Vietnam’s Coast Guard Maritime Patrol Aircraft
C-212–400MP & DHC-6 Twin Otter Guardian 400
The Vietnamese Coast Guard currently operates a fleet of 8 small maritime patrol aircraft composed of 5 Airbus C-212–400MP / NC212i MSA and 3 DHC-6 Twin Otter Guardian 400MP. These 8 aircraft provide a basic, starting capability although, in the case of the Airbus C-212–400 equipped with the MSS-6000 system, it has quite a sophisticated capability for such a small aircraft.
These aircraft can be classified as “Short Range” maritime patrol aircraft. They actually have a pretty good flight endurance of 8 to 10 hours, but their slow speed limits how much ground they can cover, therefore, they have “short legs”. Still, they can play a key part in a balanced MP fleet complementing large MP aircraft.
Vietnam is known to be very interested in purchasing second hand P-3C Orion MP aircraft from the US and once such aircraft get inducted, then Vietnam will have a decent, full range maritime patrol capability with a good balance between aircraft that are small, but economical to operate and maintain while sufficient for the coast guard role, and the large, full range armed aircraft with ASW (Anti Submarine Warfare)systems that cover the navy’s role of military level maritime patrol and warfare in case of a conflict.
One such case of a balanced MP fleet using short and long range aircraft in complementary roles that provides a model for Vietnam is India, where the coast guard extensively uses the Dornier DO 228 as the short range aircraft for mainly coast guard duties while the large aircraft such as the Boeing P-8 Poseidon take care of the military role of strategic level MP and ASW duties throughout the Indian Ocean. I should also note that the Indian Navy Dornier DO 228 is about the same size as the Vietnamese C-212 and DHC-6 aircraft and also uses the same MSS 6000 surveillance system and SLAR radar as the Vietnamese C-212–400MP aircraft.
Airbus C-212–400MP / PTDI NC212i MSA Aircraft
Orders: Vietnam ordered three CASA 212–400MP (Maritime patrol version) planes from Airbus Military in Spain on 2008. The first of the three C-212–400 aircraft was delivered in August 2011. Deliveries were completed by January 2013. One of the aircraft was lost in an accident at sea on 16 June 2016.
At the same time, Vietnam signed a contract with the Swedish Space Corporation (SSC) (now called ST Airborne Systems) on July 2008 for the supply of three MSS 6000 maritime surveillance systems for the Vietnamese Coast Guard. The systems would be installed on three new CASA C 212–400 aircraft. The contract included installation and test of the systems in the aircraft, setting up of a ground station and a mission command center, as well as operational and technical training of personnel.
A second order for another 3 aircraft was placed in early 2016 with PT Dirgantara Indonesia (PTDI) which is now the sole manufacturer of the aircraft (under license) after production was shifted from Spain. The order is for the newer version of the aircraft, designated as NC212i MSA. Two NC212i MSA (Maritime Surveillance Aircraft) with tail numbers ‘8991’ and ‘8992 were received on 24th May 2018 and a third one on June 06, 2018 with tail number ‘8993’. The Indonesian version has a different surveillance package that does not include the MSS 6000 system and the SLAR antenna, but there are no details.
Aircraft Description: The aircraft gets used for patrolling the Vietnamese littoral waters, detection and response to oil spills and illegal fishing activities, protection of the exclusive economic zone (EEZ), and participation in search and rescue operations.
The aircraft have excellent low speed and low altitude manoeuvrability making it ideal for patrolling and identifying vessels at sea, spotting oil spills, and conducting rescue missions. It is also optimised for operation at high altitude and high temperature climatic conditions.
The C-212–400 can operate during day and night and in all weather conditions. It can take off and land at makeshift airports with short, narrow runways.
Background: The basic version of the C-212–400 is for transportation of cargo and/or personnel. It can carry 24 soldiers or a cabin load of 2.7 tons, in addition, it is also equipped with two hard points that can carry guided missiles and unguided rocket/Machine guns pods, for a total weapons payload of 500 kg.
After Airbus shutdown the production line in Spain in 2013, PTDI of Indonesia became the sole manufacturer of the C-212 family since 2013. In 2014, NC212–200 and NC212–400 production ended and production moved to the improved NC212i version.
The NC212i is an upgraded version of the C-212–400 maritime patrol aircraft developed by Airbus (formerly EADS CASA). The NC212i uses Digital Avionics and a next generation Autopilot. The NC212i aircraft also added a winglet to reduce air resistance around the wingtips.
Aircraft Features
Fixed landing gear, high wing configuration. Short take-off and landing (STOL) operations. Take off and landing on unpaved runway capabilities. High and Hot airfield capability. Equipped with door ramp for easy loading and unloading.
Applications: Light cargo transportation, passenger transport, VIP transportation, troop transport, paratroops drooping, medical evacuation, maritime patrol, etc.
Propulsion: Equipped with two propeller turbine engines, the C-212–400 uses two Honeywell TPE331–12JR-701C turboprop engines, with maximum output of 970 hp (723 kW). The rotor is a 4 blade Dowty Rotol R.3414–82-F/13 constant speed propeller with a 2.75 m (110 inch) in diameter with full feathering and reversible pitch. Four integral wing tanks carry 1,600kg of fuel.
Size: The Airbus 212–400 is 16.1 meters long, 6.5 meters tall, and has a wingspan of 20.2 meters. The C-212–400 is known for its spacious cabin which is considered the largest for aircraft of this class.
Weight: Unpressurized cabin and payload: 2,950 kg. Max Take Off / Weight: 8,100 kg
Speed & Range: The plane can fly at a maximum speed of 370 km/h, with a range of 1,800 km. Cruise speed: 300 km/h
Service ceiling: 7,925 m (26,000 ft). Rate of climb: 8.3 m/s (1,630 ft/min)
Endurance: The C-212–400 aircraft can carry out an 8 hour patrol and cover a distance of 1,000nm.
Flight Deck: The cockpit houses two pilots and features a modern avionic system with electronic flight instruments (EFIS), CRT displays, integrated engine data system (IEDS) and a warning indication system.
The systems include a Rockwell Collins voiceover recorder (VOR)/instrument landing system (ILS), VHF radio ranger (ILS linked); an automatic direction finder navigation aid (ADF); radio altimeter; distance measuring equipment (DME); a Honeywell automatic flight control system; a Fairchild flight data recorder, and a marker beacon receiver from Dorne and Margolin; a global positioning receiver.
The communications suite includes a Rockwell Collins VHF radio, an air traffic control transponder, and an internal communications system.
There is also a Rockwell Collins weather radar.
The cockpit of the NC212i version is outfitted with new-generation digital avionics and autopilot systems to provide enhanced flight safety, while reducing the crew workload.
When it comes to the maritime patrol function of the C-212 400MP, the heart of the system is the MSS-6000 airborne maritime surveillance system which is made in Sweden by ST Airborne Systems.
The MSS 6000 Airborne Maritime Surveillance System
The MSS 6000 Maritime Surveillance System gives a complete overview of the sea surface situation. The MSS 6000 is built for real time monitoring of sea surface activities. Typical missions include:
• General surveillance for protection of the Exclusive Economic Zone
• Oil spill tracking
• Border control
• Fishery surveillance
• Ship traffic control
• Search and rescue
The core of the MSS 6000 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 mission management system is based on GIS (Geographical Information System) technology, and the available information is presented against a backdrop of a digital nautical chart. The information from on board sensors and external inputs is presented live to the operator and also recorded digitally for later analysis.
The mission management system generates a number of predefined mission reports. These reports can be viewed, analysed and distributed in real time or completed and distributed after landing.
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.
The SSC MSS 6000 Maritime Surveillance System comprises a field proven suite of sensors complete with data processing and mission management software to support the operator in performing the surveillance task. In order to facilitate user friendliness and operational efficiency, integration is a cornerstone of the MSS 6000 system design.
The sensors and mission management software form a unity from the operator’s point of view. Sensor data, maps and reports are presented in pre-assigned windows. All mission data is recorded digitally. This allows the operator to simultaneously operate a number of sensors and at the same time access stored data, communicate and exchange relevant information in real time with co-operating units and prepare the mission report.
All sensor data, images, targets, etc. are annotated using navigation data from a single source, so that each piece of information becomes an integrated part of a Geographic Information System (GIS) on board the aircraft.
Data processing and analysis
Sensor and data from other available sources must be processed and analysed before it can provide useful information. Some types of analysis are best carried out by means of computer processing, while the human eye and brain are still unsurpassed at other kinds of analysis. SSC has chosen to let the computers do the cumbersome real time pre-processing and selected automated analysis, while deriving advantage from the skill and experience of the operator to carry out computer aided analysis where human powers are considered superior. The user interface is designed for clarity and simplicity. Complex information is presented graphically for overview and to facilitate decision-making.
Flexibility
The new MSS 6000 system is of a highly modular design. It can be tailored to interface with a wide variety of sensors for various applications, and it can be expanded to include additional functionality.
SSC supplied Vietnam a fully integrated MSS 6000 system, including SLAR (side looking airborne radar), still and video cameras, airborne AIS (automatic identification system for ships), an IR/UV (infra-red/ultra-violet) line scanner, a FLIR (forward-looking infra-red) scanner, and communications via high-speed satellite data-link and HF (high frequency) radio.
Data from the different sensors is processed, integrated and displayed in real time and is tightly integrated with a tactical map. The map image has a large number of operator selectable overlays for background information to support the mission. The map gives an up to date situation overview by providing the operator with time stamped information such as a plot of the flight track, continuously updated AIS information, observation and target notes, notes on location of captured images from cameras as well as geocorrected overlays from SLAR and IR/UV.
Data and digital images are presented integrated with an electronic nautical chart data base and also correlated with the mission report, all at the operator’s finger-tips. All information from the mission is saved and can be compiled in mission reports and sent by satellite or conventional data link to a command center and/or to cooperating units.
The C-212–400 aircraft in the Vietnamese Coast Guard will not only provide a decent surveillance capabilities of the seas, but they will also provide a certain airborne early warning capability.
The MSS 6000 provides an effective means to monitor activities in national waters and to detect unwanted or illegal events, such as oil pollution, whether accidental or deliberate, and unauthorized fishing.
Christer Colliander, from ST Airborne Systems describes some of the features of the MSS 6000: “Since the technology was first launched in the 1970s, its capabilities have continually expanded. With the MSS 5000, which we launched in the 1990s, we were able to do things we could only dream of in the 1970s,” says Colliander. “The MSS 6000 does things we didn’t even dream of. And now with our new version, the MSS 7000, we have taken airborne maritime surveillance one step further”.
“We can safely say that we give a better performance than military surveillance systems at a fraction of the cost. We’re now exploring what the advent of broadband communications enables us to do. We’ve put a lot of effort into developing software for the man/machine interface. We have kept the system user-friendly and intuitive, one operator can handle it all.”
One of the MSS 6000’s capabilities is to read a ship’s name at a distance of 10 nautical miles in the middle of the night. This makes it an important weapon in combating illegal fishing, cheating occurs frequently with the transponders of fishing vessels, so to be able to covertly read a ships’ name provides an important means of checking their true identity.
Search radar: A search radar can be added to the system for general surveillance. The MSS 6000 is designed to interface to a forward looking or 360 degrees search radar for importing target tracks into the tactical map database.
Key features of the MSS 6000 system
- SLAR — The Side Looking Airborne Radar from SAAB
The main sensor of the MSS is the Side Looking Airborne Radar (SLAR), a mapping radar for surveillance of large sea surfaces.
The forward motion of the aircraft is utilized by the radar to scan the sea surface perpendicular to the flight track, see figure below.
Whereas a traditional radar typically obtains 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.
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.
The SLAR is capable of identifying both oil pollution and ice conditions up to 10–15 nm from either side of the aircraft, and icebergs and other targets such as larger ships up to 40 nm.
MSS 6000 provides 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”.
2. IR/UV SCANNER
The Infrared/Ultraviolet (IR/UV) Line Scanner is used to obtain high resolution imagery of ship wakes, accident sites, etc. It 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.
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 on-scene commander in determining the location of the thicker parts an oil spill, thus adding to the efficiency of the clean-up operation.
The MSS 6000 will interface to any IR/UV line scanner on the market. The picture shows the Argon ST (formerly Daedalus) 1221 IR/UV scanner.
MSS 6000 provides for GPS accuracy and 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”.
The information from the aircraft can be used as input to oil drift modelling, thus further enhancing the aircraft as an asset in your oil spill contingency planning.
3. SSC CAMERA AND VIDEO CAMERA
The MSS 6000 still and video cameras provide digital imagery and video documentation. Each frame is annotated with relevant mission information for future, tamper free reference. The built-in DGPS system provides accurate and consistent annotation of all MSS 6000 observations.
The MSS 6000 assists the operator in keeping track of all exposures made with the still camera and video sequence registered with the video camera by logging the time and position of each exposure and displaying this information in a selectable digital map overlay. Imagery and other information are linked to the geographical position and to the operator’s comment, thus creating a comprehensive folder of data to document an observed activity on the sea surface.
Video recordings can be made from the FLIR (Forward Looking Infrared) as well as from the handheld video camera to allow close-up documentation of activities on the sea surface. The video is stored digitally and can be reviewed either in the aircraft or on the ground. Video sequences or selected frames can also be transmitted over the data link.
4. AIS — AUTOMATIC IDENTIFICATION SYSTEM
A (normally silent) airborne AIS transponder is integrated with the MSS 6000 system. The AIS receives identity information from all transponder equipped ships with VHF distance in the patrol area. Live AIS information is displayed on the MSS 6000 map display and logged in the built-in target database. The possibility for the operator to immediately compare AIS information with target information acquired from other sensors, will greatly facilitate the control of all sea surface activities within the patrol area.
5. FLIR /EO-SENSOR — Forward Looking Infrared/Electro-Optical Sensor
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 on-board 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 MSS 6000 database as selected by the operator, thus facilitating the sorting and identification of targets detected by other means.
6. MWR — THE MICROWAVE RADIOMETER
If oil pollution control is one of the main missions, the Microwave Radiometer may provide valuable information to assist in the combating effort.
The SLAR will map the area of the oil slick. Once the slick is detected, the extension and distribution of the oil within the slick is assessed with the IR/UV scanner.
of an oil spill.
7. LFS — LASER FLOUROSENSOR
If pollution control is one of the main missions, the Laser Fluorosensor System may provide valuable information to assist in the combating effort.
The SLAR will detect and map the extent of an oil spill on the sea surface. Once the slick is detected, the extension and distribution of the oil within the slick is assessed with the IR/UV scanner. The Microwave Radiometer will measure the thickness and thusgive a better estimate of the volume of the spill. The Laser Fluorosensor can be said to take a “fingerprint” of some of the properties of the surface beneath the aircraft.
A deeper analysis of the oil pollution is achieved from the Laser Fluorosensor. Its sensitivity to very thin oil films on the water surface, makes this sensor an interesting addition to the sensor package. Apart from the pollution related applications this instrument can also be used for hydrographical measurements and for algae monitoring.
The LFS-light can assist the operator in distinguishing between oil and other substances and to analyze the optical signature of different oil types which has been assembled from a catalogue of the optical properties of different oils from laboratory investigations.
On request a laser fluorosensor can be integrated into the MSS 6000 system.
8. ATCOM — SATELLITE COMMUNICATION
For real-time in-flight data communication a SATCOM system is integrated with the MSS. With a high-speed 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 email or mobile phone data transferred after landing. The recorded mission can also be replayed after landing in the aircraft or on a ground station.
High speed satellite communications is integrated in the MSS 6000 system for real-time information to other units in the surveillance operation.
9. VMS — VESSEL MONITORING SYSTEM
The integrated Vessel Monitoring System (VMS) functionality provides a possibility to upload information on fishing vessels from the national fisheries authority to be accessed together with other mission data.
10. DF — DIRECTION FINDER
The Direction Finder (DF) functionality provides direction information on radio transmitters, including the 406 MHz emergency frequency and decoding of COSPAS/SARSAT data.
11. MSS 6000 OPERATOR WORK STATION
At the MSS 6000 operator workstation, the operator has access to all system functionality. The MSS design allows for more than one operator workstation on board the aircraft, each with configurable functionality. Thus the work distribution between the operators may be configured to maximize mission effectiveness, according to the requirements of the user.
The system can also provide a pilot’s display in cockpit (with a simplified set of controls) and for separate operator/observer stations at various locations in the aircraft.
12. MISSION COMMAND CENTER — MCC
With the Mission Command Center, SSC has developed a new addition to its maritime surveillance concept.
The first complete MCC was delivered together with three MSS 6000 equipped aircraft to the Vietnamese Coast Guard.
The MCC provides an exquisite tool for the Mission Command to plan, follow, analyze and archive the missions of all flying units.
In the MCC the mission is prepared before flight and followed and managed from the ground in real time during the flight.
The MCC displays the flight track of all flying units on the tactical map. It receives data from the aircraft including position, updates, incident reports, AIS and target information, images and streaming video. The incoming data is shown on a digital map in the MCC to give an overview of the situation. From the MCC further instructions can be issued to the aircraft in real time on how to proceed with the mission.
All mission information is stored in a database from where it can be analyzed and processed. Using the filter functions and background databases, important information about ship movements and the identity and activity of observed vessels can be easily visualized on the screen.
DHC-6 Twin Otter Guardian 400 MPA Aircraft
Orders: Vietnam placed an order for six DHC-6–400 Twin Otter aircraft on May 5 2010. The aircraft were delivered between November 2012 and October 2014. They were to be utilized for transport, resupply, maritime surveillance and search and rescue operations throughout Vietnam’s coastal regions. All 6 aircraft are able to use the amphibious floats for landing on water. The sale also included an Israeli sensor package, extensive training in Canada and a comprehensive spares support package. Hanoi has an option for six additional Twin Otters. The purchase price for each DHC-6–400 Twin Otter aircraft was $5.6 million Canadian dollars. The Israeli sensor package and aircraft conversion to the Guardian MPA version for 3 aircraft is not included in that price.
Three aircraft, designated as Guardian 400 MPA, were configured for maritime patrol missions and SAR (Search And Rescue) operations and are equipped with a nose-mounted radar and an electro-optical/infrared (EO/IR) sensor. One of the other three aircraft will be utilized for VIP transport and the remaining two as utility transports.
The IKHANA company from Murrieta, CA, USA and ELTA Systems company (ELTA) of Israel modified the standard aircraft version into the customized Guardian 400 MPA version that Vietnam selected. The conversion work was done at Ikhana’s facility in California.
The standard DHC-6 Twin Otter Series 400 Aircraft
Viking Air launched the new DHC-6 Twin Otter Series 400 production program in 2007. The aircraft is a twin engine, light utility aircraft designed to operate in adverse weather conditions. It features a maximum speed of 314 kph and a flight range of 1,832 kilometers, and is powered by two high performance engines. It can land on short runways, soft ground (grass, soil or sand), as well as on water. It is a high winged, unpressurised commercial aircraft mainly used to execute marine mammal aerial surveys, remote sensing missions, atmospheric air chemistry sampling and atmospheric eddy flux and concentration gradient assessments.
The Twin Otter can be operated with a regular seaplane float configuration or amphibious floats to allow flight between runways and seaports or lakes. The short take off and landing capabilities of the Twin Otter allow it to navigate small lakes and rivers with ease.
Engines: Two, Pratt & Whitney Canada PT6A-34, single stage, free-turbine engines. Each engine produces 559kW of output power Propellers: Two, Hartzell, HC-B3TN-3DY, three bladed reversible pitch, constant speed, fully feathering propellers turning at a constant speed of 2,200rpm.
Size: The Twin Otter DHC-6 400 is 16 meters long, 5.94 meters tall, and has a wingspan of 19.81 meters.
Weight: Empty weight 7,100 lb / 3,221 kg (no accommodations). Maximum weight 12,500 lb / 5,670 kg. Payload 4,061 lb / 1,842 kg over 100 nmi (185 km) or 3,031 lb / 1,375 kg over 400 nmi (741 km).
Performance: The maximum and cruise speeds of the aircraft are 314km/h and 278km/h respectively. The stall speed is 107km/h. The range is 1,690km and service ceiling is 7,620m. The DHC-6–400 can climb at the rate of 8.1m/s. Maximum operating altitude is 25,000 ft or 7,620 meters.
Endurance: The maximum endurance is nine hours if equipped with the long range package or 7.1 hours with the standard configuration. Maximum range is 980 nm with the long range package or 775 nm with the standard configuration.
Takeoff to 50 ft is 1,200 ft / 366 m. Landing from 50 ft is 1,050 ft / 320 m.
Cabin: The cabin is 5.61m long and 1.50 m high, with a volume of 10.87m². It accommodates 19 passengers in two seating areas. Two main cabin doors are placed on either side of the fuselage.
Flight deck
Standard avionics is the Honeywell Digital Apex Suite which also controls the following Honeywell Equipment:
- Air Data Attitude Heading Reference System (ADAHRS)
- Multi-Mode Digital Radios (MMDR)
- Weather Radar System (WX)
- Radar Altimeter System (RA)
- Global Positioning System (Dual GPS)
- Class A Terrain Awareness and Warning System (TAWS)
- Dual Mode S Transponders
- Traffic Collision Avoidance System (TCAS I)
- Distance Measuring Equipment (DME)
Additional flight deck systems
- Standby Instrument System (ESIS)
- Magnetic Standby Compass
- Emergency Locator Transmitter (ELT)
- Cockpit Voice Recorder (CVR)
- Flight Data Recorder (FDR)
The DHC-6 Twin Otter Guardian 400 MPA (Maritime Patrol version)
Viking Air has also developed a specialized upgraded version of the DHC-6–400 called Guardian 400 which is principally used for maritime surveillance, security, sovereignty, and search and rescue operations.
Ikhana Aircraft Services in Murrieta, CA was the prime contractor for the conversion development and integration of the DHC-6 Twin Otter Guardian 400 aircraft for the Vietnamese Navy. An IAI Elta ELM-2022A maritime radar system and MiniPOP day/night surveillance turret are added, along with crew operating stations and upgraded climate control.
The Guardian 400 version raises the Twin Otter’s maximum operating weight from 12,500 pounds to a gross weight of 14,000 pounds on wheeled landing gear, or 13,600 pounds on amphibious floats, has larger payload for extended range and endurance for operational sorties up to ten hours in duration.
The Vietnam Navy’s Guardian 400 was specifically configured using Israel Aerospace Industries’ ELTA Systems Ltd.’s EL/M-2022A(V)3 Multi Mode Surveillance Tracking and Imaging Radar system. It was integrated with an Electro-Optical Infrared (EO-IR) system into the nose of the aircraft to provide maximum visibility during operations in wheeled, float or amphibious float configurations.
The ELM-2022A is especially interesting. Its 256-target Track-While-Scan (TWS) capability is very good, but wonder if it is enough in the very crowded environment of the South China Sea. In addition to maritime surveillance of large targets up to 200 nm, IAI notes that the ELM-2022A “shares a high degree of commonality with the EL/M-2032 Fire Control Radar that equips many fighter jets, enabling Air to Air operational modes.” Some analysts believe that it would be possible to integrate anti ship missiles into this aircraft.
The Special Equipment added in the Guardian 400 MPA Version
1. ELM-2022 A-H-U Airborne Maritime Surveillance Radar
The ELM-2022A, is an X-Band multimode airborne maritime surveillance radars designed for airborne platform. The radars incorporate advanced technology and features derived from extensive operational experience of the ELM-2022 radar. The ELM-2022A/H/U radars provide a cost-effective force-multiplier solution for operational missions in the maritime theater, such as:
- Maritime Surveillance and EEZ Patrol
- Maritime Law Enforcement and Fishery Patrol
- Search and Rescue Location and Support
- Air-to-Air Surveillance
- Air-to-Ground (SAR and GMTI) Intelligence, Reconaissance and Surveillance (ISR) Missions
The ELM-2022 radars operate as a true all-weather, day and night sensor capable of penetrating clouds, rain, smoke, smog, fog and man-made camouflage. Modular hardware, flexible interfaces and antenna design, enable the ELM-2022 radars to be easily customized into the aircraft and easy to upgrade.
Features
- Long-range maritime surveillance, up to 200 nautical miles (large targets up to horizon)
- Detection of small targets in adverse sea conditions
- Automatic tracking of all detected targets
- Range profile, ISAR and CSAR classification modes, with automatic classification to class (ISAR library)
- Strip and spot Synthetic Aperture Radar (SAR) imaging and GMTI as ISR support for ground operation
- Navigation and weather mode
- Integrated IFF/AIS system
- Advanced Ground Radar Operation Station (GROS) — ELM-2022U radar only
2. “MiniPOP” Electro-Optical Stabilized Sensor
MiniPOP is an 8" lightweight payload for day/night observation system designed for military, para-military and civilian applications. The payload provides real-time image, automatic video tracker capabilities and precise target geo-location for small platforms.
MiniPOP is a dual axis, gyro-stabilized payload. The payload is one Line Replaceable Unit (LRU), open architecture design that carries up to four sensors. The basic configuration includes a continuous zoom color day camera and a thermal imaging camera. A laser pointer, eye-safe laser range finder and automatic television tracker can be incorporated for greater capabilities and functionality. MiniPOP is remotely controlled through RS422 serial communication or by a HAND Control UNIT (HCU) (optional).
MiniPOP-D provides the standard MiniPOP features of continuous zoom day and night observation, with additional capability of target designation and range finding.
System Specifications:
- Diameter: 8” (204mm),Height 13.23" (336mm)
- Weight: 19–19.53 lbs (7–9 Kg) subject to configuration
- Field of regard: Elevation: +25° to -100° , Azimuth: n X 360°
- Thermal Imager: Indium Antimonide ,FPA, wave length 3–5 microns
- Day color Camera: CCD type, 1/6" with Near IR (NIR) capability”, continous zoom 2°- 25°
- Laser range finder (optional): Wavelength 1.54µm
3. The Surveillance Management System — Cartenav AIMS-ISR Data Management System
The Guardian 400 is equipped with a CarteNav AIMS-ISR Data Management System (DMS) to control and integrate the mission sensors. The CarteNav DMS is an operator-centric mission system which has been designed to meet real-world mission requirements refined with thousands of hours of operational feedback. The system includes powerful pre-mission planning and post-mission analysis tools as well as COTS hardware.
The CarteNav DMS is a software system that allows multiple operators to work together on a shared local operating system, while individual workstations maintain their own user interface, map views and optimal system settings best suited for individual tasks. The AIMS-ISR system’s highly configurable graphical user interface, flexible mapping engine, powerful data man- agement tools, sensor display, controls, and ability to process high definition video all work in combination to improve overall mission efficiency.
4. AUTOMATIC IDENTIFICATION SYSTEM (AIS):
An Automatic Identification System (AIS) can be installed as optional equipment on the Guardian 400. AIS transponders continually exchange information through an advanced VHF data link network, providing a reliable and secure communication channel with minimal manual involvement. The selected AIS will interface with the aircraft’s Data Management System for information display and correlation.
5. DIRECTION FINDER
The Guardian 400 can be equipped with a Direction Finder/ Homing system, such as the Cobham 935 series Direction Finder (DF), for homing in on distress frequencies. The system covers three standard distress frequencies in addition to providing the ability to tune to any frequency between 30 and 470 MHz. The DF system interfaces with the baseline Data Management System, and can be displayed on the Flight Deck Multi-Function Display for flight crew situational awareness.
6. FIXED CAMERA SYSTEMS:
The Amphibious configured Guardian 400 can be equipped an Optech T-7200 downward looking camera and/or Optech T-4800 oblique interline camera located in the aft lower fuselage, complete with sliding door for protection during take off and landing.
7. ADDITIONAL COMMUNICATIONS AND TRANSMISSION SYSTEMS:
The Guardian 400 can be equipped with additional communications equipment such as:
• Dual Honeywell/Bendix King KHF-1050 HF radios
• Dual Wulfsberg RT-5000 V/UHF radios • Satcom radios
• Mission specific radios and aircraft compatible cell phones
A Data Link system, such as the Enerlinks III. This data link operates via either L-band or C-band and interfaces to a stationary or mobile ground station. The system can simultaneously compress and transmit one or two streams of HD video, or one to four streams of SD video over a single downlink. The Enerlinks III also offers IP Gateway/Bridge connectivity between the aircraft and ground networks.
8. LINK YE MK II DATA LINK:
The Guardian 400 can be equipped with a Link YE MK II Data Link system. The data link will operate via the HF and V/ UHF radios to interface with other Link YE equipped assets, including Link YE equipped ground stations.
9. IDENTIFICATION FRIEND OR FOE (IFF):
The Guardian 400 can be equipped with a customer furnished IFF transponder system.
10. ELINT SYSTEM:
The Guardian 400 can be equipped with an Electronics Intelligence (ELINT) system that can provide wideband microwave search and intercept, interferometric direction finding with GIS mapping. Its not known if Vietnam had chosen this option.
11. SLAR SYSTEM:
The Guardian 400 can be equipped with a SSC SLAR system with dual antennas, installed either in lieu of or supplemental to the baseline search radar. With dual radar systems installed, the aircraft can utilize the SLAR system to monitor illegal dumping of pollution from a ship while the baseline search radar keeps the vessel under continuous tracking. Vietnamese aircraft are unlikely to have this option since the SLAR antenna does not appear in the pictures of the aircraft.
12. SELF PROTECTION SYSTEM:
The Guardian 400 can be equipped with a Saab Civil Aircraft Missile Protection System (CAMPS). The CAMPS system is designed to provide protection from Man Portable Air Defence Systems (MANPADS), and includes missile warn- ing sensors and CIV-IR decoys. The system provides rapid, accurate detection and tracking data of approaching mis- siles, and is complimented with an additional sensor for hemispherical coverage. The Self Protection system is managed via a control panel mounted in the flight deck. Its not known if Vietnam had chosen this option.
13. Extra fuel options: Internal patrol tank (700 litres). Extended capacity ‘wet wing’ fuel system. Long range fuel tanks (wing tip tanks). Its not known if Vietnam had chosen any of these options.
Some conclusions about Vietnam’s C-212–400MP & DHC-6 Twin Otter Guardian 400 Aircraft
These aircraft low purchase cost, low operating cost, low maintenance cost and good endurance make them a very interesting option for Vietnam, which needs better aerial and maritime awareness, but where cost is an important factor.
Both aircraft have a decent maritime patrol capability for what is needed for coast guard missions. They have very capable radars and FLIR-EO-Sensor systems and the capabilities of the MSS 6000 system of the C-212–400 aircraft is nothing less than excellent.
Both aircraft complement each other quite well. They have similar functionality, but each one of them shine in a particular aspect, the MSS 6000 and the SLAR radar for the C-212–400 and the amphibious float capability of the DHC-6 Twin Otter. Vietnam’s decision to order two different aircraft for the same mission seems like a well calculated plan to explore different capabilities and different avionic systems is order to obtain a fuller experience and have a better feel for the next steps.
It’s also very interesting to consider the fact that the C-212–400 aircraft can also provide a certain airborne early warning capability because of its SLAR radar. This is a capability that no other Vietnamese aircraft have at the moment.
We should also ponder on what Christer Colliander, from the Swedish Space Corporation said about the MSS 6000 “We can safely say that we give a better performance than military surveillance systems at a fraction of the cost”. It seems like Vietnam got a lot of bang for the dollar.
Another interesting possibility also is the fact that the DHC-6 Israeli radar seems to allow for an air to air capability and possibly anti ship missiles. It would be very interesting if Vietnam were to explore such possibility, in which case the DHC-6 becomes a cheap anti ship missile “mule”. This could be useful in some tactical environments and particularly considering the DHC-6 capability to land and hide in the waters, behind islets, etc. Definitely something that the guerrilla adept Vietnamese military would love to exploit.
These aircraft are definitely inferior when compared to large maritime patrol aircraft, but on the other hand, they’re an affordable start that can also help Vietnam begin the process of training their pilots and crews to operate surveillance aircraft.
Most likely Vietnam will soon step up to the CN-235 or C-295 Maritime patrol aircraft.
I should also note that these aircraft are actually dual service aircraft. The DHC-6 Twin Otter aircraft are assigned to the Naval Aviation Brigade 954 of the Vietnamese Navy, but they also serve in the Coast Guard and they are painted with the colors of the Vietnamese Coast Guard.
The C-212–400MPs are assigned to the Air Force 918th Transport Brigade, but they also serve in the Coast Guard. The first batch is painted with the colors of the Vietnamese Coast Guard while the second batch is painted with the colors of the Air Force cargo planes such as the C-295. It’s not clear what the reason is for the different colors.
Published at Medium on January 26, 2019
Author’s twitter handle: @China_SCS_Info
The author is a European man based in Da Nang, Vietnam. He is Interested in the geostrategy & military balance of power between China and its opponents in the Indo-Pacific and likes to study and comment on those subjects.
