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THESISFASTS: A RADAR SIMULATION MODELFOR THE DEVELOPMENT AND ANALYSIS

OF AIRCRAFT ANTI-SHIP TACTICS

by

Frank 0. Barrett III

September 1985

I

Thesis Advisor: R. N. Forrest

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4. TITLE (and Subtitle)

FASTS: A Radar Simulation Model for theDevelopment and Analysis of AircraftAnti-Ship Tactics

5. TYPE OF REPORT & PERIOO COVERED

Master's ThesisSeptember, 1985

67 PERFORMING OHG. REPORT NUMBER

7. AUTHORS

Frank 0. Barrett III

8. CONTRACT OR GRANT NUMBERr*;

t. PERFORMING ORGANIZATION NAME AND AOORESS

Naval Postgraduate SchoolMonterey, California 939^3-5100

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Naval Postgraduate SchoolMonterey, California 939^3-5100

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18. SUPPLEMENTARY NOTES

19. KEY WOROS (Contlnua on ravataa alda II nacaaaary and Idantlty by block numbar)

Radar; Simulation; War-at-Sea; IREPS

20. ABSTRACT (Contlnua on ravaraa alda II nacaaamry and Idantlty

This thesis describes ah interadeveloped by the author. The psimulates a many-on-many war-atbased early warning radars, strradar jammers. It provides theevaluating strike tactics againfor estimating the impact of en

by block number)

ctive computer program that wasrogram which is called FASTS-sea scenario involving ship i

ike aircraft and supportingtactics designer a testbed for

st a defensive radar network andvironmental conditions on radar J

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Approved for public release; distribution is unlimited

FASTS: A Radar Simulation Model for theDevelopment and Analysis of Aircraft Anti-Ship Tactics

by

Frank 0. Barrett IIICommander, United States Navy

B.S., United States Naval Academy, 1969

Submitted in partial fulfillment of therequirements for the degree of

MASTER OF SCIENCE IN OPERATIONS RESEARCH

from the

NAVAL POSTGRADUATE SCHOOLSeptember 1985

ABSTRACT

This thesis describes an interactive computer program

that was developed by the author. The program which is

called FASTS simulates a many-on-many war-at-sea scenario

involving ship based early warning radars, strike aircraft

and supporting radar jammers. It provides the tactics de-

signer a testbed for evaluating strike tactics against a

defensive radar network and for estimating the impact of

environmental conditions on radar detection.

TABLE OF CONTENTS

I. INTRODUCTION '

8

A. RECENT DEVELOPMENTS 9

B. THESIS RESEARCH OBJECTIVE 9

II. BACKGROUND 11

A. THE RADAR MODEL 11

B. THE RADAR JAMMING MODEL 14

C. RADAR ENVIRONMENTAL PROPAGATION LOSSES 15

1. The Optical Region 16

2. Diffraction Effect 16

3. Refraction and Anomolous Propagation 17

D. DETECTION MODEL . 2 1

E. OPERATOR FACTOR 23

III. THE PROBLEM SOLUTION 26

A. PROGRAM OVERVIEW 26

B. INITIALIZATION SUBROUTINE (INIT) 27

C. AIRCRAFT MODULE (UPDAC) 30

D. RADAR MODULE (UPDRD) 32

1. Path Losses 37

2. Noise Power 39

3. Signal Power 40

4. Probability of Detection 42

E. PROGRAM OUTPUT 42

1. Data 43

2. X-Y Plot 43

3. Probability of Detection for a Scan Plot — 48

4. First Detection Statistics 49

IV. FASTS VERIFICATION 53

A. LOSS COMPUTATION TEST 53

B. RADAR HORIZON TEST 5 4

C. JAMMER SELF-SCREENING TEST 5 5

D. STANDOFF JAMMER TESTS 55

1. Azimuth Test 55

2. Range Test 56

V. SAMPLE IMPLEMENTATION 60

A. SCENARIO 60

B. DATA FILE CONSTRUCTION 6l

C. PROGRAM EXECUTION 6l

D. EVALUATION OF RESULTS 66

E. FOLLOW-ON SIMULATIONS 71

VI. RESULTS AND CONCLUSIONS 72

APPENDIX A. FASTS PROGRAM SOURCE CODE 74

APPENDIX B. FASTS DATA INPUT GUIDE 124

LIST OF REFERENCES 135

INITIAL DISTRIBUTION LIST 136

LIST OF FIGURES

1. The Optical and Diffraction Regions 15

2. Horizon Extension Due to Defraction 17

3- Radar Energy Propagation in a Surface-based Duct 19

4. Required Signal-to-Noise Ratio for Detectionwith Noncoherent Integration of Pulses 20

5. Path Loss for a 5000 MHz Transmitter at 90 Feetand a Receiver at 500 Feet for a StandardAtmosphere 22

6. Probability of Detection versus Excess Signal-to-Noise Ratio for Probability of False Alarmof 10" and an Integration Factor of 10 24

7. FASTS Main Routine 28

8. Subroutine UPDAC 33

9. Subroutine UPDRD 35

10. Subroutine IREP 38

11. Radar Azimuth Antenna Patterns, Four DegreeBeamwidth 41

12. Subroutine OUTPUT 44

13- FASTS Data Output 47

14. FASTS X-Y Plot Output 48

15. FASTS Probability of Detection per Scan PlotOutput 49

16

.

Subroutine Output-Stats 51

17- FASTS Statistics Output 52

18. Radar Horizon Test 54

19- Standoff Jammer Test 57

20. Sample Data File Listing 62

6

21. X-Y Plot for Radar 1, 100 nm Scale 67

22. X-Y Plot for Radar 2; 100 nm Scale 67

23- X-Y Plot for Radar 1; 50 nm Scale 68

24. X-Y Plot for Radar 2; 50 nm Scale 68

25- Probability of Detection per Scan Plot forRadar 1 69

26. Probability of Detection per Scan Plot forRadar 2 69

27. First Detection Statistics for Simulated Missile 70

I. INTRODUCTION

Recent advances in ship anti-air defensive systems have

brought about significant changes to the War-at-Sea (WAS)

battle environment. Improved surface-to-air missiles are

able to kill incoming raid aircraft at longer ranges and at

lower altitudes. In addition, close-in weapon systems de-

signed to rapidly engage and destroy penetrating raids and

missiles are widely deployed and have demonstrated a measure

of success, and supporting radar systems have grown in both

power and countermeasures sophistication.

Efforts to improve aircraft strike capabilities while

reducing attrition have been directed toward reducing the

time the attacker is exposed to the hostile environment.

These efforts have led to the incorporation of low altitude

flight profiles and standoff jamming into strike tactics for

the purpose of delaying or preventing initial detection and

degrading the enemy's fire control solution.

The development and evaluation of effective coordinated

strike tactics that incorporate low altitude flight profiles

and standoff jamming for the multi-threat radar scenario has

proven a challenging problem for planners. The constantly

varying aircraft, jammer, and radar geometrical relationships

and the complex effects of the atmosphere on .radar propagation

are not easily analyzed and understandably often have given

way to broad assumptions of capability which have led to

standard, invariant and often sub -optimum tactics.

A. RECENT DEVELOPMENTS

The introduction of the Integrated Refractive Effects

Prediction System (IREPS) into the fleet provided a major

tool for the tactical exploitation of the effects of atmos-

pheric conditions on radar propagation. By providing a

shipboard capability to predict radar coverage and propagation

anomolies; IREPS highlights altitudes of radar energy ducting

and demonstrates that in many cases the use of low altitude

attack profiles over water actually increased aircraft

detection ranges. Similarly, the ducting of radar jamming

energy can either magnify or reduce its effectiveness.

Additionally the vastly increased capability in computing

power and speed brought about by the new generation of desk-

top computers is now at the disposal of the tactician.

Complex simulation programs, which until now required a near

main-frame capacity, can be conveniently run on small

computers such as the HP-9000 series which are presently

maintained in the fleet.

B. THESIS RESEARCH OBJECTIVE

The objective of the research described in this thesis

was to develop a computer program that through simulation

would provide a capability to predict the effectiveness of

shipboard radar performance against airborne targets in the

presence of jamming and anomalous propagation effects. A

program was developed which is called FASTS-, its development

and characteristics are described in what follows.

10

II. BACKGROUND

The basic issue to be considered in assessing radar

detection of a target is the following:

Is the reflected radar energy from the target detectablewhen superimposed with jamming signals and receiver noise?

The following models for radar and jammer signal pro-

pagation, receiver noise, and target detectability were used

to determine the probability of defection for airborne

targets in FASTS.

A. THE RADAR MODEL

Through the years, various efforts have resulted in the

development of descriptive models that predict the perfor-

mance of radar (and radar jamming) systems. These models are

not exact but they do permit meaningful and consistent

analysis and as such are most useful.

Until the recent past, general practice has been to

assume that the radar and target were located in free space

since the non-free space signal propagation effects are

considerably more complex and difficult to calculate. The

use of computers to perform these calculations has made it

possible to quickly evaluate non-free space propagation

factors and improve the accuracy of the radar model.

The following is a development of the radar transmission

equation. The forms are simplified to allow one to easily

11

identify the quantities which must be evaluated when

considering environmental factors. This derivation follows

from A Guide to Basic Pulse-Radar Maximum-Range Calculation

by Blake [Ref . 1]

.

It is convenient to follow the path of the energy from

its transmitter to the target and back to the radar receiver

"If one can assume that a transmitting antenna radiates

isotropically (uniformly in all directions), then the power

density (watts per unit area) at any point at distance R is:

Power Density at R = 5 (1)4/TR^

where P is the total power radiated, and 47TR is the area

of a sphere of radius R.

However since radar antennas are directional, the power

density at distance R is:

Pt

GtPower Density at R =

—

5 (2)47TR^

where G is the on-axis gain of the transmitting antenna.

If a target at range R intercepts an amount of power

contained in an area (J square meters and reradiates it

isotropically, the power density returned to the antenna

will be:

Pt

Gt

1

Power Density at Receiving Antenna = 5- (J ~ (3)47Tr^ 4 7TR

12

The receiving capture area of an antenna is, by defini-

tion, the ratio of power delivered to the radar receiver

(P ) to the field power density

A_ =c Power Density

(4)

For a receiving antenna gain of G , the capture area is:

Gr X'

Ac 4 7T

(5)

Combining equations (3;, (4) and (5) yields

2Pt

Gt V

(6)r

47TR" 47TR 4 7T

For radars using the same antenna for transmitting and

receiving, G, and G can be assumed to be equal, and thus,

with rearranging the equation for radar transmission in free

space becomes

.2P G

d

P =—

—

X'

(47Tr R 47T(7)

When free space propagation conditions are not met, this

equation will not give a correct result. A solution is

provided by inserting into the equation a pattern-propagation

factor F which accounts for wave propagation effects due to

non-free space conditions and effects of the antenna pattern.

When the same antenna is used for transmitting and receiving,

the factors are identical and are combined. The equation can

now be presented in the following form:

2

P = P^ G2

<jr t47T 47Tr 2

(8)

13

where the bracketed quantity is composed of factors which

are dependant on target and radar relative positions and

represents the one-way transmission loss for the radar signal

B. THE RADAR JAMMING MODEL

Noise jammers produce a signal which adds to the thermal

noise already present in the radar receiver. The jamming

noise power received is derived in much the same way as for

the radar equation and is given by:

P. B G. G VN =_J E J £__* B.> B

J r(9)

B. L 47T 47T R'J P

where P . = Jammer PowerJ

B . = Jammer BandwidthJ

B = Radar Receiver Noise Bandwidthr

G . = Jammer Antenna GainJ

G = Radar Antenna Gainr

F '= Pattern Propagation Factor

R = Jammer to Radar Range

L = Polarization Loss Factorp

The polarization loss factor included in Equation (9) is

required when the polarization of the jamming system does

not match that of the radar system. The loss factor would be

infinite if the jamming antenna and the radar antenna could

be perfectly cross polarized. In general the jammers will

not have the same polarization as the radars. In order to

accommodate a variety of polarizations, jammers are often

either forty five degrees slant polarized or are circularly

polarized resulting in an L of two. [Ref. 2:p. 3a-l]

14

C. RADAR ENVIRONMENTAL PROPAGATION LOSSES

The propagation of radar waves is affected by inter-

action with both the earth's surface and the atmosphere.

Under certain conditions, environmental factors can sub-

stantially alter propagation factors and therefore be critical

It is necessary to distinguish between two different regions

shown in Figure 1 when discussing radar propagation. One is

the optical region which extends within the line of sight

of the radar. The other is the diffraction region which

lies beyond the horizon.

Figure 1. The Optical and Diffraction Regions

15

1

.

The Optical Region

Within the optical region, radar energy travels with

spherical spreading generally in accord with the free space

equation. When targets or radar transmitters are located

near a large smooth surface like the ocean a portion of the

energy is reflected off that surface. For shallow incidence

angles and with smooth seas, nearly 99 percent of the energy

is reflected with 180 degrees of phase change. With surface

roughness, due to wind, the magnitude of the reflected

energy can decrease to about 15 percent of the incident

energy (still with 180 degrees of phase difference). As the

transmitter to target geometry changes, the relative lengths

of the direct and reflected paths also change. The received

signal at the target is the vector sum of both the direct and

reflected energy which causes received power to vary from

6 dB above (signals in phase) to 20 dB below (signal 1.80

degrees out of phase J the free space values.

2. Diffraction Effect

Radar energy in the diffraction region is usually due

to diffraction by the curvature of the earth or refraction

by the eartn's atmosphere. The relatively weak field

resulting from diffraction, which is predicted by electro-

magnetic theory, is generally too small to oe effective for

radar detection. At ranges beyond the radar horizon,

propagation is dominated by a mechanism called tropospheric

16

scatter or troposcatter . This process of wave scattering

due to certain heterogeneities causes path loss values that

are so high it is impossible for any known radar to

successfully detect targets. [Ref. 3]

3. Refraction and Anomolous Propagation

Although radar waves travel in straight lines in

free space, waves in the atmosphere are bent or refracted

due to the variation of the velocity of propagation with

altitude. The effect is to extend the distance of the radar

horizon beyond that for straight-line propagation. See

Figure 2. The classical method of accounting for refraction

is computations is by replacing the actual earth of radius a

with an equivalent earth of radius ka and by replacing the

HORIZON DUE TOREFRACTION

Figure 2. Horizon Extension Due to Refraction

17

actual atmosphere by a homogeneous atmosphere in which radar

waves propagate in straight lines rather than curved lines.

[Ref. 4:p. 449] For standard atmospheric conditions the

value of k used is 4/3- The distance to the radar horizon

can be shown to be approximately:

d =y2 k a h or

d(nautical miles) = 1.064 -y/k h(ft) (10)

where h is the antenna height.

The most dramatic effects of refraction occur when

the gradient of the index of refraction is sufficient to

allow initially horizontal rays to be bent to very nearly

follow the curvature of the earth. This condition is known

as superrefraction, and such rays are said to be trapped.

Rays normally can be trapped only if they originate within

a layer of such conditions called a duct. Surface ducts

extend upward from the surface to a height of a few hundred

feet and on rare occasions up to one thousand feet. In the

duct rays are bent down toward the ocean until a reflection

occurs. The upward reflected ray is then gradually bent

downward again until it again reflects from the surface.

See Figure 3- A duct can be compared to a leaky waveguide;

some fraction of the energy traveling within does escape.

Generally energy coupled within a duct has an elevation

angle to the duct of less than one degree and probably less

than one-half degree [Ref. 5:p. 226]. These anomolous

propagation conditions occur for k values greater than two.

18

RANGE

DUCT

Figure 3- Radar Energy Propagation inSurface-based Duct

19

The ducting conditions restrict the spherical

spreading of energy resulting in both extended ranges for

energy trapped within the duct and reduced energy, or radar

holes, outside the duct. Because the wave is trapped within

the duct, vertical spreading of the wavefront is prevented.

Since the wave is spreading in only one dimension rather

than two, the average rate of power density decrease is

reduced to 1/R (vice 1/R 2for the free space model).

[Ref. 5:p. 227] Therefore a target located in or near a

surface duct may be detected at a range beyond the normal free

space detection range as well as below the radar horizon.

Figure 4 illustrates a typical one-way signal loss

versus range profile demonstrating interference effects in

the optical region and increased losses in the diffraction

and troposcatter regions.

UJCD

15

10

5

-S

•10

mEXIlIm ^ KSHb--—iXi-tli, i—U-.L,i—1-\ UIU 1—t..»s, uafc^ t >«0'*HH '

—

l-+ ***•, ^-J-Uif* h-l—. 1 »i -IV^v^-i -r rftft -I

f—»-. f f

»— W-f f.tt 1—(• +-.f4-,* >^>-, «.(*»,» i—*—**. (1..—+-4 ..;. . | • i>tH ' >vi »^h>w •*

—

r ' ' rt*

:n;:

m;:::&£5sk;:elr

-is —r-r-t-

*<»***?:

100 1000

NUM8ER OF PULSES

I0CO0

Figure 4. Required Signal-to-Noise Ratio forDetection with Noncoherent Integrationof Pulses; Square-Law Detector, SwerlingCase 3 Fluctuation, p =0.50 [Ref. 7]

20

The radar loss module of the IREPS computer package

can be used to predict duct propagation for specified

refractive index profiles. (For more details, consult

Reference 3-

)

D. DETECTION MODEL

When a radar target return signal is present within a

noise or jamming background, the probablity of detection is

a function of its visibility factor which is the degree to

which the received signal-to-noise (S/N) ratio exceeds a

radar-specific detection threshold. The relationship between

the detection probability and this excess signal-to-noise

quantity is a function of both an associated probability

of false alarm (Pfa)—the probability that noise alone will

cause the threshold to be exceeded—and the assumed distri-

bution functions for the level of the signal. For the latter

the Swerling Case III model for scan-to-scan fluctuations is

considered most appropriate for targets such as jet aircraft

and missiles [Ref. b:p. 276].

Detection probability on a scan is enhanced by the inte-

gration or combining of signals by either radar display

persistance or other electronic means. The benefit of

integration is primarily due to the reduction or smoothing

of noise variation [Ref. 5:p. 42]. The effect is to lower

the required visibility for target detection. See Figure 5.

21

oCI

CDoCOCOo

<

O

OO

oc I

OPTICAL REGION

FREE SPACE PATH LOSS

<--RADAR HORIZON RANGE

40 80

RANGE (NM)

120 60

Figure 5. Path Loss for a 5000 MHzTransmitter at 90 feetand a Receiver at 500 feetfor a Standard Atmosphere

22

A relationship between detection probability and excess

signal-to-noise ratio was developed by the Johns Hopkins

University Applied Physics Laboratory [Ref 7.]- The

relationship is

:

Pd

= .5 1 + sin [ (excess (S/J)) (7T/18) ] (11)

for Pfa =10-6

N = 10

and -9<= S/J< = 9

to data obtained from Reference /. (See Figure 6.)

E. OPERATOR FACTOR

Experts have postulated that when an operator becomes

tired, bored or partially distracted, his efficiency is

reduced and the probability of operator detection of a target

is similarly diminished. This can be expressed in terms of

an operator factor, P , which is defined as the probability

that an operator will see a target signal that is detectable

by an alert and perfect operator. It follows, therefore,

that P, the probability that a scanned target is seen by the

operator, can be expressed in equation form as:

P = Po

Pd

(12)

where P is the operator factor, and P, is the previously

derived probability of detection.

The nature of an operator factor is controversial. The

operator factor often has been used to explain all differences

between actual and theoretical performance. Although

23

EXCESS IN dB

Pd - 1/2 ('-[m4])Pd =» 0FORS/J<-9

Pd * 1 FORS/J> *9

Pd «« EXCESS S/J FOR N - 10 AT 10~6 p««

1 AT*»

-4-2 2

EXCESS SIGNAL TO NOISE RATIO IdBI

Figure 6. Probability of Detection versusExcess Signal-to-Noise Ratiofor Probability of False Alarmof 10" and an IntegrationFactor of 10

24

originally proposed to be constant for a given operator or

operator and experiment, research has shown operator perfor-

mance to vary with signal strength, display brightness,

radial and azimuthal position on the scope and numerous

other factors [Ref. 8].

Scolnik and others lend support to a simple model of

operator efficiency under good conditio'ns. Scolnik' s model

uses the following relationship to determine the probability

an operator will detect a target:

P = 0.7 (Pd )

2(13)

This can be interpreted as follows: An operator must first

see a target signal on some scan and then see the target

signal on the successive scan for detection to occur

[Ref. 4:p. 253]- For this model, the operator factor for the

first scan could be considered to be equal to 0.7, and that

for the second scan, to be 1.

25

III. THE PROBLEM SOLUTION

A. PROGRAM OVERVIEW

The Fleet Anti-Ship Tactics Simulator (FASTS) is written

using the HP 9000 Series 500 BASIC Language System for use

on the HP 9000 Series Model 520 Computer. The program source

code is contained in Appendix A. It employs the general

structure and computational methods used in the Modified

Jamming Aircraft and Radar Simulation (JARSM), a PL/I

LANGUAGE program supported by the IBM 3033 system [Refs. 7

and 9] • Several modifications have been implemented to JARSM

aircraft maneuvering and radar processing routines, the

largest of which incorporates mechanisms for calculating

radar path signal losses using modules from the IREPS program

developed by NOSC.

FASTS simulates a many-on-many war-at-sea scenario

involving ship-based early warning radars, strike aircraft

and supporting radar jammers. It provides the tactics

designer a testbed for evaluating strike tactics against a

defensive radar network and for estimating the impact of

certain environmental conditions on radar detection.

FASTS is implemented on an unbounded x-y coordinate grid

and is controlled by a main routine clock which steps from

time zero to a finish time provided by the user. A separate

26

parameter data file is appended automatically to the program

for each scenario. Scenario data includes:

1. Radar parameters for up to 15 radar types

2. Radar locations for up to 15 radar systems

3. Jammer parameters for up to 15 jammer types

4. Aircraft radar cross section data for up to 15 aircraft

5. Aircraft location and flight profile data

6. Scenario time increment

7- Environmental data

Specific input parameters and format are defined in Appendix B.

There are four types of output available from FASTS: a

time history of aircraft position, velocity, and probability

of detection; a geographic plot of aircraft tracks and visi-

bility; a plot of aircraft detectability versus time; and a

simulation-based table of expected first-detection ranges for

each aircraft and radar combination.

The program is written in structured format. Program flow

is controlled via the Main Routine illustrated in Figure 7.

B. INITIALIZATION SUBROUTINE (INIT)

The most critical part of the FASTS program from the user's

point of view is the data input. Subroutine INIT reads

scenario parameters from the input data file (Appendix B refers)

27

ItllT

Read DaiasetIn i rial L ae variab)Calculate cons on

SCTUPDetermine Output

STEPCLOCK

Increment time

d:itFruit GraphicsCraue Dataset

UPDACUpuate.acf t andjo/Tntr parameters

( iTCP )

, i

UPDRDOtTHrrrune acftprobability ofde lection

,

a itpi rr

Processdata

output

Figure 7. FASTS Main Routine

28

and processes them for program use. The following specific

data elements are required:

1. Environmental parameters

a. Effective earth radius factor

b. Duct height (ft)

c. Wind velocity (knots)

2. Time parameters

a. Simulation time increment (sec)

b. Finish time (sec)

3. Radar type parameters

a. Effective radiated power (dB)

b. Frequency (MHz)

c. Antenna gain (dB)

d. Receiver figure of noise (dB)

e. Receiver noise bandwidth (MHz)

f. Receiver loss (dB)

g. Scan period (sec)

h. Antenna type

i. Azimuth bandwidth (degrees)

j. Elevation bandwidth (degrees)

k. Azimuth sidelobe gain (dB)

1. Antenna pattern

m. Antenna polarization

4. Radar site parameters

a. Type of radar

b. Location coordinates (x,y in nm)

c. Antenna altitude (ft)

29

5- Jammer type parameters

a. Effective radiated power (watts)

b. Bandwidth (MHz)

c. Frequency (MHz)

6. Aircraft type parameters—Radar aspect angle andassociated radar cross section

7. Aircraft parameters

a. Initial location, altitude, heading and speed

b. Aircraft flight profile containing changes to eachaircraft's position/velocity data and jammer status

The program time increment, D , is set to the minimum

radar scanning interval (over all scan rates) if it is found

to be less than the time increment read from the data file.

Lastly frequently used constants for radar equation and jammer

power equation calculations are computed for each radar and

radar-jammer combination.

C. AIRCRAFT MODULE (UPDAC)

Subroutine UPDAC in FASTS controls the flight path for

each aircraft in the scenario. The position, altitude and

airspeed for each aircraft are updated at each clock incre-

ment. The aircraft is flown or controlled through the use

of tactical commands issued from the scenario data file.

Seven different tactical commands are available:

1. JAM ON— Initiate jamming with a designated type of jammer

2. JAM OFF—Cease jamming with a designated type of jammer

3. CLIMB—Climb or dive to a specific altitude at aspecific rate

30

4. TURN—Fly to a specific heading at a specific rate

5. HOME—Turn aircraft at each time iteration toward aspecific radar site

6. FOLLOW—Maneuver with a specific aircraft

These instructions are stored and executed sequentially

according to their initiation times. Due to the discrete time

intervals of the simulation, the aircraft flight path is con-

stant between update points. Thus, its flight path consists

of a sequence of straight line segments. If the velocity of

an aircraft is reduced to zero knots, it is removed from

the simulation. This feature can be used to terminate air-

craft tracking before the end of the simulation. Aircraft

velocity is automatically set to zero whenever its velocity

decreases to less than ten knots or its time-to-close the

target of a HOME command is less than the simulation time

increment

.

The FOLLOW command was implemented as a convenience to

enable aircraft to proceed in the company of another without

having to repeat all maneuvering commands of the flight

leader. This command is particularly useful in modeling

missiles since missiles must remain co-positioned with the

firing aircraft until launch. When an aircraft FOLLOW command

is executed, all other maneuvering commands are cancelled.

On execution of a subsequent maneuvering command, the FOLLOW

command is cancelled and the aircraft retains the current

position and velocity parameters.

31

Each aircraft in the simulation is capable of employing

jammers which are turned on and off using profile commands.

All jammers are initially off. A limitation of the program

is that each aircraft may carry only one jammer of each type.

Use of multiple jammers with the same parameters can be

accomplished by defining different type jammers with identical

specifications when building the data file. The flow diagram

for Subroutine UPDAC is contained in Figure 8.

D. RADAR MODULE (UPDRD)

The radar subroutine is the heart of the FASTS program

—

all other program modules support it by either providing data

inputs or processing its solutions for output. The subroutine

evaluates aircraft position and aspect at each time interval

and determines signal visibility. Logic flow is illustrated

in Figure 9- The model considers antenna position, radar beam

shape, atmospheric effects on attenuation and propagation,

and relative position and power of each of the radar jammers.

Parameters for up to fifteen radar types are entered with

the initial data file. Up to fifteen radar systems, with

parameters of one of the radar types, may be fixed at any

location or altitude on the x-y position grid. Co-location of

radars is permitted. All radars radiate throughout the

simulation; parameters and positions are held constant. Each

antenna scans in a clockwise direction according to its input

scan rate starting at the zero degree position.

32

f UPDACj

Uptiare acfcposi t±on

accox(JfaTta speed

cmgUp. Ua ala tude

LIp.ia 02 heading

1 L" It'

aa

r^ : bearingAcft nam ra te

CALL niF.u

Figure 8a. Subroutine UPDAC

33

—Vf

RETUR

Copy leadaircraft'sparametersSet all flagsOFF

UpdateCommand linepointer

Figure 8b. Subroutine UPDAC (Cont'd)

3^

A=A+1

IKEPGTculatB AcfttD R-Jilar 1-way

transmissionloss

Update Radarantenna angle:

Figure 9a. Subroutine UPDRD

35

toise =

Receiver foise

(^ompu re

1anrier- O -Targe t

ancle

Ibise =

ibise t Jam pouer

'un termine

Target's radarcross section

vompu 02

Signal pouer andji^nai excess

computeProUiDili cy o t

.le tec non

Figure 9b. Subroutine UPDRD (Cont'd)

36

Subroutine UPDRD evaluates detection probabilities

considering each radar in turn.

1. Path Losses

One-way radar signal path losses are calculated

between the site and each target using subroutine IREP. See

Figure 10. The subroutine returns a value of the path loss

obtained by dividing the loss-versus-range curve ," Figure 4,

into four sections and applying the appropriate formulas for

each section. The first section extends from the radar site

to the last range in the optical region where the direct and

reflected waves are exactly in phase (RPEAK); the second, to

the physical end of the optical region (OPMAX); the third,

to the range at which the radar field attenuation becomes

dominated by single mode diffraction and tropospheric scatter-

ing (DMIN); and the fourth section lies beyond.

Within the optical region, a spherical spreading wave

model is used. Multipath effects caused by wave reflections

off of a wind roughened surface and losses due to antenna

vertical beam pattern are computed. At RPEAK, signal path

losses are calculated to the maximum envelope of the

interference null peaks. At ranges within the intermediate

region between OPMAX and DMIN, loss is computed by linear

interpolation. Beyond DMIN diffraction and troposcatter

losses are calculated directly.

The FASTS subroutine IREP duplicates the loss module

of the IREP Revision 2.2 program as closely as possible to

37

[IREP

J

Scale nuinprogramvariatJ.es

SURFACE HUT

Calculateconstants and

DMIN

Calculate

Diffraction loss

Calcula tE

End of opticalregion (OPMAX)

f SE7JRNJ

CalculateLast opticalregion peak

(RPEAK)

Cal cula te

Loss at CPMAXu;ss at DMTMIr. tsrpuLa te for

liss at R

y/^ > rpeak\ y

Col cula 02

Loss at OrMAXLoss at RrtAKInterpolate for

loss at R

Tn

Calcula te

Opucal region

loss at R'

'

( RET . ^

Figure 10. Subroutine IREP

38

permit future updating or modification. Variable names have

been modified only to enable structural dovetailing with sub-

routine UPDRD and to prevent duplication of variable names.

The one-way signal loss calculated by the IREPS program contains

the radar equation factor for the antenna capture area, A .

for an antenna of unity gain. Since the antenna capture area

was already incorporated in the radar and jamming equations

computed in subroutine IREP, the quantity:

\2 2

ax c

c47T 4TTf 2

was factored out of the IREP loss figure.

2 . Noise Power

Noise power coupled .into each receiver is computed by

summing antenna thermal noise power and the noise power

received from all aircraft jammers. Thermal noise power is

computed as follows

:

P = k T B Fno n n

where k = 1.38E-23 watt-sec/°K (Boltzman's constant)

T = 290° K

B = Receiver noise bandwidth (Hz)

F = Receiver noise figuren to

•The jamming power constants, (Jampwr) are computed in

subroutine INIT and are equivalent to the quantity contained

in the unbracketed portion of Equation (9). A polarization

loss factor of two is assumed for all jammers. Power trans-

mitted by each jammer is attenuated by the one-way IREP

39

loss figure and the sidelobe loss based on the angular

displacement of the target aircraft from the jammer. FASTS

contains methods, developed for JARSM, which compute the

sidelobe loss for two general azimuth pattern shapes:

2

[sin (x) / x and7T cos (x)

2 n/2

- x'

where x is the. angle of displacement of the signal from the

antenna axis in radians. These general forms are adjusted

using the radar azimuth beamwidth and the level of the first

sidelobe to approximate real antenna patterns. Figure 11

illustrates signal loss as a function of angular displacement

for both antenna pattern forms.

3 . Signal Power

The constant Rdreqn is computed in the INIT subroutine

to represent the combined value of all radar equation factors

excepting radar cross section, G (meter ), and the transmission

loss factor. (Refer to Equation (8).) These additional

quantities are position and aspect dependent and, therefore,

are recomputed on each pass through subroutine UPDRD. The

radar cross section is calculated by interpolation using the

aircraft/radar aspect angle to enter a table of radar cross

section values input via the data file. Since by reciprocity,

the path from target to radar is the same as from radar to

target, signal transmission loss is computed by doubling the

one-way IREP loss figure.

40

CM

CM

UJ Oo

CMX

I

CM^-v

c «

oUJ

Xt—13

l-sl

<

01- 03- 0C-

(aa) sson ivnois

0f-

CM

UJa.

en

oUJO

32

5

01- 02- 0£-

(aa) ssoi ivnois

Or-

co

C£-H

CD

-P4->

cd

Ph

CCS .cC -p

c T3CD •H4-> 5c £< cd

CD

jS CQ-p3 CD

6 <D

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cd P.

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CD

fe

4l

4. Probability of Detection

Computation of the probability of detection for each

aircraft/radar pair is made at each time increment. If the

program determines that a radar has not scanned a particular

aircraft", the associated probability is set to zero. Recall

that the time increment can be no greater than the minimum

radar scanning interval, and so it is quite possible to have

incremental periods wherein the antenna axis of a radar does

not cross all targets. If the aircraft is scanned by the

radar, Equation (11) is used to determine the probability of

detection based on the excess signal-to-noise ratio observed

at the radar. The determination of the excess S/J ratio is

made using the computed values for signal and noise power.

The excess S/J ratio may be further reduced by a radar-

specific visibility factor which shifts the value of the

detection threshold to a value above unity. Figure 5 illus-

trates the visibility factor requirements for a representative

radar system to achieve a 0.5 probability of detection. Note

that the visibility factor is also a function of the selected

probability of false alarm and the level of pulse integration.

See Reference 7 for additional background.

E. PROGRAM OUTPUT

The subroutine Output processes simulation data at each

iteration for direct output or for summary computations to

be performed at the end of the simulation. Logic flow

42

diagrams for the subroutine are contained in Figure 12.

User selection of program output is made via interactive key-

board entry. Additionally the user is able to enter an output

start time which determines the simulation time for the

beginning of all output data displays and computations.

Four output formats are available. .All output products can

be printed or displayed on the CRT.

1. Data

Simulation data is printed for each aircraft following

each time step iteration. Aircraft position coordinates,

altitude, heading, speed, and radar detection probabilities

can be sent to the CRT display or the system printer. The

80-column format of these displays limits output to simula-

tions with four or fewer radar systems. The data output

format is illustrated in Figure 13-

2. X-Y Plot

The X-Y Plot output selection displays a coordinate

mapping of radar sites and aircraft positions throughout the

simulation. The user selects plot coverage by entering

coordinates for right, left, top, and bottom display boundaries

Aircraft movement tracks are displayed by solid or dotted

lines reflecting susceptibility to detection by a selected

radar system: A dotted line indicates a probability of detec-

tion less than 0.5; a solid line shows this threshold is met

or exceeded. Normally all aircraft tracks are displayed in

^3

( OUTPUTJ

itH^J

Printdata

Of RETURN

J

~LLine type is

Jo t ted

Line type is

50 1 i J

Figure 12a. Subroutine Output

44

Color iswhi te

fove pen to

last posi tion

Draw 1 ine to

new position

Plot1-minute ticif required

Last position

Hew position

In i tial i ;e

Graph display

tlove pen to

Old time

,

Old PD'

Draw line to

New time,

New PD

Old PD

New PD

Figure 12b. Subroutine Output (Cont'd)

^5

6

Sim range =

PD - 0.7 PD

bim_rjn^e

Sim r3n>je - 1

Figure 12c. Subroutine Output (Cont'd)

46

FASTS DATA OUTPUT DATASET: SAMPLE

ACFT TIME DX DY ALT HEADG SPEED RADAR 1 RADAR 2

t MMi^ C~»-7 71 fll C fr Pt Pi ft J QOi f>| C Oi P\ P[ OIC^ 1 (7\ fh ft ft

.2 112.0 52.7 71.0 5233.3- 130. E33.0 0.0002 .9929

ACFT TIME DX DY ALT HEADG SPEED RADAR 1 RADAR 2

1 115.3 51.8 71.3 5333.3 193.3 600.0 .923S 1.20232 115.3 51.9 71.3 5322.3 192.3 S22.3 2.2322 1.2222

ACFT TIME D X D Y ALT HEADG c P

E

c D R A n A P ' R AD A P 2

i pfl n ct rs -7 1 ii cffliin p \ on\ pi crrir, n\ qsto i fflttrtrTi

"il iffl ij ci r* -> i n cnn,ii (j icn ra cr\n n fi iT.t.t.i i ,-a pi pi r?i

Figure 13- FASTS Data Output forThree Time Steps

^7

white. Tracks for aircraft with jammers that are active

against the selected radar are plotted in magenta. A sample

of the X-Y Plot format is illustrated in Figure 14.

90

80

70

60

50

AB

30

20

to

10

POTRSETi SRfPLE RODflR OF INTEREST i 1

CD O O

Figure 14. FASTS X-Y Plot Output

3 . Probability of Detection per Scan Plot

The probability of detection per scan, P,, for eacha

aircraft by a selected radar is plotted against simulation

time as depicted in Figure 15- The values for P,, bounded byu

and 1, are depicted on an unlabeled linear scale for each

aircraft. The 0.5 probability of detection threshold reference

is indicated by a dotted line for each aircraft. This plot

4b

highlights time segments of high, low, or changing aircraft

vulnerability to detection and permits comparative analysis

between different aircraft and flight profiles. The user is

cautioned not to interpret this to be a depiction of cumula-

tive probabilities.

DRTRSETi SRMPLE RRDRR OF INTEREST i 1

o CO CD O o Q CD Q CO ISu> eg CD T o Lfl M CD f <s Lfl

•"• •* OJ m n *T T IP (0 in

Figure 15. FASTS Probability ofDetection per ScanPlot Output

4. First Detection Statistics

An estimate of the range of the first operator

detection for each aircraft by each radar is made using

statistical simulation and modeling of operator performance

49

Throughout the program, fifty parallel detection simulations

are maintained. At each iteration, if an aircraft is scanned,

a random number, distributed uniformly on the interval (0.1),

is drawn to support each of the fifty simulations. Using

Equation (13), a detection is said to occur if the probabilities

of detection on two successive scans exceed the random number

drawn for each event. The probability of detection for the

first of these two scans is reduced by thirty percent to com-

pensate for the unalerted operator. If an operator detection

is obtained, the range is recorded for later statistical

computations. After the finish time has been reached, the

fifty ranges are processed by subroutine Output-stats. See

Figure 16. The ranges are sorted, and mean, standard devia-

tion, and quantile statistics are computed over all simulations

which experienced a detection. The percentage of simulations

in which the aircraft was detected is computed as an estimator

of an aircraft's probability of detection for the mission.

All statistics represent simulation events occurring

after the user entered start time. The feature of start

time selection allows the user to determine, for example, the

range for the first operator detection of an aircraft following

its descent to a low altitude where masking by the radar

horizon occurs. In any case, first operator detection

statistics can lose meaning if the aircraft is already

detectable when the statistical computations are commenced.

A sample output for First-Detection Statistics is

illustrated in Figure 17.

50

RCTIWI

Print"HOT DETECTLD"

A=l

A > t of Acf

t

A«A*1

_ort

Find the first(bn-jero Range

OaiouljE ill

2 Q tis tics

'

Pr in t ii 1

S ta tis tics

Figure 16. Subroutine Output-stats

51

t— s <sLUQ

OCL

Z UJ UjOr Q Qin t— •—c*- o o

LUasssaIS)

S3

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1—zo

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z: o o Q a o o m CO<r t—

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•

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52

IV. FASTS VERIFICATION

Considerable program verification was accomplished

during the creation of the program. The proper operation of

the data initialization, aircraft maneuvering, radar scanning

and input/output features was confirmed as each module was

assembled into the program. Variable tracing techniques and

analysis of output data and graphics were used. To determine

if FASTS was operating as intended, several aircraft/jammer

flight profiles were simulated for which the results were

easily predicted.

Verification of the radar simulation was accomplished by

confirming proper operation of the environmental signal loss

routine and analysis of the model output data with respect

to aircraft detection at the radar horizon, jammer burnthrough

ranges, and detection ranges for aircraft in a standoff

jamming environment.

A. LOSS COMPUTATION TEST

Values for one-way signal transmission losses were traced

for aircraft opening a radar site at altitudes of 500, 1000,

and 5000 feet and compared with IREPS Revision 2.2 Loss Dis-

play data. Parameters for the AN/SPS-10 radar system and

standard day atmospheric conditions were employed. The signal

loss data compared within 2 dB for all three cases over ranges

up to 160 nautical miles.

53

B. RADAR HORIZON TEST

FASTS simulations were conducted in which aircraft flew

outbound from a radar site at 100, 200, and 500 feet. Using

standard day atmospheric conditions and an antenna height of

100 feet, the last ranges at which the radar visibility

threshold was exceeded were noted and found to be in agree-

ment with the predicted theoretical radar horizon. Data for

the tests are presented in Table 1 and Figure 18.

TABLE I

RADAR HORIZON TEST RESULTS

Predicted Range (nm)Observed Range (nm)

100

24.625

Altitude (ft)200 500

29-728

39.837

1000

51.147

33

50

45

4Q

35

3Q

23

20

13

10

5

-5

DflTRSET: RHTEGT 3ADRR OF [NTCRE9Ti 1

5 5 5 c

\

\« 4 4 4\ —

\)

\\ 3 v .'3 3

\\

V /

\\

2 \ 2 U A\ \ 1 /

s n i i /, /\\ \ / /

\.\ i;'

Figure 18. Radar Horizon Test

54

The deviation of the test results of up to eight percent

from the predicted values are not considered to reflect any

imprecision in the program. The radar horizon represents the

end of the optical region beyond which the rate of signal

attenuation shows a marked increase and, thus, is an upper

bound approached by the ranges at which the returned power

exceeds the radar's visibility threshold.

C. JAMMER SELF-SCREENING TEST

Two FASTS simulations were conducted in which aircraft

carrying active jammers closed toward a radar site. The

ranges at which the radar's visibility threshold was exceeded

were compared with those predicted by equating the radar and

jammer power equations (Equations (8) and (9)) and solving

for range. The inherent assumptions for the equations of

isotropic and non-reflected radiation were satisfied by a

program modification setting the program variable for the

pattern factor (FFAC) equal to unity. Results, presented in

Table II, confirmed proper operation of noise power and

detection probability computations.

D. STANDOFF JAMMER TESTS

1 . Azimuth Test

Verification of the radar azimuthal antenna pattern

modeling was accomplished through use of a multi-aircraft

scenario. The jammer and twelve additional aircraft closed

the target radar simultaneously from fifty nautical miles at

55

TABLE IIJAMMER SELF-SCREENING TEST RESULTS

17. 03 35-2617 35

100 10000,000 10 ,000

0. 5 0.10. 8 14.0

100 15025 25

Simulation 1 Simulation 2

Predicted Range (nm)Observed Range (nm)

Parameters

:

Pt (kw)GtBr (MHz)Pj (kw)Bj (MHz)

(m )

500 feet using one degree separation of inbound headings.

2The (sin x/x) azimuth antenna pattern—Type 1—with a four

degree beamw dth and 20 dB loss in the first sidelobe was

used. Figure 19 depicts the scenario and demonstrates the

expected reduction of jammer protection afforded aircraft

with increasing displacement from the jamming axis. Pattern

nulls can also be discerned.

2. Range Test

This test was conducted to observe the effects of

altitude, atmospheric ducting and jamming on the target

range required to exceed the radar visibility threshold. An

effective earth radius, k, of 3-92 and a duct height of 996

feet were used. In six simulations, targets flying at

altitudes of 500 feet (in the duct) and 2000 feet (above the

duct) closed a radar site. Jammer aircraft, when used, flew

at 500 feet or 2000 feet, either with or directly above or

below the target. The six simulations were repeated for

standard day atmospheric conditions. The target observation

ranges are presented in Table III.

56

DRTRSET: flZTESTLL RflDRR OF INTEREST i 1

33

15

-5

i //i 1

1

i '1 1

• t *

Wli.'.V.'V/,'

IT)

I

Figure 19- Standoff Jammer Test

57

TargeStAltH:ude (ft)

500:2000

Parameters

:

Pt (kw)GtBr (MHz)Pj (kw)Bj (MHz)

(m )

TABLE IIIRANGE TEST RESULTS

Standard Day Standard Day

Jammer Altitude Jammer AltitudeNone 500 ft 2000 ft None 500 ft 2000 ft

15 >120 20 1828 93 46 29

34 1762 55

10010,000

0.50.810025

Without jamming and under standard day conditions,

the targets were seen as they crossed their radar horizon

ranges. Predictably, ducting extended the detection range

for the low target and due to duct leakage effects, consider-

ably extended the detection range for the target operating

above the duct.

When jamming was employed, detection ranges were

reduced in all cases.

The effect of locating the jammer within the duct is

seen in an increased detection range (over that for nonducting

conditions) for the target located within the duct which is

caused by reduced transmission losses for both the radar and

jammer signals. Reduced detection ranges for a target located

above the duct are consistent with the increased jammer

efficiency within the duct and the spherical propagation loss

associated with the radar-to-target signal path.

58

When both the jammer and target are above the duct,

detection ranges are shown to be nearly equal to those for

standard day conditions, as expected, since spherical spreading

laws are dominant

.

Other verification tests are, no doubt, possible. However,

these tests are sufficient to show that FASTS does perform

accurately and consistently.

59

V. SAMPLE IMPLEMENTATION

An example of a tactical simulation is described in this

chapter which includes a scenario definition, the initial

tactical plan, the data file construction, a program execu-

tion outline and an analysis of the program output.

A. SCENARIO

In this example, FASTS is used to analyze an air strike

against two ships located 300 nautical miles from base. The

ships are defended by surface-to-air weapons, and so a

standoff delivery of air-to-surface missiles (ASM's) is

desired. Two ASM attack aircraft, one anti-radiation missile

(ARM) aircraft, and a supporting tactical jammer aircraft are

available.

The aircraft will proceed together toward the target at

medium altitude (5000 feet) and descend to 1000 feet at 75

nautical miles from the target. At 50 nautical miles, the

ASM aircraft split from the formation, turning 50 degrees

right and left of the target bearing, and accelerate to attack

speed. The ARM aircraft continues to close the target, fires

his missile at 30 nautical miles, and retires. The jammer

slows slightly, commences jamming, and establishes a figure-

eight pattern at 30 nautical miles.

At 2 minutes and 35 seconds after the split, the first

ASM aircraft turns left toward the ships, fires his missile

60

from 30 nautical miles at the rightmost ship, and turns to

retreat. The second ASM aircraft turns right three minutes

following the split, fires his missile from 30 nautical miles

at the leftmost ship, and retires.

Near simultaneous impact of ASM's is desired; the ARM should

arrive earlier to support the ASM's penetrating of the ships'

radar defenses.

B. DATA FILE CONSTRUCTION

The data file is constructed as described in Appendix B.

The listing is provided in Figure 20. Once constructed, the

data file is easily modified to permit adjustment to the

tactical scenario. The data file must be saved using the

SAVE or RE-SAVE command in order to prevent loss of the file

when the FASTS program is loaded.

C. PROGRAM EXECUTION

The source program is brought into the computer memory

by entering the command LOAD "FASTS". On entering RUN, the

program execution is begun, and the user is prompted to

enter the data file name; the data file is retrieved and

appended to the FASTS program. Following interactive queries

to define the desired output form, the simulation is commenced

The X-Y Plot output option is selected first and

reviewed to verify the proper maneuvering geometry for the

aircraft and proper radar positioning. Verification of the

CLIMB and ACCEL commands is performed by reviewing the DATA

61

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65

output information. If the simulation is seen to be

operating properly, the X-Y Plot figure may be sent to the

printer. Figures 21 through 24 represent plots of the strike

for 100 and 50 mile ranges displaying visibility thresholds

for each radar.

The program is run again, and the Probability of Detection

Plot output is selected. Graphs are printed showing the

probability of detection for each aircraft relative to each

radar system. (See Figures 25 and 26.)

The first Detection Statistics output is obtained on the

final run. The initiation time for the statistics compilation

is chosen to be twenty seconds after the launch of the

second ASM to allow both missiles to fall below their radar

horizon altitudes. Figure 27 contains the statistics output

for the missiles, i.e., aircraft 5, 6, and 7-

D. EVALUATION OF RESULTS

Analysis of the X-Y Plot and Probability of Detection per

Scan Plot shows the strike group would almost certainly have

been acquired by enemy radars and tracked from the radar

horizon at 90 miles until they descended at 75 miles. Jamming

protection after the formation split at 50 miles only provided

50 to 80 seconds of coverage for the ASM aircraft due to their

increasing displacement from the jamming axis. The ASM air-

craft should expect to be tracked continuously by both ships

from this burnthrough point through weapon delivery and their

outbound turn maneuver.

66

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67

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Figure 25. Probability of Detection per Scan Plot for Radar 1

DFITRSET: HflSI RADAR OF INTEREST:

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69

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Due to his close alignment with the jamming axis, the

ARM aircraft probably would not be detected by either ship's

radar until just prior to launching his missile. Radar track-

ing would be solid through his outbound turn but would then

degrade rapidly.

Both ASM's can be seen to be covered by jamming until

well within their theoretical radar horizon of 19-7 miles.

The statistical simulation predicts mean detection ranges for

the ASM's of 11.8 and 11.6 miles by radar 1. Radar 2 ranges,

14. 3 and 14.4 miles, were slightly higher due to the missiles'

displacement from the jammer axis.

The ARM would not have been detected by radar 1; radar 2

may have detected the missile at as far as 18 nautical miles

(from ship 2) when it would have been about 90 seconds from

impact

.

Missile coordination was satisfactory with ASM's impacting

their targets with eight seconds separation following the

arrival of the ARM by 1 minute and 32 seconds.

E. FOLLOW-ON SIMULATIONS

With the above results serving as a baseline, the scenario

data file now can be modified to investigate and compare

alternative plans or conditions. Such easily incorporated

changes might include:

- Reduced altitudes for ASM launching aircraft

- Jammers accompanying ASM launching aircraft

- Different relative positionings of enemy ships

- Non-standard atmospheric conditions71

VI. RESULTS AND CONCLUSIONS

The FASTS program developed in this thesis provides a

consistent tool for use in the tactical planning process.

It has demonstrated potential utility for: designing and

simulating plans for coordinated tactical strikes; investi-

gating radar visibility of aircraft under both standard and

anomolous propagation conditions; and evaluating the effect

of jamming on aircraft detection in a dynamic scenario.

Certain limitations exist in FASTS which must be recog-

nized by a user in order to properly interpret the simulation

results. Specifically, FASTS does not model:

1. Ship motion or the effect of wind which could easilyalter the critical relative geometry of the simulationelements

;

2. Radar transmission loss for targets above 10,000 feetaltitude with verified accuracy;

3. Effects of jammer antenna blanking caused by maneuveringof the jammer aircraft;

4. Radar returns from sea clutter, an effect enhancedunder ducting conditions, which may greatly reduce anoperator's ability to discern an otherwise detectabletarget

.

Areas for potential improvement to FASTS which could

provide an increased simulation capability include incorpora-

tion of:

1. A standardized data base to include parameters foraircraft, radars, and jammers;

2. Missile profile routines to assess launch parametersand determine missile flight path vectors.

72

3. Transmission loss modeling for targets above 10,000feet altitude;

4. Techniques for optimizing jammer placement as developedby T.W. White [Ref. 11] as a potential maneuveringcontrol for jammer aircraft*, and

5- Streamlined data and computation routines.

It is hoped that any future development effort for FASTS

will not lose sight of its original objective— to provide a

tactics testbed which can be used easily and interpreted by

a fleet tactics planner. Evolution into a stockastic battle

model would beget an increased level of complexity contrary

to its intent.

73

APPENDIX A. FASTS PROGRAM SOURCE CODE

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123

APPENDIX B. FASTS DATA INPUT GUIDE

A. FILE STRUCTURE

The FASTS data file is compsed of a series of BASIC

language DATA statements with interspersed lines of comment

to aid in file building and readability. When the program

is executed, the user is prompted to enter the name of the

data file containing the simulation run parameters. The

file is then physically attached to the end of the source

code and becomes a part of the FASTS program. Statements or

commands in subroutine IREP read the parameters from the DATA

statements and assign them to the program variables.

Each line containing data begins with the key word DATA.

Numerical quantities may be in decimal or integer format and

must be separated by commas. Ommission of a comma is the

most common mistake made in building a data file.

Data elements are read sequentially; hence no parameters

may be ommitted.

Since the exclamation point, and all information to its

right, are ignored during execution, it is used to provide

lines for spacing, parameter list headings, and user comments

needed to make the file more easily interpreted.

The data file has eight major sections: IREPS; Size;

Radar Site; Radar Parameters; Jammer Parameters; Aircraft

Initialization; and Aircraft Flight Profile.

124

1. IREPS

This section contains parameters defining atmospheric

conditions

.

Parameter Definitions:

K Equivalent earth radius (dimensionless

)

DUTC HT Altitude of the top of the first trapping layerabove the earth's surface (ft)

WIND Wind speed (knots)

Data Source:

For the standard day, K-1.33 and DUCT HT=0 are used.

Parameters for actual conditions may be determined from the

IREPS system output. To determine K, run the IREPS program

with data for current or predicted atmospheric conditions

selecting the Radar Loss Display option. On completion,

enter K and depress the ENTER key; the value for K will be

displayed. Duct height may be read directly from the IREPS

Propagation Conditions Summary display.

2. Size

This section contains time parameters and specifies

the number of data elements present in the data file for

radars, jammers, and aircraft.


NAC Total number of aircraft in the simulation (15 max)

NJM Total number of jammers types in simulation (15 max)

NRD Total number of radars in the simulation (15 max)

NACTYP Total number of aircraft types defined (15 max)

125

NRDTYP Total number of radar types defined (15 max)

DT Simulation time increment—upper bound (sec)

TFIN Simulation end time (sec)

3. Radar Site

This section contains parameters specifying the type

and location of each radar.


RDTYP Type specification for the radar

RDLAT Y-axis radar location coordinate (nm)

RDLONG X-axis radar location coordinate (nm)

RDALT Radar antenna altitude (ft)

4

.

Radar Parameters

This section contains parameters for each of the

different types of radar systems. Note that parameters for

as many as fifteen different types of radar systems may be

entered as a data base even though- each is not actually used

in the simulation.


RDSCNTYP Radar antenna scan time (sec)

RDBTBTYP Antenna design (1 = Back-to-Back; = Single)

RMAXTYP Radar maximum range (nm)

RVZEROTYP Detection visibility threshold (dB)

RDERPTYP Radar effective radiated power (dB)

RDFRQTYP Radar frequency (MHz)

RDGANTYP Radar receiving antenna gain (dB)

RDFNTYP Radar receiver noise figure (dB)

126

RDNBWTYP Radar noise bandwidth (MHz)

LOSSTYP Radar receiver loss (dB)

RDAZBWTYP Radar antenna pattern azimuth beamwidth (deg)

RDAZSLTYP Antenna pattern gain in the first side lobe (dB)

RDELBWTYP Radar antenna pattern elevation beamwidth (deg)

CSCSQTYP Vertical antenna pattern (1 = esc? 2 = sin x/x)

DTYPETYP Horizontal antenna pattern (1 = Type 1; 2 = Type 2)

HPOLAR Radar beam polarization (1 = horizontal; 2 =

vertical)

Data Source:

Parameter data for most threat radar systems is

found in:

Defense Intelligence Agency, Radar Handbook—EurasianCommunist Countries , DST-1710H-507-80-Vol . 3, December 1980

Effective radiated power may be computed as the pro-

duct of the transmitter power times the gain of the antenna.

Data may be converted to decibel (dB) notation by

the use of the following relationship:

dB = 10 log (X) where X is the parameter to be converted.

5 . Jammer Parameters

This section contains radar jammer parameters listed

for each jammer type.


JMBW Jammer bandwidth (MHz)

JMFRQ Jammer frequency (MHz)

JMERP Jammer effective radiated power

127

Data Source:

Data for jammer parameters may be found in:

Commander, Operational Test and Evaluation Squadron FIVE,EA-6B Tactical Employment Guide , OTG 533-01-80 series

6

.

Aircraft Parameters

This section contains radar cross section data listed

for each aircraft type. Up to 360 entries of aspect angle

and associated radar cross section may be entered for each

aircraft. Note that data for as many as fifteen aircraft may

be contained in the parameter file as a data base even if each

is not used in the simulation.


ALPHA Aircraft aspect angle (deg)

RCS Radar cross section gain for ALPHA (dB)

Data Source:

Radar cross section data for aircraft may be found

in "the tactical manual or supplemental NATOPS manual for each

aircraft

.

7

.

Aircraft Initialization

This section contains parameters specifying the type

and initial position and velocity for each aircraft in the

simulation

.


ACTYP Type specification for the aircraft

ACLAT Y-axis coordinate, aircraft initial position (nm)

ACLONG X-axis coordinate, aircraft initial position (nm)

128

ACALT Aircraft initial altitude (ft)

ACHDG Aircraft initial heading (deg)

ACVEL Aircraft initial speed (knots)

8. Aircraft Flight Profile

This file contains a subfile for each aircraft. Lines

within each subfile contain up to fifteen commands for that

aircraft and are listed in order of the command initiation

time

.


TIME Command initiation time (sec)A 9999 entry indicates the end of the anaircraft's profile command list.

CHANGE Command type1 = Jam ON2 = Jam OFF3 = Accelerate (decelerate)4 = Climb (Descend)5 = Turn6 = Home7 = Follow

X Command parameterJam ON/Jam OFFAccelerateClimbTurnHomeFollow

Jammer type numberRate (knots/sec)Rate (feet/sec)Rate (deg/sec)Rate (deg/sec)Aircraft to be followed

Note: The parameters for accelerate, climb, andturn are signed quantities with negative valuesindicating decelerate, descend, and turn left.

Command target parameterJam ON/Jam OFF Must beAccelerate New speed (knots)Climb New altitude (feet)Turn New heading (deg)Home Radar site numberFollow Must be

129

B. DATA FOR DUAL ANTENNA RADARS

Radar systems having two antennas mounted in back-to-back

fashion can be simulated by FASTS.

If the variable RDBTB is read as 1 for a radar system,

the program will seek data parameters for the second antenna

system. These parameters are listed in the data file line

directly following the line containing the data' for the first

system. Data for the following parameters must be entered:

RDERPTYP, RDGANTYP, RDAZBWTYP, RDAZSLTYP, RDELBWTYP, CSCSQTYP,

DTYPETYP, and HPOLAR.

C. SAMPLE DATA FILE

The following is a sample data file containing multiple

radars, radar types, aircraft, and aircraft types:

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134

LIST OP REFERENCES

1. Naval Research Laboratory Report 6930, A Guide to BasicPulse-Radar Maximum Radar Calculation. Fart Il-Derivationsof Equations, Bases of Graphs and Additional Explanations ,

by L. V. Blake, December 31, 1969-

2. Hoisington, D. B. , Electronic Warfare , Naval PostgraduateSchool, Monterey, California, July 1979-

3. Naval Ocean Systems Center Technical Document 481, I REPSRevision 2.2 User's Manual , by C. P. Hattan, et . al

.

,

September 1981.

4. Scolnik, M. I., Introduction to Radar Systems , 2ndedition, McGraw-Hill Book Company, Inc., New York, 1980.

5. Blake, L. V., Radar Range-Performance Analysis , D.C.Heath and Company , Lexington, MA, 1980

.

6. Swerling, P., "Probability of Detection for FluctuatingTargets", IRE Transportation Information Theory , IT-6

,

v. 271, pp. 273-308, April I960.

7. Naval Research Laboratory Report 6930, A Guide to BasicPulse-Radar Maximum Radar Calculation, Part I-Equations ,

Definitions and Aids to Calculations , by L. V. Blake,December 23, 1969-

8. Baker, C. H. , Man and Radar Displays , The MacMillanCompany, New York , 1962

.

9. Johns Hopkins University Applied Physics LaboratoryReport NWA-84-027, The Modified Jamming Aircraft andRadar Simulation , by J. E. Hubbs and G. W. Loughran,May 1984.

10. Johns Hopkins University Applied Physics LaboratoryReport NAS-84-039, HARM Strike Simulation by D. J. O'Connorand C. M. Barrack, October 26, 1984

11. White, T. W. , Positioning of Jamming Aircraft Using theIntegrated Refractive Effects Prediction System , MSThesis, Naval Postgraduate School, Monterey, California,October 1982.

135

INITIAL DISTRIBUTION LIST

No. Copies

1. Defense Technical Information CenterCameron StationAlexandria, Virginia 22304-6145

2. Library, Code 0142Naval Postgraduate SchoolMonterey, California 93943-5100

3- Department Chairman, Code 55Department of Operations ResearchNaval Postgraduate SchoolMonterey, California 93943-5100

4. Professor N. R. Forrest, Code 55Department of Operations ResearchNaval Postgraduate SchoolMonterey, California 93943-5100

5. Professor A. F. Andrus , Code 55AsDepartment of Operations ResearchNaval Postgraduate SchoolMonterey, California 93943-5100

6. LCDR Paul Fischbeck, Gode 55FbDepartment of Operations ResearchNaval Postgraduate SchoolMonterey, California 93943-5100

7. The Johns Hopkins UniversityAttn: C. M. BarrackApplied Physics LaboratoryLaurel, Maryland 20707

8. Naval Ocean System CenterAttn: C. P. HattanSan Diego, California 92152

9- Naval Tactical Support ActivityAttn: CDR F. 0. BarrettP.O. Box 1042Silver Spring, Maryland 20910

136

10. Dr. M. LeonardoNaval Air Development CenterWarminster, Pennsylvania 1897^-5000

11. LCDR Karl. A. KailFleet Liaison Action GroupNaval Air Development CenterWarminster, Pennsylvania 1997

^

137

Tresis

B'23T.Ul Barrettc.l FASTS: a radar sim-

ulation model for the

development and anal-

ysis of aircraft anti-ship tactics.

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