By Todd Miller

As has been widely reported, the conclusion of the Light Attack Experiment (LAE) resulted in orders for only a couple each of Sierra Nevada/Embraer’s A-29 Super Tucanos and Textron Aviation Defense’s Beechcraft AT-6 Wolverines.

However, the USAF decision to be the launch customer of the AT-6E — AT-6“E” is the formal USAF designation — is a significant takeaway for Textron. The USAF acquisition of the AT-6E aircraft clears the path for foreign adoption of the platform through the Foreign Military Sales (FMS) program as well as via Direct Commercial Sales (DCS). In any case, the AT-6E’s successful completion of both Light Attack Experiment (LAE) Phases I & II — including a Forward Arming and Refueling Point (FARP) and austere field landing demonstrations – makes it a compelling addition to the export market.

Per Textron Aviation Defense, the AT-6E is an adaptable, sustainable and affordable platform capable of operations in austere environments with close air support (CAS), armed intelligence, surveillance, and reconnaissance (ISR), strike coordination and reconnaissance (SCAR), forward air control (airborne)  (FAC(A)) and insertion/extraction escort missions.  I am fortunate to get the opportunity to experience what that “looks like.”

Out on the ramp of the civilian airfield, the AT-6E looks at home. Sized right with an efficient 4-bladed prop, it blends into the line of general aviation aircraft — in the same way a purpose-built racecar blends into a parking lot of passenger cars. As you get closer, the nature of the AT-6E is clear. The snarl gracing the 1600 shp Pratt & Whitney powered turboprop screams bite. The snarl is backed up by LAU-131 rocket pods and external fuel tanks hanging from four of the aircraft’s seven hardpoints (one occupied by the Wescam L3 MX-15D EO/IR Sensor). High visibility tandem seating, heads up display and zero-zero Martin Baker ejection seats leave no doubt — the AT-6E offers more than the standard turboprop’s “business proposition.”

My attention is drawn to Textron Aviation Defense’s Cessna Grand Caravan parked nearby. It is noted that the Grand Caravan has been configured to transport an additional inventory of ordnance for the AT-6E because all customer aircraft demos and flight reviews are conducted with mission-representative weapons load outs. The message is loud and clear. A handful of correctly configured aircraft (AT-6E and Grand Caravan) could readily and discretely deploy to a local general aviation field, a very private austere airstrip or even a suitable field. With just a handful of ground personnel, the platforms are more than capable to deploy lethal ISR/COIN/Precision Attack.  I briefly ponder that the airfield launch today could as easily take place from a field in the dark of night in proximity to an area of interest.

I am fortunate to fly with USAF Col. Tom “Gumby” Webster (Ret.), the Regional Director of Textron Aviation Defense aircraft sales for Asia-Pacific. With 3,000 hours in F-16s, Webster is a COIN/CAS/Precision Attack expert. An honor graduate of the USAF Weapons school, Webster spent significant career time working closely with Army command addressing the airborne, ground (JTAC) and C2 aspects of the CAS mission. On the ground, in the air — weapons on target, danger close — Webster is our man.

The airspace available for the demonstration flight limits our speed to 250 knots and altitude up to 12,000 ft. Not what one would generally experience over hostile area — but certainly more than enough to experience the AT-6E in action. Briefing is expansive as Webster orients me to the Wolverine’s CMC glass cockpit with three multi-function displays, the F-16-derived HOTAS, A-10C mission computer, ejection seat procedures, flight controls and environmental systems. The aircraft features an impressive array of communication capabilities with ARC-210 radios/VHF/UHF/AES Encryption/SATCOM/Iridium Cell Satellite/AERONet/Full motion rover video/GPS precision approach and more.

Following a brief ramp hold, Webster pushes the throttles forward and we are quickly airborne and climbing. The unobstructed visibility strikes me as we bank across the terrain below. While en route, Webster demonstrates navigation aids (i.e., steer points, mission points, etc.) and the digital stores management systems. The inherent flexibility of the three MFDs provide a wide variety of information to enable a high level of situational awareness.

Flying the aircraft is not difficult. The AT-6E shares a high degree of commonality with the widely utilized T-6A Texan used by the USAF. Since 2001, aviators across the USAF, USN, USMC, USA and USCG have trained in the T-6. Nearly a dozen nations worldwide operate their own T-6 fleets and every year pilots from more than 40 countries graduate from T-6 training via the NATO Flight Training program in Canada, the Euro NATO Joint Jet Pilot Training Program (ENJJPT) at Sheppard AFB, and the U.S. Air Force’s Aviation Leadership Program at Columbus AFB.

Not to be mistaken, the PT6A-68D featured in the AT-6E offers a significant increase in power (1600 shp vs the 1100 shp of the T-6A), structural enhancements and defensive, sensor, communications and weapons capabilities — and more. Textron’s 1,000 T-6 variants have logged more than 3.3 million flight hours worldwide across different environments. With roughly 85% commonality between the two airframes, it’s not hard to see the value of the number of airframes in the market with support from Textron’s global service network.

The AT-6E proved its ability to utilize the Air Force-developed Airborne Extensible Relay Over-the-Horizon Network known as AEROnet during the Light Attack experiment. This air-to-air and air-to-ground radio system ensures interoperability, enabling militaries to share video, voice and chat communications and empowering them with command and control. None of this is particularly surprising given Textron’s expertise with ISR systems integration on platforms like the MC-12, Scorpion and others.

Within 25 minutes of flying we arrive at our designated area of interest. Thoughts of survivability come to mind as we provide overwatch in permissive airspace (airspace free of hostile airpower and/or sophisticated integrated air defense systems (IADS)). Webster tells me that a combination of tactics, the low heat signature of the turboprop, the AT-6E’s self-protection systems (ALQ-213, AAR-47), and the airplane’s fully aerobatic maneuverability, even when carrying external stores, provide a high degree of survivability – much higher than most anticipate.

In the air, one can anticipate the AT-6E will feed streaming video and ISR data from the aircraft to ground operators (military or civilian), providing high situational awareness with immediate air support overhead. Comms crackle, Webster relays target information. The MX-15 is slaved to the target and marked for what will unfold as a series of punishing attacks. Target confirmed and engagement authority received.

No more idle banter about the platform, Webster’s demeanor shifts as he prepares to unleash a finely honed choreography of tactics. Unguided 2.75 Hydra rockets selected and armed. Webster comes off a turn and rolls the Wolverine in on target —with the sun at our back. The nose drops to the optimal attack attitude and throttles are adjusted. Webster aligns the weapons delivery cues on the target — and the sticks fly. The computer tallies the number of rockets on target, we execute a 2-3G pullout and climb back to altitude. Webster indicates that the attack profiles and weapons runs are like those flown in fast jets. The 300+ knots of the AT-6E ensure more time on the attack run and result in a mildly lower kinetic energy of the ordnance than that of 4^th or 5^th generation fighters. The outcome is the same — target neutralized — but, in this case, at a fraction of the cost of high-end fighters.

The AT-6E handles predictably throughout the flight. I am somewhat surprised that the AT-6E maintains a solid roll rate and g capability, even when carrying significant stores. The lower cruise and loiter speeds mean a 4-6.5 G maneuver changes the aircraft’s direction quickly. The straightforward handling characteristics allow Webster and I to focus on the issue at hand —the next weapons run.

With the ease of a combat veteran at home in his environment and at one with his aircraft, Webster demonstrates various attack profiles utilized by the variety of weapons available on the AT-6E — guided rockets, unguided bombs, a Hellfire (AGM-114) launch, guns. Like your favorite video platform, the AT-6E unleashes its fury as if with unlimited ordnance. I have little trouble imagining the target below reduced to a smoldering hole in the ground – and I reach to increase the oxygen and airflow.

In a continuous, fluid series of attacks — with no rest for the target — Webster rolls in immediately for a diving strafe pass. I imagine the .50 cal HMP-400 buzzing as shells fill the air. Imagery from Webster’s heads-up display (HUD) is projected on one of my MFDs so I can follow the execution of the attack. The computer scores the hit count, shells on target with kinetic effects left to my imagination.

Pilots understand the challenges of hitting small moving targets with gun attacks that put an attacking aircraft near the ground and potentially deadly return fire in the form of SMARMS and MANPADS. Much preferred, perhaps, an attack with precision munitions from the relative safety of distance and altitude. Precision attack typically means targets never see it coming and collateral damage is limited. The AT-6E has the flexibility to move seamlessly between scenarios, perform capably in challenging environments all while providing effective protection for the warfighter’s time in harm’s way.

Webster offers up the controls and I roll the aircraft in on target for a gun attack. The AT-6E is stable and easy to fly — but I am challenged to put shells on target. A true gentleman, Webster has kind words. With nothing more to prove, we level at altitude and move back to overwatch.

‘Comms crackle’ and we fly west to surveille another location. During the few moments of transit, I consider the scenario. With no IADS to confront, we operate with relative impunity. In the case where hostile air could threaten, the unseen but present CAP of very effective F-15s/F-16s/FA-18s and stealthy F-35s/F-22s provides cover.

The situation on the ground becomes clear, a violent extremist group is meeting in the target building identified below. At altitude and approaching from over a mountainous ridge, the targeted remain unaware of their immediate danger. We release a 500-lb. enhanced Paveway II GPS/laser guided bomb (GBU-49). Webster rolls the aircraft to maintain eyes on target for weapons impact. Despite the assurance of a low heat signature and effective defensive systems, my eyes scan the ground for movement, a hostile that steps out from the shadow of a tree, a flash indicating a MANPADS launch … nothing.

The HUD counts down, 3, 2, 1… Good Hit. I imagine a dark cloud billowing from the target. Within seconds a handful of insurgents emerge from the debris and attempt to make their escape. With authority, Webster pulls on the control stick. The 4G turn seems to literally spin the Wolverine 180 degrees on its wingtip and within seconds we roll in on the remaining insurgents. In real time, targets neutralized.

The aircraft settles into cruise at altitude as we activate navigation aids and head to a nearby field for a simulated instrument approach, and then back to point of origin. Upon landing, the AT-6E indicated about 750 lbs of fuel burned. That is an impressively low fuel burn considering ground run, taxi, ramp hold and 1 hour and 45 minutes in the air below 12,000 ft.

While the aircraft clearly has an alternate flight window to a jet attack aircraft, it is at home in the prescribed environment and on task. The AT-6E Wolverine’s mature systems (ISR/Communications/Weapons/Self-protection) clearly establish that it is a fully militarized attack aircraft — light. With the capability to operate from austere environments, the AT-6E adds tremendous operational flexibility for both military and/or civilian authorities.

I require no further convincing. This Wolverine is capable and — in the right hands — lethal. As I walk across the ramp, I turn to take a final look at the AT-6E. There is no need to wipe the snarl off that face, it belongs right where it is.

The author expresses gratitude to the team at Textron Aviation Defense, specifically to USAF Col. Tom “Gumby” Webster (Ret.), and Sylvia Pierson, Director of Communications. An exceptional team of professionals across the board. No austere operations took place during this flight. Images of austere operations courtesy Textron Aviation Defense – Greg L. Davis or as noted.

By Robbin Laird

Living Inside the Beltway, one would clearly miss how to understand how the Romeo helicopter, a variant of the Seahawk helicopter, in expanding the envelope of fleet defense, was itself part of how one might reconsider the way ahead for the fleet.

The Romeo is the successor of the Bravo variant of the Seahawk.

An Australian article published in 2017 at the time of the Avalon Air Show highlighted the transition:

The Navy’s Sikorsky S70-B2 Seahawk – known as the ‘Bravo’ – is winding down operations. Its replacement is the modern, fifth generation MRH-60 Seahawk ‘Romeo’.

Both helicopters are on display at the Avalon – the new Romeo will be flying, while the older Bravo is on static display.

Lieutenant Luke Mein, an instructor, has been inundated with questions about the Bravo while manning the stand at Avalon.

“The Bravo had always been a capable workhorse, but the new Romeo is a quantum leap forward in terms of warfighting capability,” Lieutenant Mein said.

“Navy has placed a heavy focus on a strategic planning cycle to make sure assets were replaced in a timely fashion,” he said.

Petty Officer Aircrew Jason Wikman is also a Bravo instructor who is at Avalon this week assisting at the Navy display.

“She might be an aging helicopter but people are still very interested to know all about her,” Petty Officer Wikman said.

“As an instructor I believe the training involved to the transition from the Bravo to Romeo has delivered a skilled and flexible aviation workforce to the Navy,” he said.

Lieutenant Mein and Petty Officer Wikman are among about a dozen Navy aviators who are still flying the Seahawk Bravo. Both will transition to the new Romeo variant.

Navy has purchased 24 of the Romeos, which are now in-service operating out of 725 and 816 Squadrons at HMAS Albatross in Nowra, New South Wales.

The primary mission of the Romeo helicopter is anti-submarine warfare and anti-surface warfare. Secondary roles include search and rescue, logistics support, personnel transport and medical evacuation.

With a twin turboshaft engine, the Seahawk is based on the US Army’s UH-60 Black Hawk design. It is able to deploy from a range of surface ships.

The Seahawk boasts an impressive pedigree, and has been exported from the United States to serve with various armed forces around the world.

From a platform perspective, the shift from the Bravo to the Romeo is one which brings significant upgrades in terms of sensor and data processing capabilities.

Navy Recognition describes the Romeo systems as follows:

The MH-60R avionics includes dual controls and instead of the complex array of dials and gauges in Bravo and Foxtrot aircraft, 4 fully integrated 8″ x 10″ night vision goggle-compatible and sunlight-readable color multi-function displays, all part of glass cockpit produced by Owego Helo Systems division of Lockheed Martin.

The Lockheed Martin Common Cockpit™ enables MH-60R and MH-60S aircrews to perform diverse missions, including anti-submarine warfare, anti-surface warfare, combat search and rescue, vertical replenishment, and airborne mine countermeasures.

Onboard sensors include: AN/AAR-47 Missile Approach Warning System by ATK, Raytheon AN/AAS-44 electro-optical system that integrates FLIR and laser rangefinder AN/ALE-39 decoy dispenser and AN/ALQ-144 infrared jammer by BAE Systems, AN/ALQ-210 electronic support measures system by Lockheed Martin, AN/APS-147 multi-mode radar/IFF interrogator, which during a mid-life technology insertion project is subsequently replaced by AN/APS-153 Multi-Mode Radar with Automatic Radar Periscope Detection and Discrimination (ARPDD) capability, and both radars were developed by Telephonics, a more advanced AN/AQS-22 advanced airborne low-frequency sonar (ALFS) jointly developed by Raytheon & Thales, AN/ARC-210 voice radio by Rockwell Collins, an advanced airborne fleet data link AN/SRQ-4 Hawklink with radio terminal set AN/ARQ-59 radio terminal, both by L3Harris, and LN-100G dual-embedded global positioning system and inertial navigation system by Northrop Grumman Litton division.

For naval combat missions, the MH_60R can be armed with AGM-114 Hellfire air-to-surface missiles to perform anti-surface warfare missions. It can be also armed with ATK mk50 or mk46 active/passive lightweight torpedoes to conduct anti-submarine warfare. Fort its self-defense, the MH-60R is equipped with pintle-mounted 7.62mm machine gun.

But if one visits the Seahawk Weapons School, Atlantic, with a kill web-oriented P-8 WTI instructor, the aperture opens up considerably with regard to thinking about the integrability context and what the impact of the platform in a broader, “no platform fights alone context, might mean.

During my visit to Jax Navy and Mayport during the week of June 14, 2020, I visited the Helicopter Sea Combat Weapons School Atlantic with my host, Lt.  Lt. Jonathan Gosselin, a P-8 Weapons and Tactics Instructor at the Maritime Patrol Reconnaissance Weapons School.

I had a chance while visiting Mayport to talk with Colin Price, who is the Weapons School Standardization Officer responsible for working to shape and support TTP standardization within the fleet.

He is also a next generation officer so to speak in that he is neither a Cold Warrior nor a land warrior.

He has come to the fleet, when the focus is clearly upon the new strategic environment and dealing with the new world of surface and anti-submarine warfare, and within the extended battlespace in the sea-air domain.

He has been posted to Japan where he worked the Romeo with the new Naval assets which came to Japan, the new generation Hawkeye and the F-35. With regard to the new generation Hawkeye,

Price underscored how important cross learning in the flight line is for tapping into the potential for a new platform and sharing knowledge of how your platform might contribute to the success of the new platform, notably with an integratability focus.

With regard to the F-35, the Marines had brought the F-35 Bravo to Japan, and the Romeo squadron flew down to their base and engaged in cross learning.  As Price put it: “It is important to open communication with the operators of a new platform, to have the kind of cross-learning which can shape more effective concepts of operations, and to get the full combat capability from your platform and the new one.”

With regard to getting better value out of the Romeo, Price pointed out that the AN/ALQ-210 Electronic Support Measures System on the Romeo can contribute significantly to EW combat as well, and the Romeo community has recently increased its focus on improving their capabilities with regard to this mission set.

As the focus shifts to distributed EW in the force, and away from a primary reliance on a specialized EW platform, then learning how to tap into an integrated EW capability distributed within the force is a key task, one to which the Romeo community can contribute to significantly.

To do so, will require shaping the kind of architecture which can more effectively network EW capabilities across the fleet.

But the Romeo can provide a significant contribution here, notably when ships are operating in congested waters or close in transit points where fast jets are of more limited value in the EW role.

The basic function of the Romeo is to provide the “Paul Revere” role for the fleet.

The Romeo’s systems are critical ones for closer in support to the fleet, given the ability of its dipping sonar when combined with the processing power onboard the aircraft to provide rapid warning to the fleet of impeding threats.

As the US Navy works to shape an interactive kill web force, a key challenge will be to more effectively manage what integratable sensor networks can deliver to the fleet and to the force. Lt. Gosselin put the challenge in a particularly clear fashion.

Lt. Price argued that when working a Romeo with a P-8, for example, it is important to be able to share track data for a dynamic targeting solution, and especially so, if that track data would be used by a third party to deliver the targeting solution.

Lt. Gosselin underscored that the challenge can be seen as one of layering and sequencing. “How do we layer most effectively our sensors to the point where we get the best quality of target tracks?”

With regard to sequencing: “How do we sequence most effectively so that we can maintain a consistent track over a long period of time?”

This might be seen as a tactical challenge but it is clearly one which delivers strategic consequences, notably in terms of determining which targets are the ones which the commander wants to prosecute, and which ones he does not.

It is clear that this is a kill web approach being forged at the source.

In this case, it is the P-8 and Romeo communities working to sort through how to work more effectively as an integrated capability for the offensive-defensive enterprise which the Navy needs to deliver in the peer fight and operating in the extended battlespace.

LT Colin Price

Qualified as a Seahawk Weapons and Tactics Instructor (WTI) on May 1^st, 2018. Previously he served with Helicopter Maritime Strike Squadron 77 (HSM-77) and Carrier Air Wing 5 (CVW-5) with Forward Deployed Naval Forces (FDNF) Japan from 2015-2018, completing 6 deployments embarked on the USS George Washington (CVN-73), USS Ronald Reagan (CVN-76) and the USS Chancellorsville (CG-62).

He currently serves as the Air Combat Training Continuum Program Manager for the MH-60R Atlantic Wing. To execute these duties Lt. Price standardizes syllabi, update qualification programs, and routinely inspect squadrons and evaluate aircrew across the Wing to ensure tactical excellence and compliance with tactics, techniques and procedures.

He recently served as the Helicopter Advanced Readiness Program (HARP) Officer. As HARP Officer, he led, planned and organized the HARP syllabus of instruction, which is required for squadrons to complete during the basic phase of the pre-deployment workup cycle. It includes an academic, simulator, and flight phase, where MH-60R combat crews learn and demonstrate the latest tactics, techniques, and procedures before deployment.

He also serves as the Night Systems Program Manager for the MH-60R Atlantic Wing. To execute these duties, Lt. Price writes the syllabus for night tactical formation flight, instructs and evaluate pilots and aircrew in the night environment, and inspects squadrons to ensure proper documentation of qualifications.

The featured photo: PACIFIC OCEAN (May 31, 2018)

An MH-60 Romeo, assigned to HSM-49 “Scorpions”, performs deck-landing qualifications on the flight deck of Whidbey Island-class dock landing ship USS Rushmore (LSD 47) during a composite training unit exercise (COMPTUEX). COMPTUEX is the final pre-deployment exercise which certifies the combined Essex Amphibious Ready Group and 13th Marine Expeditionary Unit’s abilities to conduct military operations at sea and project power ashore during their upcoming deployment in summer of 2018.

(U.S. Navy photo by Mass Communication Seaman Julian Davis/Released)

For a look at distributed EW and approaches to achieve it, see the report on the The Williams Foundation seminar which dealt with this subject and was held on August 23, 2017: