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In his seminal book, Democracy in America, the Frenchmen Alexis de Tocqueville, highlighted a key American trait which fascinated him – the volunteer instinct in support of the community.
Americans of all ages, all conditions, all minds constantly unite. Not only do they have commercial and industrial associations in which all take part, but they also have a thousand other kinds: religious, moral, grave, futile, very general and very particular, immense and very small; Americans use associations to give fêtes, to found seminaries, to build inns, to raise churches, to distribute books, to send missionaries to the antipodes; in this manner they create hospitals, prisons, schools.
Finally, if it is a question of bringing to light a truth or developing a sentiment with the support of a great example, they associate.
Everywhere that, at the head of a new undertaking, you see the government in France and a great lord in England, count on it that you will perceive an association in the United States.
In America I encountered sorts of associations of which, I confess, I had no idea, and I often admired the infinite art with which the inhabitants of the United States managed to fix a common goal to the efforts of many men and to get them to advance to it freely.
We recently had a chance to discuss one such association to which “Americans give freely” with a veteran USAF pilot who participates in an organization called Angel Flights.
Robert “Juice” Newton retired as a Col. From the USAF in 2007 and has been actively involved in the support for and development of combat innovations for airpower since his retirement.
He is a participant in a program called Angel Flight.
According to the organization’s web site, the focus of the organization is described as follows:
“Angel Flight West is a nonprofit, volunteer-driven organization that arranges free, non-emergency air travel for children and adults with serious medical conditions and other compelling needs.
“Our network of 1,400+ pilots throughout the 13 western states donate their aircraft, piloting skills, and all flying costs to help families in need, enabling them to receive vital treatment that might otherwise be inaccessible because of financial, medical, or geographic limitations.”
The site identified as well their level of activity and a recent map of flight activity.
“We fly over 10 missions every day of the year. This map shows some of our missions that you could fly. Each of these flights represents a chance for someone to get the medical care they need. Each flight is a chance for hope that you can help them achieve. We are grateful for your participation at whatever level works best for you.
“When you fly, how often you fly and whom you fly are all up to you. We don’t expect a certain number of flights. Our passengers understand that we don’t guarantee service. Cancelling for any reason is always your choice.”
According to Newton: “you meet an incredible variety of people.
“Recently we flew a young man, 23 years old who had a heart transplant this past summer.
“He was born with half a heart. But they wanted to wait till he became an adult before they did the heart transplant. He went through an interim stage, where they had a mechanical heart on this guy. His father flew with us and their positive attitude toward life was an amazing statement of how humans cope with adversity.”
“In that flight and others, I fly with “Buck” Marmis, a Vietnam fighter veteran. Many of us in the program are retired military pilots. And for us, this is another way to serve.”
He described how the service works.
“It is a virtual team. The patient contacts the organization which then asks for volunteers. When the mission is accepted the pilot deals directly with the patient. For example, young people who suffer from cancer might need a treatment at a specific facility several hundred miles from their home. We will fly them to the closest airport to that facility and they can get their treatment and be flown back home.”
Question: So why do you do it?
Newton: To make the patient’s life a little easier.
“In the case of our 23-year-old who had a heart transplant, he and his father would have had a very long drive between San Diego and Tucson so with Angel Flight we instead gave them a faster and much prettier view. At the destination their smiles are the best reward.”1
He also participates in another volunteer program for pilots to support wounded warriors, Veterans Airlift Command.
“The VAC provides free air transportation to post 9/11 combat wounded and their families for medical and other compassionate purposes through a national network of volunteer aircraft owners and pilots.”
I am sure if de Tocqueville traveled in America right now, in spite of all the political disarray, he would recognize the American spirit in what these pilots do.
On April 11, 2018, the Williams Foundation will hold its latest seminar on shaping 21st deterrence capabilities.
The seminar will be held in Canberra, Australia from 8:00 AM – 3:30 PM at theNational Gallery of Australia, ACT.
The seminar will focus on a key but neglected element of the strategic shift from the landward to deterrence of peer competitors, how to sustain a force through an extended period of crisis?
Since 2013 the Sir Richard Williams Foundation seminars have focused on building an integrated fifth generation force. Recent seminars have evolved from the acquisition of new platforms to the process of shaping and better understanding the environment in which that integrated force will prepare and operate.
In doing so they have, among other things, highlighted the challenges of making the strategic shift from counterinsurgency operations in Iraq and Afghanistan to higher tempo and higher intensity operations involving peer competitors.
Within this context, the seminar in August 2018 focused on the importance of a joint approach to building an independent and potent regional strike capability. The topic broadened to begin an examination of new ways and means of enhancing sovereign options as part of an evolving deterrent strategy.
The August 2018 seminar began a process of looking at the evolution of Australian defence capabilities through an increasingly sovereign lens and concluded there are some important choices to be made if we are to maintain our capability edge and influence in the region.
Allies are crucial to the Australian concept of defence; however, the emerging strategic circumstances demand it is vital that Australia reconsiders the ways and means of enhancing Australian sovereignty to better contribute to our relationships and ensure a more sophisticated and independent defence of Australian interests.
During the 2019 seminars, the Sir Richard Williams Foundation will develop this theme and address more broadly the question of how to look at the evolution of the Australian Defence Force from the perspective of the sovereign lens and setting the conditions for future success.
Aim of the Seminar
The first seminar will examine the question from an historical standpoint and focus on the importance and challenges of sustaining an Australian Defence Force that can autonomously contribute to the pursuit of Australia’s national interests in an increasingly challenging environment.
A key element of Australian thinking is to focus on the importance of Australia’s natural strategic strengths and reconsider Australian territory and geography, as well as the near region, as an integral part of our deterrence posture.
This entails building the infrastructure and partnerships necessary to enable more effective mobility so that Australian and partner territory can be used as a chessboard on which we are able to move Australian forces, and upon which allied forces could operate in times of crisis as part of a broader coalition engagement and sustainment strategy.
Enhanced Australian industrial sovereignty and sustainability is a core requirement of a secure and sustained force in times of crisis, where the normal functioning of the global supply chain will be deliberately targeted and disrupted.
This will require an integrated strategy for preparedness, operations and sustainment of the force enabled by appropriate industry policy to ensure the delivery of a sovereign defence capability.
Seminar Outline
This industrial policy must be closely aligned with defence policy, concepts and doctrine and will require a new approach and attitude to partnerships and an increased emphasis on the combat support and combat service support functions of the fifth-generation force.
This will further develop the Australian maneuver approach to warfighting but set in a much broader context than simply the force elements.
The seminar will address the evolving Australian approach to building new capabilities and systems with an expanded role for Australian industry as part of a broader alliance structure.
A contemporary example is how Army is building its unmanned aircraft capability through an innovative partnering strategy with industry.
Similarly, the seminar will address how Defence can be a better steward of its major platforms by partnering with industry.
One such sector worthy of consideration by Australia is in emerging technologies and how these might disrupt traditional concepts of supply chains and enhance Australia’s sovereign capabilities.
The development of an Australian-based research, design, manufacture, test and sustainment capability is a realistic aspiration and provides sovereign capability which contributes significantly within a broader alliance structure.
In particular, Australia can play a significant role in the development and production of 21st century missiles and at the same time support the needs of core allies who could leverage evolving Australian science and technology, test and experimentation ranges, and advanced manufacturing capabilities within a sophisticated and diverse global supply chain.
Above all, this will add diversity, complexity and resilience to the Australian defence and security posture and provide additional choice in the selection of the most appropriate ways and means of delivering a balanced suite of defensive and offensive independent strike capabilities.
The featured photo shows Chairman, Sir Richard Williams Foundation, Air Marshal Geoff Brown AO, (Ret’d) talking with Chief of Air Staff, Royal Air Force, Air Chief Marshal Sir Stephen Hillier KCB, CBE, DFC, ADC, MA, RAF, at breakfast prior to the Sir Richard Williams Foundation – The Requirements of High Intensity Warfare Seminar at the National Gallery of Australia, Canberra, March 2018.
As part of the Royal Australian Air Force biennial 2018 Air Power Conference a seminar was held by the Sir Richard Williams Foundation at the National Gallery of Australia, Canberra. The seminar was on ‘Requirements of High Intensity Warfare’ where delegates drawn from national and international Air Forces and other military organisations, Government, and Industry corporations were in attendance.
In a Royal Navy article published on January 11, 2019, the announcement by the Minister of Defence of the operational readiness of the UK’s F-35s was highlighted and discussed.
Naval aviators can now fly the world’s most advanced fighter on front-line missions after the F-35 Lightning was declared operational.
In front of a new hangar built specially to house the stealth fighters at their home on land – RAF Marham in Norfolk – Defence Secretary Gavin Williamson announced the fifth-generation jet was ready to take its place in the nation’s aerial order of battle.
Nine F-35s are on UK soil at present, flying with the legendary 617 ‘Dambusters’ Squadron – an RAF formation, but nearly half its personnel are Royal Navy pilots or engineers.
Mr Williamson said the advent of the Lightnings made the UK’s “commitment to a role on the world stage clear to both our allies and our enemies.”
The declaration of Initial Operating Capability means the Lightning Force can conduct combat missions from land bases if world events require the stealth fighter’s intervention.
“This is great news for the Royal Navy and the United Kingdom as it is a key milestone along the road to operating the F-35 Lightning at the heart of our carrier strike capability from 2021,” said Commander James Blackmore, who has been involved in the programme for the past decade and is now in charge of flying operations (known as Commander Air, or ‘Wings’) aboard HMS Queen Elizabeth.
“As a fifth-generation fighter, the F-35 is streets ahead of anything we have operated before. It’s proving itself to be highly capable in air-to-air and air-to-ground operations.
“Fuse that together with its stealth capability, it’s way beyond anything other land or sea-based fighters.”
There are now half a dozen nations who have operational F-35s, although on the US and UK are flying the stealth fighter from carriers.
The next key step for Britain is to declare the F-35 operational at sea – from the more challenging surroundings of HMS Queen Elizabeth, ready for the carrier’s maiden deployment in two years’ time.
So far the F-35, carrier and task group are bang on track to make that deadline.
Test variants of the F-35 conducted a myriad of trials aboard the Portsmouth-based warship off the Eastern Seaboard last autumn.
The data and experiences gathered are helping to ‘write the manual’ for safely operating F-35 squadrons when they embark – beginning this autumn with a return to the Eastern Seaboard of the USA.
This time the carrier will be joined by Marham-based front-line F-35s from 617 Sqn plus Lightnings from 17 Sqn, based at Edwards Air Force Base in California, where Fleet Air Arm and RAF pilots are developing the combat techniques for exploiting the fighter’s awesome capabilities in action.
The British-based pilots will prepare for that deployment both in UK skies and in four new full mission simulators opened by Mr Williamson on his visit to Marham; the new training complex also features classrooms and mock-ups of the F-35s for air and ground crew to practise on.
The Westlant 19 deployment will focused on operations, rather than the basics of flying the F-35 on and off the carrier’s expansive deck, and working as part of a carrier task group.
“HMS Queen Elizabeth was designed from the keel up to support the F-35 and it showed. The ‘marriage’ between the ship and the aircraft was superb. We learned that together, we have got something quite special,” Commander Blackmore added.
“It’s not just about the aircraft, however. The key now is to bring the aircraft together with a whole carrier task group to deliver a truly potent force – and we are on course to deliver that from 2021.”
And in an article we published last year, our visit with Commander Blackmore in which he discussed that coming of the new carrier to the UK force was the focus of attention.
The coming of the HMS Queen Elizabeth to the UK combat force is a trigger for significant defense transformation.
Most of the analysis of the new carrier really focuses on the platform and what is necessary to get that platform operational but that is far too narrow an approach.
The carrier is a centerpiece, trigger or magnet for broader UK defense transformation within a unique historical context, namely, the broader strategic shift to dealing with higher end operations and the coming of Brexit.
At the heart of the focus of getting the HMS Carrier Strike Group to sea is its projected maiden operational deployment in 2021.
This is a significant challenge and the focus of attention of the Royal Navy and its industrial partners and a major element of my discussions while at Portsmouth.
During my visit to Portsmouth, I had the opportunity to talk with two key Royal Naval officers working hard to prepare the carrier for its first operational deployment. Captain Allan Wilson and Captain Mark Blackmore in Navy Command provided an overview on the way ahead with the carrier task force as well as a very insightful look at the challenge of working several intersecting programs coming together in the future maritime task force.
Captain Blackmore influences the Senior Responsible Officer for the Queen Elizabeth carrier and functions as Admiral Blount’s right hand man in delivering the carrier programme. They are not responsible for UK F-35 LTNG, which is the function of Air Command.
But with three new aircraft coming onboard the Queen Elizabeth, they are working with the integration of the other aircraft as well and closely with Joint Helicopter Command.
For example, the integration of the aircraft to fly on the carrier is part of the challenge as well, and includes three new aircraft, the F-35, Commando Merlin, and the Crowsnest.
And the carrier is shaping a shift from the current concepts of operations for the Royal Navy to a new one as well.
Currently, the key focus is upon targeted deployment built around a single ship to an area of interest.
With the carrier, a maritime task force is being built which will go together to an area of interest.
This change alone requires significant change as the shipyards will now have to manage the return of the task force and the maintenance cycle task-force driven as opposed to a cycle of dealing with single ships combing back from a targeted deployment.
The current goal is to have the HMS Queen Elizabeth deployed on its maiden operational deployment in 2021.
As Captain Blackmore highlighted the way ahead: “We accepted the ship last December and she will go off for the next two years to do fixed wing trials.
“We will do Developmental Test (DT) one and two this Autumn, DT three next Autumn, then Operational Test with the goal of achieving an initial operational capability (IOC) for carrier strike in December 2020 and then about four months later, we plan to deploy CSG-21.
“My focus is clearly on this end point, namely the first deployment wherever it is finally decided to do the initial deployment.
“Prince of Wales comes on about two years astern to Queen Elizabeth and she will be seen off the US Eastern Seaboard early next decade to do the rolling landing trials.
“We have a new landing aide called a Bedford array which is fitted to Prince of Wales which allows us to exploit the full enveloped of rolling landing and gives the pilot visual cues which enhance his capability to come back to the ship with more fuel and weapons as needed, The Queen Elizabeth will then be fitted with the new system.”
A key element for the carrier is clearly its integration with the F-35 for which the developmental test will expound this Fall off of the Virginia coast.
The declaration of full operational capability for the carrier is correlated with the operation of the first 24 F-35Bs, which will occur by 2023.
The new carrier embraces both the carrier strike and amphibious assault roles.
As Captain Blackmore put it: “Carrier Enabled Power Projection (CEPP) is both an organization and a capability and it captures both the literal maneuver amphibious element and also the carrier strike element.”
The US is playing a key role in the UK working towards CSG21.
One aspect is clearly working with the USMC on F-35B and jointly training at MCAS Beaufort.
The Marines will be evident on the ship as well with their operating from the ship during DT trials as well.
A second aspect which came up in the discussion concerning the workup for the infrastructure was the participation of the US military sealift command in Portsmouth, a subject covered in a separate interview.
The third aspect is working with the US Navy on various aspects of preparation and training for carrier operations.
In 2012, an statement of intent was signed between the US and the UK providing a broad consensus on collaboration and joint training which has been evident throughout the workup of the Queen Elizabeth.
During my visit, I met with Lt. Commander Neil Twigg, who has just come from the USS George W. Bush we he operated as a Super Hornet pilot. He is the resident fast jet expert on the staff at Navy command.
As Captain Blackmore put it: “We have been involved with the US Navy with regard to to the training of personnel and the concepts, the processes and the organizations that need to come together to make a carrier a carrier. As a US Admiral noted, “This is not a pickup game. This is not something you just step onboard and just do.”
Working with the US has been a central piece of the activity to bring on line the Queen Elizabeth.
The new carrier is designed differently from a US large deck carrier and will operate differently from the US carriers, and part of the transition is sorting out a way ahead for the UK concept of carrier operations.
And that is clearly a work in progress.
But it is rooted in the design of the ship to operate F-35Bs and helicopter assault forces in varying combinations dependent on the mission.
It is also rooted in building out new ships and missiles to operate with the ship, and to be able to operate in the distributed operational battlespace being shaped by the US and other allied forces as well.
The new carrier both supports and interacts with all of these trends.
How will the carrier both contribute to and learn from these broader macro allied military transformation dynamics?
A core commitment of the UK government is to have a 100% available carrier strike capability.
This means that the maintenance and workup cycles for the two carriers need to be synchronized to ensure that this can be the case.
It is a significant challenge in that workforce, training, airpowers systems and maintenance of the carrier need to be synchronized and not just with the carrier but with the other elements of the maritime task force.
Given that the focus of the Royal Navy in the past few years has been very different, namely focused on deployment of single ships or maritime combinations built around a single non-carrier ship, shifting to the concepts of operations for a carrier strike group is very different.
Much of Captain Allan Wilson’s presentation and focus during the discussion was precisely on how to meet the challenge of the coming of a maritime task force.
The Royal Navy, the Royal Air Force and MoD more generally have being adapting their organizational structure to ensure that the kind of integration, which a maritime task force enabled, by an F-35B will be successfully developed and delivered.
This is no easy task.
And Captain Wilson also noted that building out such a capability was a significant challenge but it must be met with a proper training regime to ensure a high level of readiness of the carrier maritime task force.
Captain Wilson noted: “We are redesigning force generation.
“In the past, and currently as we do with our amphibious task force, we deploy ships perhaps in a task force configuration and then they reach full operational readiness during the operation.
“When we come back to the UK, we do not maintain the task force at a high level of readiness.
“With the carrier task force approach, we are shifting our training focus to ensure that the task force is at a high state of readiness when it first deploys.”
“We bring the individual elements of the task force together to work together after they have done their initial training.
“We then integrate the jets with the task force in both synthetic and live training and get them up to certification before they go anywhere.
“We will certify the task force to high level of readiness prior to deployment and will deploy within that cycle.
“And we plan to keep that task force together for a defined period of time, which will require synchronization across the key elements of the task force in terms of maintenance, training and manning.
“That is not how we have done it in the past.
“The deployment has always been the headmark. We have surged units in and out of the task force.
“And we have worked the pieces individually.”
Captain Wilson underscored the challenge of aligning the work up of the carrier and its evolving task force approaches with the aircraft coming onboard the aircraft for its maiden deployment.
In this context, we discussed the Crimson Flag exercise to be held at RAF Marham in 2020.
Captain Wilson posed a key question: “How do you bring the other combat elements into a blended synthetic-live combat training environment to work with F-35?”
He provided an answer: “We have an exercise at RAF Marham scheduled for the Autumn of 2020, within which we anticipate USMC F-35s will participate.
“We are looking at what rotary wing assets will be available as well for this exercise.
“We bring ships crew into the exercise to work the exercise and to focus on combat capability generated from the deck of HMS Queen Elizabeth.”
In short, the new carrier is a key part of the overall dynamics of change within UK defense.
And the senior Royal Navy team is clearly approaching this from an integrated approach looking at the cross cutting changes throughout the navy and air force as well the ground assault forces as well.
It is clearly a very dynamic and innovative process, one which will see significant challenges along the way as a core new capability is crafted for the United Kingdom.
Note: There are several aspects of the new UK carrier of interest to broader considerations of the evolution of the airbase, including manpower requirements, weapons handling,
C2 capabilities and flexible command posts, electric power generation, building the infrastructure to handle the requirements of a data rich aircraft which is the F-35B, and building unique F-35 specific capabilities, such as the ski jump and the unique rolling landing capabilities.
Victorian industry in Australia is playing a key role in the Australian F-35 program, both in supporting their own jets and the global enterprise.
In recent Defence Connect article by Stephen Kuper, January 10, 2019, its role was highlighted.
Minister Pakula said, “The Australian International Airshow at Avalon is one of the premier events on our major events calendar and an incredible opportunity for Victorian businesses to showcase their skills and capabilities to the world.”
Victoria’s defence sector is an important part of the state’s economy, contributing up to $8 billion annually. The sector employs more than 20,000 people and has more than 400 businesses making equipment and providing services for defence activities.
To support this growing industry, the Victorian government has launched a campaign to profile the skills and capabilities of Victoria’s defence industry to help secure more supply chain opportunities for Victorian businesses.
“Victoria’s aerospace and defence sectors are world class and it’s great to see Victorian companies like Marand recognised by winning a contract to supply to a massive international defence program,” Minister Pakula added.
Victorian businesses are already making a significant contribution to the F-35 Joint Strike Fighter project, with 65 per cent of the Australian content being sourced from Victorian defence suppliers.
During a 2015 visit to Australia, we had a chance to talk with one key Australian contributor to the F-35, Marand and this future was already anticipated.
In that article, we interviewed the managing director of Marand about their role.
That article as published in 2014 follows:
The classic fighter import program for a country the size of Australia is to build for the domestic customer, the program ends, you do a little bit of sustainment work and then move on.
With the F-35 as a global program, a domestic supplier can position itself for global opportunities, and by so doing bringing core competitive competencies to the program itself. Investments up front are paid for downstream as the program continues to produce planes and generates demand for parts for a global fleet.
It is about getting the opportunity and then positioning to provide globally competitive value to the program itself.
For Marand, an Australian solutions provider, the F-35 program has provided a venue to shape new global relationships, which complement their Australian business.
Marand is a leading global supplier of precision-engineered solutions to a range of industries including Aerospace, Defence, Rail, Automotive and Mining.
Marand’s customer base is predominately Blue chip organizations including Lockheed Martin, Boeing, BAE Systems, Ford, BHP, Rio Tinto and Holden for which it designs and manufactures complex innovative equipment
During my visit to Australia in March 2014, I had a chance to talk with David Ellul, Managing Director of Marand about the company and their involvement in the F-35 program.
The intersection between the evolution of the company’s capabilities and their engagement in the program, a two-way street approach, was highlighted throughout the interview.
Ellul indicated that Marand started as a firm supporting the automobile industry in Australia and over time has transitioned into the aerospace and rail businesses. In fact, they have migrated over the past decade from having approximately 90% of their business in the automotive sector, to now less than 1% in automotive as the company has migrated to work in the other sectors in its portfolio.
Within aerospace, prior to F-35, their main client was Hawker deHaviland (now Boeing Aerostructures Australia) for whom they designed and manufactured Aerospace Tooling
The initial engagement of Marand in the F-35 program was designing and building a unique trailer for installing the F-135engine into the F-35. The trailer also removes the engine.
According to Ellul:
The requirement is quite complex. It has to remove and replace the engine within a tight time frame in all of the environments where engines are changed. From the production line to ship board and land based sustainment. It has to do it for all three variants of the plane.
It has been a design and manufacturing job from the beginning. It is a clever piece of equipment that solves the customer’s requirements. We are very proud of our design and engineering capability.
Prior to the F-35 program engagement, Marand has not been a global exporter. This has changed with the F-35 program.
The company has added five clients through the F-35 program, which has allowed it to grow its export business.
Question: Why Australia? Why Marand?
According to Ellul:
Australia has a tradition of innovation and although we are not a large company – we have 250 employees – we have diversified design and manufacturing experience and expertise and are able to solve complex problems and deliver good value, as we have done with the F-35 engine trailer.
The second part of our F-35 work is in design and manufacture of complex Aerospace tooling.
We have used our design and engineering capability to develop production tooling that makes our customers more productive.
Over 1200 tools to all corners of the F-35 world. And the quality of our work has been recognized by Lockheed Martin as well.
In 2009, the CEO of Lockheed Martin, Bob Stevens, visited our company and gave us an award recognizing our role as a leading tooling company in the program.
The performance on the engine trailer and tooling provided the opportunity to be considered by Lockheed and their partner BAE Syestms to provide Vertical Tails for the F-35 program.
According to Ellul:
We recently had a ceremony to celebrate the delivery of the first Australian vertical tail set for the F-35. Next year we will deliver 4-6 tail sets and by 2019 we will be delivering around 70 per year for the program. As the second source, we will do around 30% of the total production of vertical tail sets.
Once production ramps up, we’ll be looking for other opportunities on Aerospace structural work. Five years ago, there’s no way we would have proved that we had the capability. F-35 has done that for us.
But, with the ongoing help and support of Lockheed Martin and BAE Systems, we’ve created a whole new capability in Australia
And without them giving us the opportunity and trusting us and working with us and training us, okay, it wouldn’t have happened.
HMS Duncan, the sixth and most modern Type 45 destroyer, was the most complete at launch in October 2010.
She is the first of the Type 45 class to be capable of deploying Harpoon and recently was featured in the UK’s Channel 5 documentary ‘Warship: life at sea”
According to a UK MoD story published on December 28, 2018:
HMS Duncan is a cutting-edge Type 45 destroyer that was brought into Royal Navy service in 2010. She recently featured in hit documentary Warship: Life at Sea, which followed the personnel on board as they were buzzed by 17 Russian fighter jets in the Black Sea and supported Syrian air strikes.
The ship is armed with the Astor air defence missile system and has a radar capable of tracking thousands of targets while simultaneously coordinating multiple missiles in the air at once.
She is also equipped with the state-of-the-art Harpoon Anti-Ship missile.
The ship’s affiliation with the town will build on the Scarborough’s strong sea cadet links and historic support of the Armed Forces, and will also see the ship’s company make regular visits to the area.
Defence Secretary Gavin Williamson, who was born in Scarborough, made the announcement during a visit to the town’s Royal National Lifeboat Institution (RNLI) station to meet sea cadets.
He said:
HMS Duncan has already proved her might on the world stage, from her deployment to the Black Sea leading a NATO task force to her crucial work patrolling home waters.
The ship’s new affiliation will not just honour this great town right across the world, but also pay tribute to thousands of Yorkshiremen and women who have served in Armed Forces.
With more than 14,000 members of the Armed Forces and Reserves hailing from Yorkshire, the region already has a strong affiliation to the military.
Scarborough also has a thriving sea cadet unit, which celebrates its centenary next year, and provides outstanding support to veterans through the Heroes’ Welcome scheme.
Leader of Scarborough Borough Council, Cllr Derek Bastiman, said:
We are extremely honoured and delighted to have HMS Duncan affiliated with the Borough of Scarborough. It couldn’t be a more fitting match as the son of one of our Cabinet members, Seaman Phillips, who is a serving member of the Royal Navy, has joined the ship’s crew. The direct connection to our council and borough communities gives us immense pride.
Armed Forces personnel carry out their duties in a most professional way to ensure our safety and that of others at all times and for that we are truly grateful. We wish the crew of HMS Duncan every success in their active service and we hope that we will get the opportunity to welcome the ship on a visit to the Yorkshire coast at some point in the future.
The son of Cllr Heather Phillips, Leading Seaman Tim Philips, joined HMS Duncan in August this year.
And the town’s military ties will continue to strengthen as it prepares to host more than 200,000 people for Armed Forces Day in 2020.
The national event will see thousands of serving sailors, soldiers, airmen and women, alongside cadets, veterans and charities, descend on the town to celebrate the important work done by British forces across the world.
Featured photo: HMS Duncan made two trips into the Black Sea in 2018, seen here in May 2018 as Flagship of the NATO Standing NATO Maritime Group 2 (SNMG2). In company with Spanish frigate ESPS Victoria, Turkish frigates TCG Gemlik and TCG Yildirim, Romanian frigate OS Regele Ferdinand, and Bulgarian frigate BGS Drazki.
I visited the HMAS Hobart at Fleet Base East prior to its time conducting weapons and systems evaluations with the US Navy off of the West Coast of the United States.
According to Andrew McLaughlin in an article published on January 7, 2019:
The tests were conducted in conjunction with the US Navy at the vast Pacific test ranges near Hawaii and off the coast of California, and saw the vessel’s systems and crew challenged in realistic tests and demonstrations. This included testing the vessel’s ability to integrate with US Navy assets via the Co-Operative Engagement Capability (CEC), a US high-end naval networking capability so far made only available to Australia.
“We were presented with some of the world’s toughest and most challenging threats; modern anti-ship missiles, maritime strike aircraft, fighters and high-speed attack craft,” Commanding Officer of HMAS Hobart, CAPT John Stavridis told Navy Today. “On every occasion we successfully defended all threats.”
Part of HMAS Hobart’s systems validation included a series of at sea tests known as Combat System Ship Qualification Trials (CSSQT) which aim to achieve a sustainable level of combat and weapon system readiness.
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“This ship represents the future of the Royal Australian Navy’s surface combatants: capable, competent and lethal,” Fleet Commander, RADM Jonathan Mead said upon HMAS Hobart’s return to Sydney. “With her recently commissioned sister ship, HMAS Brisbane, and soon to be delivered NUSHIP Sydney they will be able to defend our Fleet against any threat.”
Lt. Anthony Martin provided an overview on the deployment of the HMAS Hobart and what it means for the Royal Australian Navy.
HMAS Hobart’s crew deployed to the United States well aware that this was no ordinary deployment. At stake was the Destroyer’s ability to successfully operate the most advanced weapons system ever owned by the Royal Australian Navy.Hobartalso became the first ship of its class and the first International Partner to demonstrate an ability to operate in synch with US forces, known as a ‘Co-Operative Engagement Capability’ (CEC).
The USN wasted no time in puttingHobartthrough its paces, particularly in relation to the Aegis combat system. HMASHobart’s crew was also challenged by a series of tests and demonstrations to verify and validate the capabilities of the ship. Part of this validation included a series of at sea tests known as Combat System Ship Qualification Trials (CSSQT). The aim was to achieve a sustainable level of combat and weapon system readiness. The Australians didn’t disappoint.
Commanding Officer of HMAS Hobart, Captain John Stavridis says the Americans threw everything at his people, who passed with flying colours.
“We were presented with some of the world’s toughest and most challenging threats; modern anti-ship missiles, maritime strike aircraft, fighters and high speed attack craft. On every occasion we successfully defended all threats,” said CAPT Stavridis.
The firings were also a point of pride for members of the Ship’s Company. Able Seaman Electronic Technician Stacey Verrall was ecstatic to be able to complete validation in the test and recognition of the training and effort required to achieve such a positive outcome.
“This is what we have trained for and to be able to conduct the missile firings here has been a terrific opportunity and a humbling experience,” AB Verrall said.
CAPT Stavridis said this was a true team effort. “None of this would have been possible without the incredible men and women who operate HMAS Hobart,” CAPT Stavridis said.
“They took this unknown and untested first-of-class ship and transformed her into a warship that is truly first class”.
HMAS Hobart returned to Fleet Base East to be met by the Fleet Commander, RADM Jonathan Mead. RADM Mead was also proud of the achievements of HMAS Hobart.
“This ship represents the future of the Royal Australian Navy’s surface combatants: capable, competent and lethal.
“With her recently commissioned sister ship, HMAS Brisbane, and soon to be delivered NUSHIP Sydney they will be able to defend our Fleet against any threat.”
Most importantly for the crew of HMAS Hobart, many families and friends were there to meet them and welcome them home in time for Christmas and a well-deserved break after a busy year.
And in my article published in August 2018, I had a chance to talk with the CO of the HMAS Hobart and to get his perspective on the way ahead for the Royal Australian Navy and its incorporation of Aegis into the fleet.
That article follows:
During my current trip to Australia, I started with the opportunity to visit the HMAS Hobart, the first Aegis Air Warfare destroyer for the Royal Australian Navy.
This was my second visit to Garden Island, and it is always exciting to see the city of Sydney in the backdrop to a major Australian naval base as the arrival of the First Fleet seems not so distant when you are not far from where they landed in 1788.
The HMAS Hobart is the first of the three Aegis Air Warfare destroyers to be operational with the Navy and the second ship will be commissioned later this year.
The ship introduces a new level of combat capability into the Royal Australian Navy in which the ship’s reach is significantly greater than any previous ship operational in the Aussie fleet because of its Aegis Combat system.
It is a key building block in shaping an integrated air-sea task force navy in that the capabilities onboard the ship can contribute to an integrated C2, ISR and strike grid in which the evolving capabilities of the ADF can cover a wider area of operation in the waters surrounding Australia or in service of missions further abroad.
As Rear Admiral Mayer noted during an interview I conducted with him while he was Commander of the Australian fleet:
“We are joint by necessity.
“Unlike the US Navy, we do not have our own air force or our own army. Joint is not a theological choice, it’s an operational necessity.”
What clearly this means is that the future of the Hobart class is working ways to operate in an integrated battlespace with land-based RAAF F-35s, Tritons and P-8s among other air assets.
Their future is not protecting the carrier battle group, as the Aussies have no carrier.
Rather, their future is “to provide air defence for accompanying ships in addition to land forces and infrastructure in coastal areas, and for self-protection against missiles and aircraft.”
The skill sets being learned to operate the ship, notably the workflow on board the ship, in terms of the use of data, ISR and C2 systems, working situational awareness throughout the work stations onboard the ship, are foundational for other ships coming to the fleet.
With the coming of the Brisbane, the HMAS Hobart will no longer be a single ship but the lead into a class of ships.
And with the Australian decision with regard to its new frigates which will leverage the Aegis combat system capability as well, the HMAS Hobart has become the lead into a whole new approach to how the Australian fleet will shape its combat networks as well.
This means that the training and support provided to HMAS Hobart is a foundation for a larger effort for the Navy as well.
And with the addition of F-35 as well as P-8s and Tritons as well as the evolution of the KC-30A tanker, the fleet looks to become a core element for an integrated air-maritime task force approach.
Indeed, when visiting HMAS Hobart one can already see crew from the Brisbane onboard getting ready for its initial deployments as well.
The Aegis combat system pioneered by the US Navy and Lockheed Martin has become a global capability as an Aegis Global Enterprise has emerged in which new types of ships have been built carrying variants of the Aegis combat system.
This started with the Japanese becoming the first foreign navy to buy Aegis and then in a critical breakthrough moment, Aegis was sold to the Spanish Navy which built a new type of ship on which to operate Aegis.
I was working for a consulting company supporting the Navy at the time, and was supporting what would become what I coined in the mid-1990s, the Aegis Global Enterprise.
There was opposition both within the US Navy and without to selling Aegis to the Spanish Navy but senior leaders at the time in the Clinton Administration, notably Secretary of Defense Perry, supported the effort.
Working on the issue at the time, I learned a great deal about how a good decision can navigate critics and challenges, and fortunately for the Navy the decision was taken to sell the Aegis combat system to the Spanish.
Much like the F-35 global enterprise, the benefits to allies and the US alike become obvious with the cross-learning and not just from the US to the allies, but among allies as well as from allies to the United States.
The HMAS Hobart is clearly a result of this process.
It is a variant of the Spanish ship and was sold via Spain to Australia.
The senior staff and crew operated on a Spanish frigate last year to get used to the form factor of the ship and could anticipate the workflow as well prior to getting their own ship.
According to an article published last year by the Royal Australian Navy, the time spent onboard the Spanish ship was highlighted.
Captain Stavridis said he and some of his crew members were fortunate to have spent time at sea in their Spanish sister ship, Cristobal Colon (F105), earlier this year.
“The time spent in Cristobal Colon was extremely valuable as it provided a unique opportunity to better understand the platform and to work with a crew that have a detailed working knowledge of the ship,” Captain Stavridis said.
“Cristobal Colon’s crew were extremely generous in their time and ensured that we were given all opportunities to learn as much as we could.”
He said the layout of Cristobal Colon was very similar to the Hobart class.
“In fact the Hobart class was based on the F104 design with modifications taken from the F105.”
(For a look at the Cristobal Colon, see the following:
Of course, the US Navy has been working with HMAS Hobart and indeed the ship will leave soon for San Diego for further collaborative efforts.
And as one US Navy officer put it: “We expect to learn a great deal from you as you shape the operations of the Hobart as it is integrated into the Australian fleet.”
This is the key advantage of a global enterprise approach.
We projected that this would be the case if their was the sale to Spain of Aegis.
Now one can walk onboard the reality, namely, the HMAS Hobart.
Appendix: The Air Warfare Destroyer Alliance
The Hobart class is being built by the Air Warfare Destroyer Alliance.
The AWDs are being built for Australia’s specific defence needs and will provide a significant increase in Australia’s defence capabilities.
The AWDs will provide greater protection for ADF personnel by providing air defence for accompanying ships as well as land forces and infrastructure on nearby coastal areas. The AWDs will also provide self-protection against attacking missiles and aircraft.
The Aegis Weapon System incorporating the state-of-the-art phased array radar, AN/ SPY 1D(V), in combination with the SM-2 missile, will provide an advanced air defence system capable of engaging enemy aircraft and missiles at ranges in excess of 150 kilometres.
The AWDs will also carry a MH-60R Seahawk ‘Romeo’ naval combat helicopter for surveillance and response to support key warfare areas. The surface warfare function will include long range anti-ship missiles and a naval gun capable of firing extended range munitions in support of land forces. The AWDs will also be able to conduct Undersea Warfare and will be equipped with modern sonar systems, decoys and surface-launched torpedoes.
Coupled with an array of close-in defensive weapons, all of these capabilities ensure the AWDs have the layered defensive and offensive resources required to win the battle against 21st century conventional and asymmetric threats.
The Defence team is led by the AWD Program Office in the Defence Materiel Organisation (DMO), which retains overall responsibility for the project management and delivery of the three Air Warfare Destroyers. The DMO, through the Minister for Defence, is responsible to the people of Australia to ensure that the future AWDs are delivered to the RAN on time, on budget and to the required capability.
In April 2005 the Australian Government selected Raytheon Australia Pty Ltd as the Combat System – Systems Engineer, and in May 2005 selected ASC AWD Shipbuilder Pty Ltd as the Shipbuilder. ASC and Raytheon Australia join the DMO in forming the AWD Alliance which is now working hard to deliver this cutting edge capability to the Navy.
On 20 June 2007, the Australian Government announced that the Navantia designed F100 had been selected as the basis for Australia’s future Hobart Class AWDs. The F100 ensures tomorrow’s Navy has the best equipment to defend Australia and its national interests.
Australia’s new Air Warfare Destroyers will be named HMAS Hobart, HMAS Brisbane and HMAS Sydney ensuring the three ships reflect a rich history of service.
When the AWDs are delivered to the Royal Australian Navy they will be in service, defending and supporting Australian interests, for more than 30 years. To put this timeframe into perspective, some of the men and women who will serve on the AWDs are not yet born.
The Hobart Class Air Warfare Destroyer (AWD) will be one of the world’s most capable multi-purpose warships.
In selecting the Navantia-designed F100 as the baseline platform design and coupling it with the Aegis Weapon System, the Australian Government has ensured tomorrow’s Navy has the best equipment to defend Australia and its national interests.
Since entering service with the Spanish Armada, F100s have worked alongside US forces in the Persian Gulf as the first foreign Aegis equipped ships to be fully integrated into a US Navy Carrier Strike Group and have successfully been deployed as the flagship of NATO’s Maritime Group Standing Reaction Force.
The Hobart Class AWDs, which are under constructionat three shipyards in Newcastle (NSW), Williamstown (Victoria) and Osborne (South Australia) will provide air defence for accompanying ships in addition to land forces and infrastructure in coastal areas, and for self-protection against missiles and aircraft.
They will be capable across the full spectrum of joint maritime operations, from area air defence and escort duties, right through to peacetime national tasking and diplomatic missions.
The AWDs’ Hobart Class Combat System, built around the Aegis Weapon System incorporating the state-of-the-art phased array radar, AN/ SPY 1D(V), will provide an advanced air defence system capable of engaging enemy aircraft and missiles at ranges in excess of 150 kilometres.
The AWDs will carry a helicopter for surveillance and response to support key warfare areas. The surface warfare function will include long range anti-ship missiles and a naval gun capable of firing extended range munitions in support of land forces.
They will also be able to conduct Undersea Warfare and will be equipped with modern sonar systems, decoys, surface-launched torpedoes and an array of effective close-in defensive weapons. These capabilities will ensure the AWDs have the layered defensive and offensive resources required to counter conventional and asymmetric threats.
The Hobart Class Combat System will be amongst the most advanced maritime warfare capabilities available and ensure the RAN has unprecedented levels of interoperability with Australia’s allies.
When Australia’s AWDs enter service in the next decade, they’ll be part of a fleet of around 100 Aegis equipped ships operating across the globe and will spearhead a quantum leap in the RAN’s air warfare capability.
The Hobart Class – Differences from the F100 Class
Navantia’s F104 ship design is the basis for the AWD. The F104 baseline is being updated for AWD to include;
Key F105 features,Australian Combat system modifications, and Selected platform upgrades that are unique to the Hobart Class.
These features are summarised as follows:
F105 Modifications
More efficient and powerful diesel engines coupled with improved fuel tank arrangements will provide increased range,
The inclusion of a bow thruster will improve manoeuvrability in harbours;
Improvements to underway replenishment arrangements for manpower efficiencies;
Changes to funnel tops to improve the ship’s air wake; and
Bunk size increases to improve habitability.
AWD Combat System Modifications
The Hobart Class will use the Aegis Weapon System Baseline 7.1and the AN/SPY-1D(V) Phased Array Radar.
The Under Sea Warfare capability will be upgraded by:
Enhanced Anti Submarine Warfare capabilities and the addition of a torpedo defence system;
ASW decoys for torpedo defence;
Enhanced undersea communications;
Integration of the MU90 torpedo
Other changes include:
Modification of the MK45 gun and Gun Fire Control System, including provision for Extended Range Munitions (ERM);
Addition of the Cooperative Engagement Capability (CEC);
Modification of the IFF UPX-29 to the current tactical standard;
Addition of an Horizon Search Radar (HSR) for improved anti-ship missile defence;
Upgrades to the Surface-to-Surface Missile System to improve target selectivity in congested water, littoral and coastal operations;
Upgrades to the Very Short Range Defence system to improve its integration and utility against asymmetric surface threats;
Upgrades to the Electronic Warfare system, including the addition of electronic attack capabilities;
Addition of X/Ka Satcom and INMARSAT Fleet Broadband and INMARSAT C capability;
Improved Infrared Search and Track capabilities;
Improved Electro-Optical Surveillance capability;
Addition of Nulka Launchers for active missile decoys;
AWD-Unique Platform Modifications
The ship’s displacement will be increased to 7,000 tonnes for an improved service life margin.
Cold weather operation will be improved to allow for deployment into Australia’s southern waters.
The hangar will be modified to accommodate a range of helicopters.
Other modifications include:
Increased total cold room capacity for improved endurance;
Incorporation of a fixed gas detection system to warn of the presence of harmful gases in compartments where personnel exposure risks exist;
Modification of the 220V/50Hz network to 240V/50 Hz, incorporation of Residual Current Devices (RCD) and the Australian pin configuration for general purpose outlets, and
Modification of existing stowage, and increases in the overall number of stowage facilities, for thermal protective suit and life raft containers.
Algeria’s military has greatly expanded its unmanned aerial vehicle (UAV) fleet, and is now operating aircraft acquired from the United Arab Emirates (UAE) as well as China.
Video footage seen in December revealed that Algeria is operating two types of UAVs built by the UAE’s Adcom Systems, including the Adcom Yabhon United 40, which is named locally as the Algeria 54.
Two of these were seen along with two Yabhon Flash-20 (Algeria 55) UAVs on the flightline at Polygone Central de l’Air à Hassi Bahbah ahead of a military demonstration for the Deputy Minister of National Defence and chief of staff of the National Army.
The Yabhon United 40s were armed with what appeared to be small diameter bombs while the Yabhon Flash-20s were not. Each UAV carried eight weapons.
In 2013 Jane’s Defence Weekly reported that the Algerian Air Force was interested in acquiring the Yabhon United 40 to boost its intelligence, surveillance and reconnaissance (ISR) capabilities.
The Yabhon United 40 features a double fore and aft main-wing configuration (as does the smaller Yabhon Flash-20). The twin-turbo-prop platform has a 17.53 m wing-span, is 11.3 m long and stands 4.38 m tall. It has a cruise speed of 120-200 kilometres per hour, an endurance of over 100 hours and a service ceiling of 26 000 ft.
Its payload includes synthetic aperture radar (SAR), terrain avoidance systems and a gimbaled camera. It can carry 1 050 kg on its four under-wing hard-points and has a 6-unit rotating dispenser mounted in the fuselage.
Jane’s notes that Adcom Systems appears to be inactive and may have sold its UAV rights to Algeria as the Algerian Ministry of Defence claims the Algeria 54 and Algeria 55 UAVs have been domestically built.
Algeria has greatly expanded its UAV fleet and recently revealed that it is operating a number of Chinese UAVs. Footage of CH-3 and CH-4 UAVs in Algerian service emerged in October during a visit to Ain Ouessara Air Base in the 1st Military Region by Chief of Staff Lieutenant General Ahmed Gaid Salah.
Although not fitted with weapons, the CH-4 seen was fitted with hardpoints. Algeria already operates Denel Seeker UAVs.
The CH-3 is manufactured by the China Aerospace Science and Technology Corporation (CASC). With a wingspan of 8 metres, the CH-3 follows a canard configuration. It has a 12 hour endurance and 180 km radius of action. It can be fitted with FT-5 guided bombs or AR-1 missiles.
The CH-4 was introduced in 2011 and has been in Chinese service since 2014. The CH-4 has a maximum take-off weight of 1 330 kg and a payload of 345 kg in addition to its electro-optical turret and synthetic aperture radar. The aircraft has a wingspan of 18 metres and length of 8.5 metres. It is powered by a 100 hp class piston engine giving a top speed of 235 km/h and cruise speed of 180 km/h with endurance of up to 40 hours.
This article was first published by our partner defenceWeb on January 7, 2018.
If ever one wanted proof that disruption of advanced networks is a challenge and a problem, look no further than the recent disruptions of air traffic in the UK and beyond from a reported drone sighting near the airport and the follow on events.
Just today, the UK MoD has withdrawn the military systems they had deployed to deal with the threat and to date, no one has been held accountable for the incident.
A £50,000 reward for information has been issued by Crimestoppers, which said it had “passed on close to 30 pieces of information to law enforcement within the first 24 hours”.
The force said it was investigating “relevant sightings” from 115 witnesses – 93 of whom it described as “credible” – including airport staff, police officers and a pilot.
Chief Constable Giles York had said some of the drones spotted may have belonged to the police and caused confusion.
However, he said he was “absolutely certain” that there was a drone flying near the runway during the disruption.
The MoD said: “The military capability has now been withdrawn from Gatwick. The armed forces stand ever-ready to assist should a request for support be received.”
And this new entry in Wikipedia provided a short characterization of the incident.
Between 19 and 21 December 2018, hundreds of flights were cancelled at Gatwick Airport near London, England, following 67 reports of drone sightings close to the runway. The incident caused major travel disruption, affecting about 140,000 passengers and over 1,000 flights. It was the biggest disruption since ash from an Icelandic volcano shut the airport in 2010. On 21 December, Sussex Police arrested two suspects, who were released without charge on 23 December.
The persistent drone crisis at Gatwick, located 45km south of London and which serves 43 million passengers a year, has had ripple effects throughout the international air travel system.
The Gatwick drone disruption is clearly not the only one as the chart above highlights. And the problem is a ongoing challenge facing airports as well as other technologies such as laser technologies.
A press release from Drone Shield, an Australia company also based in the US provided a comment on the incident and highlighted the challenge.
Several important lessons can be drawn from the events at Gatwick.
Drone misuse is a universal problem. There is virtually no government in the world that does not require protection against drones, as do large numbers of commercial users (such as stadiums, event venues, power plants, airports and others).
Inaction is not an option. The costs of inaction are huge, and drone attacks will continue to proliferate, grow in sophistication, and intensify.
Many purported drone mitigation products are concepts in development and have not been deployed at all or have only been tested in a narrow range of situations or controlled environments.
Cost is not a predictor of performance. The media has reported that systems that could cost up to £20 million (US$26 million) were brought in to deal with the rogue drones. Nevertheless, the drones were not defeated for approximately 48 hours.
The cost of many drone mitigation systems renders it prohibitive for most “soft” targets to use these expensive systems on a day to day basis.
The first is that airports around the world need to be proactive and put stronger measures in place to prevent this kind of disruption from happening. The ease with which an individual or small group was able to bring Gatwick to a standstill is frightening. There’s no reason to believe this weakness won’t be exposed again.
It appears as though the British military eventually brought in an Israeli counter drone system from defence electronics company Rafael Advanced Defense Systems. The company’s ‘Drone Dome’ solution (above) is made up of a radar-based system that identifies targets, a laser system that neutralizes the drone, and a jamming system that disrupts communications between the drone and its operator.
Counter drone equipment deployed on a rooftop at Gatwick airport (PA Images)
The fact that this technology was not already in place suggests a worrying level of complacency when it comes to protecting UK infrastructure. Particularly given the rising number of near-misses reported around UK airports and incidents involving drones delivering contraband to prisons. Alternatively, it’s exposed the systems that were in place as completely ineffective.
Fortunately, the individuals involved seemed intent on causing disruption rather than something more sinister. Just imagine what could happen if a sophisticated team, armed with multiple weaponized drones and the ability to avoid current countermeasures set their sights on an airport or public event in the future.
With that in mind, it’s worth considering that we were lucky this time. We don’t know whether it was technical limitations or alternative motives that prevented this incident from becoming deadly, but the potential is there and has been for a while. This should be a wake-up call.
Sadly, there doesn’t appear to be a silver bullet counter-drone system out there capable of dealing with every type of threat. Every method has strengths and weaknesses and most can be circumvented by a determined, sophisticated group that knows what it’s doing.
The winning counter-drone companies will be those that quickly move beyond basic detection and mitigation and start thinking about scarier, more advanced scenarios in which the next generation of computer vision and autonomy is combined with deadly payloads and malicious intent.
It seems a matter of time. Will we be ready?
In an article by Chris Stokel-Walker published on December 21, 2018 in Wired provided reactions to the problem.
A spokesperson for NATS, the organisation that oversees the UK’s airspace, says it has been working closely with airports and airlines to mitigate the disruption.
“Flying any kind of drone near an airport or in controlled airspace without the proper permissions is dangerous and unacceptable,” the NATS spokesperson added. “People using drones should apply common sense when deciding where to fly and need to remember that the same legal obligations apply to them as well as any other pilot.”
NATS has worked closely with industry bodies, such as the Civil Aviation Authority (CAA), which governs the airspace above the country, and the government “to create an environment that ensures the safety of all airspace users while supporting the growing use of drones,” they said.
“There’s a constant problem and the CAA have known about this for years,” explains Andrew Heaton, an independent drone expert. “It’s about trying to make people aware there are laws and regulations in place.”
While the pilots of the drones have still not been found, what they’re doing is illegal. On social media, police have requested anyone with knowledge of who may be behind the incident to come forward.
“At the end of July this year the CAA revised the air navigation order to make it explicit that you can’t fly a drone within a kilometre of an airport, regardless of where you take off from,” explains Owen McAree, a drone expert at Liverpool John Moores University.
Finally, a column by Max Hastings in the Times highlighted a broader assessment of what the Gatwick incident forebodes.
Our military have until now downplayed the risk of terrorist drone strikes in Britain. Commercial UAVs such as those which carried out the Gatwick attack — and an attack is what it surely was, in effect if not in intent — can carry relatively small payloads, and thus charges.
As one expert says: “You do better to steal a car and pack it with explosives.” Yet the Isis attacks in Iraq described at the beginning of this article highlight a different threat: the use of commercial or even hobby surveillance drones to pinpoint targets for other weapons systems, whether ground-fired rockets or missiles.
We can and should provide drone protection for airports and government installations. But the difficulties are almost insurmountable of defending every vulnerable target in Britain against drone-guided terrorism.
I have believed for years that we have been rashly complacent, viewing drones merely as a convenient western tool for watching and when necessary killing our enemies in far distant places. UAVs will play a key role in future conflicts, terror and anti-terror campaigns, and this will assuredly not always be one to our taste or advantage.
The Gatwick shambles is a foretaste of the disruption, and probably eventually deaths, that UAVs in the hands of our enemies can inflict upon a peaceful, relatively vulnerable society such as our own.
