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Pakistan's Airborne Early Warning and Control Aircrafts

India & Pakistan AEW Options

Unfortunately, since the partition of the old Imperial India into India and Pakistan, the two countries have been either at war, recovering from war or at peace but with both sides preparing for the next war and sadly there seems little likelihood that this cycle will be broken in the near future.
Beriev A-50 Mainstay

In Apr 00 Russia caused consternation in Pakistan when they detached two Russian Beriev A-50 Mainstay AEW aircraft to operate from an Indian Air Force base, during a lengthy demonstration of AEW capabilities to Indian Air Force personnel. Although both India and Pakistan have long recognised the benefits of operating an AWACS aircraft, cost and more importantly, actual availability always mitigated against either country being the first to actually operate these ‘force-multipliers’. America, aware of how easily an ‘AEW Race’ could be started, always rebuffed any attempt by the countries to purchase either the E-2C Hawkeye or the E-3A Sentry. Russia initially appeared more willing to allow India to upset the military balance in the area by offering them the Beriev A-50 Mainstay. However, the deal fell through, either because Russia was unwilling to agree to the ‘technology transfer’ necessary to allow the IAF to operate and maintain the aircraft or because Russia wanted too high a price for what India perceived as essentially a first generation AEW system and one that was markedly inferior to either American aircraft.
IAI Phalcon

Consequently, on 11 Aug 03 it was something of a surprise when the US State Department announced that it had no objections to the sale of the Phalcon system to India. Following detailed negotiations, on 5 Mar 04 the Indian Ministry of Defence and Israeli Aircraft Industries (IAI) finally signed a deal worth up to $1.1 billion for the supply of three Phalcon AEW systems installed on Il-76MD Candid aircraft. The US agreeing to the sale of the Phalcon system was a surprise because in the past, other than the sale of one Phalcon equipped 707 to Chile, America has blocked Israeli ambitions to sell the Phalcon system elsewhere – most notably China. As production of the Il-76MD Candid aircraft ceased some time ago, the 3 Indian aircraft are expected to be sourced from the Tashkent factory in Uzbekistan, where a number of surplus incomplete airframes are available for disposal. The airframes will be flown from Tashkent to the Irkut Corporation facility at Irkutsk, where, along with some structural modifications, they will be completed and more powerful Aviadvigatel PS-90A will replace the standard D-30KP-2 turbofans. Then the completed aircraft will be flown to the IAI factory in Israel for the installation of the Phalcon radar system.
IAI Stratus Aerostat

The exact specification of the Indian Phalcon system is unknown, but it has certainly been developed considerably from the version sold to Chile in 1994. Whether the Indian Air Force will be supplied with the ‘full-strength’ Phalcon, equipped with a phased-array radar, phased-array IFF, ESM/ELINT and CSM/COMINT, which functions as a sophisticated intelligence gathering, as well as AEW aircraft, remains to be seen. The Phalcon system is believed to be capable of tracking up to 60 targets at ranges between 435-500 miles, giving the Indian Air Force the ability to survey large areas of Pakistan from within Indian airspace. Currently, the first aircraft is scheduled to be delivered in Dec 07, followed by the second nine months later and the last aircraft around Apr 09. Israel has also agreed to supply India with high-resolution pictures from its Ofeq-5 photo-reconnaissance satellite of the Kashmir region and the line of control area between India and Pakistan. Finally, in 2003, Israel sold India a number of Aerostat balloons, equipped with phased array radars that are permanently deployed along the border with Pakistan.

India has also decided to spend $400 million reviving its indigenous AEW system. This project was cancelled in 1999 when their HS-748 test platform crashed after the rotordome collapsed into the fuselage and then fell off – the crash killed the three crew and five of the key project scientist’s who were also on board. Rather than attempt another rotordome mounted radar, this time the Indian Electronics and Radar Development Establishment (LRDE) will try and develop a smaller electronic phased-array radar, that can be mounted on the top of the fuselage of a small business jet, similar to the Ericsson PS-890 Erieye radar that currently equips the SAAB Argus AEW&C and Embraer EMB-145SA. Other unconfirmed reports indicate that India has already ordered five Embraer EMB-145 aircraft from Brazil for $200 million on which to mount the radar.

SAAB 2000

However, given events in India, Pakistan has quickly responded to its own lack of an effective AEW&C aircraft. Currently Pakistan is negotiating with SAAB to acquire six Erieye equipped SAAB 2000 AEW&C aircraft. Talks on the financial and technical aspects of the contract are continuing, but agreement in principle has already been established, although the exact timescales have yet to be announced. The Swedish Argus AEW&C was based on the SAAB 340 which went out of production in 1999. Consequently, for Pakistan the Erieye radar will be mounted on the larger, but very similar SAAB 2000 airframe – integrating the Erieye radar system should be fairly straightforward in this larger airframe. Pakistan considered ordering the Embraer EMB-145SA, but decided that, as well as being more expensive, the aircraft lacked the necessary altitude performance to cope with the hot & high conditions in Pakistan.

Powered by two Allison/Rolls-Royce AE2100 engines, the SAAB 2000 can remain airborne for nine hours at 30,000ft, a significant improvement on the GE-CT7-98 powered SAAB 340 Argus. Although the SAAB 2000 also went out of production in 1999, SAAB has sufficient aircraft in its inventory to complete this order. Sweden is also considering replacing the SAAB 340 Argus with the SAAB 2000 Erieye system, as the larger internal volume of this airframe allows for the installation of additional control consoles and communications equipment – allowing the aircraft to be employed as a much more effective airborne command & control post.

Progress in India’s programme to acquire an indigenous AWACS capability appear to have hit a major stumbling block in 2006, with the Indian Air Force (IAF) stating publicly that the Indian Defence Research and Development Organisation’s (DRDO) $500 million 2004 project to design and develop an AWACS system, currently fails to meet the requirements for a system that can be deployed to support all three military services as necessary.:lol::rofl::rofl:

The Indian Air Force is the lead service for this project and appears to be taking a hard line with the DRDO - in their view there appear to be two main problems with the programme. The first seems to centre around the performance of the Embraer EMB-145 platform that was chosen to carry the DRDO developed phased array radar. It now appears that with the radar mounted above the fuselage, the aircraft cannot fly for 10 plus hours above 40,000ft, which are the minimum requirement for the defence forces. The second objection focussed on the DRDO developed phased array radar which apparently only has a range of 300km and an area coverage of 240 degrees – both less than required.

The IAF now wants the DRDO to work closer with them to ensure that the revised technical parameters set for the programme meet the customer’s requirements. The technical parameters should be completed by mid-2007, but the likely in-service date will slip from 2012 to 2016 – a considerable delay. This delay is a considerable blow to the Indian plan to be able to deploy up to three aircraft in support of their armed forces. Perhaps initially there was a degree of over-confidence on the part of the DRDO who clearly believed they could develop a phased-array radar, with similar performance to the Ericsson’s PS-890 Erieye radar that is mounted on the SAAB100B Argus, in a very challenging timescale:lol:. This is the second time that the DRDO has suffered a setback in their attempts to develop an indigenous AWACS capability, following the crash of an ill-judged experimental AEW HS-748 and it now appears they have again decided to use an unsuitable aircraft for the task. Despite these setbacks, never mind the cost involved, India is determined to develop their own AWACS capability, however, whether it will actually ever be as capable and cost-effective as an off-the-shelf SAAB 2000 with an Erieye radar, that Pakistan is purchasing, remains to be seen.:disagree:

Over the last 30 years, many countries have attempted to develop indigenous AEW radar and their associated systems – until the arrival of the Erieye and Phalcon systems, only the USA and USSR really succeeded. Given the financial and technical difficulties involved in developing an indigenous AEW&C capability, Pakistan's decision appears well founded and in the long term may well result in a much more cost-effective and capable system than the recent decision in India may eventually deliver - only time will tell.:agree::smokin:

India & Pakistan AEW Options

has pia ordered the saab 2000???:what:
 
AFAIK PIA has dropped plans to introduce Saab 2000 in her fleet, instead we're using ATR-42's on low density airfields.

The reason was that it was a lot cheaper... And I mean a lot! There is a report on Nooman's site. Anyway, I would have expected a high attached wing (dust/rocks/mud/hilly, high tail etc etc) to be suited for those flights and for an awacss it is better to have a low mounted wing.... (obstruction view of the radar)


Here...
http://www.pakistaniaviation.com/photo_pia_saab_2000_may2004.htm

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Excellent work Nooman!
 
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One thing I want to know about Swedish AEW radar Erieye is,

"Can two Erieye aircrafts operate in bi-static mode??"

Normal radars that we discuss have Transmitter and Receiver in one antenna, called monostatic radars. Monostatic radars either use a single antenna for Transmitter and Receiver or both antennae are very close ie in same location.

In a bi-static radar, transmitter antenna and Receiver antenna are separated by a certain distance. This technique beats the old Stealth Technology like that of F-117 completely and reduces the effectiveness of current stealth to some degree.

F-117's skin used to divert the radar waves away from Receiver antenna of the monostatic radar. With Bi-static radar, F-117 can easily be detected because the scattering of waves actually helps in detection, especially when more than one Receiver Antennae are used.

If Erieyes can operate in bi-static mode, meaning that one aircraft sends out the waves and other aircraft receives the reflected waves, with both aircraft separated by some distance, then we can achieve the capability to detect stealth bombers like F-117 at least.

The stealth technology of B-2 is more advanced and is different than that of F-117 and its counter is yet to be implemented.
 
I feel really angry when I read the word "sell" here in this thread. WTF. There are dozens of countries to which the Chinese AWACS/AEWAs could potentially be sold, however why those stupid Chinese still want to sell the AWACS/AEWAs to Pakistan?

A far more better approach is to work with Pakistan engineers to make sure both Pakistan and China can build as many such AWACS/AEWAs as necessary.

Please just look the three different Chinese AWACS/AEWAs, the KJ-2000 is the best, however it requires the il-76 airframe, which still couldn't be built by China/Pakistan. Let's forget about it, nothing much we can do in the coming short term. But hey, the Y-8 Rotodome is better than the KJ-200 and almost all parts are designed/build in China. WTF, why there is still no joint project between China/Pakistan for making the Y-8 Rotodome better?

Same for the J-10 fighters, it would **** me to tears if any money is involved for the "sales". There are just too many stupid Chinese businessmen in my country that only have money in their brain. :undecided:

:pakistan::china:
 
I feel really angry when I read the word "sell" here in this thread. WTF. There are dozens of countries to which the Chinese AWACS/AEWAs could potentially be sold, however why those stupid Chinese still want to sell the AWACS/AEWAs to Pakistan?

A far more better approach is to work with Pakistan engineers to make sure both Pakistan and China can build as many such AWACS/AEWAs as necessary.

Please just look the three different Chinese AWACS/AEWAs, the KJ-2000 is the best, however it requires the il-76 airframe, which still couldn't be built by China/Pakistan. Let's forget about it, nothing much we can do in the coming short term. But hey, the Y-8 Rotodome is better than the KJ-200 and almost all parts are designed/build in China. WTF, why there is still no joint project between China/Pakistan for making the Y-8 Rotodome better?

Same for the J-10 fighters, it would **** me to tears if any money is involved for the "sales".

take it easy buddy... JF-17, MBT-2000/Al-Khalid, Y-8/ZDK-03 AEW&CS, etc are all joint ventures.. its just the begging of PAK-China cooperations..

There are just too many stupid Chinese businessmen in my country that only have money in their brain. :undecided:

unfortunately we have corrupt politicians who are western puppets which is also hindering pak-china full scale cooperations.. once this War on Terror is over then i think cooperations will hit full scale.. :cheers:
 
take it easy buddy... JF-17, MBT-2000/Al-Khalid, Y-8/ZDK-03 AEW&CS, etc are all joint ventures.. its just the begging of PAK-China cooperations..

:smokin: Y-8/ZDK-03 AEW&CS is joint venture? great! the best news I have ever heard in this month. I checked several sources like sinodefence.com, but none of them mentioned that fact. anyway, my mistake.

The Y-8/ZDK-03 AEW&CS project is not an easy one, 40 engineers/scientists got killed during the 2006 accident. Hope such heavy price can be paid off when the outcome of the project is fully applied in our defense forces.

btw: if they really want to "sell" the Y-8/ZDK-03 AEW&CS and J-10 to Pakistan, $1 is a reasonable unit price for me.
 
:smokin: Y-8/ZDK-03 AEW&CS is joint venture? great! the best news I have ever heard in this month. I checked several sources like sinodefence.com, but none of them mentioned that fact. anyway, my mistake.

The Y-8/ZDK-03 AEW&CS project is not an easy one, 40 engineers/scientists got killed during the 2006 accident. Hope such heavy price can be paid off when the outcome of the project is fully applied in our defense forces.

i am not so sure but i think the export version of ZDK-03 is a joint venture but i do know that the pak version of ZDK-03 is a joint venture..
 
India paid high price for 3 AWACS planes from Israel: Expert

New Delhi, Sept 14: Finding fault with the existing acquisition system for the armed forces, a former senior Army officer has said these drawbacks have led India to pay much more for purchases as in the deal to acquire three AWACS aircraft from Israel in 2004.

"India has failed to negotiate full-proof agreements with clearly defined provisions...In almost all contracts, imprecise and flawed provisions led to multiple interpretations during the implementation stage," Maj Gen (Retd) Mrinal Suman, who was associated with procurement procedures and offsets while in service, said.

He quoted reports in the Israeli press as saying that "India paid more than double the amount for the purchase of three AWACS (Airborne Warning and Control System) aircraft from Israel in March 2004."

These aircraft, he said, were earlier being sold to China for USD 358 million but the deal had to be aborted under US pressure.

"Subsequently, India agreed to buy them for USD 1.1 billion, a whopping USD 742 million more than the price agreed to by the Chinese," Suman said in an article in the latest issue of 'Indian Defence Review'.

Noting that there were "numerous" instances where India paid "exorbitant amounts" for defence equipment, he referred to the coffin scam and said "inability to negotiate contracts astutely has been the biggest weakness of the entire defence procurement regime."

Invariably, it was India that suffered "as the vendors exploit ambiguities in the contract language, especially with respect to delivery schedules, warranties, after sales support and penalties for default," Suman, who retired as Technical Manager (Land Systems) in the Defence Ministry's acquisition wing, said.

Zee News - India 3 AWACS planes Israel
 
Saab 2000 AEW&C prepares for duty
By David Donald
July 14, 2008

On April 30, Saab achieved a significant milestone with the first flight of the Saab 2000 Erieye airborne early warning and control (AEW&C) aircraft, developed under Project Horizon for the Pakistan air force. The two-hour flight from Linköping, Sweden, was used to check out general handling and aircraft systems, and encountered no problems. The maiden flight came a month after the aircraft was officially rolled out in front of Pakistani commanders.

Pakistan first contemplated the acquisition of an AEW system in the early 1980s, when Soviet and Afghan air force aircraft regularly intruded into Pakistani airspace. Other priorities, and the later U.S. arms embargo, meant that the requirement went unfulfilled. However, events in the wake of the 9/11 terrorist attacks–plus ongoing tensions with India–placed renewed emphasis on the AEW requirement.

Pakistan selected the Erieye in 2005 and later revised the initial requirement for six platforms to five as a cost-reduction measure. It is buying a complete surveillance package, including ground-based systems, logistics support and mission training systems.

The Saab 2000 AEW&C is the latest iteration of the Saab Microwave Systems Erieye concept. The five-operator system has increased command and control capabilities, including the Swedish Link-E system.

The radar itself, which consists of 192 transmit/receive modules, has been improved with an extended early warning mode and the ability to spot hovering helicopters. Coverage has been increased to two 150-degree sectors (from 120-degrees, still with a 1-degree beamwidth), with range out to the horizon (typically 199 to 217 miles). The radar offers a fully fused air/sea capability, and can spot maritime targets as small as jet-skis.

Virtually all of the radar components have been replaced since the Erieye was first fielded in 1996, and all of the computer systems are COTS-based for cost-effective and rapid upgrade. Power output is around 20 percent greater than it was previously, although power requirements, and thus cooling, for the mission system have decreased by 30 percent. The effects of improvement can also be seen in a 53-percent reduction in system weight and 78-percent reduction in floor space. At the same time, computing power has increased a hundredfold.

Backing up the radar is a sophisticated Saab Avitronics HES-21 ESM/protection suite that uses interferometer antennas and digital receivers for highly accurate tracking and ranging of emitters. HES-21 data is fused with that from the radar to provide detailed tracking, and it can generate its own tracks at ranges greater than that possible with the radar. The system also includes a comprehensive self-protection function, automatically controlling the launch of chaff and flares.

Commuter on Patrol
The choice of basing Erieye on a regional airliner has obvious benefits in terms of high reliability, cost-efficiency and low maintenance requirements, but also offers significant mission benefits. The type’s hot-and-high performance is critical in the Pakistani operational environment. The aircraft has a balanced field length of 4,593 feet, allowing it to use many small airports, and it can reach 25,000 feet in 16 minutes.

Mission endurance is nine to 10 hours thanks to extra tanks in the cabin, and it can operate at up to 30,000 feet. At cruise power, the aircraft flies at about 340 knots, impressive for a turboprop. Using a 60-degree bank, the aircraft can complete a 180-degree turn at the end of a racetrack pattern in less than 30 seconds, with little interruption in track coverage.

Crew comfort is a consideration for long-endurance patrols, and through its active noise cancellation system, the Saab 2000 offers very low cabin noise levels. A 7,500-foot cabin pressure can be maintained at operational altitude. The Pakistani aircraft have a galley and rest area, with a mission display in the latter so that resting crew can stay informed of emerging situations. The flight deck is a very modern airliner-style working environment, with a six-tube Collins ProLine 4 electronic flight information system.

Erieye Conversions
Saab Aerotech performs conversions in its facilities at Linköping. For the first aircraft, the work took less than a year to complete. The conversion comprises several airframe structural modifications, including strengthening the upper rear fuselage to mount the Erieye radar.

The sensor is mounted higher than on the Saab 340 so it can “see” over the longer wings of the Saab 2000. The vertical fin is enlarged and strengthened to offset the aerodynamic effects of the radar and its support struts, while the wingtips are rebuilt and reinforced to carry antennas and chaff dispensers. The belly fairing is reworked and enlarged to mount elements of the self-protection system.

Although the aircraft are pre-owned, structural life is not a factor. The airliner was designed with an initial structural life of 75,000 hours, and on average, the fleet has used less than 20 percent. Based on typical use rates, the remaining life of the AEW&C is more than 35 years, with options for further re-lifing. Modification work on the second aircraft was already under way at the time of the rollout.

Saab 2000 AEW&C prepares for duty: AINonline
 
great news milestone in our PAF history

god bless them and keep them safe and suscesful always

amen
 
One thing I want to know about Swedish AEW radar Erieye is,

"Can two Erieye aircrafts operate in bi-static mode??"

Normal radars that we discuss have Transmitter and Receiver in one antenna, called monostatic radars. Monostatic radars either use a single antenna for Transmitter and Receiver or both antennae are very close ie in same location.

In a bi-static radar, transmitter antenna and Receiver antenna are separated by a certain distance. This technique beats the old Stealth Technology like that of F-117 completely and reduces the effectiveness of current stealth to some degree.

F-117's skin used to divert the radar waves away from Receiver antenna of the monostatic radar. With Bi-static radar, F-117 can easily be detected because the scattering of waves actually helps in detection, especially when more than one Receiver Antennae are used.

If Erieyes can operate in bi-static mode, meaning that one aircraft sends out the waves and other aircraft receives the reflected waves, with both aircraft separated by some distance, then we can achieve the capability to detect stealth bombers like F-117 at least.

The stealth technology of B-2 is more advanced and is different than that of F-117 and its counter is yet to be implemented.



All AESA have a bi-static mode. But the principle is completely different cause no WAVES are used. Only BEAMS:tup:
Actually AESA are MULTISTATIC cause of the many t/r modules used on a single surface. So, they can work on all modes possibly invented.

If u want to detect the F-117, the 3rd gen american radars can handle it using the monostatic mode itself. Stealth tech on the F-117 is obsolete in front of the new gen radars.

All new fighter upgrades are done to work in pseudo-monostatic config. Its called network centric warfare.
 
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Saab 2000 AEW&C prepares for duty
By David Donald
July 14, 2008

On April 30, Saab achieved a significant milestone with the first flight of the Saab 2000 Erieye airborne early warning and control (AEW&C) aircraft, developed under Project Horizon for the Pakistan air force. The two-hour flight from Linköping, Sweden, was used to check out general handling and aircraft systems, and encountered no problems. The maiden flight came a month after the aircraft was officially rolled out in front of Pakistani commanders.

Pakistan first contemplated the acquisition of an AEW system in the early 1980s, when Soviet and Afghan air force aircraft regularly intruded into Pakistani airspace. Other priorities, and the later U.S. arms embargo, meant that the requirement went unfulfilled. However, events in the wake of the 9/11 terrorist attacks–plus ongoing tensions with India–placed renewed emphasis on the AEW requirement.

Pakistan selected the Erieye in 2005 and later revised the initial requirement for six platforms to five as a cost-reduction measure. It is buying a complete surveillance package, including ground-based systems, logistics support and mission training systems.

The Saab 2000 AEW&C is the latest iteration of the Saab Microwave Systems Erieye concept. The five-operator system has increased command and control capabilities, including the Swedish Link-E system.

The radar itself, which consists of 192 transmit/receive modules, has been improved with an extended early warning mode and the ability to spot hovering helicopters. Coverage has been increased to two 150-degree sectors (from 120-degrees, still with a 1-degree beamwidth), with range out to the horizon (typically 199 to 217 miles). The radar offers a fully fused air/sea capability, and can spot maritime targets as small as jet-skis.

Virtually all of the radar components have been replaced since the Erieye was first fielded in 1996, and all of the computer systems are COTS-based for cost-effective and rapid upgrade. Power output is around 20 percent greater than it was previously, although power requirements, and thus cooling, for the mission system have decreased by 30 percent. The effects of improvement can also be seen in a 53-percent reduction in system weight and 78-percent reduction in floor space. At the same time, computing power has increased a hundredfold.

Backing up the radar is a sophisticated Saab Avitronics HES-21 ESM/protection suite that uses interferometer antennas and digital receivers for highly accurate tracking and ranging of emitters. HES-21 data is fused with that from the radar to provide detailed tracking, and it can generate its own tracks at ranges greater than that possible with the radar. The system also includes a comprehensive self-protection function, automatically controlling the launch of chaff and flares.

Commuter on Patrol
The choice of basing Erieye on a regional airliner has obvious benefits in terms of high reliability, cost-efficiency and low maintenance requirements, but also offers significant mission benefits. The type’s hot-and-high performance is critical in the Pakistani operational environment. The aircraft has a balanced field length of 4,593 feet, allowing it to use many small airports, and it can reach 25,000 feet in 16 minutes.

Mission endurance is nine to 10 hours thanks to extra tanks in the cabin, and it can operate at up to 30,000 feet. At cruise power, the aircraft flies at about 340 knots, impressive for a turboprop. Using a 60-degree bank, the aircraft can complete a 180-degree turn at the end of a racetrack pattern in less than 30 seconds, with little interruption in track coverage.

Crew comfort is a consideration for long-endurance patrols, and through its active noise cancellation system, the Saab 2000 offers very low cabin noise levels. A 7,500-foot cabin pressure can be maintained at operational altitude. The Pakistani aircraft have a galley and rest area, with a mission display in the latter so that resting crew can stay informed of emerging situations. The flight deck is a very modern airliner-style working environment, with a six-tube Collins ProLine 4 electronic flight information system.

Erieye Conversions
Saab Aerotech performs conversions in its facilities at Linköping. For the first aircraft, the work took less than a year to complete. The conversion comprises several airframe structural modifications, including strengthening the upper rear fuselage to mount the Erieye radar.

The sensor is mounted higher than on the Saab 340 so it can “see” over the longer wings of the Saab 2000. The vertical fin is enlarged and strengthened to offset the aerodynamic effects of the radar and its support struts, while the wingtips are rebuilt and reinforced to carry antennas and chaff dispensers. The belly fairing is reworked and enlarged to mount elements of the self-protection system.

Although the aircraft are pre-owned, structural life is not a factor. The airliner was designed with an initial structural life of 75,000 hours, and on average, the fleet has used less than 20 percent. Based on typical use rates, the remaining life of the AEW&C is more than 35 years, with options for further re-lifing. Modification work on the second aircraft was already under way at the time of the rollout.

Saab 2000 AEW&C prepares for duty: AINonline

192 t/r modules are far too less. I believe there should be a zero added somewhere.

the APG-77 itself has 1500 t/r modules which is meant for a fighter. Can someone find out the exact number of modules on the erieye.
 
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