Asian Dragon International

A typical aircraft with nose mounted FLIR and SLAR mounted under aft fuselage. This photo shows one of the three aircraft delivered to the Hellenic Coast Guard which has the belly mounted 360° Telephonics RDR1500B radar. A nose mounted RDR 1400C with 120°sector scan is also available.

Oxygen system 114 cu ft Oxygen, light and air outlets in accordance with seating plan.

De-icing Equipment: Certified for flight in Known Icing conditions.

Complete with de-ice boots for the wings, horizontal and vertical stabiliser (As shown

above), heated pilot’s window (LH). Propeller de-ice.

Air conditioning 20,000 BTU, optimized for operator comfort.

Heavy duty corrosion proofing.

S-TEC Magic Engine Instrument Display System, including engine Parameter recorder

Two pilot’s seats and three operator seats in the cabin

ELT Artex C406-1 Emergency Locator Transmitter.

RH flight instrument panel and full dual controls for co-pilot.

This is a 3 axis well proven system with soft ride, half bank and Yaw damper. Couplers for heading, NAV. GPS. ILS. VOR.

KI 256 Attitude Indicator

KI 525A HSI Navigation Indicator No 1 (shown below).

KAS 297C Altitude Pre-select and alert. (shown right).

KEA 346 Encoding Altimeter

GNS 530W is an all-in-one GPS/ Nav/Com.

It features a WAAS-certified GPS, 2280-channel

capacity COM and 200-channel NAV ILS/VOR with

localizer and glideslope. Traditionally it would take a

host of components to provide the capabilities of this

one smart box

N°1 NAV indicator is coupled to the autopilot and is

displayed on the Honeywell King Silver Crown Plus

KCS 55A Remote compass system

(An optional repeater indicator can be provided for the co-pilot)

N°2 displayed on GI 106A Indicator

Audio Garmin GMA 340 with 4 place

intercom

XPDR Garmin GTX 330 Digital Transponder

DME KN63 DME with Indicator

ADF KR87 Digital ADF with KI227 Indicator

KRA405B Radar Altimeter

RDR 2000 Weather Radar shown with KMD 850 Multi function Display (Upgrade at extra cost with Terrain Awareness TAWS and Traffic Alert Systems).
This radar can be replaced by the RDR 1400C search radar at an exchange price of approx 125,000€

In preparing this presentation we do not know of the area of operation or the aviation service capability available locally, therefore we have shown the standard aircraft with Electro mechanical instruments and No EFIS. We have supplied similar aircraft with 5 tube EFIS.

GARMIN 600 EFIS can now be offered; this would replace the LH and RH Flight Instrument panels but feature the avionics package shown above.

Universal EFIS is also available as an option. This shows the new S-TEC engine gauges, Gold Crown avionics with Universal UNS 1L Flight Management System.

The core of the system is a mission management system that links all available information together and presents a situation overview to the operator for interpretation and further action. The MMS is based on GIS (Geographical Information System) technology, and the available information is presented against a backdrop of a digital nautical or terrestrial chart. The information from on board sensors and external inputs is presented live to the operator and also recorded digitally for later analysis or sent by SATCOM TT-3068A Data Unit data link for immediate analysis.

A post-processing station, located at the mission control centre and/or at the aircraft home base will allow replay of the mission data for continued analysis and processing.

Sensor and data from all sources is processed and analysed on board and presented to the operator and digitally recorded either for real time transmission by SATCOM or for post flight and indepth analysis.

Complex information is presented graphically for overview and to facilitate instant decision-making.

We can also provide a pilot’s display in cockpit (with a simplified set of controls)

The main sensor of the Mission System is the Side-Looking Airborne Radar (SLAR): this is a mapping radar for surveillance of large sea surfaces. The figure to the right shows an Ericsson SLAR antenna mounted on the aircraft fuselage. The forward motion of the aircraft is utilized by the radar to scan the sea surface perpendicular to the flight track. Whereas traditional radars typically achieve less than twenty echoes per radar scan from each target, the SLAR obtains up to a thousand. This gives a very high capacity for detecting small targets as well as for showing sea surface properties. Oil floating on the sea surface has a dampening effect on the sea clutter (capillary waves) resulting in less radar return to the aircraft from an oil slick than from the surrounding, undisturbed water surface, and this contrast is clearly visible in the SLAR image

The SLAR will typically cover:

Objects with higher reflectivity to radar pulses than the sea surface will instead give a more intense radar return, and the resulting image will therefore show not only oil spills but also ships, boats and other small objects against a background picture of the sea surface.

Thus the SLAR is the ideal sensor for large area surveillance for both oils pollution and very small vessels, target types that are difficult at best, and often impossible, to detect with traditional radar technology.

The SLAR is a day and night sensor. It can be operated under all weather conditions and for GPS accuracy in positioning the SLAR image and will present the image either superimposed on a backdrop digital chart or display it as a traditional “scrolling waterfall”.

The SLAR is designed for the maritime surveillance role and successfully strikes a balance between oil detection, small target detection, and ease of operation.

The Infrared/Ultraviolet (IR/UV) Line Scanner is used to obtain high resolution imagery of accident sites etc.

It is capable of observing minute temperature differences on the water surface and is ideal for mapping oil spills and other types of pollution, as well as other types of hydrological phenomena such as upwelling warmer/colder water.

The IR/UV scanner, operating in the 8.5-12.5μm region (IR) and in the 0.32-0.38 μm region (UV), provides high resolution imagery of oil spills and other features on the surface. IR data can be obtained both day and night providing information on the spreading of oil and also indicating the relative oil thickness within the oil slick. Usually 80% of the oil is concentrated within less than 20% of the visual oil slick. By using the IR information, the efficiency of clean-up operations can be greatly improved.

UV data is obtained during daylight conditions, and is primarily used to map the entire extent of an oil slick, irrespective of thickness. The UV data adds confidence to the IR registration by distinguishing between natural thermal phenomena, such as cold upwelling water, from suspected oil pollution. It also assists an onscene commander in determining the location of the thicker parts an oil spill, thus adding to the efficiency of the clean-up operation.

A high level GPS accuracy with the capability to either superimpose the IR and UV images on a backdrop digital chart or to display the images as a traditional “scrolling waterfall”.

This Imagery and other information are linked to the geographical position and to the operator's comment, thus creating a comprehensive folder of legally evidential data

A FLIR is an indispensable supplementary sensor for most mission profiles. It will add day and night identification and documentation capability to complement the information gathered from other onboard or external sources.

The FLIR is integrated into the surveillance system. Imagery from the FLIR is annotated and stored together with the all other mission data. The FLIR can also be slaved to any target position or geographical reference in the database as selected by the operator, thus facilitating the sorting and identification of targets detected by other means.

The FLIR is mounted in the nose with the processor mounted in the forward avionics bay for easy access. This unit has proven to be the most popular and most reliable one available.

A 360° or forward looking or search /tracking/ weather radar can be added to the system for general surveillance. The integrated system is designed to interface with a search radar for importing target tracks into the tactical map database.

Track While Scan capability can be added. Whilst the SLAR unit has very high resolution it does not ’search ahead’ for vessels.

For real-time in-flight data communication a SATCOM system is integrated with the system. With a highspeed SATCOM link the mission report with images and tactical map snapshots captured during the mission can be delivered while in the air or by e-mail or mobile phone after landing. With a low-speed SATCOM link only short messages with information of position and properties of observed activities on the sea surface will be delivered while in the air and mission report and pictures will follow by e-mail or mobile phone data transferred after landing. The recorded mission can also be replayed after landing in the aircraft or on a ground station.

Traffic Collision Avoidance System

Ground Proximity Warning System RADAR 120°