Comprehensive Overview of AWACS Aircraft and Technology

• AWACS Definition: Airborne Warning and Control System (AWACS) aircraft – often called the “eyes in the sky” – are specialized planes with powerful radars and command/control centers that detect threats at long range and direct friendly forces twz.com globaltimes.cn. They provide an elevated radar view beyond ground radar horizons, spotting low-flying aircraft or missiles and coordinating responses in real time.
• Cutting-Edge Technology: Modern AWACS carry advanced sensor suites (360° rotating or electronically scanned array radars, identification systems, electronic surveillance measures, data links, and more) fused by onboard battle management software euro-sd.com euro-sd.com. Many use Active Electronically Scanned Array (AESA) radars for faster scanning, better target tracking, and resistance to jamming, outperforming older mechanical radars by “leaps and bounds” euro-sd.com forbes.com.
• High Cost & Complexity: AWACS are among the most expensive military aircraft. A single platform can cost hundreds of millions of dollars, with entire programs running into the billions euro-sd.com opindia.com. They require costly radar hardware, specialized mission systems, large crews, significant maintenance, and constant upgrades over their service life. This cost and complexity puts them “out of reach of most air forces,” limiting AWACS fleets to a handful of nations twz.com breakingdefense.com.
• Global Fleet & Key Models: Only a few countries operate dedicated AWACS. The U.S. E-3 Sentry (Boeing 707) set the standard for decades airandspaceforces.com, but is now aging. Newer systems like the Boeing E-7 Wedgetail (B737) and Saab GlobalEye (Bombardier business jet) use AESA radars and multi-sensor suites. China fields a large fleet of KJ-series AWACS (KJ-2000, KJ-500, etc.), Russia operates Beriev A-50 “Mainstay” aircraft (Il-76 based) with an upgraded A-100 in development, and India has developed the smaller DRDO Netra with a major A321-based AWACS program underway en.wikipedia.org opindia.com.
• Strategic Value & Future: Military experts consider superior AWACS capability a critical advantage that can “dominate [the] battlespace”, giving a decisive edge in modern warfare euro-sd.com. AWACS direct air battles, provide early warning of attacks, and knit together air defenses. They have proven “indispensable”, often the first to arrive and last to leave in conflicts airandspaceforces.com. Looking ahead (2023–2025), nations are racing to upgrade or replace aging platforms – e.g. the U.S. and UK procuring Wedgetails, NATO planning a 2035 replacement, China debuting a new carrier-borne AWACS – ensuring these high-flying command posts will remain central to airpower.

AWACS Technology: Radars, Sensors, and Systems

Modern AWACS aircraft are essentially flying sensor hubs and command centers. At their core is a powerful radar designed for all-around aerial surveillance. Classic AWACS like the E-3 Sentry use a spinning dish antenna (rotodome) on the fuselage, which mechanically rotates every 10–12 seconds to scan 360° euro-sd.com. In contrast, latest designs use Active Electronically Scanned Array (AESA) radars that steer beams electronically. For example, the E-7 Wedgetail’s Northrop Grumman MESA radar (mounted in a fin on the fuselage) is an L-band AESA using modern Gallium Nitride transmitter modules euro-sd.com. This AESA can vary scan rates and even focus on specific sectors with faster revisit times, unlike the fixed 10-second sweep of older dishes euro-sd.com. The result is quicker target tracking and the ability to handle multiple threats simultaneously. In practice, the Wedgetail’s radar provides full 360° coverage and long-range search/track capability, integrated with an Identification Friend-or-Foe (IFF) system euro-sd.com. Similarly, Saab’s Erieye-ER radar (on the GlobalEye) is an AESA mounted in a “ski-box” on the aircraft’s spine – it has an instrumented range of over 650 km (a 70% improvement over earlier models) and boasts robust electronic counter-countermeasures against jamming euro-sd.com euro-sd.com. Chinese AWACS like the KJ-2000 and KJ-500 also use phased-array radars: the KJ-500’s system consists of three AESA panels in a triangular configuration within a round dome to cover all azimuths twz.com, akin to the KJ-2000’s triple-array concept. By contrast, China’s new carrier-based KJ-600 reportedly employs a single large AESA array inside a rotating dish – trading continuous 360° electronic coverage for greater power/aperture in its field of view twz.com thediplomat.com.

Beyond radar, AWACS carry multispectral sensor suites to extend their surveillance and survivability. Most have Electronic Support Measures (ESM) receivers and Radar Warning Receivers that passively detect radar/communication signals from far away twz.com euro-sd.com. This allows the AWACS to classify emitters (like hostile fighter radars or SAM systems) even without active radar, and alert friendly forces. Many modern platforms also integrate electro-optical/infrared (EO/IR) sensors for visual tracking (e.g. the GlobalEye carries a FLIR Star SAFIRE HD turret to aid in identifying aircraft or surface targets euro-sd.com). Specialized secondary radars are common too – the GlobalEye, for instance, includes a Leonardo Seaspray 7500E X-band radar dedicated to maritime and ground moving target surveillance euro-sd.com, while older AWACS like E-3 have maritime modes in their primary radar. Onboard IFF interrogators are standard, as are Automatic Dependent Surveillance-Broadcast (ADS-B) receivers, to help distinguish friendly, civilian, and unknown contacts euro-sd.com. All this raw sensor data is processed by a mission system that performs multi-sensor data fusion, combining radar tracks, ESM detections, and identification data into a coherent real-time air picture for the crew euro-sd.com. Advanced software (increasingly with AI assistance) filters clutter and helps operators identify threats faster euro-sd.com. For example, the latest E-3G AWACS upgrade introduced a modern open-architecture computer system and improved human-machine interface for time-critical targeting globalsecurity.org, while Saab’s GlobalEye employs a “human-centric” C2 system with large multi-function displays and even onboard AI for real-time analysis euro-sd.com.

Equally vital are the communications and networking systems on AWACS. These aircraft act as airborne command posts, so they are equipped with multiple radios and data links to connect to fighters, surface forces, and command centers. AWACS commonly have encrypted UHF/VHF voice radios and tactical data links like Link 16 to share the recognized air picture with allies. Increasingly, satellite communications (SATCOM) are included for beyond-line-of-sight connectivity. For instance, NATO’s E-3s received upgrades such as better data links and even Internet-Protocol chat capability for network-centric operations euro-sd.com. The Israeli-made EL/W-2085 CAEW aircraft (operated on Gulfstreams by Israel, Singapore, and soon Italy) exemplify a modern communications suite: they serve as full network-centric nodes with multi-band radios, high-capacity datalinks, and SATCOM to integrate into broader defense networks euro-sd.com. This networking allows AWACS to not only broadcast radar tracks, but also to “quarterback” friendly assets in battle – vectoring interceptors to targets, committing surface-to-air missiles where needed, and coordinating responses across air, land, and sea domains twz.com twz.com.

Because AWACS are high-value assets and obvious targets, they also feature electronic warfare (EW) and self-protection measures. They often fly racetrack orbits far from the front line, but modern long-range missiles still pose a threat. To mitigate this, many AWACS now carry defensive aids: the RAAF’s E-7A Wedgetails are fitted with missile approach warners and directional infrared countermeasures (DIRCM) turrets to blind heat-seeking missiles, as well as chaff/flare dispensers euro-sd.com. The Wedgetail and others also integrate Laser Warning Sensors and comprehensive defensive suites (for example, the UK’s future Wedgetails will have Leonardo’s MAPPS self-protection suite and Elix-IR threat warners) euro-sd.com. On the EW side, while AWACS themselves are not jamming platforms, they are hardened against enemy jamming through ECCM (electronic counter-countermeasure) techniques in their radars and communications. Saab’s Erieye-ER radar, for instance, is noted to have low sidelobes and resistance to jamming euro-sd.com. AWACS crews can use ESM to sniff out and geolocate hostile emitters, essentially performing an ELINT (electronic intelligence) role in parallel with radar surveillance twz.com. All these features ensure that AWACS can not only see far and wide, but also survive and continue operating in hostile electronic environments.

In summary, an AWACS packs a flying sensor fusion center: a high-powered radar (or multiple radars), passive electronic ears, identification systems, and sometimes optical sensors – all feeding into robust battle management computers. With secure datalinks and radios, it shares the real-time “big picture” with fighters, ships, and ground stations, greatly extending the reach and coordination of friendly forces. This unique combination of capabilities makes AWACS indispensable in modern warfare despite their complexity and cost.

Counting the Costs: Why AWACS Price Tags Soar

AWACS platforms rank among the most complex and costly aircraft in any air force inventory. Their price structure can be broken down into several components:

• Aircraft Platform & Integration: Most AWACS are based on large airframes – often commercial airliners or transports modified for the role. The airframe itself (without mission systems) can be a significant expense, especially if new-built. For example, Japan’s four E-767 AWACS (Boeing 767 airframes mated with E-3 radar systems) were essentially new airliners purchased for the AWACS role, and each cost well over $200 million even in the 1990s. Some programs save by using second-hand or in-production aircraft; the UK’s E-7A Wedgetail order is based on used 737s refurbished and modified by Boeing and STS Aviation euro-sd.com. The UK contract in 2019 was $2.1 billion for five E-7A aircraft (later cut to three) euro-sd.com – this price included acquiring and converting the airframes, installing the radar and mission suite, ground support systems, and initial training/spares. It illustrates how simply integrating the AWACS electronics onto an airframe is a massive project. Structural modifications are usually needed – such as adding a dorsal rotodome or antenna housing and reinforcing the fuselage to bear it. India’s upcoming Netra Mk2 AWACS will involve heavy modification of six ex-Air India Airbus A321 jets, including adding a large dorsal radar fin and extra power generation – a project expected to cost around ₹20,000 crore (≈$2.5 billion) in total opindia.com opindia.com. That’s roughly $400+ million per converted A321, underscoring that the platform and integration engineering alone rival the cost of a new fighter jet fleet.
• Radar and Sensor Systems: The specialized radar is the crown jewel of an AWACS and often its single most expensive component. AESA radars with thousands of T/R modules, high-power amplifiers, cooling systems, and complex software can run into the hundreds of millions. Upgrading just the mission radar on legacy AWACS is a pricey endeavor – for instance, the U.S. spent about $2.6 billion on the Block 40/45 upgrade for the E-3 Sentry fleet aviationweek.com, which primarily modernized the radar processing and battle management system (this averages to over $100M per aircraft for 24 aircraft). The cost of developing a new AWACS radar from scratch (like Russia’s “Vega Premier” AESA for the A-100 or China’s KJ-2000 phased arrays) is difficult to quantify publicly but undoubtedly enormous. Even smaller systems aren’t cheap: Saab’s Erieye radar (an earlier-generation AESA used on regional AEW planes) cost roughly $60–100M per unit according to some export contracts. It’s telling that when Israel sold the Phalcon AWACS radar system (EL/W-2090) for India’s IL-76-based Phalcon AWACS, the deal for 3 systems was about $1.1B in 2004 (around ~$366M per aircraft including radar, mission suite, and support). In summary, the radar – along with onboard ESM, IFF, and other sensors – can easily comprise one-third to half of an AWACS’s total cost. Rotating mechanical radars (like the older dome on A-50 or E-3) were cheaper in their time, but as users demand higher performance (e.g. ability to track stealthy or hypersonic targets), the move to AESA has increased costs. The Wedgetail’s MESA radar is a prime example: its advanced 360° AESA antenna (plus integration of IFF) is a major reason the Wedgetail unit cost is roughly $300–400M. However, that investment yields performance leaps – a source noted the Wedgetail’s radar is “leaps and bounds better” than the decades-old radar on the E-3 forbes.com.
• Mission Systems and Software: Beyond the sensors, an AWACS carries a suite of computers, displays, and software that form its command and control (C2) backbone. These include high-speed data processing units, track correlation software, identification databases, communications routing, and user interface for console operators. Developing and testing this mission system is a monumental software effort. The U.S. Air Force, for example, struggled through years of delays in overhauling the E-3’s mission computing, and future AWACS like the E-7 will likewise need updates to integrate new technologies airandspaceforces.com. The Block 40/45 E-3 upgrade mentioned above wasn’t just radar tweaks – it replaced 1970s-vintage computers with an open architecture system and modern displays globalsecurity.org. Such digital modernization, while less visible than a radar dome, can cost billions. Newer aircraft leverage commercial hardware somewhat – for instance, Swedish GlobalEye operators work at modern 30-inch display consoles with a Windows-style interface euro-sd.com – but the underlying software (for sensor fusion, threat evaluation, battle management aids, etc.) is largely custom and requires constant patches to address evolving threats. These mission systems also must integrate with other military networks (Link-16, NATO data standards, etc.), adding to complexity. Thus, a significant portion of AWACS program cost goes into software development, testing, and iterative upgrades over the aircraft’s life.
• Maintenance, Training, and Lifecycle Costs: Operating an AWACS is expensive day-to-day. These are large aircraft with high-power electronics; they consume significant fuel and require extensive maintenance of both airframe and mission equipment. For example, NATO’s 14 E-3A AWACS fleet reportedly required tens of thousands of maintenance hours per year to keep flying, and by the 2020s several airframes were in long-term overhaul at any given time. The radar and cooling systems demand specialized upkeep – technicians must regularly service the rotodome rotator, replace transmitter modules, etc. As components age or become obsolete (e.g. old computing parts), mid-life upgrade programs are necessary to maintain reliability. All of this translates to high operating costs (often tens of thousands of dollars per flight hour). Moreover, AWACS crews are large (typically 10–20 people per mission including flight deck and mission specialists) and highly trained; the training pipelines (initial and recurring) and simulation systems for these crew also add to lifecycle cost. To illustrate, when Saudi Arabia contracted to upgrade its 5 E-3A Sentry aircraft with new mission systems, the deal (signed in 2017) was valued around $2 billion – a figure that included not just hardware but training, support, and maintenance infrastructure over time simpleflying.com. Lifecycle costs (fuel, spares, tech support, mid-life upgrades) often far exceed the initial procurement price over an AWACS fleet’s multi-decade service. This is one reason many older AWACS are being retired early – their sustainment has become akin to “hospice care,” as one U.S. official described the aging E-3 fleet, meaning extremely costly to keep alive with diminishing capabilities.
• Upgrades and Modernization: Given their long service (E-3s are nearing 50 years, A-50s about 40), AWACS fleets periodically undergo upgrades that themselves carry big price tags. Upgrading radar hardware, for instance, can be as costly as developing a new aircraft. Japan’s upgrade of its E-767s in 2018 added improved mission computing, new ESM and collision avoidance systems, next-gen IFF and datalinks euro-sd.com euro-sd.com. NATO invested in a Final Lifetime Extension Programme (FLEP) for its E-3s to keep them viable to 2035, which includes cockpit modernization and some avionics updates – at a cost of ~$1 billion for a limited scope refresh. Meanwhile, completely new programs to replace AWACS can dwarf those figures: NATO’s Alliance Future Surveillance and Control (AFSC) project (to replace E-3 around 2035) is in early phases, with proposals from industry like a Bombardier Global 6500 business jet AWACS by IAI/L3Harris euro-sd.com. Whatever solution is picked, it will likely be a multi-billion dollar acquisition. The U.S. Air Force’s plan to buy 26 E-7 Wedgetails to replace its E-3s will also be very costly – the initial contract to Boeing for just the first prototype E-7A was $1.2 billion amphenol-aerospace.com, and overall the program is expected to run over $9–10+ billion by the time 26 are delivered with all supporting equipment. In short, staying technologically current in the AWACS arena requires constant infusions of funding.

Table 1 (below) summarizes the approximate procurement costs of major AWACS platforms (as gleaned from public sources), illustrating the massive investments involved:

Table 1: Examples of AWACS program costs and contracts (figures are approximate and for context only).

These figures drive home that acquiring or upgrading even a handful of AWACS is a multi-billion-dollar endeavor. Consequently, only the wealthiest and most technologically advanced air forces field dedicated AWACS, and they do so in limited numbers (often fewer than 10 aircraft). Less affluent militaries opt for smaller “AEW&C” solutions (like turboprop or business-jet based systems) or none at all, which widens the capability gap. As one defense analysis succinctly stated: AWACS aircraft have become vital in modern joint operations, but their “cost and complexity” mean few nations can afford them twz.com.

The Global AWACS Lineup: Key Platforms and Programs

Despite the high barriers, several AWACS platforms have been developed around the world, each with unique features shaped by their nation’s needs and technologies. Below, we survey the major existing and emerging AWACS systems across different countries:

Boeing E-3 Sentry – The Classic Dome

Perhaps the most recognizable AWACS is the E-3 Sentry, with its iconic rotating radome atop a Boeing 707 airframe. First delivered in 1977, the E-3 pioneered the concept of an airborne command post with long-range radar. Over a quarter-century of service, it proved “indispensable, often the first system to go into action… and the last to leave” conflicts airandspaceforces.com. The E-3’s AN/APY-1/2 radar (in the 9 m wide rotodome) can detect aircraft at hundreds of kilometers and cover an enormous volume of airspace with each 360° sweep. It was the bedrock of U.S. and NATO air operations during the Cold War and later over Iraq, the Balkans, and Afghanistan airandspaceforces.com. An E-3 can monitor both high-flying and low-flying targets (using look-down radar modes to catch terrain-hugging aircraft) and track maritime contacts to some extent. Equally important, it carries 13–19 mission crew who perform surveillance, identification, and battle management. In U.S. service, the standard crew is 4 flight crew and 13–19 specialists (depending on mission) operating radar scopes, IFF, ESM, and directing communications airandspaceforces.com.

Over the decades, the E-3 Sentry received numerous upgrades. Notable improvements included better radar processors, JTIDS/Link-16 data links, improved ESM, and digital displays (the Block 30/35 mods in the 1990s). The most recent Block 40/45 upgrade (completed in the 2010s) overhauled the mission computer and software, moving the E-3 to an open architecture system with modern consoles globalsecurity.org. This upgrade enhances target tracking and enables the E-3 to integrate into newer network-centric frameworks. Despite these upgrades, the basic radar remains a mechanically scanned array from the 1970s, and the aging airframes (some 40+ years old) are increasingly hard to maintain. The USAF has already retired several E-3s, and those remaining have been described as being in “hospice” in terms of supportability – spares are scarce and the aircraft spend much of their time in maintenance hangars.

Globally, 68 E-3s were produced. The U.S. Air Force operated a peak of 34 and now has around 31 (with plans to retire more as new E-7s arrive). NATO acquired 18 E-3A (with 14 still in its multinational fleet, based in Geilenkirchen, Germany) and has kept them relevant through mid-life upgrades, using them extensively to monitor Russian activity around Eastern Europe euro-sd.com euro-sd.com. The UK purchased 7 E-3D Sentry, which served from 1991 until their 2021 retirement (the UK chose not to upgrade them and is replacing them with Wedgetails). France operates 4 E-3F (upgraded with some French-specific avionics), and Saudi Arabia 5 E-3A. These international E-3 users performed critical roles in coalition operations (e.g. coordinating the Desert Storm air campaign in 1991, where AWACS proved devastatingly effective at orchestrating allied air dominance twz.com twz.com). Even today, NATO E-3s are forward-deployed to monitor the Ukraine war from the skies of Poland and Romania, providing early warning and situational awareness of any spillover threats euro-sd.com euro-sd.com.

However, the E-3 Sentry is now a “legacy” system. Its 707-based airframe has old engines and analog systems, and its radar, while still powerful, is less capable against modern low-observable threats or electronic countermeasures. Plans to replace the E-3 have been accelerated. The U.S. Air Force announced in 2022 that it would start fielding the Boeing E-7 Wedgetail as the E-3’s successor by 2027 af.mil (initial contract already awarded amphenol-aerospace.com). NATO aims to retire its E-3s by 2035, potentially replacing them with a fleet of smaller jets or a distributed system under the AFSC program. For now, the venerable Sentry soldiers on in reduced numbers – a testament to its groundbreaking design that gave the West decades of uncontested airborne surveillance, fundamentally “dominating the air wars” of the late 20th century airandspaceforces.com.

Boeing E-7 Wedgetail – The Next Generation

Developed by Boeing for the Royal Australian Air Force (RAAF) in the 2000s, the E-7A Wedgetail represents the new wave of AWACS technology. It trades the old spinning rotodome for a sleek Northrop Grumman MESA AESA radar mounted in a dorsal “top hat” antenna. The E-7 is built on a Boeing 737-700NG airframe, offering a modern, efficient platform with aerial refueling capability and a mission endurance of around 10+ hours (significantly more with refueling).

The hallmark of the Wedgetail is its Multirole Electronically Scanned Array (MESA) radar, which provides 360° coverage via a combination of side-looking AESA arrays and fore/aft elements in the fin. Because it’s an AESA, the radar can steer beams instantly, track dozens of targets simultaneously, and even interleave multiple functions (such as surveillance, tracking, and missile detection) without the delay of mechanical rotation euro-sd.com. It operates in L-band, a sweet spot for long-range air surveillance, and its use of GaN semiconductor tech yields high power and reliability euro-sd.com. One of the key advantages is flexibility – the MESA radar’s scan pattern can be adjusted on the fly, for example focusing more attention on a high-threat sector with rapid revisits while still scanning the rest of the sky albeit at a slower rate euro-sd.com. This adaptability is impossible in older AWACS with fixed rotation rates.

In terms of sensor and self-protection suite, the Wedgetail is state-of-the-art. The RAAF Wedgetails were delivered with a comprehensive defensive aids suite including missile warning sensors, a DIRCM system, and chaff/flare countermeasures euro-sd.com – making them far less vulnerable to IR-guided missiles. They also carry an ESM/RWR suite to detect and geo-locate emitters, adding a passive surveillance mode. Communication systems are robust: multiple encrypted radios, Link-16, and other datalinks connect the E-7 to allied fighters and ground units. The Wedgetail’s mission crew (typically 2 pilots plus 6–10 mission controllers) operate advanced consoles with customizable displays. A NATO-compatible battle management system allows sharing of the air picture seamlessly with other assets euro-sd.com.

Australia’s 6 E-7As achieved full operational capability by the mid-2010s and have been praised for their performance. The Wedgetail proved itself in coalition operations in the Middle East, where it demonstrated extremely high mission availability and sensor performance (according to RAAF officials, its AESA radar could track some targets that legacy AWACS struggled with). One source close to the program highlighted that the E-7’s radar performance is “leaps and bounds” better than that of the E-3 Sentry forbes.com, which aligns with the inherent advantages of newer AESA technology and processing.

The success of the Wedgetail has led other nations to adopt it. Turkey acquired a variant called the E-7T “Peace Eagle” (4 aircraft, delivered 2014) and South Korea operates 4 E-7s (locally named “Peace Eye”), both through programs with Boeing. The United Kingdom decided in 2019 to purchase five Wedgetail AEW1 for the Royal Air Force as a replacement for its retired E-3Ds; that order was later cut to three aircraft due to budget pressures euro-sd.com. The first RAF Wedgetail is being assembled (with local modifications such as UK-specific self-protection suites) and is expected by late 2024 euro-sd.com. Most significantly, the United States has chosen the E-7 to replace its E-3 fleet. The USAF plans to procure 26 E-7A Wedgetails in the coming years, with the first prototype due by 2027 amphenol-aerospace.com amphenol-aerospace.com. This decision speaks volumes, as it indicates the E-7 met the stringent requirements to fill the AWACS role for the world’s most advanced air force. Interoperability between US, UK, and Australian Wedgetails is anticipated to be high – in fact, the air chiefs of those countries signed a joint vision in July 2023 to co-develop and maintain E-7 capabilities together euro-sd.com.

In sum, the E-7 Wedgetail offers a modern, highly capable AWACS with a smaller crew and lower operating cost than the older E-3 (twin engines vs four, a newer airframe, and smaller ground footprint). It exemplifies the trend toward using proven commercial platforms (like the 737) coupled with advanced electronics to achieve AWACS capability. With multiple air forces on board, the Wedgetail is poised to be the dominant Western AWACS of the 2020s and beyond, bridging the gap until a future generation of networked or space-based surveillance might emerge. As Boeing touts, the Wedgetail is “operationally proven” and will likely serve as a linchpin for allied air power in any major conflict in the near future amphenol-aerospace.com.

A Saab GlobalEye multi-sensor AEW&C aircraft in flight. The GlobalEye’s “ski-box” on the fuselage houses an Erieye-ER AESA radar offering 360° coverage, complemented by a suite of additional sensors for air, sea, and ground surveillance euro-sd.com euro-sd.com. GlobalEye’s business-jet platform gives it over 11 hours endurance euro-sd.com, illustrating the trend toward smaller, long-endurance AWACS solutions.

Saab GlobalEye – Multidomain Surveillance

While the U.S. and allies turned to the E-7, Sweden’s Saab developed an alternative approach: the GlobalEye. This platform is built on the ultra-long-range Bombardier Global 6000/6500 business jet, trading volume (it’s smaller, with 3–4 operator consoles) for efficiency and high endurance (11+ hours) euro-sd.com. The GlobalEye is a true multisensor AEW&C platform – aside from its primary Erieye ER radar, it carries additional sensors to provide an integrated air, maritime, and ground surveillance picture.

At the heart is the Erieye ER (Extended Range) radar, an S-band AESA developed by Saab. Unlike rotodomes or fins, Erieye is mounted in a fixed “plank” (the ski-box) atop the jet’s fuselage, looking out to both sides. The latest Erieye ER has over 650 km instrumented range for aerial targets euro-sd.com, uses GaN-based modules, and can detect even small objects (like stealthy cruise missiles or sea-skimming aircraft) thanks to its high sensitivity and improved clutter rejection euro-sd.com. Because the antenna doesn’t mechanically rotate, coverage is provided by electronic scanning 120° to each side (with a gap front/back). The radar can refresh the full 360° by alternating side coverage, and any target that drifts into the front blind spot is soon picked up on the other side. This is a compromise design that Saab has used successfully on multiple platforms (earlier Erieye versions flew on Saab 340 and 2000 turboprops, as well as Embraer regional jets for Brazil, Greece, Mexico, Pakistan, and others euro-sd.com).

What sets GlobalEye apart is the comprehensive sensor suite beyond the radar. It includes: a Leonardo Seaspray 7500E maritime surveillance radar (X-band AESA) for sea surface and ground moving target detection euro-sd.com, a FLIR electro-optical turret for visual/IR tracking euro-sd.com, an ESM/ELINT suite to pick up emitters, an AIS (Automatic Identification System) receiver for ship transponders, and full IFF/ADS-B integration euro-sd.com. All gathered data is fused by the mission system into one coherent picture, which operators view on large multi-function displays euro-sd.com. The GlobalEye also boasts modern communication links for network-centric warfare, enabling it to act as a node that connects air, land, and sea forces. Saab even touts the use of onboard AI to assist the crew with real-time analysis of sensor data euro-sd.com.

The GlobalEye is essentially an evolution of Saab’s long experience with “small AWACS.” While it does not have the large crew or massive radar of a jumbo-jet AWACS, it provides a flexible and cost-effective solution for countries that need airborne surveillance across multiple domains. The United Arab Emirates was the launch customer – the UAE ordered 3 GlobalEye systems (originally 2 for $1.27B euro-sd.com, then 3 more, with at least 4 delivered as of 2023). The UAE’s adoption demonstrated confidence in the concept, as they operate a dense air defense environment requiring reliable early warning. Sweden has also ordered GlobalEye (2 aircraft for ~7.3 billion SEK in 2022, with options for 2 more) euro-sd.com, to gradually replace its aging Saab 340 Erieyes. Other nations are eyeing the system; Saab has marketed variants to e.g. Finland and NATO. Notably, Poland acquired two second-hand Saab 340 Erieye aircraft in 2023 to jump-start its AEW capability quickly euro-sd.com, indicating a rising interest even in smaller AEW solutions given regional threats.

In terms of capabilities, a single GlobalEye can surveil air targets at long range (well beyond 450 km) and simultaneously perform maritime patrol (its Seaspray radar can track ships and even detect periscopes or small boats) euro-sd.com. It can also provide surveillance of ground vehicles with its GMTI (ground moving target indicator) mode. This “3-in-1” functionality (air, sea, ground) makes it attractive for countries wanting maximum utility from a limited fleet. The trade-off is that with a small crew (perhaps 5–7 operators) and smaller size, it cannot control as large an air battle as an E-3 or E-7 with a dozen operators. However, it can still perform essential early warning and limited C2 for regional conflicts or niche roles (e.g., coastal surveillance, counter-smuggling operations, etc.). Saab emphasizes the human factors as well, claiming a “human-centric” interface that reduces workload, which coupled with advanced automation could mitigate the smaller crew size euro-sd.com.

Overall, the Saab GlobalEye exemplifies the “high capability in a smaller package” approach. It reflects a broader trend in the market: not all customers need (or can afford) a full-size AWACS, so there is demand for compact AEW&C aircraft that leverage modern sensor tech. In the GlobalEye, Saab has leveraged every inch of the business jet platform for sensors and equipment, creating a highly capable, if not quite all-powerful, AWACS alternative. Its success with UAE and Sweden suggests that even as big AWACS like E-3/E-7 dominate headlines, there is a growing niche for these smaller, cost-efficient AEW systems – one that Saab, Israel’s IAI (with its Gulfstream G550 CAEW) euro-sd.com euro-sd.com, and others are actively filling.

Chinese KJ-Series (Kongjing) – Expanding “Eye of Heaven”

China has made a concerted effort over the past two decades to develop a robust fleet of AWACS (or AEW&C, as often termed). Today, the People’s Liberation Army has one of the largest AWACS fleets in the world – at least 60 fixed-wing AEW&C aircraft in service twz.com, far outnumbering the U.S. Air Force’s inventory. This includes several types, each designated KJ (for Kong Jing, “Air Warning”): notably the KJ-2000, KJ-200, KJ-500, and the new carrier-based KJ-600.

• KJ-2000 “Mainring”: This was China’s first operational AWACS, built on the Russian Ilyushin Il-76 transport airframe. After an earlier Israeli-assisted effort (Phalcon radar on an Il-76) was canceled in 2000 due to U.S. pressure, China developed the KJ-2000 domestically twz.com twz.com. It uses a large rotodome housing three AESA radar arrays facing in different directions (120° apart) – a configuration similar to the U.S. Navy’s E-2D Hawkeye’s radar concept, but on a much larger scale. The radar (often referred to as Type 88) operates in L-band or D-band and provides 360° coverage as the arrays work together electronically twz.com twz.com. Only four KJ-2000s were built (plus a prototype) due to limited availability of Il-76 airframes in the 2000s. They entered service around 2005–2007 and are based in eastern China, covering critical sectors like the Taiwan Strait twz.com. A KJ-2000 can stay aloft for ~12 hours with refueling and has a mission crew of about 11 operators + 5 flight crew twz.com. These have been front-line assets for long-range surveillance, but reports suggest their numbers and usage are constrained by maintenance (being few in number and relatively older tech now). Rumors indicate China might replace the KJ-2000 eventually with a larger AWACS based on the newer Y-20 transport (sometimes dubbed KJ-3000), but for now the four KJ-2000s are still China’s largest AWACS twz.com twz.com.
• KJ-200 “Balance Beam”: Developed in parallel as a smaller counterpart, the KJ-200 is based on the Shaanxi Y-8 turboprop (a Chinese version of the An-12 transport). It features a distinctive “balance beam” linear radar mounted atop the fuselage (similar to Sweden’s early Erieye). This AESA radar covers about 240° to each side, with some blind spots fore/aft. The KJ-200 was intended to be a more affordable, more numerous AEW plane to complement the KJ-2000 twz.com twz.com. An incident in 2006 (a crash that killed a crew testing a prototype) reportedly set the program back, but ultimately at least 5–6 KJ-200 entered PLAAF service, and the Chinese Navy (PLAN) got a variant called KJ-200H twz.com twz.com. The KJ-200 provided valuable experience, but it was limited in capability and range. By late 2010s, China shifted focus to a more advanced successor: the KJ-500.
• KJ-500: This is currently the workhorse AWACS of the PLAAF. Debuting around 2015, the KJ-500 builds on a modernized Y-9 turboprop (updated engines and avionics) and crucially incorporates a triple-array AESA radar similar to the KJ-2000’s concept. Inside its saucer-like rotodome are three AESA antennas arranged triangularly to give full 360° coverage twz.com. This was a leap in capability for a medium platform – the KJ-500’s radar is reportedly from the 38th Research Institute and offers much improved range and resolution over the KJ-200’s balance-beam radar twz.com. The KJ-500 also carries ESM sensors and defensive countermeasures (some variants have MAWS sensors and likely chaff/flare) twz.com twz.com. Two prototypes flew in 2013, and the first unit entered service in 2015 twz.com. Since then, production has been brisk: as of 2023, over 40 KJ-500s have been built twz.com, equipping multiple PLAAF regiments. There is also a naval version (KJ-500H) for the PLAN Air Force, used to cover maritime areas and carrier groups twz.com. Newer sub-variants like KJ-500A have added aerial refueling probes for extended endurance, with about 7–8 KJ-500A in service (spotted from 2020 onward) twz.com. These improvements show China’s emphasis on keeping its AWACS fleet growing in capability. With aerial refueling, a KJ-500’s on-station time could rival larger jets (perhaps 8–10 hours). The KJ-500 is relatively compact (crew maybe around 10) but provides China a highly deployable AEW asset – for example, KJ-500s have frequently operated from reclaimed island bases in the South China Sea and patrolled the Taiwan Strait twz.com twz.com. Their turboprop design allows operations from dispersed or even unpaved runways, aligning with Chinese strategy to protect these assets by relocating them as needed.
• KJ-600: This is China’s newest entry, a carrier-borne AWACS designed for the CATOBAR carriers like the CNS Fujian. The KJ-600 looks much like a twin-prop E-2 Hawkeye; it first flew in 2020 and as of 2023–25 has several prototypes in testing thediplomat.com thediplomat.com. In a milestone, China publicly unveiled the KJ-600 during a military parade on September 3, 2025 – flying in formation to mark the 80th WWII victory anniversary globaltimes.cn globaltimes.cn. Chinese experts hailed it as the “final puzzle piece” that will significantly boost the PLAN’s carrier group capabilities globaltimes.cn globaltimes.cn. Technically, the KJ-600 has a conventional rotodome (like E-2), but reportedly contains an AESA radar (dubbed KLC-7) inside twz.com. Uniquely, there are indications this radar might use a single large array that rotates mechanically within the dome twz.com thediplomat.com – a design choice to maximize radar aperture for longer range, at the expense of constant 360° electronic coverage. This suggests the KJ-600’s radar could have greater reach or detection against stealthy targets than an E-2’s radar. As a carrier AWACS, the KJ-600 has folding wings, a nose wheel catapult bar, and tailhook for arrested landings thediplomat.com thediplomat.com. Its turboprop engines (WJ-6C) are mature and powerful enough for carrier launches. The role of the KJ-600 will be to provide fleet air defense overwatch – detecting low-flying sea-skimming threats that ship radars might miss due to horizon limits globaltimes.cn, and vectoring Chinese J-15 or J-35 fighters to intercept. It can also extend detection of enemy aircraft or cruise missiles at much greater ranges from the carrier group, effectively expanding the carrier’s situational awareness bubble. With China’s third carrier expected to start sea trials by 2025, the KJ-600 is likely to be deployed with it, giving the PLAN a capability only the U.S. and France (with E-2 Hawkeyes) have had until now. As noted by a Chinese naval expert, the fixed-wing KJ-600 is a huge leap over earlier reliance on ship-based or helicopter-based radars, dramatically increasing detection range and providing “force multiplier” effects for offensive and defensive operations of the carrier battle group globaltimes.cn globaltimes.cn.

China’s AWACS developments reflect its strategic priorities: quantity, resiliency, and self-reliance. By fielding many mid-sized AWACS (KJ-500) and a few larger ones (KJ-2000), plus now carrier-capable units, China ensures coverage of key theaters (Taiwan, East China Sea, South China Sea). Their large fleet allows overlapping coverage and redundancy. It’s a stark contrast to the dwindling AWACS fleets in the West – as of 2023, China’s AEW&C inventory was roughly double that of the USAF twz.com. This could give China an edge in sustained air operations in its regional sphere, as it can keep more “eyes” in the sky simultaneously. Looking forward, rumors of a KJ-3000 on a Y-20 jet (with even more advanced sensors) persist twz.com twz.com, but even the current lineup makes China a true AWACS power. Notably, China has also exported AWACS-like systems to allies: e.g. the ZDK-03 (a variant akin to KJ-200) was sold to Pakistan in the 2010s, showing China’s intent to be an AWACS exporter (competing with Western offerings in some markets). Overall, the Chinese KJ-series underscores the country’s recognition that airborne early warning is vital for modern warfare, and they have invested accordingly to not be caught blind in the skies.

China’s new KJ-600 carrier-borne AEW&C aircraft, unveiled at a 2025 parade. With its E-2 Hawkeye-like design, twin turboprops and a rotating radar dome, the KJ-600 gives China’s future CATOBAR carriers a much-needed airborne early warning “eye,” able to detect low-altitude threats beyond ship radar horizons and guide carrier fighters globaltimes.cn globaltimes.cn.*

Russian Beriev A-50 and A-100 – Upgrading the Mainstay

The Russian Air Force’s primary AWACS is the Beriev A-50 “Mainstay”, a Soviet-era design that, like the E-3, is based on a four-engine jet (the Ilyushin Il-76 transport). First introduced in 1984, the A-50 has a large rotating radar dome containing the Shmel (Bumblebee) radar. This is an L-band mechanically scanned radar with a typical rotation period of 10 seconds, capable of tracking dozens of targets over a few hundred kilometers (nominally 230 km for fighter-sized targets in early variants). The A-50 in concept is analogous to the E-3, though with generally less sophisticated electronics at inception. It has a crew of 15 (including radar operators, tracking officers, etc.) and an endurance of about 4–5 hours (extendable by aerial refueling in the latest variant). Russia inherited around 20 A-50s after the Soviet Union’s collapse, but many fell into disrepair. By the 2010s, fewer than 10 were likely operational in Russia, and those were ripe for upgrade.

The upgrade program resulted in the A-50U variant, first delivered around 2011. The A-50U features modernized electronics, improved radar signal processing (still using the Shmel antenna but with better computers, possibly extending detection range), satellite communications, and reduced crew workload (with upgraded operator stations). As of 2023, it’s believed only a handful of A-50 aircraft have been fully upgraded to A-50U standard breakingdefense.com breakingdefense.com – Western intel estimates maybe 4–6 such units in service. Notably, the A-50U received international attention during the war in Ukraine: Russian A-50Us have been used to coordinate air operations and provide early warning over Belarus and Russia to track Ukrainian aircraft and cue fighters/missile strikes breakingdefense.com breakingdefense.com. In February 2023, partisans attacked a Russian A-50U on the ground in Belarus, severely damaging it (one of the few incidents of an AWACS being taken out in conflict) – Belarusian and Ukrainian sources cited that plane’s value at around $330 million breakingdefense.com twz.com, highlighting how costly and scarce these assets are for Russia. In January 2024, Ukraine even claimed to have shot down an A-50U in mid-air (which, if confirmed, would be an unprecedented AWACS shoot-down) breakingdefense.com. Western experts note that Russia would struggle to replace these losses, given that sanctions have cut off access to certain electronics needed for AWACS production breakingdefense.com breakingdefense.com. Indeed, Russia’s defense industry had not produced a brand-new A-50 airframe in decades; modernization of old ones was slow even pre-war breakingdefense.com breakingdefense.com.

To eventually supersede the A-50, Russia has been developing the Beriev A-100 “Premier”, sometimes dubbed the “flying laboratory.” The A-100 is built on the new Il-76MD-90A transport (with modern PS-90 turbofan engines) and features an entirely new AESA radar in a rotating dome en.wikipedia.org en.wikipedia.org. The radar rotates faster – about 5 seconds per revolution – and uses electronic steering in elevation (with mechanical azimuth sweep) en.wikipedia.org. This gives better capability against fast targets and more frequent updates. The A-100 also is designed with a new digital cockpit, modern navigation, and an EW self-protection suite, plus the latest comms (including satellite comm links) en.wikipedia.org en.wikipedia.org. It’s touted to detect aerial targets at over 600 km and warships at 400 km en.wikipedia.org. The first A-100 prototype had its maiden flight in November 2017 en.wikipedia.org, and a testbed (A-100LL) has been flying to calibrate the radar since 2017 en.wikipedia.org. However, progress has been slow. Even before 2022, there were reports that sourcing advanced electronic components under sanctions was hampering the A-100 program en.wikipedia.org. The war and expanded sanctions likely exacerbated this – the A-100 was expected to enter service by 2024 en.wikipedia.org, but it’s unclear if that timetable holds. As of now, at most one or two A-100 prototypes exist en.wikipedia.org, and serial production hasn’t started.

So, Russia’s AWACS capability in 2025 rests mainly on a tiny number of upgraded A-50Us and some aging A-50s. These are critical assets for extending radar coverage over Russia’s vast frontiers (and in war, for guiding fighters to stay back from NATO’s own patrols, etc.). The Russian doctrine has also explored using AWACS to support long-range missile launches (e.g., A-50Us reportedly helped cue MiG-31K strikes with Kinzhal aeroballistic missiles in Ukraine) breakingdefense.com breakingdefense.com. Losing any A-50U is thus a big blow – a point Ukrainian sources drove home when they publicized the A-50U’s price and Russia’s inability to quickly replace it breakingdefense.com breakingdefense.com. Indeed, Western intelligence assessed that fear of losing these scarce assets made Russia pull its AWACS back from direct conflict zones for a time breakingdefense.com breakingdefense.com.

In export terms, Russia only sold a few AWACS abroad: notably, India acquired 3 A-50EI in the late 2000s, which were Il-76 platforms outfitted with the Israeli EL/W-2090 Phalcon AESA radar (so a hybrid Russian-Israeli AWACS). Those serve as India’s primary large AWACS today (often called PHALCON AWACS). Moscow has also at times offered variants of A-50 to countries like China (early 2000s) and others, but with limited success. With current geopolitical issues, any future for Russian AWACS exports or even development is murky – the A-100 program’s fate remains uncertain given the Western electronics “brain drain” and sanctions impacting it breakingdefense.com.

In summary, the Russian AWACS journey mirrors that of their Western counterparts in origin – the A-50 was a capable 1980s system like the E-3 – but diverged in modernization: financial and technological hurdles slowed upgrades, leaving Russia with few, precious AWACS assets today. Should the A-100 eventually be fielded, it could restore parity by offering a modern sensor platform, but until then Russia’s airborne early warning is limited and something of a weak link in its otherwise formidable air defense network.

India’s DRDO Netra and Indigenous AWACS

India is unique in that it has deployed AWACS from multiple sources and is now pursuing an indigenous large AWACS program. Historically, the Indian Air Force (IAF) relied on ground radar and fighter patrols for air defense, until a crash of a prototype in the 1990s (the “Airavat” project) delayed an indigenous AEW attempt. To fill the gap, India purchased 3 Phalcon AWACS from Israel/Russia: these are IL-76 transports fitted with the Israeli EL/W-2090 radar (a 360° AESA in a dome). Delivered around 2009–2011, they gave India its first true AWACS capability, and have reportedly been effective but suffer from maintenance issues due to the aged IL-76 platform opindia.com. Indeed, availability has been a problem – keeping the three Phalcons mission-ready at all times has been challenging, spurring India’s desire for more AWACS.

Parallel to buying Phalcons, India’s DRDO (Defense R&D Organisation) developed a smaller indigenous system known as Netra. The Netra AEW&CS (Mark I) uses the Embraer ERJ-145 business jet as the platform, with an indigenous AESA radar mounted on top (a flat rectangular array, giving 240° coverage, similar in concept to Saab’s Erieye) en.wikipedia.org en.wikipedia.org. It also has secondary sensors and a mission suite developed domestically. Two Netras were delivered to IAF in 2017 (with a third as a test/backup aircraft). The Netra provides coverage out to ~250 km against fighter targets and proved its worth during regional tensions. In the 2019 skirmish with Pakistan (Balakot airstrike and subsequent air battle), the Netra is credited with monitoring Pakistani fighter movements and guiding Indian fighters on CAP opindia.com. The IAF leadership realized they needed many more such “eyes in the sky” to cover both the western and northern fronts continuously.

The Netra Mk I is limited by its small size (only 5-hour endurance and 240° radar coverage), so India set sights on a bigger project: the AWACS India (Netra Mk II) program. Initially, India considered using Airbus A330 wide-body jets for a full AWACS (similar to an E-3 size) and even allocated funds, but negotiations faltered over cost. In 2021, India pivoted to a proposal to modify cheaper Airbus A321 airliners instead shephardmedia.com shephardmedia.com. This plan was approved in 2023: India will convert six A321s (ex-Air India) with a domestically developed 360° AESA radar dome and mission system opindia.com opindia.com. The project cost is roughly ₹20,000 crore (US $2.5B) opindia.com. Airbus will handle the heavy structural modifications in Europe (adding the dorsal rotodome and strengthening the airframe) opindia.com opindia.com, after which DRDO’s Center for Airborne Systems (CABS) will integrate the radar and mission equipment in India shephardmedia.com shephardmedia.com. The A321 AWACS will feature a full 360° AESA radar coverage, likely using multiple arrays or a rotating array, and incorporate the lessons from Netra Mk I. It’s expected to also have electronic intelligence capability, satellite communication, and modern self-protection (DIRCM, etc.), truly putting India in the league of nations building their own AWACS economictimes.indiatimes.com economictimes.indiatimes.com. The timeline is aggressive – about 3–4 years for the first units to be operational opindia.com (so around 2027).

This move will nearly triple the IAF’s AEW&C fleet (from 5 current units – 3 Phalcons, 2 Netras – to potentially 11 in the near future, plus an additional 6 A321 AWACS later). In the interim, recognizing immediate needs, India has reportedly also cleared a proposal to convert some additional ex-Air India A321s into Netra Mk1A (ERJ-145 style systems but using A321 as the platform) which might be a faster way to boost numbers opindia.com defence.in. The details are a bit complex, but essentially India is pursuing both incremental and big-step solutions to ensure it has adequate “eyes in the sky”. This was driven by lessons like the 2019 engagement, where IAF felt more AWACS coverage was needed opindia.com.

India’s push for indigenous AWACS also ties into its strategic goal of self-reliance. Officials touted that this program will catapult India into the select group of countries with the capability to design and build such complex systems domestically economictimes.indiatimes.com economictimes.indiatimes.com. It’s also seen as vital for managing the dual fronts with Pakistan and China, providing early warning of incursions or missile threats.

In addition to these, India has expressed interest in smaller AEW systems for other roles (for example, a naval AEW on helicopters or a smaller turboprop for local surveillance, possibly linking with its purchase of SeaGuardian drones, etc.). But the main effort remains the A321-based AWACS. If successful, India could even look to export or at least share this tech with friendly nations down the line (though that’s speculative and far off).

To summarize India’s situation: The IAF currently employs a mixed fleet (three large IL-76 Phalcons from abroad and two small indigenous Netras) and is undertaking an ambitious leap to field six world-class AWACS of its own make. Given the price tag and complexity, it’s a challenging task, but if achieved it will significantly enhance India’s surveillance umbrella. As a stop-gap, the existing systems are being used judiciously – e.g., a Phalcon AWACS orbiting during crises, complemented by Netras for regional coverage. Within a few years, the IAF could have continuous coverage on both western and northern sectors, something that was unattainable before. It’s a good example of how even an air force late to the AWACS game can catch up by leveraging foreign partnerships (Israel, Russia, Airbus) and investing heavily in local R&D.

Strategic Value, Market Outlook, and Future Developments (2023–2025)

Across all these platforms and nations, one theme is clear: AWACS are strategic assets that can tip the balance of air superiority. As one European analysis put it, a superior AEW&C capability can confer “advantage over an adversary and potential dominance over a battlespace” euro-sd.com. This has been borne out repeatedly in military conflicts. An air force with AWACS can detect the enemy first, manage its fighters more efficiently, and coordinate defenses against complex threats – creating a multiplier effect disproportionate to the number of AWACS in the sky. Conversely, forces without AWACS are often operating with a significant blind spot and lag in reaction time.

Today (mid-2020s), we’re at a juncture where many legacy AWACS are being phased out and new systems are coming online, as highlighted above. Some recent and notable developments (2023–2025) include:

• United States & Allies: The USAF’s decision to fast-track the E-7 Wedgetail is a major shake-up. The first U.S. Wedgetail is due by 2027 amphenol-aerospace.com, but interestingly, the program faced some budget turbulence – it was nearly cut in 2025 (there were debates in Congress, with some even musing wild ideas like using Navy E-2Ds to fill gaps twz.com). Ultimately, the Wedgetail survived those scares, underscoring how critical AWACS is considered. The U.S. intends to retire most of its E-3s as E-7s arrive, possibly keeping a few E-3Gs until 2030 if needed. The UK’s Wedgetail program had its own drama: originally 5 ordered, reduced to 3, and schedule delays meant the RAF faces a temporary AWACS gap (having retired E-3 in 2021) until Wedgetail deliveries around 2024–2025 euro-sd.com. This gap is mitigated by allied support (e.g., RAF crews embedding on NATO or French AWACS for experience). Meanwhile, NATO has begun exploring interim solutions since its E-3s are slated to retire by 2035. One idea is to buy a small number of business-jet AEW&C (like Global 6500 with IAI Elta radar) to bridge between 2030 and 2035 euro-sd.com. NATO is already leasing or borrowing allied assets at times – for instance, the alliance frequently integrates French E-3Fs or British assets into NATO operations.
• France and Others: The French Air & Space Force, which has 4 E-3F, launched a modernization to keep them credible through the late 2020s. However, France also signed on to buy 3 E-2D Hawkeyes (for carrier and land use) from the U.S. for $2 billion, deliveries by 2028 euro-sd.com euro-sd.com. This is interesting because France operates the Charles de Gaulle carrier, and E-2Ds will serve there, but they can also supplement AWACS coverage on land if needed (Hawkeyes have less range but are better than nothing). Japan, similarly, operates a mix: it has 4 E-767 AWACS (essentially E-3 systems on Boeing 767s) which have just been heavily upgraded euro-sd.com euro-sd.com, and it is buying up to 13 E-2D Advanced Hawkeyes (5 in service, more on order) euro-sd.com. Japan’s approach shows how a combination of high-end large AWACS and smaller carrier-capable ones can be used to cover different needs (the E-2Ds help cover gaps and maritime zones).
• The E-2D Advanced Hawkeye itself is a noteworthy “mini-AWACS” seeing advancement: the U.S. Navy’s E-2D is getting a major software upgrade (DSSC-6) for improved processing and integration into the naval Integrated Fire Control network euro-sd.com euro-sd.com. The Navy uses E-2Ds not just for fleet defense, but also for theater air and missile defense coordination (with its unique UHF-band radar that can even contribute to tracking ballistic missiles) euro-sd.com. Many U.S. allies are now acquiring E-2Ds: Japan as mentioned, France by 2028, and Egypt got some E-2C earlier (though not sure if E-2D eventually).
• Market Growth: Globally, demand for airborne early warning is rising, driven by regional threats. Eastern Europe’s tensions have prompted countries like Poland and Romania to seek AEW assets. Poland’s quick purchase of Saab 340 AEW in 2023 is likely a stopgap; they may later invest in something like GlobalEye or a NATO solution. The Middle East remains a market – Saudi Arabia and NATO are potential customers for whatever comes post-2030. Smaller nations in Asia are also considering AEW&C: e.g., Philippines has signaled interest in AEW aircraft for maritime domain awareness, Indonesia too. There’s also discussion of airborne early warning drones or high-altitude UAVs that could complement traditional AWACS (the U.S. is experimenting with high-altitude surveillance drones that can provide partial AWACS-like coverage). However, no UAV can yet replicate the full capabilities of a manned AWACS with high-power radar and C2 crew.
• China and Russia: China, as detailed, is fielding new systems like the KJ-600 and potentially working on next-gen AWACS (e.g., something based on Y-20). In 2023–2024, high-quality images of a Y-20 testbed with a large radar (possibly related to AWACS or surveillance) circulated, fueling speculation that a KJ-3000 program is quietly progressing twz.com twz.com. If so, in the 2030s China could deploy a jet-powered AWACS roughly analogous to a Western E-767 or to Russia’s intended A-100 – which would make sense as the KJ-2000s retire. Russia, meanwhile, had hoped to start receiving A-100 from 2024 onward en.wikipedia.org, but given current constraints, even keeping the A-50U fleet flying is a challenge. The war in Ukraine showed that AWACS can be targeted even indirectly (drones attacking them on ground), so Russia may be investing more in protecting them or using alternative methods (like deploying tethered aerostats with radars or leveraging ground-based over-the-horizon radars, though those lack the precision of AWACS).
• Emerging Tech & Concepts: Future AWACS might not necessarily be big aircraft with big radars. There are conceptual studies of using distributed sensor networks – for instance, a team of networked drones or optionally manned aircraft that share radar data to mimic AWACS coverage. The U.S. Advanced Battle Management System (ABMS) concept is exploring how to do aerial C2 with a combination of platforms (satellites, drones, fighters acting as sensors). But these are still experimental; for the near and mid-term, a dedicated high-end radar plane remains unmatched for raw surveillance capability. One interesting development is the integration of AWACS into broader sensor-fusion networks – e.g., Northrop Grumman’s plans for the E-2D to feed data into the Navy’s Cooperative Engagement Capability (CEC) to cue weapons from other platforms euro-sd.com euro-sd.com. Similar integration is likely for E-7 Wedgetails with F-35 fighter networks, etc. Essentially, AWACS will act as central nodes in the multi-domain command and control (MDC2) framework going forward, not just as radar planes.
• Commercial and Export Outlook: The market for AWACS is fairly specialized, but growing security concerns have expanded the customer base slightly. At one end, you have high-end systems (E-7, GlobalEye, IAI CAEW) competing for big contracts; at the other, lower-end systems (Erieye on smaller planes, or even rotary-wing AEW on helicopters for navies) for those with tighter budgets. An article in late 2023 noted the “expanding market for AEW&C solutions”, highlighting that even business jet based systems are being offered in joint ventures (like IAI & L3Harris pitching a Bombardier Global 6500-based AWACS to NATO and South Korea) euro-sd.com. South Korea, interestingly, although it has 4 Wedgetails, is considering adding more AEW&C – possibly evaluating alternatives like the IAI/L3Harris proposal or additional Wedgetails, showing that even current operators see the need for expansion euro-sd.com. Italy’s purchase of 2 G550 CAEW mission suites (with Gulfstream airframes) for ~€200M euro-sd.com is another example of NATO countries investing in smaller AWACS to augment bigger ones.

Finally, the strategic significance of AWACS in recent events can’t be overstated: In the Russia-Ukraine war, NATO AWACS have been patrolling just outside conflict zones, providing key intelligence to allies (which often finds its way to Ukraine) euro-sd.com. In the Indo-Pacific, Chinese and Taiwanese aircraft play cat-and-mouse, and you occasionally see China sending a KJ-500 or KJ-200 out as part of the package around Taiwan – a clear signal of the importance of airborne surveillance in any potential clash. During tensions in the South China Sea, Chinese KJ-500s operating from island bases serve as persistent guardians. In the Middle East, Israel’s G550 CAEW planes quietly monitor Syria and Lebanon, coordinating with fighter patrols to manage threats.

All these cases reinforce that an AWACS in the sky fundamentally improves situational awareness and command/control for whichever side has it. As one senior NATO officer succinctly put it, “AWACS is like having the high ground in a fight – you see more and can direct your forces with that knowledge.” That “high ground” advantage is why countries are pouring resources into either acquiring these systems or developing new ones.

In conclusion, AWACS aircraft and technology – from the hulking E-3 Sentry of the Cold War to the sleek Wedgetails and GlobalEyes of today – remain a cornerstone of modern airpower. They are expensive, complex, but irreplaceable in their role. The next decade will see a turnover in the roster of AWACS globally: older models retiring, new players entering service, and overall numbers possibly increasing in Asia and elsewhere. Yet the core mission endures: to provide an unblinking watch over the skies and the command hub to orchestrate battles. As long as control of the air remains decisive in warfare, those billion-dollar “eyes in the sky” will keep flying – a dominant, if costly, factor in securing the heavens.