Technical Operations Manual (CSTOM). The CSTOM encompassing system, troubleshooting may take you
documents the total integrated combat systems concept; beyond ET lines of maintenance responsibility. If the
you will find it a useful guide regarding system has a problem, you should be aware of what the
communications, radar, and NTDS as a whole integrated FCs, or DSs, or ICs are doing. Your expertise on the
system. radar or the radar distribution switchboard may help
The CSTOM organizes the technical data associated prevent them from wasting their time. Being aware of
with the integrated combat system, providing what other ratings are doing also will allow you to
information required to both operate and maintain the become more familiar with other equipment and more
system. It defines significant capabilities and knowledgeable about what could affect your equipment.
limitations of the system, and even outlines
requirements for maintaining material and personnel Regardless of your technical knowledge on a piece
readiness for the system. The publication is structured of gear, you must know the safety requirements
as follows: associated with that gear before you work on it. In the
VOLUME 1—COMBAT SYSTEMS DESCRIP- next chapter, we will discuss safety aspects that are
TION specific to radar maintenance.

3-11
 CHAPTER 4

RADAR SAFETY

You are now a radar systems technical expert. As required during certain types of operations. The
an Electronics Technician, Second Class, and possible EMCON bill identifies the equipment to be secured
work center supervisor, you also must understand the while each EMCON level is set. Label your radar
basic safety requirements for radar maintenance and equipment according to your EMCON bill to make
operation. identification easy and to provide for timely shut down.

In ET Volume 1, Safefy, we discussed the following The following paragraphs discuss the primary
safety items that apply to radar: (1) the proper handling adverse affects of electromagnetic radiation on material
of cathode-ray tubes (CRTs), (2) measuring voltage on and personnel and the programs designed to minimize
energized equipment, (3) the use of protective those effects.
equipment, (4) tag-out procedures, (5) working aloft,
and (6) RF hazards. HERO—HAZARDS OF
We will not cover that material in this volume. ELECTROMAGNETIC
However, we will test your understanding of that RADIATION TO ORDNANCE
material in the NRTC for this volume. Therefore, if you
have not completed Volume 1, you may want to do so During on-loading or off-loading of ammunition,
before proceeding with this course. there is a danger that RF electromagnetic fields could
accidentally activate electro-explosive devices (EEDs)
or electrically-initiated ordnance. This is a very real
RADIATION HAZARDS hazard to the ordnance, the ship, and the crew. The
Much of your radar gear (if labeled correctly) will HERO program was developed to control these types of
have radiation hazard (RADHAZ) warnings attached. situations.
These labels indicate a radiation hazard producing RF
When HERO is set, it usually requires that radars be
electromagnetic fields intense enough to actuate
secured. When you are in port and must conduct any
electro-explosive devices, cause spark ignition of
radar maintenance requiring rotating the antenna or
volatile combustibles, or produce harmful biological
radiating, always coordinate your actions with Base
effects in humans. You will probably not be able to
Operations via the CDO. HERO conditions anywhere
eliminate the hazards caused by normal operation of
in the area could be affected by your radar. Even if you
your radar equipment. Therefore, you will need to
just want to radiate a short period for an operational test,
minimize them during certain evolutions.
check with the OOD or CDO first.
The most effective way to reduce radiation hazards
Table 4-1 identifies ordnance hazards associated
is to shut down equipment when possible or to locate
with common electronic equipment. This is an example
equipment so that radar main beams do not illuminate
of tables found in NAVSEA OP 3565 Volume II, part 1.
ordnance, personnel, or fuels.
NAVSEA OP 3565 requires each commanding HERF—HAZARDS OF
officer to establish procedures for maintaining positive ELECTROMAGNETIC
control of RF transmitting equipment and to coordinate RADIATION TO FUELS
the actions of personnel working near emitters or
handling ordnance. By instruction, no one may turn on
The HERF program was developed to protect
a n y transmitting equipment without proper
fueling operations. During fueling operations, RF
authorization from the supervisor in charge of
electromagnetic fields with a large enough intensity
operations. That means that you need permission to
could produce a spark that could ignite the volatile
operate, test operate, rotate, or radiate electronic gear.
combustibles. Therefore, certain radars may need to be
Each command has an Emissions Control shut down during fueling operations. Check your
(EMCON) Bill that establishes the level of EMCON HERF publications for specific details.

4-1
 Table 4-1.—NAVSEA OP 3565 Volume II, Table 2-4, Safe Separation Distances for Radar, EW, and NAVAIDS Equipment

HERP—HAZARDS OF example of tables found in NAVSEA OP 3565 Volume

ELECTROMAGNETIC I.
RADIATION TO PERSONNEL
RF BURNS.— As we mentioned in ET Volume 1,
voltages of enough potential to cause a burn injury can
The HERP program was developed to protect be induced on metallic items from nearby transmitting
personnel from RF electromagnetic radiation. antennas. However, there has to be actual physical
Anywhere a radar or transmitter is operating, there is a contact for the burn to occur. You can help prevent
danger that the RF electromagnetic fields may produce contact by ensuring that warning signs are placed
harmful biological effects in humans exposed to them. properly and obeyed.
The following paragraphs identify the typical hazards
and the steps you can take to minimize them.
Precautions
Hazards
During normal operations, personnel can easily
RF hazards to personnel are based on overexposure avoid most hazards if the hazards are labeled properly.
to RF energy. The biological hazard level for exposure However, during maintenance, some hazards must be
to RF radiationis established by the Bureau of Medicine eliminated by specific, planned actions, such as those
and Surgery and is included in NAVSEA OP 3565 listed below. Using all safety precautions is the personal
Volume I. responsibility of the technician.

SAFE LIMITS.— Safe limits are based on the TAG-OUT.— Tag-out procedures are covered in
power density of the radiation beam and the exposure depth in ET Volume 1. Hanging a proper tag can save
time of the human body. Table 4-2 identifies safe limits your life. Using tags improperly or not at all will
associated with common electronics equipment. It is an eventually put you, maybe your best buddy, maybe your

4-2
 Table 4-2.—NAVSEA OP 3565, Volume I, Table 2-1, Personnel Hazards from Continuous or Intermittent Exposure to Main Beam
Radiation

whole crew, in a Navy mishap report. Ensure that become familiar with the hazards associated with your
required tags are installed properly and observed fully. equipment. If you install new equipment, update your
EMCON bill. Use NAVSEA OP 3565 Volume I or
MAN-ALOFT CHITS.— Man-Aloft chits protect
Volume II to determine the hazards associated with the
you from RF hazards when you are working on radar
equipment.
antennas. If the chit is run properly, the operations on
your ship and any ship next to you are modified to keep
you safe. Heed the requirements and follow the OTHER RADAR HAZARDS
procedures.
You cannot always avoid hazards when working on
EQUIPMENT SAFETY DEVICES.— Devices radars. In these instances, take what precautions you
built into equipment, such as cut-off switches on can and at least be prepared for an emergency. As we
antennas, are for your safety. A cut-off switch, when set, discussed in ET Volume 1, there are various safety
will keep you out of danger. It will prevent someone concerns associated with working on energized
from rotating the antenna from a remote location. But, equipment, going aloft, or handling CRTs.
you, the technician, have to set the cut-off switch for it
to be of any use. Equipment safety devices are there for ENERGIZED EQUIPMENT
your protection. Use them!
You may have to work on energized equipment on
Everywhere you go in the Navy, there will be a hectic bridge, in a crowded CIC, or in a cramped radar
communications and radar equipment that produces an equipment room. These are not ideal safety
Electromagnetic Radiation Environment (EME). And, environments. As these spaces are maintained by
there will always be electromagnetic radiation hazards various people, always check the rubber matting around
introduced by operating this equipment. To be safe, your equipment. Also check other protective

4-3
equipment, such as rubber gloves and shorting probes
before using them.

It’s your life; pick good safety observers. Your

safety observers should be aware of what type of
WARNING!
maintenance you’re going to do. They also need to
know whom to contact if you run into technical
NEVER WORK ALONE ON ENERGIZED
problems.
EQUIPMENT.
Safety Observers are responsible for the safety of those
On ships with minimum manning, you may not have
walking underneath you as well as for your safety. They
the option of using another ET as a safety observer.
should position themselves so you can communicate with
Make sure that whoever is going to observe you is CPR
them without having to come down. The safety observer
qualified. Brief your observer on what you will be
will pass your information to everyone else. If something
doing. Physically show him or her where the cut-off is falling, communicate quickly.
switch is located. Have him or her stand by at a safe
distance with a rope or wooden cane to pull you from
CATHODE-RAY TUBES (CRT’S)
the equipment, should you get hung up. Follow
procedures outlined in ET Volume 1 for voltage checks.
Cathode-ray tubes are part of radar scopes. You will
MAN-ALOFT definitely have to work around them. You will probably,
at one time or another, pack or unpack, install, repair, or
As we mentioned earlier, when you work aloft on
dispose of one. There are some very real dangers
radar antennas, your man-aloft chit protects you from the
RF radiation hazards. But, you also need to be protected associated with handling a CRT. Always take the
from falling. Do the required PMS for safety harnesses precautions discussed in ET Volume 1 whenever you
handle a CRT.
every time you use the harness. And remember, even a
good harness can’t save you unless you use it right. When Never think about electronics without thinking
you go up the mast attach your harness properly so you about safety. Learn from the safety information you get
can’t free fall to the deck. Attach a line to any tools you from the Ship’s Safety Bulletins, Navy mishap reports,
carry up, so they are unable to fall freely. Set the cut-off and personal experience. Follow established
switches for any antennas along your way. procedures and all safety instructions. Live longer.
We’ve discussed many aspects of radar in this
volume. In ET Volume 7, Antennas and Wave
WARNING! Propagation, we will provide specific information
about radar antennas, waveguides, and transmission
NEVER WORK ALOFT WITHOUT A lines. Then in ET Volume 8, System Concepts, we will
SAFETY OBSERVER. discuss specifics on radar cooling systems.

4-4
 APPENDIX I

GLOSSARY

2-M— Microminiature electronic repair. CCA— Carrier controlled approach.

2D RADAR— Two dimensional; the radar provides CCS— Central computer subsystem.
information on two separate coordinates (usually CDO— Command duty officer.
range and azimuth).
CFAR— Constant false alarm rate.
3D RADAR— Three dimensional; the radar provides
CIC— Combat information center.
information on three separate coordinates (usually
range, azimuth, and altitude). CM— Corrective maintenance.

A/D— Analog/digital. CPA— Closest point of approach to other surface craft

or aircraft.
AATC DAIR— Amphibious air traffic control DAIR uses
an AN/TPX-42A(V)12 and is known as a type 12 system. CPR— Cardiopulmonary resuscitation.

AAW— Antiair Warfare. CRT— Cathode ray tube.

ACLS— Autostatic Carrier Landing System. CSLC— Coherent sidelobe canceler.

ADT— Automatic detection and tracking. CSTOM— Combat Systems Technical Operations
Manual.
AFC— Automatic frequency control.
CW— Continuous wave.
AIC— Air intercept control.
DAIR— Direct Altitude and Identity Readout. The
AMW— Amphibious warfare.
standard DAIR system uses an AN/TPX-42A(V)5
AOA— Amphibious objective area. and is known as a type 5 system.
APG— Azimuth pulse generator. DCSC— Digital coherent sidelobe canceler.
APL— Allowance parts list. DFS— Direct fleet support.
ASAC— Antisubmarine aircraft control. DMTI— Digital moving target indicator.
ASM— Antiship missile. DOP— Designated overhaul point.
ASUW— Antisurface warfare. DRA— Dead reckoning analyzer.
ASW— Antisubmarine warfare. DUCTING— The increased bending of radar waves as
ATC— Air traffic control. they pass through abnormal atmospheric
conditions.
ATCRBS— Air Traffic Control Radar Beacon System.
ECM— Electronic countermeasures.
ATD— Automatic target detection.
EED— Electro-explosive devices.
BIT— Built-in-test.
EIMB— Electronics Installation and Maintenance
BITE— Buih-in-test equipment.
Book.
CAC— Command and control.
EMCON— Emissions control.
CAP— Combat Air Patrol.
EME— Electromagnetic radiation environment.
CATCC— Carrier Air Traffic Control Center.
EMI— Electromagnetic interference.
CATCC DAIR— Carrier Air Traffic Control Center
ET— Electronics Technician.
DAIR system uses a AN/TPX-42A(V)8 and is
known as a type 8 system. FC— Fire Control Technician.

AI-1
FM— Frequency modulation. MPU— Medium PRF upgrade.

FRUIT— Nonsynchronous transponder replies that MRC— Maintenance requirement card.

interfere with IFF video. MTBF— Mean time between failures.
FTC— Fast time constant. MTI— Moving target indicator.
GCA— Ground controlled approach. MTTR— Mean time to repair.
GPETE— General-pufpose electronic test equipment. MTU— Magnetic tape unit.
HDC— Helicopter direction center. MUTE— Shipboard Emission Monitor-Control Set,
HERF— Hazards of electromagnetic radiation to fuel. AN/SSQ-82(V).

HERO— Hazards of electromagnetic radiation to NAS— Naval air station.

ordnance. NAVSEA— Naval Systems Engineering Activity.
HERP— Hazards of electromagnetic radiation to NAVSEACEN— Naval Systems Engineering Activity
personnel. Center.
I/O— Input/output. NEC— Navy Enlisted Classifications.
IADT— Integrated Automatic Detection and Tracking NEETS— Navy Electricity and Electronics Training
System. Series.
IF— Intermediate frequency. NTDS— Navy Tactical Data System.
IFF— Identification friend or foe. OCC— Operator control console.
IMA— Intermediate maintenance activity. OOD— Officer of the deck.
IS— Interference suppression. PA— Power amplifier.
LSLS— Intemogator side lobe suppression. PALS— Precision Approach Landing System.
ITAWDS— Integrated Tactical Amphibious Warfare PAR— Precision approach radar.
Data System.
PCB— Printed circuit board.
KCMX— Keyset central multiplexer.
PM— Planned/preventive maintenance.
LED— Light-emitting diodes.
PMS— Planned Maintenance System.
LOS— Line of sight.
PPI— Planned position indicator.
LRM— Long range mode.
PRF— Pulse repetition frequency, also referred to as
LRU— Lowest replaceable unit. pulse repetition rate (PRR).
LSO— Landing signal officer. PRI-FLI— Primary flight.
MAM— Maintenance assist module. PRR— Pulse repetition rate, also referred to as pulse
MATCS— Marine air traffic control squadrons. repetition frequency (PRF).
MCAS— Marine Corps air station. R/T— Receiver/transmitter.
MFC— Manual frequency control. RADDS— Radar Display and Distribution Systems.
MLV— Memory loader/verifier. RADHAZ— Radiation hazard.
MOB— Mobility. RATCF DAIR— Radar Air Traffic Control Facility
MOISTURE LAPSE— A falling away from the DAIR system uses the AN/TPX-42A(V)10 and is
standard moisture content of the air. known as a type 10 system.

MOTU— Mobile technical unit. RF— Radio Frequency.

MPPI— Maintenance planned position indicator. RFI— Radio frequency interference.

AI-2
RFSTC— RF sensitivity time control. SPETE— Special-purpose electronic test
equipment.
RHI— Range-height indicator.
SPW— Special warfare.
RING-AROUND— The appearance of a target close to
the origin of the display screen that extends nearly SR— Sector radiate.
360 degrees. Usually a result of close-in targets SRF— Ship repair facility.
responding to side lobe IFF interrogations.
SRM— Short range mode.
ROF— Radar operational facilities.
SSTX— Solid-state transmitter.
RPM— Rotation per minute.
STALO— Stable local oscillator.
RSC— Radar set control.
STC— Sensitivity time control.
RTS— Radar test set.
STEEP— Support and Test Equipment Engineering
RVC— Radar video converter. Program.
RVP— Radar video processor. SVC— Sensitivity velocity control.
SBBM— System/bootstrap bus monitor. TACC— Tactical Air Control Center on LHA and LHD
SDC— Signal data converter. type ships.

SDMS— Shipboard data multiplex system. TAO— Tactical action officer.

SEM— Standard electronic modules. TCAS— Traffic Alert and Collision Avoidance
System.
SHM— Ships heading marker.
TEMPERATURE INVERSION— An atmospheric
SIF MODES— Selective identification feature modes
condition in which the normal properties of the
of IFF (modes 1, 2, and 3/A) used by friendly
layers of the air are reversed.
aircraft and surface craft.
TRS— Technical repair standards.
SM&R CODE— S o u r c e , maintenance, and
recoverability code. VCS— Video clutter suppression.

SMS— Ships motion sensor. VSWR— Vohage standing wave ratio.

AI-3
 APPENDIX II

REFERENCES USED TO DEVELOP

THE TRAMAN

NOTE: Although the following references were current when this TRAMAN
was published, their continued currency cannot be assured. You, therefore, need to
ensure that you are studying the latest revision.

AIMS Newsletter Number 24, Naval Electronic Systems Engineering Activity, St.
Inigoes, Md, February 1993.
Navy Electricity and Electronics Training Series, Module 18, Radar Principles,
NAVEDTRA 172-18-00-84, Naval Education and Training Program
Management Support Activity, Pensacola, Fl., 1984.
Navy Training Plan, AN/SPA-25G Indicator Group and SB-4229/SP
Switchboard, NTP S-30-8304B, Chief of Naval Operations, Washington,
DC, April 1988.
Navy Training Plan, AN/GPN-27 Airport Surveillance Radar, NTP E-50-7902A,
Chief of Naval Operations, Washington, DC, May 1986.
Navy Training Plan, AN/SPS-40B/C/D/E Radar, NTP S-30-7127H, Chief of Naval
Operations, Washington, DC, January 1991.
Navy Training Plan, AN/TPX-42(V)5, 8, 10, NTP E-50-7005E, Chief of Naval
Operations, Washington, DC, May 1986.
Navy Training Plan, AN/TPX-42(V)12 AATC DAIR, NTP E-50-8502, Chief of
Naval Operations, Washington, DC, August 1990.
Navy Training Plan, AN/SPN-46(V) Precision Approach Landing System
(PALS), NTP E-50-8206C, Chief of Naval Operations, Washington, DC,
April 1989.
Navy Training Plan, AN/TPS-49( V) Series Radar, NTP S-30-7515H, Chief of Naval
Operations, Washington, DC, January 1993.
Navy Training Plan, AN/SPS-55 Surface Search Radar, NTP S-30-7512E, Chief of
Naval Operations, Washington, DC, June 1989.
Navy Training Plan, AN/FPN-63 Precision Approach Radar (PAR), NTP
E-50-7404D, Chief of Naval Operations, Washington, DC, August
1986.
Navy Training Plan, AN/SPS-64(V) 9 Radar, NTP S-30-8106C, Chief of Naval
Operations, Washington, DC, May 1989.
Navy Training Plan, AN/SPS-67(V) Radar, NTP S-30-7716F, Chief of Naval
Operations, Washington, DC, August 1990.
Technical Manual, Electromagnetic Radiation Hazards, Volume I and Volume II,
Part 1, NAVSEA OP 3565, Naval Sea Systems Command, Washington DC, July
1989.

AII-1
 INDEX

A Configuration—Continued
AN/SPS-40E, 2-11
Aims mark XII IFF system modes of operation, 3-2
AN/SPS-49(V), 2-9
emergency replies, 3-3
AN/SPS-55, 2-6
mode 1, 3-3
AN/SPS-64(V)9, 2-5
mode 2, 3-3
AN/SPS-67(V)3, 2-3
mode 3/A, 3-3
D
mode 4, 3-4
Direct altitude and identity readout (DAIR) system, 3-7
mode c, 3-4
AATC DAIR (AN/TPX-42A(V)12), 3-8
SIF modes, 3-2
CATCC DAIR (AN/TPX-42A(V)8), 3-8
Air search (2D) radars, 2-8
DAIR (AN/TPX-42A(V)5), 3-7
AN/GPN-27(ASR-8), 2-13
RATCF DAIR (AN/TPX-42A(V) 10), 3-8
AN/SPS-40B/C/D/E, 2-9
Type 13, shipboard DAIR, 3-7
AN/SPS-49(V), 2-8
Altitude, 1-26 G

General theory of operation, 2-2

B
AN/FPN-63(V), 2-18

Bearing, 1-3 AN/GPN-27, 2-14

bearing resolution, 1-4 AN/SPA-25G, 2-19

relative bearing, 1-3 AN/SPN-46(V), 2-15

true bearing, 1-3 AN/SPS-40, 2-11

AN/SPS-49(V), 2-8
C
AN/SPS-55, 2-6
Carrier-controlled approach (CCA) radars, 2-15 AN/SPS-64(V)9, 2-5
AN/SPN-35, 2-16 AN/SPS-67(V), 2-2
AN/SPN-43, 2-16 radar indicators (repeaters), 2-19
AN/SPN-44, 2-16 range-height indicator (RHI), 2-23
AN/SPN-46(V) PALS, 2-15 SB-4229/SP switchboard, 2-22
Configuration, 2-3 signal data converter CV-3989/SP, 2-21
ANEPN-63 PAR, 2-18 General theory of IFF operation, 3-1
AN/GPN-27, 2-14 challenge, 3-1
ANISPA-25G, 2-20 interrogator, 3-1
AN/SPN-46(V)1, 2-15 recognition, 3-1
AN/SPN-46(V)2, 2-16 reply, 3-1
AN/SPS-40B/C/D, 2-11 transponder, 3-1

INDEX-1
Ground-controlled approach (GCA) radars, 2-15 Maintenance—Continued
AN/FPN-63 PAR, 2-18 SB-4229/SP, 2-22
AN/SPS-64(V)9, 2-6
I
N
Interfaces, 2-3
AN/GPN-27, 2-14 Naval Tactical Data System (NTDS), 3-10
AN/SPA-25G, 2-20 Combat Systems Technical Operations Manual
(CSTOM), 3-11
AN/SPN-46(V), 2-16
AN/SPS-40B/C/D/E, 2-11 R
AN/SPS-49(V), 2-9
Radar detecting methods, 1-3
AN/SPS-55, 2-7
continuous wave, 1-3
AN/SPS-67(V)1, 2-3
frequency modulation, 1-3
AN/SPS-67(V)3, 2-3
pulse modulation, 1-4
SB-4229/SP switchboard, 2-22
Radar indicators (repeaters), 2-19
Interrogator section, 3-4
A scope, 2-19
antenna pedestal group, AN/UPA-57,
3-5 AN/SPA-25G indicator group, 2-19

code changer key, TSEC/KIK-18, 3-5 planned position indicator (PPI), 2-19
computer, KIR-1A/TSEC, 3-5 range-height indicator (RHI), 2-23

control monitor, 3-5 Radar performance, 1-4

defruiter, 3-5 atmospheric conditions, 1-4
interrogator set, AN/UPX-23, 3-4 bearing resolution, 1-4

pulse generator, 3-4 ducting, 1-4

switch and driver, AN/UPA-61, 3-5 radar accuracy, 1-4
video decoder, AN/UPA-590, 3-5 range resolution, 1-4
Radar reference coordinate system, 1-1
M
azimuth, 1-2
Maintenance, 2-3 elevation angle, 1-2
AN/FPN-63, 2-18 horizontal plane, 1-1
AN/GPN-27, 2-14 line of sight, 1-1
AN/SPA-25G, 2-22 true north, 1-1
AN/SPN-46(V), 2-16 true bearing, 1-2
AN/SPS-40B/C/D/E, 2-11 vertical plane, 1-1
AN/SPS-49(V), 2-9 Radar safety, 4-1
AN/SPS-55, 2-7 cathode-ray tubes (CRT’S), 4-4
AN/SPS-67(V), 2-3 energized equipment, 4-3
CV-3989/SP, 2-22 man-aloft, 4-4

INDEX-2
Radar safety—Continued Range, 1-2
radiation hazards, 4-1 maximum range, 1-2
RF burns, 4-2 minimum range, 1-2
safe limits, 4-2 range accuracy, 1-2
Radar safety precautions, 4-2 range resolution, 1-4
equipment safety devices, 4-3
man-aloft chits, 4-3 S

safety observer, 4-4

Surface search and navigation radars, 2-1
tag-out, 4-2
AN/SPS-55, 2-6
Radar system, 1-4
AN/SPS-64(V)9, 2-3
antenna system, 1-5
AN/SPS-67, 2-2
duplexer, 1-5
indicator, 1-5
T
modulator, 1-5
receiver, 1-5
Three coordinate (3D) air search radars, 2-14
transmitter, 1-5
Transponder section, 3-6
Radiation hazards, 4-1
TSEC/KIT-1A, 3-6
HERO-hazards of electromagnetic radiation to
Types of radar systems, 1-5
ordnance, 4-1
air search, 1-7
HERF-hazards of electromagnetic radiation to
fuels, 4-1 height finding, 1-7

HERP-hazards of electromagnetic radiation to navigation, 1-6

personnel, 4-2 surface search, 1-6

INDEX-3