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An end of course video featuring the highlights of Weapons and Tactics Instructor (WTI) course 1-20 in Yuma, Arizona, Oct. 28, 2019.
WTI is a seven-week training event hosted by Marine Aviation Weapons and Tactics Squadron One (MAWTS-1), which emphasizes operational integration of the six functions of Marine Corps aviation in support of a Marine Air Ground Task Force.
WTI also provides standardized advanced tactical training and certification of unit instructor qualifications to support Marine aviation training and readiness, and assists in developing and employing aviation weapons and tactics.
As John Blackburn has put it recently, if we do not pay much closer focus and care with regard to our supply chains, both civilian and military, we could find ourselves in the position of “losing with fighting.”
Air Vice Marshal (Retired) has focused much of his research and public efforts in Australia on dealing with supply chain vulnerabilities.
In a forthcoming interview, we discussed with him the concept of being in the position whereby the liberal democracies can lose without fighting to the 21st century authoritarian capitalist powers.
And apparently, the US Secretary of the Navy shares his concerns.
“The US navy secretary has warned that the “fragile” American supply chain for military warships means the Pentagon is at risk of having to rely on adversaries such as Russia and China for critical components.
Richard Spencer, the US navy’s top civilian, told the Financial Times he had ordered a review this year that found many contractors were reliant on single suppliers for certain high-tech and high-precision parts, increasing the likelihood they would have to be procured from geostrategic rivals.
Mr Spencer said the US was engaged in “great power competition” with other global rivals and that several of them — “primarily Russia and China” — were “all of a sudden in your supply chain, [which is] not to the best interests of what you’re doing” through military procurement….”
“In an effort to convince the private sector to invest in the US industrial base, Mr Spencer recently launched a “trusted capital” programme where he invited large private equity firms to bid on failing or non-existent supply needs in areas from ship maintenance to weapons manufacturing.”
One of the ironies of the current debate about how Australia should adjust its military strategy in light of the changing great-power balance in the Indo-Pacific is that many of the participants—regardless of their views on the future of US military power—make similar recommendations, namely, that Australia should seek greater defence self-reliance.
This would be achieved by capability solutions based largely on ‘more of the same’. That is, to meet an increasingly uncertain strategic environment, our future force structure should be built around more of the things we already have, or are getting, such as F-35A joint strike fighters and submarines (even if some advocate different submarines from the ones we’ll eventually get under the current plan).
So it’s important to understand those systems and their limitations to see what additional capability more of them would provide. Since Australia and its region are geographically far-flung, and we have only a small number of military assets, we’ll focus on their ability to maintain a presence over large distances. The key question is, to what extent do the capabilities the Australian Defence Force is acquiring enable Australia to project power and what would further enhance that power projection?
We’ll start with the F-35A.
Defence is in the process of acquiring 72, with potentially some more down the track. The F-35A is now a very capable aircraft, but it still faces the old problem that, no matter how good a military platform is, it can’t be in two places at once. And due to the inherent limitations of fighter aircraft, there are a lot of places they can’t be at any time.
Most Australians’ experience of aviation involves getting on a passenger jet in a major Australian airport and getting off on another continent, say in Los Angeles, Dubai or Tokyo. But those kinds of ranges are vastly greater than what modern fighter aircraft can achieve. This is a characteristic of all fighters; the F-35A has pretty good range in comparison to its peers.
The air force’s website lists the F-35A range at 2,200 kilometres, which is how far it can fly in a straight line. That doesn’t get the aircraft from the RAAF’s main fighter base at Williamtown in NSW to Perth (3,363 km) or Darwin (3,108 km). But since you want the pilot and aircraft to get home from the mission, its combat radius of 1,093 km is a more meaningful number than range.
There are three radii that are useful to consider in the context of the F-35A: they are (roughly) 500 km, 1,000 km and 1,500 km. The one that is most appropriate depends on the mission and how many resources Defence is able to apply to achieve it.
The ‘owner’s manual’ radius of the F-35A is essentially 1,000 km with a little margin built in to take into account real-world factors.
What does that look like in the vast distances of the Indo-Pacific or the blue continent of the South Pacific?
The map below is based on one developed by my ASPI colleague Malcolm Davis.
The red rings represent the F-35A’s combat radius operating from the six mainland airbases in Australia’s north: Darwin, Townsville, Amberley, the bare bases at Curtin and Learmonth in Western Australia, and Scherger on Queensland’s Cape York Peninsula.
1,000-kilometre combat radius from northern Australian bases
So, 1,000 km doesn’t project very far out into the vast distances of the Indo-Pacific. It doesn’t even get very far out into our South Pacific backyard.
At least from our northern bases we can cover our immediate approaches. However, the RAAF couldn’t operate all those rings simultaneously with the three squadrons on order (and a fourth made up of the Super Hornet, or whatever replaces it).
But 1,000 km doesn’t include fuel to stay on station, so while it may be helpful for understanding range for a strike mission (fly out, launch ordnance, fly home), it’s not a useful number for missions where the aircraft have to loiter—for example, protecting a deployed maritime or amphibious task force, or providing close air support to land forces.
The more time on station, the less range.
Moreover 1,000 km isn’t necessarily a representative number for air-to-air combat in which fuel consumption increases exponentially as the aircraft accelerates to combat speed or uses afterburners.
In short, an F-35A that flies out 1,000 km and fights enemy aircraft probably isn’t going to make it home, so a 500 km combat radius might be more accurate when it comes to an air defence role or one that requires some time on station.
500-kilometre combat radius from northern Australian bases
That makes a big difference.
There are now gaps between the red rings, even if we could operate in each of those rings simultaneously.
And the longer you want the aircraft to loiter on station, the smaller that radius becomes.
Moreover, it’s difficult for the F-35A to sustain a continuous presence over any land mass outside of the continent, which means a maritime task force could only be protected if it was operating very close to the Australian mainland, or, in the case of an amphibious task force, if it was seeking to deploy its land component actually on Australian soil.
Air-to-Air Refuelling
Of course, this analysis doesn’t take air-to-air refuelling into account.
Tankers can substantially increase fighters’ time on station (that is, how long they can stay out). But they can’t extend the jets’ combat range indefinitely. There are several reasons for this. The first is that generally pilots want to have enough fuel on board to get home alone, just in case the tanker they were planning to refuel from isn’t there (due to mechanical problems, being shot down or driven off station by enemy aircraft, or just running dry).
In a region like the Middle East, this risk can be mitigated by having fallback airfields to divert to in an emergency, but in the Pacific (and indeed in Australia itself) there are very few fallback options, particularly ones that you can safely land a conventional fighter on.
That means once an F-35A flies out roughly 1,000 kilometres, it needs to tank before it can go any further. But that load of fuel only allows it to go a further 500 km because at that point it will still need to have 1,500 km of fuel reserves on board to get home. And that doesn’t give any time on station or give it fuel to fight. So, it would need to tank again to stay on station.
But, theoretically, a combat range of around 1,500 km is achievable.
That would look something like the red ring in Figure 3.
1,500-kilometre combat radius from Darwin
I’ve included only one ring, and that’s because of the second reason that tankers can’t extend a fighter’s range indefinitely—air-to-air refuelling to keep fighters on station is very resource intensive.
If a commander wanted to keep F-35As on station around 1,500 km out from mainland airbases (potentially protecting an amphibious task force, a lodged land force, or a naval task force patrolling choke points), planners would likely need to set up two refuelling circuits—one to enable the fighters to reach their station, and then one a few hundred kilometres behind the fighters’ station so they can pull back, refuel and return to station with fuel to fight.
In that scenario, keeping just two F-35As on station would take at least eight F-35As in the air at one time around the clock (two heading out, four cycling between their station and the refueller, and two heading home). Each of them would need to fly an eight-hour mission, potentially tanking four or five times. Taking aircraft maintenance and unserviceability into account (which will increase as the operation continues), that would potentially require at least 12 to 16 aircraft to sustain. But since pilots can fly that mission only once per day, the cycle needs a minimum of 24 pilots (and more to account for ‘unserviceability’ of pilots as the operation grinds into the future).
But more is needed.
The whole concept of a fifth-generation air force relies on superior situational awareness, so to fully exploit the F-35A’s capabilities the package would need to include an E-7A Wedgetail early warning and control aircraft flying a circuit a hundred kilometres or so behind the fighters to detect enemy aircraft. The RAAF has six, and fewer than that will be available for operations, and fewer again serviceable for missions.
Therefore, sustaining that one combat air patrol will likely require all the Wedgetails.
Keeping them on station will likely draw on some of the tankers’ fuel.
But the biggest stressor on the viability of the mission is tanker capacity.
The air force now has seven KC-30A air-to-air refuellers after recently acquiring an additional two.
It’s hard to see more than five being available, and fewer will be serviceable on any given day. One tanker, engaged in continuously refuelling fighters on the combat air patrol, can’t stay on station for more than four to six hours before needing to refuel.
Sustaining two refuelling stations (one to get the fighters out to the patrol area and one to sustain them on station) with a force of only four or five tankers would likely exceed any responsible commander’s risk tolerance by creating a single catastrophic point of failure. One unserviceable tanker, accident or combat loss would cause the entire cycle to collapse, potentially with pilots and aircraft unable to make it home.
Keeping the fuel flowing to the tankers would also be challenging. Even exercises such as Pitch Black have taxed fuel supplies at permanent bases. The kind of scenario outlined here would require well in excess of 500 tonnes of fuel per day (visualise around 20 semi-trailers, or over the course of a month something roughly commensurate with the Northern Territory’s total average monthly aviation fuel consumption).
Getting that reliably to remote bare bases such as RAAF Scherger on Cape York would be a demanding task, although the challenge could be mitigated by flying the tankers out of permanent air bases.
A 1,500 km sustained presence over a hypothetical task force in the Bismarck Sea would look something like the smaller of the two rings in Figure 4.
F-35A combat air patrol at 1,500 kilometres
That would consume all of the RAAF’s enabling capabilities. It’s possible that enough fighter pilots and jets would be left over to conduct air defence of one other location (indicated here by the ring based on Darwin), but they’d be doing it without early warning aircraft or tankers.
Pulling the patrol back into 1,000 km would destress the cycle, potentially by allowing the commander to manage with just one air-to-air refuelling circuit, thereby requiring fewer KC-30As. But that gets us back to our starting point—air-to-air refuelling doesn’t help that much with increasing the F-35A’s combat range.
Would more of the same help?
The short answer is, it can’t extend range much beyond 1,500 km as that limit derives from the nature of the F-35A.
But more enablers would make the system robust. Andrew Davies recently gave a concise list of what these would be, ranging from greater fuel storage to tankers.
People are key—not just pilots, but also maintainers, ordnance handlers, and air combat officers in the back of Wedgetails, to name a few essential categories—but all will be taxed in a scenario of sustained operations. Even mundane things like concrete hard stands would be in high demand, because the limited space of the bare bases would quickly be overwhelmed. In short, the F-35As themselves are just the tip of the iceberg.
If the enemy has long-range standoff strike weapons or special forces that can destroy fuel farms, that’s another point of failure, as is a strike that craters the runway and shuts down operations. A favourite special forces tactic in exercises is to sneak in at night and ‘kill’ all the pilots.
So ‘more of the same’ would also need to include defensive capabilities such as ground-based air defence missiles, air defence guards, and maybe even a combat air patrol over the base itself (requiring more F-35As, more pilots and more fuel).
More fighters could allow the RAAF to operate simultaneously from multiple airbases, partially mitigating the risk posed by an enemy strike on any individual base, but those bases would also need the rest of the logistics chain.
With the sticker price just for tankers around $300 million each, building robustness is a very expensive proposition.
Operational Implications
If Australia is willing to invest heavily in more enablers like the KC-30A tanker, we could probably project airpower out to around 1,500 kilometres from one mainland base, but we probably couldn’t sustain a presence much beyond 1,000 km.
And, due to the number of aircraft the Royal Australian Air Force possesses, we could likely only do it in one place at a time.
If you’re a member of the school of strategic thought that believes the Australian Defence Force should be operating beyond our continent itself and out in the region, then this analysis shows how difficult it would be to provide air support for a deployed task force, for either air defence or close air support for troops engaged on the ground.
What this means is that if the RAAF devoted its entire effort to the task, deployed forces could hope for two F-35As providing sustained combat air patrols over Timor-Leste or mainland Papua New Guinea.
Sustaining airpower over Christmas Island (around 1,600 km from the nearest airbase) would be challenging, as it would over a near neighbour such as New Caledonia (1,500 km) or the planned joint naval base on Manus Island (1,300 km).
Sustaining any presence over key chokepoints such as the Sunda Strait (1,900 km) is probably not achievable.
Certainly, the task becomes easier if the commander is willing to accept more risk and if it’s decided that air support doesn’t have to continuous. But that means it may not be there when needed. And reaching relatively near neighbours like Fiji (2,700 km) can’t be done at all from mainland Australia.
Those who subscribe to the ‘defence of Australia’ school of strategic thought might argue that these scenarios are irrelevant because we shouldn’t be deploying task forces, particularly amphibious ones, in the first place. They would say our key missions will be either air defence of key mainland sites or strikes on bases our adversary is trying to establish in our near region or on maritime forces approaching Australia. They’d argue that with situational awareness and accurate predictions of the enemy’s movements, we should be able to fly missions only when we need to or at times of our choosing, and therefore we don’t need to keep aircraft constantly in the air a long way from their bases.
However, the problem with waiting behind a moat on the mainland was highlighted recently by Richard Dunley: ‘For the [defensive sea denial] strategy to work, the denying force needs to be stronger than its enemy everywhere (within the region of operations) all of the time. It’s no good being able to defend half of your coastline, or to do so whenever your forces are deployable.’
As explained earlier in the article, flying from mainland airbases to defend Australian cities, key infrastructure or potential enemy landing zones could still require ranges of well over 1,000 km.
Because of the size of our continent, conducting operations within Australia is essentially a form of expeditionary warfare that could require the same enablers as projecting power from Australia. From a pilot’s perspective, the Australian mainland is no different from the South Pacific—airbases are simply tiny islands in a vast brown continent rather than a blue one.
And, theoretically, you’d need to defend all of it all of the time. That means providing for the defence of Australia is at least as big a resource problem as the scenario outlined earlier.
If, however, we see the defence of Australia as essentially an anti-access/area-denial task aimed at striking the enemy as far from Australia as possible, the problem is somewhat different.
Conducting strike missions allows the commander to prioritise range over endurance.
If the commander is willing to take some risk (it is the defence of the homeland after all) and has a lot of tankers, they could push the range of the strike package out to 1,500 km.
A future F-35A-launched strike missile could potentially add around 500 km to that range, making the strike radius ring pretty big (see Figure 5).
2,000-kilometre range rings from northern Australian bases
It includes most of the island chain to our northeast and key choke points through the archipelago to our northwest.
But even in this role, the F-35A itself is just the tip of the iceberg.
The RAAF can assemble a potent strike force including Wedgetail early-warning aircraft for battlespace awareness and Growlers to jam enemy air-defence radars—and will soon have Peregrine aircraft to map the electronic warfare landscape.
But all of those assets are limited in number, so we could probably only conduct that task in one place at one time.
The most important element of a fifth-generation air force is highly capable intelligence, surveillance and reconnaissance assets.
For Australia that means the yet-to-be-deployed Triton long-range drones, the Jindalee over-the-horizon radar network, and space-based capabilities to locate the enemy far from our shores, as well as the ‘hidden’ targeting infrastructure necessary to support long-range strike capabilities.
Such a capability would complicate an adversary’s plans to establish forward operating bases or to conduct operations directly against Australia.
That means they’ll be doing everything possible to strike our airbases before our aircraft take off. Granted, if an adversary was using fighters, they would themselves face the same challenges we’ve been looking at.
But a major power would have a lot of other assets at its disposal, such as bombers, medium-range ballistic missiles, and submarine-launched cruise missiles, all of which outrange the F-35A. So, building a resilient strike system around that jet still requires the rest of the iceberg outlined earlier, including ground-based air defence and redundant fuel storage.
The starting point of this article was the concern that we will not be able to rely as heavily on US military power in the future and consequently we will need to be more self-reliant in some contingencies.
Using the example of air combat power, this series has argued that greater self-reliance requires not simply additional F-35As but a broad range of expensive enabling capabilities.
Even then there are critical points of failure.
Even if one assesses that a self-reliant defence-of-Australia scenario is an extremely remote possibility in any credible future and that the most likely task for the ADF is to continue to deploy in US-led coalitions, the problem of limited fighter range in the vast Indo-Pacific is a pervasive one.
There’s also the challenge that the US itself is grappling with of how to operate in the western Pacific when its fighters are substantially outranged by Chinese missiles.
That means the issues raised here are relevant not just for a defence-of-Australia situation.
Virtually any operations in the Indo-Pacific will face the same challenges.
Operating from Offshore Bases
While aerial refuelling can increase a fighter’s time on station, there are limits on how much it can increase range. Even with tanker support the maximum achievable range for the F-35A is between 1,000 and 1,500 kilometres.
Moreover, the number of F-35As that can be kept on station at those ranges is extremely small—sustaining just two fighters on station at 1,500 km would likely consume the Royal Australian Air Force’s current enabling capabilities.
One way to address these limitations would be to operate from airfields away from the Australian mainland.
But it can’t be just any airfield.
A minimum runway length of 8,000 feet, or almost 2.5 kilometres, is required to safely operate the F-35A.
A shorter runway could be used, but then ordnance or fuel may need to be sacrificed to reduce the take-off weight and, as we have seen, fuel is crucial.
In addition, lots of pavement is required for the aircraft to stand on while they are maintained, refuelled and armed. A 2002 RAND Corporation study determined that a squadron of fighters required around 12,000 square metres of ramp space. Runway and pavement size requirements increase substantially if large aircraft like tankers and early-warning aircraft are also operating from the base, as does the required pavement strength. There’s also the need for substantial fuel reserves.
Gaining access to existing military airbases helps, as at least some of those things are already available. The risk with foreign airbases, of course, is that access is always at the owner’s discretion.
Fortunately, Australia has a couple of airfields of its own that could help at Christmas Island and at the Cocos (Keeling) Islands.
The latter has an 8,000-foot runway that supports the P-3 Orion maritime patrol aircraft, which has recently retired from RAAF service.
According to Defence’s Integrated Investment Program, the runway is being upgraded to support the larger P-8A Poseidon maritime patrol aircraft. In June, Defence released a tender for works to strengthen and widen the runways, taxiways and aprons at an estimated cost of $200 million.
No improvements to support fighter operations appear to be planned.
1,500-kilometre range ring from the Cocos (Keeling) Islands
From the Cocos Islands, the F-35A could conduct strike operations in the vicinity of the strategic Sunda Strait between Java and Sumatra at its extreme range of 1,500 km, assuming it had access either to air-to-air refuellers (potentially operating out of a mainland base) and/or a long-range strike missile.
But maintaining a sustained presence would not be possible. Any operations over the Malacca Strait would be improbable, and they would be impossible over the South China Sea.
To project further north, Australia would need to rely on bases like Malaysia’s Butterworth that Australia has access to through an arrangement with the Malaysian government.
Butterworth puts the entire Strait of Malacca inside the F-35A’s unrefuelled range. It doesn’t get the F-35A very far into the South China Sea, although extending its range to 1,500 km through air-to-air refuelling would help.
Of course, in a contingency Malaysia might not feel that hosting Australian air combat operations was in its interests. The other big disadvantage is that Butterworth is within range of Chinese intermediate-range ballistic missiles.
A 2017 report by the US Center for a New American Security argued that such weapons have the ability to ‘devastate’ US forces in Asia and the Pacific as they are sufficiently precise to target runways, aircraft hardstands and fuel depots. Currently Australia has no ability to defeat such a threat.
1,000-kilometre range ring from Butterworth, Malaysia, and 3,000-kilometre range ring from Hainan, China
And there’s the rub.
The further north we operate, the further inside China’s anti-access/area-denial zone we get.
Of course, it’s hard to imagine a scenario where Australia would be operating so far from home without being part of a coalition with the US.
But even the US is facing the same challenge presented by Chinese capabilities—its fighters are out-ranged by Chinese missiles and its defences could be overwhelmed.
Airfields will be even more critical to any contingencies in the South Pacific. Just as operations in World War II in the Pacific were focused on gaining or denying access to airfields, so they will be in any future conflict.
But runways 8000 feet long are in short supply in the South Pacific. Those that do exist are international airports, not military airbases.
While the US military built many airfields across the region during the war, they were made for the aircraft of that time. Consequently, they are only 5,000–6,000 feet (1.5–1.8 km) in length and have very limited pavement. Many are in poor condition.
Manus Island in Papua New Guinea shows the potential advantages and disadvantages of offshore airbases in the South Pacific. Australia is currently working with PNG to upgradethe naval base at Lombrum on Manus.
There’s also an airport on Manus at Momote, originally established as a WWII airbase. As the figure below suggests, air combat operations from Momote would close the gap between PNG and the US forces based at Guam.
In a worst-case scenario in which US power in the western Pacific had been severely weakened and China sought to physically isolate Australia from the US (essentially a key element of Japanese strategy in WWII), airpower based at Momote could interdict any Chinese attempts to project force into the southwest Pacific.
If China does have intentions to establish military bases in countries like Vanuatu, Momote would in turn isolate them from China.
1,000-kilometre range ring from Manus Island, Papua New Guinea
However, the runway at Momote is only about 6,000 feet long. Upgrading air combat operations will take a lot of concrete for runway extensions and aprons as well as fuel and munitions storage, particularly if larger aircraft will be operating from there. If just strengthening and widening the Cocos runway is set to cost $200 million, upgrading Momote to support air combat operations will cost many times more.
While China has demonstrated its ability to lay a lot of concrete on islands quickly, it’s not something that the Australian Defence Force can do overnight. If it’s something we think is important, we’ll need to build it well in advance of any contingency. As with all offshore bases, partners’ interests and sensitivities need to be heeded at both the local and national levels.
Depending on the threat, many other assets would need to be deployed to protect the airbase, such as ground-based air defence and other land forces. This would bring Defence’s amphibious capabilities into play. Fuel may need to be delivered by the navy’s tankers. Protection and supply elements could need more F-35As and the navy’s major surface ships to protect them en route.
While offshore airbases could help project Australian power further forward, they would likely require substantial infrastructure investment well in advance of their military use and, potentially, the deployment of a substantial joint force to sustain and protect them.
Marcus Hellyer is ASPI’s senior analyst for defence economics and capability.
This article was published by ASPI in four parts which we have combined into a single article on Second Line of Defense.
Editor’s Note: This excellent article by Hellyer highlights the challenges of any tactical fighter and its range operating within a strictly national force. But the F-35 is not a traditional fighter and operates with reach not simply range because of its ability to operate with coalition F-35s to extend the reach of its combat information.
It is also clear that Australia needs to consider longer range strike assets as well as has been raised by the last two heads of the RAAF in a recent piece which appeared in The Australian.
As they argued in that piece:
“The force that we used to carry out nation-building in the Middle East cannot defend our sea lines of communication or prevent the lodgment of hostile power in the Indo-Pacific region,’’ Air Marshal Davies told The Australian. “But without a reset we will keep developing it against an outdated set of strategic circumstances.”
Air Marshal Brown, who led the RAAF from 2011 to 2015, called for a major increase in air power, saying that, as the strategic outlook changed, the air force, not the army, was likely to be the service of “first resort’’.
“As an advanced technological nation about to get deeply into space we should be playing to our strengths,’’ he told The Australian. “Investment in air crew and technology is actually incredibly efficient for a small nation with an educated population.”
The former air chiefs’ rare contributions to the debate come at a time of strategic upheaval, with the increasingly assertive role played by China forcing defence planners to rethink the country’s force posture.
And Hellyer’s focus on operating from forward bases, also raises the question of why Australia should consider adding F-35Bs to the fleet as well as operating F-35As but we will address these issues in a future article.
We have written about the shaping of a maritime domain awareness enterprise in the North Atlantic to deal with the Russian challenge and the fourth battle of the North Atlantic.
From this piece, which we published on Breaking Defense in 2017:
In effect, an MDA highway being built from Lossie and the F-35 reach from the UK to Northern Europe are about shaping common, convergent capabilities that will allow for expanded joint and combined operational capabilities.At this is not an add on, but built from the ground up.
Flying the same ISR/C2/strike aircraft, will pose a central challenge with regard to how best to share combat data in a fluid situation demanding timely and effective decision-making?
The UK is clearly a key player in shaping the way ahead on both the P-8 and F-35 enterprises, not just by investing in both platforms, but building the infrastructure and training a new generation of operators and maintainers as well. At the heart of this learning process are the solid working relationships among the professional military in working towards innovative concepts of operations. This is a work in progress that requires infrastructure, platforms, training and openness in shaping evolving working relationships.
We are now in November 2019, and can take note of recent developments which highlight shaping the way ahead for the MDA enterprise being shaped by the United States and its core allies.
Given the brains involved on the planes, and in the enterprise, this might suggest that NATO is not exactly “brain dead” as one Western leader recently asserted.
RAAF Poseidon Arrives in the Middle East
In a recent speech given by the head of the 5th Fleet at the BIDEC 19 conference, he focused on the need for expanding the ISR capabilities of the allied forces facing the diversity of threats in the region.
A RAAF P-8A Poseidon maritime surveillance aircraft has arrived in the Middle East to conduct operations in support of the International Maritime Security Construct (IMSC).
That’s the US-initiated mission prompted by escalating tensions with Iran amid rising concerns that a tanker war in the Straits of Hormuz could global oil supplies.
As well as the P-8A, Australia has also agreed to provide a warship, the Anzac frigate HMAS Toowoomba, which begins its deployment in January.
Defence Minister Linda Reynolds said the P-8A’s advanced surveillance capabilities will provide a modest but meaningful contribution.
“The P-8A will work alongside our coalition partners to ensure the safe passage of merchant vessels through the region, boost security and provide an advanced maritime patrol and surveillance capability,” she said.
“This is the first time the P-8A aircraft has operated in the Middle East and its deployment will support freedom of navigation in the region, which is a fundamental right of all states under international law.”
Although, no RAAF Poseidon has operated in this area, the RAAF has plenty of experience, flying AP-3C Orion aircraft – predecessor to Poseidon – deployed to the Middle east between 2003 and 2012.
The government says the P-8A Poseidon aircraft will provide an advanced maritime patrol and surveillance capability, to support the safe transit of naval and merchant vessels.
A RAAF P-8A Poseidon supports sea trials for the NUSHIP Hobart in the Gulf St Vincent off the coast of Adelaide.
That’s a brief deployment, running to the end of November 2019
The government hasn’t identified the P-8A’s operational base but it’s most like Australia’s longstanding support facility at the al-Minhad Air Base (AMAB) in the United Arab Emirates.
A small number of Australian Defence Force personnel are also serving in the IMSC’S Middle East headquarters in Bahrain.
Australia was an early backer of IMSC whose contributors are the US, UK, Bahrain, Saudi Arabia, UAE, with, according to a report from Israel, some Israeli intelligence support.
Europe has a strong interest in maintaining uninterrupted oil supplies through the Straits of Hormuz. Although invited to contribute to IMSC, no European nation has yet signed on, apparently out of concern at being dragged into the US row with Iran.
RAF Gets its First Poseidon Aircraft
According to a UK Ministry of Defence article published on October 31, 2019:
The MOD is investing £3 billion in nine state-of-the-art jets which will enhance the UK’s tracking of hostile maritime targets, protect the British continuous at-sea nuclear deterrent and play a central role in NATO missions across the North Atlantic.
Defence Secretary Ben Wallace said:
“The arrival of the world-class Poseidon aircraft marks a step-change in the UK’s maritime patrol capability.
“Using the world’s most advanced sensors and operating for long periods, these aircraft will transform the quality of intelligence available to our armed forces and protect our vital nuclear deterrent.”
Image shows the first RAF P-8A Poseidon landing at NAS Jacksonville. The first submarine-hunting Poseidon MRA1 Maritime Patrol Aircraft (MPA) has been delivered to the Royal Air Force. The MOD is investing £3 billion in nine state-of-the-art jets which will enhance the UK’s tracking of hostile maritime targets, protect the British continuous at-sea nuclear deterrent, and play a central role in NATO missions across the North Atlantic. The aircraft left Boeing Field, Seattle, flying under the callsign POSIDN1, flying across the United States of America, before touching down at Naval Air Station Jacksonville where Air Officer Commanding Number 1 Group, Air Vice-Marshal Harv Smyth, took delivery of the first Royal Air Force P-8A Poseidon.
Following an unveiling ceremony in Seattle, the aircraft was flown to Naval Air Station Jacksonville in Florida where RAF personnel are being trained to operate the aircraft.
On arrival Michelle Sanders, DE&S Delivery Team Leader, signed the paperwork to formally transfer the aircraft, named Pride of Moray, to UK ownership.
Air Chief Marshal Mike Wigston, Chief of the Air Staff, said:
“Poseidon is a game-changing maritime patrol aircraft, able to detect, track and if necessary destroy the most advanced submarines in the world today.
“With Poseidon MRA1, I am delighted and very proud that the Royal Air Force will once again have a maritime patrol force working alongside the Royal Navy, securing our seas to protect our nation.”
First Sea Lord, Admiral Tony Radakin, said:
“Poseidon marks a superb upgrade in the UK’s ability to conduct anti-submarine operations. This will give the UK the ability to conduct long range patrols and integrate seamlessly with our NATO allies to provide a world-leading capability.
“This will maintain operational freedom for our own submarines, and apply pressure to those of our potential foes. I look forward to working with the RAF and our international partners on this superb capability.”
The Poseidon MRA1 is designed to carry out extended surveillance missions at both high and low altitudes. The aircraft is equipped with cutting-edge sensors which use high-resolution area mapping to find both surface and sub-surface threats.
The aircraft can carry up to 129 sonobuoys, small detection devices which are dropped from the aircraft into the sea to search for enemy submarines. The systems survey the battlespace under the surface of the sea and relay acoustic information via radio transmitter back to the aircraft.
The aircraft will also be armed with Harpoon anti-surface ship missiles and Mk 54 torpedoes capable of attacking both surface and sub-surface targets.
Michelle Sanders, DE&S Delivery Team Leader, said:
“Seeing the first Poseidon MRA1 handed over to the Royal Air Force is an incredibly proud moment for all of the team at DE&S.
“Close, collaborative working with colleagues in Air Capability, the US Navy and industry has helped us deliver this very capable aircraft.”
As leading members of NATO, the UK has signed agreements with both the US and Norwegian militaries to cooperate closely on operating their Poseidon fleets across the North Atlantic.
In August this year, Defence Minister Anne Marie-Trevelyan hosted Norwegian State Secretary Tone Skogen at RAF Lossiemouth to deepen the two country’s partnership on the Poseidon programme.
To maintain the skills required to deliver this vital capability, the RAF has embedded aircrew within MPA squadrons in Australia, Canada, New Zealand and the USA.
The first aircraft will arrive in Scotland in early 2020, with the fleet to be based at RAF Lossiemouth in Moray. All nine aircraft will be delivered by November 2021.
The aircraft will be flown initially by 120 Squadron which was originally stood up on 1 January 1918 and was the leading anti-submarine warfare squadron in WWII. 201 Squadron will also join the programme in due course.
The Poseidon MRA1 programme is bringing significant economic benefits to the communities near RAF Lossiemouth. A total of £460 million is being invested in the station to prepare for the arrival of the new aircraft, including the construction of a £132 million strategic facility for the fleet to be completed next year.
The programme will also bring around 700 additional personnel to Moray, taking the total number of employees there to approximately 2,500.
Norway, the UK and the Maritime Domain Awareness Enterprise
In a story published on August 15, 2019 on the Norwegian Ministry of Defence website, the collaboration between the UK and Norway was highlighted in the MDA area.
The UK is investing £3 billion in nine new Boeing Poseidon P-8A maritime patrol aircraft, with Norway committing to a further five. The aircraft are sophisticated submarine-hunters designed to scout complex undersea threats.
The aircraft will work together, and with NATO allies, to combat a range of intensifying threats in the North Atlantic, including increased hostile submarine activity.
Defence Minister Anne-Marie Trevelyan and Norwegian State Secretary Tone Skogen Credit: UK MOD
Defence Minister Anne-Marie Trevelyan said:
“The UK’s maritime patrol aircraft programme demonstrates our ongoing commitment to working with international allies in the North Atlantic, strengthening our alliances with valued partners such as Norway.
“Our two nations share basing facilities, undergo cold weather training together and patrol the seas and skies side-by-side allowing us to successfully face down the growing threats from adversaries in the North Atlantic region.”
During the visit, the defence ministers experienced a demonstration flight in a US Navy Poseidon P-8A aircraft.
Norwegian State Secretary Tone Skogen said:
“The UK and Norway have a long history of cooperation on maritime surveillance and operations. This close relationship will only improve now that we will operate the same type of MPA, the P-8 Poseidon. UK and Norwegian priorities are aligned in the North Atlantic, and we look forward to a close and integrated partnership in meeting common challenges within the realm of maritime security.”
Recently, the Williams Foundation held its latest seminar on fifth generation force development.
In preparation for the seminar, Squadron Leader Melissa Houston, a P-8A tactical co-ordinator and flight commander in the Royal Australian Air Force, provided her perspective on what the Poseidon and ultimately what the Triton will bring to the fight.
What does fifth-generation manoeuvre mean in the context of airborne anti-submarine warfare? Fifth-generation, a term typically applied to fighters, encompasses highly integrated net-enabled systems within a high-performance stealth airframe. The P-8A Poseidon, the Royal Australian Air Force’s (RAAF) only maritime patrol aircraft, lacks the stealth and manoeuvrability of a fifth-generation fighter but arguably holds fifth-generation ‘systems equivalence’ due to its advanced avionics, sensors and extensive communications suite. The P-8A is designed to engage in underwater warfare, where submarines are the primary threat. In order for the submarine threat to be defeated, however, the P-8A must successfully integrate with the broader Australian Defence Force (ADF). This post will describe the strategic value the Poseidon brings to the ADF, outline the critical roles of the P-8A, and identify some of the critical challenges faced in realising that potential.
The Australian government acknowledges the array of challenges to national security created by a contested maritime environment. The 2016 Defence White Paper sets a requirement to secure Australia’s northern approaches and proximate sea lines of communication, while also securing the near region, encompassing maritime South East Asia and the South Pacific. Understanding the P-8A’s value in meeting these requirements require a dive beneath the surface to analyse subsurface strategic value.
A secure Australia depends upon protection from attack or coercion. Submarines play a vital role on both sides of this equation. Uncertainty as to the location and purpose of Australia’s submarines acts as a critical deterrent to a potential adversary. The reverse is true of potential opponents’ submarines. Anti-submarine warfare limits an adversary submarine’s ability to achieve sea denial, conduct intelligence activities, insert land forces or conduct missile strikes. Critically, friendly anti-submarine warfare enhances the effectiveness of friendly submarines by disrupting opposing submarine operations. The maintenance of an effective anti-submarine warfare capability allows the ADF to detect and disrupt a key threat to Australia while enhancing the potency of its undersea deterrent.
The P-8A makes a unique contribution to Australia’s joint anti-submarine warfare capability as the ADF’s only fixed-wing aircraft that can find, fix, track, and attack an underwater target. The P-8A’s speed and range – it can operate over 2000 kilometres from its base – complement the persistence and presence of Australia’s surface and sub-surface anti-submarine capabilities. Range and responsiveness are particularly valuable when considering the reach of the world’s leading submarines.
The P-8A’s ability to operate at range while maintaining real-time communication with various agencies, combined with its sensor and data feeds, makes it an extremely valuable asset. The P-8A acoustics system has four times the processing capability of the recently retired AP-3C Orion. The P-8A can, therefore, provide four times the coverage or four times the security in an anti-submarine warfare search. The use of advanced sensors and processing are critical elements of the P-8A’s fifth-generation potential.
However, the P-8A’s lack of stealth, low speed, and limited defensive systems leave it vulnerable to increasingly sophisticated threats in the maritime domain. The P-8A has demonstrated performance in congested environments but has yet to be employed in contested environments.
Importantly, congestion in 2019 is more than a problem of dense shipping on the ocean’s surface. The P-8A faces emerging challenges in a competitive and cluttered electromagnetic spectrum, resulting in global positioning system interference, radar interference and jamming. As the P-8A’s performance is optimised as part of a highly networked fifth-generation force, disruption in the electromagnetic spectrum has the potential to reduce mission effectiveness significantly. Accordingly, the RAAF must continue to evolve how the P-8A is employed.
There are several challenges facing the P-8A fleet in exploiting its potential. Resolving issues in human factors, technical integration, and command and control will help the ADF realise the Poseidon’s potential.
There is little benefit in P-8A sensors and communications suites integrating with other platforms if operators are not adequately trained to exploit the data being received and know where it must feed. When it comes to fifth-generation manoeuvre, people often get excited by the high-end warfare integration components, sometimes at the expense of basic concepts. Integration is first and foremost about co-operating safely and becoming fifth-generation does not remove the threat of fratricide or accident. Understanding other platform limitations is key to successful (and safe) operations in a congested and contested environment.
We must remain cognizant of the current limitations of our successful integration across ADF platforms. We must continue to develop, test and adjust joint tactics, techniques, and procedures. In an increasingly complex subsurface environment, the safe and successful prosecution P-8A’s missions, especially anti-submarine tasks, must be joint actions.
Improved understanding and integration of joint combat and support systems will enable the development of a joint concept of operations. The age of information means that aircrew is more likely to be overwhelmed with the amount of information they are being fed in real-time by various agencies. This hyper-connectivity can lead to poor prioritisation and breakdowns in situational awareness. The ADF must understand the limitations of our autonomous systems – but also that of our people. Fifth-generation operators must have more discipline and self-awareness than ever before.
A key component of success in fifth-generation manoeuvre is real-time, net-enabled operations. The ADF’s machines must understand one another’s data language for net-enabled operations to be feasible, just as much as the people on board need to understand each other. An example from recent exercise is the requirement for further development of joint procedures across RAAF and Royal Australian Navy elements ensure that datalink messages are transmitted and received as intended. This is paramount in targeting and employing net-enabled weapons. There is no fifth-generation force if the fifth-generation platforms cannot communicate assuredly across the force.
Importantly, with the rise of challenges in the electromagnetic spectrum, ADF systems and people must become adept at operating in analogue or degraded communications modes. Building trust and confidence in systems, in people, and in systems of systems is key to exploiting the Poseidon’s potential.
Finally, with the P-8A’s ability to be re-tasked for any number of missions, command and control is more complicated than ever. Assets can be reassigned in real-time, and aircrew must have a clear understanding of their C2 arrangements, particularly where an asset is dually assigned or where it has separate operational and tactical control arrangements.
The P-8A will absorb the AP-3C’s legacy tasking, stretched across air power roles while integrating seamlessly with civilian agencies in search and rescue roles and ADF and coalition partners across the maritime and land domains. Real-time intelligence updates also mean that the P-8A can act and react in response to the evolving threat environment. Evolution of tasking processes and authorities must evolve to a fifth-generation way of thinking to exploit, rather than limit, the potential of advanced systems.
The P-8A Poseidon brings new potential to the ADF, particularly in its primary underwater warfare role. A fifth-generation maritime patrol aircraft optimises its sensors, communications, and crew as part of an integrated force, and leverages those resources to be more effective and efficient in disrupting adversary submarines and enhancing friendly operations.
Australia’s P-8A fleet has already demonstrated performance in congested environments and gained experience in several operational theatres. P-8A operations, as part of a fifth-generation force, must continue to evolve to achieve the Poseidon’s fifth-generation potential. The ADF must work through challenges in human factors, technical integration, and C2 to unlock Poseidon’s potency.
The featured photo shows an Australian KC-30A Multi Role Tanker Transport (MRTT) from 33SQN, operated by the Aircraft Research and Development Unit, conducts aerial refueling compatibility flight testing over the Atlantic Ocean with a United States Navy P-8A Poseidon from Air Test and Evaluation Squadron Two Zero.
New Delhi. The 19th India-Russia Inter-Governmental Commission on Military and Military Technical Cooperation (IRIGC-M&MTC) meeting, co-chaired by Defence Minister Mr Rajnath Singh and Russian Defence Minister General Sergey Shoigu was held in Moscow on November 6th.
Defence Minister inspected the Guard of Honour at the Russian Defence Ministry in Central Moscow. Welcoming Mr Rajnath Singh on his maiden visit to Russia as Defence Minister, General Shoigu termed India as an exclusive strategic defence partner.Mr Rajnath Singh emphasised that the special andprivileged strategic partnership between the two countries was further strengthened following the Vladivostok Summit in September 2019. He highlighted the importance of the Inter-Governmental Agreement on manufacturing of spares, components and aggregates in India through joint ventures that would reduce cost, timelines of supply and result in progressive indigenisation. This agreement is expected to provide a major boost to the ‘Make in India’ initiative.
Responding to Defence Minister’s invitation, the Russian Defence Minister assured robust Russian participation in DefExpo 2020, to be held in Uttar Pradesh capital Lucknow between February 5-8, 2020. Both Ministers also welcomed the outcome of the India-Russia Defence Industry Conference held in Moscow on November 5, 2019. The Russian side affirmed its readiness to operationalise the joint venture lndo-Russia Rifles Private Limited for the manufacture of world class Kalashnikov AK 203 rifles in India at the earliest.
Mr Rajnath Singh held an in-depth discussion on a range of international issues of common concern. General Shoigu briefed Defence Minister on Russian operations in Syria. The Russian side reaffirmed its strong support to India in the field of counter-terrorism and stated that it accords priority to New Delhi’s security interests in the region. The Russian Defence Minister underlined Moscow’s commitment to extend all possible support in enhancing India’s defence capabilities, including cooperation in advance and cutting-edge technology.Mr Rajnath Singh appreciated Russia’s steadfast support.
The ministers reviewed the progress of the two working groups on Military and Military Technical Cooperation. It was agreed that the forthcoming TriService Indra Exercises will be a major milestone in Military Cooperation between the two countries.The Russian side affirmed its readiness to further deepen exchanges between the respective Military Training Institutions and informed that they would be deputing an officer for the prestigious National Defence College (NDC)course in New Delhi commencing 2020.
Both sides expressed satisfaction on the progress in implementing ongoing contracts concluded in the recent past. General Shoigu agreed toDefence Minister’s request to constitute specific working groups for after-sales support of keydefence platforms.Both sides agreed to intensify efforts to finalise cooperation programme for 2021-2030 period. The ministers directed the respective teams to work closely for early conclusion of the India-Russia Inter-Governmental Agreement on Reciprocal Logistics Support.
As a special gesture, the Russian Defence Minister requested Mr Rajnath Singh for participation of an lndian Military Contingent in Army Parade on the occasion of 75thAnniversary of the victory in the Second World War.Russian PresidentMr Vladimir Putinhas already extended an invitation to Prime Minister Mr Narendra Modi to attend the celebrations. Defence Minister assured that an Indian contingent would be participating in the Parade.
As a mark of long-standing friendship between the Armed Forces of India and Russia, Mr Rajnath Singh presented General Shoigu a bowl mounted on triangular base with three Indian Army soldiers’ statuettes in ceremonial regalia and rifle.
A Protocol was signed by the two ministers during the meeting.
Defence Minister will be visiting St Petersburg on November 7, 2019 on the final day of his visit to Russia. His engagements include wreath laying at the Piskarevsky Memorial Cemetery.
This article was published by India Strategic in November 2019.
Two European JSF partner nations operators have achieved significant milestones with their F-35A Lightning II fleets.
On November 6, Norway declared it had achieved an initial operational capability (IOC) of its F-35A following a testing deployment to Rygge Air Station, away from its Ørland Main Air Station operating base.
Norway is the third European operator to achieve IOC after the UK and Italy. The country currently has 12 F-35As in service, and has a requirement for 52 aircraft. It will deploy F-35As to Iceland for their first operational mission in 2020 as part of NATO’s air policing commitments.
Also celebrating an F-35A milestone is the Netherlands, which received its first F-35A to be based on home soil on October 31.
The aircraft, manufactured at the Cameri final assembly and checkout (FACO) facility in Italy, will be based at Leeuwarden Air Base and is the 9th Dutch F-35A to be delivered. The Netherlands has a current requirement for 46 F-35As, and currently has six aircraft assigned to the multi-national joint training schoolhouse at Luke AFB in Arizona, and two aircraft dedicated to operational test and evaluation duties at Edwards AFB in California.
In a translated statement, Royal Netherlands Air Force Commander Lieutenant General Dennis Luyt said, “Together we are stronger. A formation of F-35s at work with a frigate on the high seas, or with a command, or MARSOF person somewhere far away in a desert. The quarterback and playwright who enables the team to win with airpower (and) beat our opponents on the basis of unparalleled overview.”
The milestones come as the Luke AFB-based F-35 fleet passed the 35,000 flight hours mark in late October during a flight by an RAAF 2OCU F-35A based there
Northrop Grumman has delivered its 500th AN/APG-81 fire control radar for the F-35 Lightning II. The Northrop Grumman AN/APG-81 active electronically scanned array is the cornerstone of the F-35s advanced sensor suite, providing unparalleled battlespace situational awareness that translates into platform lethality, effectiveness and survivability.
“As a principal member of the Lockheed Martin-led F-35 industry team, our continued investment in facilities and equipment, production enhancements in process and design, and expanded supply chain capability through second sourcing helped reach this milestone,” said Chris Fitzpatrick, director, F-35 programs, Northrop Grumman. “The 500th delivery of this top-of-the-line fighter radar was made possible by our continuous focus on quality and excellence across our company.”
The AN/APG-81 radar has long-range active and passive air-to-air and air-to-ground modes that support a wide range of demanding missions. These modes are complemented by an array of stealth features as well as electronic warfare and intelligence, surveillance and reconnaissance functions.
Northrop Grumman plays a key role in the development, modernization, sustainment and production of the F-35. In addition to producing the AN/APG-81 radar, the company manufactures the center fuselage and wing skins for the aircraft, produces and maintains several sensor systems, avionics, mission systems and mission-planning software, pilot and maintainer training systems courseware, electronic warfare simulation test capability, and low-observable technologies.
Four days after assuming charge as the Chief of Air Staff, Air Chief Marshal RKS Bhadauria told at the customary pre-Air Force Day press conference on October 4th that the Air Headquarters was also looking at 80 to 90 percent of Made in India jets in the Indian skies in about two decades. That is indeed quite ambitious but it looks like the Ministry of Defence is encouraging the Indian Air Force (IAF) to plan in this direction as demands for finance from the armed forces are high, acquisition of global technology takes time besides higher costs, and it’s better anyway to develop and go in for high technology systems indigenously.
Development for the Light Combat Aircraft (LCA) for instance is a priority, and IAF has already given Final Operational Clearance (FOC) to HAL, and an order for 83 aircraft is on the anvil.
IAF is also extending full support for the indigenous development of AMCA, or the Advanced Medium Combat Aircraft, that should have all the contemporary and futuristic EW and stealth capabilities. There should be some visibility on this project by 2025.
The Air Chief indicated that IAF was giving due consideration to counter the “new threat” of drones, and although he did not say, it appears that a chunk of its allocation will go towards acquiring various types of unmanned aircraft.
IAF is in talks with US General Atomics for Avenger unmanned systems while DRDO sources told India Strategic that work is already on to develop small (about 6 inch) and big remotely piloted aircraft with varying capacities of staying in the air. They could be used for surveillance and also to hit hostile targets.
IAF marks its 87th anniversary on October 8th. The Air Chief expressed “pride and satisfaction” over the achievements during these years, and said that emphasis now was on newer EW (Electronic Warfare) technologies and precision systems “to deter and punish the enemy as and when the need arises.” Even helicopters were now being upgraded with ISR (Intelligence, Surveillance and Reconnaissance) and EW systems while the acquisition of potent heavy lift Chinooks and Apaches “have given a punch to our capability.”
The emphasis now is on indigenous development of these systems, and DRDO’s Netra aircraft, which will be in the Flypast, was performing very well.
“We encourage upgradation indigenously,” a sentence that should actually trigger the private industry to be proactive in defence manufacturing.
The country’s defence research arm, Defence Research and Development Organisation (DRDO) and HAL are going to showcase the Light Combat Aircraft (LCA), Light Combat Helicopter (LCH) and variants as well as the BEL-built and modified Akash Surface to Air (SAM) missile at the annual Air Force Day Parade at Air Force Station Hindon on the outskirts of New Delhi.
Air Chief Marshal Bhadauria assured that IAF is “always prepared to meet any contingency” and maintain “effective air power” and periodic upgradation, training and modernisation are suitably planned and executed in this perspective.
He observed that the Rafales, whose delivery begins on Indian Air Force Day in France, and the Russian S-400 anti-missile system together “will greatly enhance our operational capability in times to come.”
The first lot of Rafales will formally be received by Defence Minister Rajnath Singh just as the newly-appointed Air Chief takes the salute at the Parade and Flypast that will showcase nearly all the aircraft in IAF’s inventory including the DRDO-developed Netra AESA radar aircraft fitted on the Brazilian Embraer jet. IAF should get another lot of Rafales within 2020, and the entire supply of the 36 ordered by 2022 as planned.
“By May 2020, we will be receiving four Rafale fighter jets. It will be only then that we will see the aircraft in the Indian skies. The advantage of getting the Rafale in May next year will be that our pilots will be substantially trained by then.”
As the Deputy Chief of Air Staff, then Air Marshal Bhadauria had negotiated the Rafale deal.
He responded in negative when asked about reports of another order for 36, which France has offered in the optional, follow on clause. As India has already paid for training, maintenance facilities and India Specific Enhancements (ISEs) etc, more of them would be cheaper, according to the French.
But Air Chief Marshal Badhauria said his focus was on progressing the acquisition of the 114 aircraft under the Make in India project, bids for which have been received, and the next procedural step was to secure the Acceptance of Necessity (AON) from the Ministry of Defence. Once that is done, he expects the decisions to be fast.
“There are no plans to acquire 36 more Rafale jets separately. The RFI for 114 aircraft has already been received. We have started the process for AON,”
Notably, IAF has a sanctioned strength of 42 Combat Squadrons, and it has literally been roaring for jetspeed at the MoD for the past couple of decades for newer aircraft. There have been delays and delays, building up a cumulative backlog in phasing out the old and replacing them with the new.
It takes a process of about 7 years to select and acquire a new aircraft. That’s long, and it does not appear that IAF will achieve this goal even in two decades. Unless, unless of course, HAL and/or the private Indian defence industry set up their factories very fast, maybe collaborate on subassemblies and components with one of them doing the integration.
That’s what HAL says it wants to do, but as a public sector company, it delivers late and occasionally, there are complaints even from the three Services about shoddy work. Issues like mismatch in rivet holes for instance have been reported.
IAF is fast losing its MiG squadrons. The Air Chief said that all the non-Bison MiG-21s for instance will be out this year or by March 2020. The MiG-21 Bis and Jagaurs a few years later, bringing the overall squadron strength from the present 30 to maybe 27.
Even with new LCA squadrons and other aircraft coming as planned, the Total Technical Life (TTL) of many IAF aircraft is nearing end, and the Government will have to ensure a steady flow of additional funds to maintain the minimum required numbers. The 42 is now a dream figure, and at best, this would stabilise around 35 over the next couple of decades, although many of the IAF aircraft will by then incorporate cutting edge technologies
IAF had planned to re-engine the Jaguars with Honeywell engines but there have been delays in decision making, and after nearly a decade of talks, the company jacked up the price. “So we had to drop the plan.”
As for the MiGs, the Air Chief said: “Only the MiG-21 Bison fleet will be left and will go up to its TTL till 2021.”
Overall, IAF needs 400 combat jets, thanks to the delays, and that was the figure given by Air Chief Marshal Arup Raha three years back just as he retired.
Air Chief Marshal Bhadauria, a Test Pilot himself, said that the Bangalore-based Institute of Aviation Medicine (IAM) was selecting pilots for manned human space flights. IAM is a key institution for training pilots for extreme gravity situations and helping them maintain health to be fully capable in executing challenging missions.
This article was first published in October 2019 by our partner India Strategic.
Soldiers display "Akash" missiles during the full dress rehearsal for the Republic Day parade in New Delhi January 23, 2007. India will celebrate its Republic Day on Friday. REUTERS/B Mathur (INDIA) - RTR1LJ5I
