The RAAF Gets Ready for the Arrival of their First F-35s

12/06/2018

The RAAF is getting ready to receive their first F-35s in country on December 10, 2018.

In preparation for the arrival in country, the Australian Department of Defence has generated a series of videos explaining the F-35 and its unique capabilities to the public.

This one focused on the helmet which reflects the capabilities of the F-35 as a node in the network, one which is driven by the integration of sensors onboard a single F-35, empowered by MADL connectivity with other F-35s as a combat force, and further empowered and empowering as other elements of the network come into play.

The F-35 is part of an evolving approach to combat involving peer competitors.

Rather than working from the landscape of a large networked force, one vulnerable to significant disruptions, the focus is increasingly upon integrated force packages which can achieve mission tasks without needing to reach back to the broader global network.

In this video which the RAAF published on September 23, 2018, the RAAF explained the nature of the F-35 helmet.

And in their countdown to the arrival of the F-35 series, defence.connect published an article by Stephen Kuper on December 5, 2018 which focused on the F-35 as a node in the network appraoch.

The real-time imagery provided by the DAS enables the pilot to ‘look through’ the aircraft, allowing the pilot to see the entire environment around the aircraft. Additionally, the helmet provides pilots with infrared night vision through the use of an integrated camera, making images in total darkness look exactly like what they would see in daylight.

Each of these individual components feeds into a broader system of sensor fusion.

Sensor fusion: Enables pilots to draw on information from all of the above mentioned components, to establish a single, integrated picture of the battlespace. A core component of sensor fusion is the immediate data shearing capabilities of the F-35, which ensures that all of the information gathered is then automatically shared with other pilots and command and control operating centres on their network using the most modern, secure and low-observable data links.

Maintaining datalink and information security is supported by the introduction of the multi-function advanced data link (MADL), which enables pilots to share data with other strike aircraft as well as other airborne, surface and ground-based platforms required to perform assigned missions.

The ability to transmit both complex intelligence, surveillance and reconnaissance data and targeting information enables Army, Navy and other Air Force assets for appropriate tasking by a ‘shooter’ platform.

This ‘node’ capability is described best by Commander Air Combat Group, Air Commodore Mike Kitcher, who told Defence Connect, “Integrating the F-35 goes beyond just the pilot and aircrew training across the technology, it involves integrating the F-35 with the Air Force’s other key platforms like the E-7A Wedgetails, our Super Hornets and Growlers and KC-30As. Furthermore, it includes integrating the aircraft into systems like the Poseidon and the Triton, which is where we start to see a web of systems created.”

This is reinforced by Major General Gus McLachlan, Commander Forces Command, who described the role of the F-35 as part of the broader ‘joint force’ ADF from an Army perspective, saying, “It is Army’s response to the ADF’s journey to develop an internet of things (IoT) approach to data gathering nodes across the services, like Navy’s AWDs and Air Force’s F-35s, and then Army being able to provide a shooting solution, should it be required.”

The F-35 and its diverse range of capabilities will radically change the options available to Australia’s strategic decision makers, enabling a tailored, adaptable and high-capability response to a variety of threats, well into the 2040s.

 

RAAF F-35s on Their Way Home

By Robbin Laird

“Royal Australian Air Force personnel deployed to Luke Air Force Base in Phoenix, USA prepare the aircraft they will bring home in December 2018. Royal Australian Air Force pilots and maintenance personnel are embedded within United States Air Force units and partnering with Lockheed Martin to prepare for the introduction of Australia’s first fifth-generation air combat capability.”1

With the arrival of Australia’s first two F-35s a little under a week away, the sun is setting on Australia’s legacy fleet of legacy F/A-18 Hornets, with the F-35 marking the beginning of Australia’s technological and capability transformation to a fifth generation air force.

For the Air Force, the F-35’s combination of full-spectrum low observability, from stealth coatings and materials, advanced radar dispersing shaping, network centric sensor and communications suites, combined with a lethal strike capability means the aircraft is the ultimate force multiplying, air combat platform with a projected life of 30 years.

Commander, Air Combat Group Air Commodore Mike Kitcher describes the F-35 as providing a “quantum leap” in capability for the Air Force requiring both the RAAF and the broader ADF to rewrite the operational, tactical and strategic doctrines which have held true for the better part of the last seventy-five years. 
“F-35 presents a quantum leap, not only in terms of operational realities, but also technologically. For Air Force in particular, but again also for the wider ADF, F-35 is a catalyst for developing a truly fifth generation force,” Air Commodore Kitcher said…..

Air Force expects that Initial Operating Capability (IOC) for the F-35 to be delivered by 2020, which will see Australia operating two F-35 squadrons, No. 3 Squadron and No. 2 Operational Conversion Unit (2OCU) both of which will be based at RAAF Base Williamtown.

Air Commodore Kitcher said, “While both squadrons will be operations capable, No. 3 Squadron will be Australia’s first full, F-35 squadron that is combat capable by the end of 2020. 2OCU will be focused on the technical and material training for RAAF aircrew and for the training or all technicians and support personnel for the F-35.”

Building on this, Kitcher said, it is expected that by end 2020, Australia will have between thirty and thirty-three F-35s in country. Despite the challenges faced by the F-35 throughout the development process and into the early manufacturing stages, Kitcher remained upbeat about the nation’s transfer from legacy air frames.

“The best way to define the transition from Hornet to F-35 is like the Air Force’s transition from the old propeller driven Mustangs to the early jet powered aircraft in the Meteor. I am sure we will find some lessons and some challenges, people forget that is to be expected in the roll out and acceptance of any new technology, not least of all an aircraft as advanced and complex as the F-35,” Kitcher explained.2

And in an article by the same author, Stephen Kuper, published on Defence. Connect on December 6, 2018, the author marked the countdown.

In just four days, Royal Australian Air Force Base Williamtown will receive Australia’s first two F-35A Joint Strike Fighters (JSF) and the atmosphere is electric ahead of their arrival.

Williamtown will eventually be home to 56 JSFs, and the RAAF has been working feverishly ahead of the arrival of the first pair.

The F-35A Operational Precinct has been developed specifically to house Australia’s new jets, and at the current time is “more than capable” of receiving the first two JSFs.

Part of that project involved the extension of the runway from 8,000 feet to 10,000 feet, which not only allows extra safety for the pilots but will help reduce noise due to the jets using their afterburners less.

There will also be a combined 3 and 77 Squadron Headquarters, which will help “exercise effective command and control of F-35A operations and to prepare for exercises and deployments”.

Security for the base has also received a huge facelift, worth nearly a billion dollars.

Greater security measures have been introduced, including upgrades to the perimeter of the base as well as individual facilities.

At one point there were over 900 contractors working on-site, although that number dropped after the main exterior buildings were completed.

As it stands, the facilities are still yet to be fully completed, but are capable of holding the aircraft due to be delivered by the end of 2019.

Group Captain Peter Cluff, Base Commander at Williamtown, estimated that by the end of 2019, the upgrades at the base would be completed entirely.3

Earlier this year, we visited RAAF Williamtown and discussed the way ahead for the base with the F-35 transition with Air Commodore Kitcher.

During a visit to Royal Australian Air Force (RAAF) Base Williamtown in March 2018, we had the chance to talk with the new commander of the Air Combat Group, Air Commodore Kitcher.

RAAF Williamtown is undergoing significant infrastructure modernization as it prepares for the F-35A and as the RAAF’s Air Combat Group (ACG) spearheads the transition in the air combat force.

They are undergoing a quite rapid transition from a legacy aircraft to a fifth generation force in terms of completely retiring their Hornets in favor of acquiring their F-35As.

ACG is moving from flying a legacy Hornet force along with Super Hornets and the E-7 (Wedgetail) to one in which Growlers, E-7s, Super Hornets and the F-35As are integrated to shape the new generation air combat capability.

This is a unique combat capability and represents a shift to the RAAF working with the USAF alongside their continuing long standing and excellent working relationship with the USN.

From this, the RAAF will shape something a bit different than the US forces will fly themselves.

“We’ve had a long and very fruitful relationship between the Royal Australian Air Force and the US Navy.

“We have flown the P-3 and now the P-8.

“We have operated the Classic Hornet since, since 1986, and more recently, the Super Hornet, and the Growler.

“It’s been a long and enduring relationship, which has proved beneficial to both, and certainly we couldn’t have got where we are with Super Hornet and Growler without the outstanding support the US Navy provided us.

“With the F-35A we’re expanding our relationship with the US Air Force.

“And clearly standing up our squadron at Luke AFB and working with the USAF has been beneficial and a key driver to this evolving relationship.”

Building a 21stCentury Air Combat Infrastructure

During a visit to Williamtown, two years ago, I visited the base with an eye to looking at infrastructure changes.

Those changes were just charging with one of the first F-35A buildings just being built.

Now two years later, infrastructure is being built up significantly and we toured the base to see many of these changes.

Air Commodore Kitcher talked about the changes which are designed to augment the ability of the base to operate with the new aircraft but also to enhance the ability to command the evolving force.

ACG Head Quarters is located in a building that was a former battery shop. Now a modern building to support the command, as well as other Headquarters and commands from RAAF Williamtown is being built.

The base is being wired to handle the advanced data systems being established with a clear eye to efficiency, effectiveness and security.

“We are seeing two basic types of change.

“The first involves the base refreshing itself. This involves base redevelopment with the base infrastructure being renewed and replaced, including runway and taxiway extensions.

“The second involves building the infrastructure and support facilities for the F-35A squadrons which will train and operate from the base.”

The OBISC or On Board Information System Center for the F-35A is built with personnel working in the Centre.

The Number 2 Operational Conversion Unit (2OCU) building is largely complete and will support the training squadron but will also house Number 3 Squadron (3SQN) when they return from the US at the end of 2018.

“3SQN will come back to Australia at the end of the year and work on the Australian Validation and Verification Activities for F-35A.

“By the end of 2020, they will move into their own facilities and the training unit (No 2 Operational Conversion Unit (2OCU)) ) will move into the buildings vacated by 3SQN.

“2OCU will look after all aircrew and maintenance training for the RAAF F-35 capability.”

By the end of 2020, there will be over 30 F-35s at the base “which is initially sufficient aircraft for 3SQN and 2OCU, and that’s our Initial Operating Capability number of aircraft.”

The basic change from Hornet to F-35A at the base is driven by the data rich nature of the aircraft and the security changes associated with handling and processing the data.

From this point of view, working with Super Hornets has been part of the overall transition as well as it introduced the RAAF to the challenge of handling data differently from our legacy aircraft.

“We need to be able to port various security grades of data into and around the facilities on the base.

“AF learnt many lessons when introducing the Super Hornet and we will build on managing those sensitivities for the introduction of the F-35A.”

The Importance of Luke AFB in the F-35 Global Enterprise

The F-35 community has been stood up at Luke AFB with various nations training together at the facility for the initial cadre of pilots and maintainers generated by the Luke AFB training facilities.

“We have been impressed by the approach and attitude of the USAF trainers as we are working closely with them in training 3SQN aircrew and maintainers.

“And we have been extremely impressed by the attitude from USAF leadership which allowed RAAF personnel to fully integrate the with the US folks in the 61stFighter Squadron at Luke.

“It would have been very easy to have two teams just working out of the same squadron, but that’s exactly what the USAF did not do..

“The USAF and RAAF have worked in an integrated manner, which the RAAF is extremely thankful for.

“For example, RAAF personnel have fulfilled key squadron executive positions such as flight commander.”

Transition Dynamics for the RAAF

Air Commodore Kitcher highlighted the strategic goal of ACG with regard to the transition as follows: our challenge is to actually transition to the new capabilities in minimum time whilst ensuring we keep the overall force healthy.”

Mission Ready F-35s Delivered to RAAF from SldInfo.com on Vimeo.

 They have an aggressive schedule with regard to F-35A transition.

They are transitioning from four Hornet to four F-35A squadrons in just four years.

“That is a more rapid change, and a more aggressive schedule than any other F-35 user is on track to do.”

And in that transition, a key objective is establishing a “healthy training system in Australia.”

And this training system will be supporting F-35As at Tindal Airbase in the Northern Territory as well.

That base is undergoing a significant infrastructure rebuild as it will receive F-35As early next decade as well.

Incorporating the F-35A, the Super Hornets, the Wedgetails and the Growlers into an integrated air combat force is the broader transition facing the RAAF. 

The challenge, which is a good one to have from the standpoint of Air Commodore Kitcher, is to learn how to fight effectively with a fifth generation enabled force.

“Learning to fly the F-35A is not the hard part.

“Working the mission command piece is a key driver of change for sure.

“And although we are working closely with the USN and the USAF, we will do things differently as we integrate our unique force package and adapt it to Australian conditions.”

Another part of the transition is working the sustainment piece. 

“We need to ensure that we have the required number of experienced and capable technicians to generate the number of sorties we need to generate, and the sortie rate is supported by the engineering and logistics systems.”

And we discussed another key aspect of combat transition, namely learning or shaping the C2 piece of the force evolution.

What can be overlooked with regard to the F-35 is that it is many ways part of the transition to distributed C2 rather than being viewed as a classic ISR capability, whose function is to distribute data widely in the battlespace.

Given the challenge of operating in a contested environment, within which adversary’s will seek to disrupt the ISR flows which the US and the allies have been able to generate within previous land centric wars, a key challenge will be to take decisions in a contested environment.

As Air Commodore Kitcher said: “With the fifth generation aircraft, there are key missions they need to perform themselves and just do it, potentially without proliferating information support to the broader force.

“Everyone’s going, “But I need the information that can come off the aircraft.

“We need to be able to say no you don’t, in this particular case, you don’t need that information right now, you may get it later.”

“It is about sorting out and collectively agreeing, from the tactical squadron to the higher HQ’s, what we should choose to do versus what we can do,” Air Commodore Kitcher said.

And that is a good way to end.

Clearly, Air Commodore Kitcher and his team are focusing on what needs to be done to deploy, develop and shape a fifth generation enabled force and prioritizing and executing those needs to get the job done.

Editor’s Note: The final slideshow are shots of classic hornets operating at Williamtown Airbase the day of our visit in March 2018 and are credited to Second Line of Defense.

Aussie F-35A Drives Historic Shift To USAF Focus From USN

 

 

 

Exercise Point Blank 2018-3: Working 21st Century Air Combat Teaming

12/05/2018

Recently, the RAF hosted the latest iteration of the Point Blank exercises.

The French joined the exercise held in the UK for the first time this year. 26 fighter juets plus combat support units participated in the exercise held November 26, 2018 over the North Sea.

Two UK F-35Bs, four Typhoons, four Rafales and 16 F-15 Eagles took part in the one day drill. With the presence of the F-35, a key aspect of the exercise was working integration of the 4thwith the 5thgeneration aircraft.

The exercise draws its name from Operation Point Blank, the code name for a key portion of the Allied bomber offensive during World War II.

Since 2016, American and British units have conducted 20 Point Blank exercises with more than 400 participating aircraft. 4

According to an article by Amy McCullough published by Air Force Magazine on November 29, 2018, the key focus of the latest exercise was highlighted.

Point Blank is a grassroots effort led by lieutenants, captains, and majors to fix that, Maj. Eric Joachim, 48th Fighter Wing chief of weapons and tactics, told Air Force Magazine during a visit to the base this summer.

Joachim said when he first started flying in England in 2014, there “was no US/UK integration.”

“I’d never flown with the UK. I really never talked to a pilot with the UK up until we started doing these,” he said.

That’s not the case anymore. Since 2016, the 48th FW and its allied counterparts have conducted at least 20 Point Blank exercises, with more than 400 aircraft participating—including USAF F-22 Raptors and F-35 strike fighters rotating through theater. The exercise focuses on integrating allied fourth and fifth generation aircraft in air-to-air, air-to-ground, combat search and rescue, and dynamic targeting operations.

Though this isn’t the first time F-35 strike fighters have participated in Point Blank, it is the first time the United Kingdom’s F-35Bs have participated. RAF Marham, which is located about 20 nautical miles from Lakenheath, where USAF will beddown its own F-35As beginning in 2021, accepted delivery of its first four strike fighters this summer.

“There is quite a bit of airpower just in the southeastern part of England alone, and by 2025 we expect to increase that to about 199 aircraft as we increase the number of F-35s assigned here [at Lakenheath] and at Marham,” said Joachim, who noted that the UK also plans to “increase the number of Typhoons based at [RAF] Coningsby.”

There already have been many lessons learned regarding the requirements for fifth generation aircraft in the air and on the ranges. The surface to air emitters also are different in fifth generation aircraft, according to the document.

“Integrating these aircraft requires an increased investment into aging critical infrastructure, such as obsolete training facilities, systems, and ranges,” it states, noting that increasing the use of live, virtual, and constructive training can increase capability and reduce costs.

It should be noted that with the standup of various partner air force F-35s in the region, the role of fifth generation collaboration will go up as well.

In an article which I published in Breaking Defense in 2017, I highlighted the process of change.

Hidden in plain view is the fact that the UK is standing up its F-35 base PRIOR to the United States. And that the first squadron for the UK and Australia for that matter is being trained and equipped in the United States prior to their arrival in each of their countries. This is a case of the pilots and maintainers learning common approaches from the ground up PRIOR to standing up the new F-35 bases.

And not only that, but the facilities being established in Europe can provide a key sustainment and operational enterprise which the US as well as allies can leverage in common. Or put bluntly, the U.S. if its follows an innovative sustainment model can gain significant savings and operational advantages from leveraging the European infrastructure, rather than flying in parts and other materials to support ITS jets. The impact of savings to the lift and tanking fleet for the USAF could be very significant indeed from coming up with a 21st century approach to sustainment, support and sortie generation.

It is not just about the US sending advanced jets to Europe; it is about the US being smart enough to embed its jets in a broad scale renorming of airpower associated with the coming of the F-35 to a significant part of the allied combat fleet at virtually the same time.

Last year I visited RAF Lakenheath and recently visited both RAF Marham and RAF Lakenheath to discuss the progress in standing up F-35 bases at both facilities.

The F-35 is a data rich aircraft and needs to see a 21st century basing infrastructure built to support it as is the case of with some other aircraft like Wedgetail, P-8 and Triton. The UK and the US are rebuilding in common their respective bases from which they will operate their F-35s.

During my visit to Marham, I toured the new facilities and discussed the way ahead with senior staff.

There is a staff of 17 at the Lightning Force headquarters supporting the operational standup with nine specifically focused on the infrastructure aspects. They are busy simply in order to have the base ready next year to receive their first contingent of F-35Bs from their current base, which is in the United States.

The base will have a fully operational, training and support capability. Training, maintenance and various centers are being stood up. At the heart of the effort will be the National Operations Center in which logistics and operations are collocated and the U.S. will have personnel in this center as well.

There are multiple synergies involved with the F-35 and the standup of the Marham Air Base, two of which highlight the US-UK working relationship.

The first is the synergy from America to the United Kingdom and back again. The UK has operators at Pax River, Edwards, Eglin and Beaufort Marine Corps Air Station. The planes coming from Beaufort will provide the standup for the first RAF squadron, namely,. 617 squadron.

The second synergy is between the standup among bases and lessons learned. Marham is being stood up and generating operational lessons learned back to the United States, both in terms of the U.S.’s standup of its own bases abroad and at home, and, notably in terms of shaping a new operational dynamic for RAF Lakenheath.

The USAF F-35s at Lakenheath can become integrated into the operational, training and support elements in the UK as well, shaping a new approach for the USAF as well.

As Wing Commander Butcher, the CO of 617 Squadron, underscored the possibilities:

“We want to take forwards everything that we’ve done in the pooling and implementation agreement in the United States, and try and see how we can transpose that into a UK model.

“We’re looking to have jets taking off, F-35A’s taking off at Lakenheath. Well, what if they have an issue and they need to land in Marham. Rather than take the time to move people, spares etc from Lakenheath up to here, what’s to say that we couldn’t conceptually have some maintainers from 617 Squadron repair the jet, sign off, send it flying again.

“Lakenheath is going to be busy base with the closure of Mildenhall. Increased efficiencies working with us would make sense.

“Could we potentially have F-35As operating out of Marham on a daily basis?

“How do we organize hot pit operations on each other’s base?

“One can easily see how that could buy you a lot of combat flexibility, in terms of how you might do maintenance operations.”

https://sldinfo.com/preparing-for-the-operation-of-the-lightning-force-infrastructure-operations-and-the-way-ahead-at-raf-marham/

And visiting RAF Lakenheath, the synergies underway are obvious as well.

According to Col. Evan Pettus, the Commander of the 48th Fighter Wing at Royal Air Force Lakenheath, England:

“We do not have a closer partner than the UK. We will both operate the F-35 from Marham and Lakenheath respectively, which are very close to one another.

“Shaping synergy between the two bases is clearly an important objective.  We are working this process in a step-by-step manner, from understanding how we might operate F-35As from Marham and F-35Bs from Lakenheath, to deeper sustainment and training opportunities as well.”

https://sldinfo.com/raf-lakenheath-prepares-for-the-future-usaf-f-35as-and-f-15s-combine-with-raf-capabilities-to-provide-a-21st-century-deterrent-force/

But the potential is even greater for synergy from the two bases working together across the region. During my visit last year I discussed the impact of the synergy of the US and the allies standing up at the same time the new air combat force with then Col. Novotny, the 48th Fighter Wing Commander, and now General Novotny at the Air Combat Command.

View from RAF Voyager During Exercise Point Blank 18-3 from SldInfo.com on Vimeo.

“We are not flying alone; but joined at the hip. We will be flying exactly in the area of interest for which the plane was designed and can fly together, maintain together, and operate together leveraging the air and sea base for which the F-35 B will fly from as well. It is a unique and strategic opportunity for the USAF and for the nations.”

General Novotny added that the two bases joined at the hip can provide a key strategic impact as well.

“As we get this right, we can bring in the Danes, the Norwegians and Dutch who are close in geography and the Israelis and Italians as well to shape the evolving joint operational culture and approach. Before you know it, you’ve got eight countries flying this airplane seamlessly integrated because of the work that Lakenheath and Marham are doing in the 20 nautical miles radius of the two bases.”

The RAF, the RAAF, the USAF and the USMC are already learning how to integrate the F-35 into the air combat force at Red Flags, and recently have included the French Air Force in a Langley trilateral training exercise. But integration will be accelerated by the integration of normal operations from common bases throughout the European region as well.

As Novotny put it: “Doing Red Flags requires bring forces to Nellis and expending monies to come to the exercise, clearly an important task notably in learning to fly together in high intensity warfare exercises. But what can be shape from the RAF Marham and Lakenheath bases is frequency of operations with core allies flying the same aircraft.”

“The same aircraft point can be missed because the UK did not fly F-16s, the Norwegian, the Danes and the Dutch do. And the USAF does not fly Typhoons and Tornados; the UK does. Now they will ALL fly the same aircraft.”

“I did two OT assignments and we worked to get into Red Flag when we could to do joint training. Here we can do that virtually every day. We reach the Dutch training airspace, and can work with the Dutch, with the Brits, with the Germans, with Typhoons, with F3s, with the NATO AWACS. We take off and we fly 30 minutes to the east and we make it happen. It is Red Flag as regular menu; rather than scheduling a gourmet meal from time to time.”

https://sldinfo.com/synergy-and-building-out-extended-nato-defense/

And it is not only European allies who can engage in the cross learning.

The Aussies and the Dutch are standing up their F-35s at about the same time, and cross learning between the Aussies and the F-35 European enterprise is clearly already underway based on my interviews in Australia as well.

In short, the UK is leading the way in shaping a new infrastructure for a 21st century air combat force and with its operational footprint at RAF Lakenheath, the USAF is well positioned to interact with this dynamic of change.

With the RAF and the USAF setting up four squadrons of F-35s between them at two nearby RAF bases, there is a clear opportunity to shape a common sustainment solution.

And the impact of so doing could be significant on the North Sea neighbors, namely, the Danes the Norwegians and the Dutch. This is clearly a key way ahead in building out NATO capabilities going forward, which provides a 21st century example of burden sharing which delivers relevant capabilities.

The video shows footage from the cockpit of a RAF Voyager during Exercise Point Blank 18-3, a recurring large force exercise designed and cohosted by the Royal Air Force and the 48th Fighter Wing. 11.27.2018. Video by Staff Sgt. Taylor West .48th Fighter Wing Public Affairs. (Copyright RAF Brize Norton.)

 

The Chief of the French Air Force Focuses on the Way Ahead

By Pierre Tran, Paris

A planned F4 upgrade of the Rafale fighter jet will serve as technology demonstrator for network capability of the Future Combat Air System, said the Air Chief of staff, Gen. Philippe Lavigne.

“Studies are fine but we need a demonstrator to see if the technology works,” Lavigne told Dec. 4 the Defense Journalists Association.

“What’s important in the F4 is connectivity,” he added.

That connectivity, via data transfer through satellites and other communications systems, is at the heart of the “collaborative combat” concept, he said.

A Royal Air Force F-35 Lightning II aircraft, left, U.S. Air Force F-15E Strike Eagle, center, and French air force Dassault Rafale fly behind a U.S. Air Force KC-135 Stratotanker assigned to the 100th Air Refueling Wing during Exercise Point Blank over the English Channel, Nov. 27, 2018. Training with NATO allies like the U.K. and France improves interoperability and demonstrates the United States’ commitment to regional security. Exercise Point Blank also represents an opportunity to enhance interoperability and integration between allied fourth and fifth-generation fighter aircraft. (U.S. Air Force photo by Senior Airman Luke Milano)

Upgrading the Rafale to F4 will allow the certification of technology which will be at “the heart” of collaborative combat, key to the planned FCAS.

It was also important to fly the Rafale with the F-35, now arriving in European air forces.

“I’d rather have the F-35 at my side rather than flying into me,” he said.

Asked about a pending contract for the Rafale F4, Lavigne said, “it is very important it is signed as it will be operational in 2025.”

Rafale F4 will be “a form of evolution,” he said, adding that the fighter in flight rather than just have studies it work on a computer on the ground. Flying the F4 will be the start of what will effectively be a communications server for FCAS.

The network connectivity will be a critical part of FCAS, allowing the aircraft to dialog with other aircraft and platforms, while ensuring the French sovereign autonomy to carry an airborne nuclear deterrent, he said.

One way of developing communications between FCAS and allied aircraft would be working through NATO Supreme Allied Commander Transformation, he said.

That office of the Atlantic alliance studies technology which could help allied forces.

The French and German joint chiefs of staff, the respective Air Forces and procurement offices have worked on national studies for the system architecture of FCAS, he said. Industry worked alongside on those studies, with the conclusions being handed over the chiefs of staff and procurement offices of the two nations.

The French and German defense ministers have said they back a joint approach and have a “common vision of the architecture of the future combat air system,” he said.

That is backed up with their plans to sign contracts for a demonstrator for a next-generation fighter and the engine, he said.

Key to FCAS will be future threats, delivering increased capability for area denial and anti-access, he said. That greater capacity can be seen now in the Middle East, modern Chinese and Russian fighters carrying new radars and missiles, and surface-to-air weapons.

There are also threats in space as well as jamming of GPS and communications.

Other than stealth and hypersonic speeds of Mach 5, 6 and 7, it is hard to forecast what technology will be available in 2040, he said. That difficulty of prediction applies particularly to communications technology.

There is an option of building a “sword stronger than the shield,” but the cost could be unacceptably highly, he said. Other factors to consider are stealth and enemies firing hypersonic weapons, “arriving very, very fast on you.”

Collaborative combat, seen as a way of dealing with potential future threats, rests on an aircraft firing and relying on another aircraft to guide the weapon to its target, allowing the pilot to leave the area, he said.

At the heart of the future system will be a next-generation fighter, which will be manned rather than unmanned, he said.

A manned aircraft reflects French pursuit of strategic autonomy, with an airborne nuclear deterrent along with submarine-launched ballistic missiles.

There will not be a robot flying an airborne nuclear weapon, for reasons of ethics, he said.

Naturally there will be artificial intelligence, with a start already made of merging sensors, he said.

There are French crews in Africa flying the Reaper UAV, rather than based at the Cognac airbase, he said. That differs from the U.S. as the French approach is to put “the crews closer to combat,” he added.

Exercise Pointblank November 2018 from SldInfo.com on Vimeo.

On interoperability of the Rafale with the F-35, he said there are operational and technological aspects.

On the former, the French fighter flew with US Air Force F-15 and RAF F-35 for the first time on the Point Blank exercise recently held in the UK.

There is confidence in opening up that interoperability, he said, adding that it is necessary to continue that trilateral cooperation.

In 2017 there was an exercise with the F-22, and there will be an exercise with Britain and the US in 2020, which Lavigne said he would ask to be held in France.

Those trilateral Point Blank exercises are a way to boost operational interoperability, he said.

Lavigne, appointed Air Chief of staff Aug. 31, is a former fighter pilot, having flown combat missions in the Mirage 2000 in former Yugoslavia and in the first Iraqi war.

The French Army’s Scorpion modernization program drew heavily on the concept of collaborative combat in its plan to hook up armored vehicles and troops in a single command and communications network, dubbed Scorpion Information Communications System (SICS).

BIO_Gnl_Lavigne_CEMAA

 

A Conversation with Naval Aviator and a True Superman: The Emerson Carr Story

12/04/2018

By Ed Timperlake USNA 69

As we approach the Army-Navy game this coming Saturday, we want to honor an earlier Naval football star who has gone on to life an incredible life.

And this week, we are honoring as well another heroic naval aviator, President George H.W. Bush.

William Faulkner in his Nobel Prize in Literature Acceptance Speech in 1949 underscored a quality that both men have exemplified.

“I believe that man will not merely endure: he will prevail.

“He is immortal, not because he alone among creatures has an inexhaustible voice, but because he has a soul, a spirit capable of compassion and sacrifice and endurance.”

And certainly, no better words can capture the life of Emerson Carr, USNA ’69 , USMC Pilot,  Senior Executive in American Industry and after all his greatest accomplishments, his true time of testing was yet to come.

Em and sadly the late Dr. Calvin Huey, who just passed away, were the first two African American Football players in Naval Academy History.

He was my classmate at the Naval Academy and we went to flight school together as well.

We both served at the time of the War in Vietnam.

The difference was that Em was offered an NFL future but chose to enter the Marine Corps and serve his country.

We had a chance to interview Emerson my classmate, fellow Marine Pilot and friend for fifty years to show all Americans why he truly earned the nickname “Superman.”

It has been earned a very hard way as this very successful Marine and businessman has confronted a number of significant life challenges, ones that would leave normal men in the dust.

What follows are the words of Emerson Carr which are captured from our conversation with him earlier this year.

Emerson Carr:

I grew up in, in Minneapolis, went to an integrated high school Minneapolis Central, 1963, as all schools were in Minneapolis back in those days. But Minneapolis has always been a very integrated city.

Even in the north, it was a very integrated city.

And I was lucky enough to play on a really spectacular football team when I was in high school. And we were a group of kids — most were black kids and we all grew up together, playing football.

One of my best friends I’ve known since – I we still talk – since we were three years old. We were in nursery school together. And, and as we grew up together, he became the star running back and I became the star lineman.

And when I was in high school, my high school team is still regarded as the best high school team ever in the state of Minnesota.

We were undefeated for two years.

When I was in high school my — we won three state championships, which is pretty unusual. We won two track championships and one football championship. So I was pretty fortunate.

Back in Minneapolis, in the ’90s I was president of a company, there. One of my employees one morning came in and, hey, boss, you grew up here. I said yeah. He said, well, you know, they were talking about you on the radio last night. I said, what? He said this is sports radio and they were talking about the best football players and, and everyone said that you are the best lineman ever in the history of, of Minneapolis football. And that was three years after I graduated. Somebody apparently told them.

When I was in school I had — every week they would have this program, The Lineman of the Week, and in my senior high school I was the lineman of the week every week. And they have a, they have a program on Monday after the weekend that had the Vikings and the University of Minnesota Gophers.

When I was in high school I was a pretty smart kid and I had 50 college scholarship offers. I got 22 and accepted at all three of the academies and, and I chose to go to Naval Academy.

I actually wanted to fly, and I wanted to be in the Marine Corps.

As a kid I always wanted to be a pilot. And, and I did come from a military family. My father was not in World War II. But he had brothers who, who served, and they were all in the Army.

One of them was career Army guy, a master sergeant when he retired.

And so they all wanted me to go to West Point.

Well, actually they all wanted me to work for the post office when I was in high school. I think I had my sight a little higher than that. But I always wanted to be in the Marine Corps and I wanted to fly airplanes, and so that’s why I went to the Naval Academy.

I got drafted out of Navy by a Baltimore coach that we’re all familiar with. Playing the East-West All Star game and I was recruited by a lot of NFL teams who wanted to draft me to come play for them. The Baltimore Colts were really serious.

It came to a point where they even talked to the Navy about it, if I had and I said yes.

I was offered a contract by the Baltimore coach to play football but I was informed that I already have a contract with the United States Marine Corps.

I wound up getting accepted by the Marines, and after The Basic School at Quantico, Ed and I went to flight school at Pensacola.

But classmates who chose the Marines, first had to go to the basic school together to learn how to be infantry Officers  which was a good time for all

I remember that the non-academy grads complained about how tough basic school was.

We all looked and said, what, tough?

Timpelake: It’s a vacation.

Emerson: It’s a cake walk.

By the way, you know, the great strength of our basic school, besides our unity, was we got a Commandant of the Marine Corps out of it with General Mike Hagee.

So we were pretty successful at the height of the war which truncated the course. Usually, a basic school is six months. We, we did in five to race us into the end of the Vietnam War. So it was, it was an interesting time for all of us.

In Pensacola, is where the story starts again.

When I was in a flight school, I was number one in my class. I flew A-6A Intruders. After flight school, I went to an A6 squadron. And the, the last year before I got out I switched to C-130s because I thought I wanted to fly for the airlines. I love flying C-130 of the Marine Corps; I thought our C-130 was the best airplane ever built. It might well be. They’re still building them.

In thinking about it, I didn’t want to fly for airlines; I didn’t want to be a bus driver. And so I worked for General Motors. I worked for AC Spark Plug division of General Motors.

I did not have an average career I ended up being promoted several times and I became the global operations manager for all of our ignition and filtration products. Those were all the spark plugs and filters.

I was responsible for our plants globally. I was stationed in London, England. Our American plants and Canadian, French, and Mexican plants all reported to me. That amounted to around 4,000 employees and about $2 billion of sales that I was responsible for.

In those days AC made the entire component parts for all GM cars, and so the company was 25,000 employees around the world. And in Flint, Michigan where I was, we had five different plants co-located with about 13,000 employees and each of the plants was all separate entities within our hierarchy.

There was tinternal competition among all of the managers within those plants to get promoted, successfully from a supervisor to a general supervisor to plant superintendent to a plant manager.  But we all knew at the end of the day it was Navy beat Army. That was it.

I could identify with my AC Spark Plug identity. My identity within the company, within the plant I happened to be working in was secondary to my overall identity as AC Spark Plug employee. I’ve managed my operations, to never be in competition with the other members of my plant. I never tried to outdo them. I tried to make sure that my operations were better than our competitors.

I had this focus on excellence and productivity because what was happening, regardless of what my internal numbers might look like. I became so, so successful that I would give away points – I called it points – to other members of my team within the plant, to help them do better.

I kept getting promoted because, in my operations, I really had my employees focused on the externals. That if I was running the filter division, I’d give them a challenge and they would always rise to meet the challenge. Rewards were small but important.

I would tell a department if you guys can run making filters and we have coffee and I’ll buy the donuts. At one point I was buying so many donuts that somebody from manufacturing called me to his office to find out what I was doing “Why are you buying these donuts? “

I explained to her what I had done for my team, while they were shifting through scrap, and it made a difference.

But my team was actually focused on something larger than that. It required a big vision to motivate people and lead people. They all made me successful and it was appreciated. I kept getting promoted and getting better assignments and, became a global operations manager with responsibility around the world.

Affirmative action didn’t exist when we were growing up. And so the people who made it they made it based on their own talents. And there was no suspicion about the gaps in some government systems. That there was a spot open for them because the government mandated one, but everyone had to do it on their own.

I was making a lot of money and I had a job offer to make more than twice as much with an engineering company. I would be president of an engineering company, a division of an engineering company. I moved on to become the president of a company owned in Minneapolis, so my kids got to go back to my hometown.

I was president of the largest engineering firm in Twin Cities in the state. We owned 28 offices in three different states and I became president of the Twin Cities Company. My boss was my old boss from, from AC Spark Plug who I worked for and we had been promoted together. He got promoted to corporate; I got promoted to take his place. I had a very good relationship with him and so I thought this could really work.

I was president of Twin Cities Testing, but eventually the company went bankrupt. The company went bankrupt because of leadership at the top, the chairman of the board didn’t know how to manage an engineering firm and eventually it went bankrupt.

I was then recruited to become president of Champion Spark Plugs. And they wanted me to spend some time as part of one of their operating teams just to get to know all the people there and get acclimated with how they do things in the group.

During that process I had a routine physical and they discovered a lump in my chest. They spotted it in my lungs and after CAT Scans and MRI’s, they found this thing in my chest the size of a tennis ball. I had this thing growing in, in the lower lobe of my right lung.

And I went to the University of Michigan Hospital and they said, you know, this has to actually come out immediately. I said, well, aren’t you going to do a biopsy to determine what it is? They said, nope.

After they got it out a biopsy reported that it wasn’t cancer. It was a fungus that was growing inside my lungs. During the surgery they severed some nerves and I was partially paralyzed on my right side. And so while I was on sick leave the company that had recruited me went bankrupt.

Question: So you’re partially paralyzed. You’ve just gone through a major surgery and the company you’re working for goes bankrupt.

Emerson Carr:

That sums it up. I then started doing business turnarounds and I had a partner who was, who was my finance guy, and I was the manufacturing guy. So the two of us, although we had other guys we could call but it was primarily the two of us.

We’ve got companies to help with finances, and I would do the operations. I would, turn the operations around while my partner turned around the finances

My thing was lean manufacturing.

During this time period, things were really difficult in the auto industry, and General Motors had a number of minority suppliers and they had a minority firm that was doing turnarounds for their minority-owned suppliers. And the owner of that company had been charged with felony.

Consequently, GM was looking for another minority firm to do turnarounds for their minority-owned suppliers. So we were in the running to be that firm which would have been very lucrative for us.

I was on my way to a pre-meeting with my partner and associates before we go to the closing meeting before we were actually hired to do the, do the turnaround. I was going to the meeting in Detroit. I was on my way to the GM Headquarters where our meeting was going to be. And I was on the highway going to the northern suburbs of Detroit when I got hit by a semi-truck going about 60 miles an hour.

Fortunately, I was only five minutes away from the Michigan’s trauma center, William Beaumont Hospital. Apparently, I hit the cement concrete wall backwards which is, was fortunate.

Because, they said if I had gone in head first, I think I would’ve been killed. But I was almost killed anyway. I looked up and said, I made it; that wasn’t so bad, you know.

And then all of a sudden you get flooded with pain. Oh, god. I mean it was the worst pain I had ever experienced. My whole chest was on fire. Just my whole core was just exploding with pain and I passed out. And I came to the hospital and they asked us some questions. I was in and out of consciousness and ended up in a coma for the next couple months.

Let me take that experience and put into context. Ed and I went to SERE school “survival, evasion, resistance, and escape.” The whole school it lasted a week. And part of it is just out in the woods and teaching you how to survive on nothing. You know, you eat grasshoppers or ants and bugs and snakes and rats, whatever you could find out there. And if I would just tell you that, you know, if its protein, if it’s edible, eats it– it doesn’t matter what it is, eat it.

You go into the resistance phase where they put you in a practice POW camp. And for me I felt it was very realistic. They, they piped in Vietnamese music and everyone speaks to you with an accent. You have a hood over your head and you can’t see anything, and it’s pretty terrifying.

The important thing about SERE school and why I want to go back to it is because the one thing they teach us is don’t quit.

And you keep telling yourself that you’re going to survive. The difference between those that survived and those that didn’t was simply the will to live.

And, and as long as you tell yourself you’re going to survive, you will. And they drumbeat that into you while you’re at SERE school, that the only thing that’s important is survival.

You could tell whatever you want to tell them, but you have to survive. And I think that it’s it stood out. If you want to survive this, then you have to will yourself into it. That becomes so important later on in my life particularly while I was fighting for my life once again and this time for real after the car accident.

During the time of the accident we had just moved to Maryland because my wife had a new job offer teaching at a private school in the D.C. area which is where she lived. It was a great job offer, it didn’t matter where we were because, like I said, I was consulting, and I could fly out at any place, you know, to go. At that time, I was consulting in Chicago and, and Kentucky and it didn’t matter I could be headquartered in Maryland.

After the car accident, my wife was flying back and forth between Detroit and D.C. working during the week and flying here during the weekends. And during one of her visits, the head of the trauma section there asked to speak with her for a few minutes.

And he said, Mrs. Carr, “I’d like to talk to you about your husband.” She went through things that I just told you about, my experiences as an athlete and at GM and Marine Corps, pilot, going overseas. She didn’t talk about SERE school because I don’t think she really knew.

“I asked these questions because we really don’t know why he’s still alive.

“But there’s something inside of him that has given his will to live.

“And he might survive.

“He might make it.

“It’s because we don’t know why he’s still alive.”

But clearly in my mind, it was the training that Ed and I both had in terms of not giving up, not giving in

When I finally did get outof intensive care, I remember being visited by the nurses and the doctors. They would come visit me and talk with me they said: You were really remarkable… You could talk. You’re coherent. You understand what, what we say. Usually people we talk to, after they had been there for almost three months, they don’t understand what we tell them. And this is you really? Now people like you don’t come along very often in, in our business and so everybody is just impressed that you’re so coherent.

I came back to Silver Spring and went immediately back to the hospital for another month after I’ve been released from Beaumont Hospital in Detroit. I was in constant back pain and I had to use a walker to, to get around. I guess it was maybe a year-and-a-half later when I went to the doctor and got another X-ray and they discovered a bone spur touching my spinal cord.

So they said, well, we can fix that.

I then had surgery on my lower back to remove this bone spur and after surgery I felt really great. It was the first time since the car accident that I could actually stand up without pain.

I remember my wife and I went to a bar mitzvah. That was all formal. Somehow, I put on my tux; tuxedo and I could actually dance with my wife.

Unfortunately, a few days later, I started feeling bad and I just kept getting worse and worse and worse. And I got to the point part where I feel my back where I had the band aid over my wounds, over the surgery. It was damp and oozing.

I asked my wife to take me to the hospital. And so we went to the hospital and they said it’s infected, we need to do the surgery again. I had another surgery to clear it all, the goo and all the infected material.

I went back to intensive care. I was there for a few days. I never got any better. I still kept getting worse and worse and worse. So it’s back to, back to surgery again.

They did a third operation on my back once again to remove all the goo, all the bad flesh that they missed on the first two. On the second one anyway, I went back to my hospital room and I was doing well. I was discharged from the intensive care unit and went to the regular unit, and I thought I was doing pretty well.

And I think a day or two later a doctor came to see me and said; we’re taking you back to intensive care immediately. And I said, well, what’s wrong? He said, “we’re monitoring you and you’ve had three heart attacks and we don’t know why. We don’t know what’s going on here.”

It was an MRSA infection.

They started me on cipro which, which worked, for the next six weeks.  I was transferred to a nursing home where I had cipro 24 hours a day for the next six weeks to try and kill the MRSA, and it did. I got out just in time for Christmas.

I was pretty confident that I was going to beat this. I was pretty positive my attitude was good, that this is going to end, however, I was wrong.

I was wrong. The MRSA was, was still, and was still there, the following summer it attacked my heart and my heart stopped.

I was leaving my house on my way to the drug store.  At that time, we lived in a townhouse and so I was going out down our back driveway where all the other townhouses had their garages I was sitting in my car and felt bad. I drove back home and I got out my car and I passed out.

I remember falling flat on my face and cracked my glasses and hit my head. I don’t know how long I was out, but when I woke up, my head ached and there was blood right down my face. And I got up to go in the house, and as I was walking and I passed out again. I hit my face on the concrete again, and I crawled inside the house and called friends come pick me up. I went to the hospital and they called my wife.

The police came, and interviewed me about what, what happened. I tried to explain to them what happened they understood that there was a medical condition and that, that I was passing out. I was then talking with my wife who was at a room while talking with her there was a nurse, and I passed out again My wife  saw the nurse raise his fist and hit me really hard in the middle of my chest and nothing happened. He felt for a pulse and there wasn’t one. He pushed the blue button. And the register doctors rushed in with a crash cart and asked her to leave.

They put the defibrillators on my chest, everyone stands away and, and they kept doing that a few times to get my heart going again.

My wife asked: “Doctor, can I ask you a question?” She said, “What was so funny? I saw everyone laugh. What were they laughing about?”

He said, “Oh we have – when, when he came through, we asked him who he was, what, what’s his name, and he looked around the room, kind of groggy and said superman.”

Ever since, every Christmas I have tree ornament that’s a superman. So, this year I looked at all the different superman’s hanging in my tree.

I’m on my way home from the Hospital and I call home I think I’m doing okay. You know I’ve difficulty, yeah, breathing. I was temporarily on oxygen but after I got home, but it only lasted for a while. It went off actually.

I was up in the middle of the night one morning and, and I was so nauseous and I started throwing up, and I was throwing up, it was all red. And I looked in the stool, and, and you know it was just bright, bright red. And so I woke my wife up said I need to go to the hospital.

There’s something wrong.

I went to the hospital and they found I had a bleeding ulcer, that wasn’t that big a deal. It’s just bleeding ulcer. There’s nothing they can do about it, I got better and I was released from the hospital.

In 2014, four years ago, I went to visit my, my mother in Minneapolis, who was at that time 90 and was dying. She had vascular dementia. I was back in Minneapolis for the first time in a long time, and I remember waking up and it was 14 below zero. I could not believe how cold it was. It was14 below zero, at 10:00 in the morning, bright and sunny.

If you ever spend some time in Minneapolis, a lot of time, the morning time is beautiful in Minneapolis; Bright blue skies, you know bright sunshine, but very cold.

I flew back home, and the next day I just wasn’t feeling well. I had stopped breathing.

She started giving me CPR and called 911. 911 came and they took me to the hospital, and I was hemorrhaging. I had internal hemorrhaging and they transfused ten units of blood. And so I just barely survived that and they never discovered why. They were going to but then they opted not to do any surgery, for they were not certain what was happening.

I had a physical therapist that would come to my house to help me because I was in the hospital for four weeks, and then a rehab center for another four weeks and I had trouble breathing. I had to go on oxygen.

I’m still on oxygen, and you would think the story would end there but it doesn’t. I’m still having a couple of episodes. There, there is one episode where I was in, in the hospital it wasn’t for anything particularly serious but, but I was given pain pills, and when I get pain pills I get, I get constipated.

And I got constipated to the point where, you know, I, I begin to have an edema and I’m beginning to ball up. Looks like I was pregnant and it became serious when they called in surgeons. And the surgeon came in and said, “we’re going take you to surgery and we’re going to remove your colon. Because we can’t afford to have it burst in and, you know, infect your bloodstream and you’ll get sepsis and it will, it will kill you. So we’re going to take out your colon.”

And another doctor who was standing nearby said, “Jim, before we do that, I know a drug that might be one last chance. It’s similar to what we use to make muscles contract when someone’s face is paralyzed. I want to give that a try.”

He said that If that doesn’t work in ten minutes, we’re going into the operating room. They gave me the drug and fortunately it worked. Ten minutes later, I was much better.

I had my birthday party a couple of days later. I’m not feeling well. I have a stomachache, stomach cramps. My stomach hurts, my side hurts. I gave it another day.  and it just got worse.

The next day I said I got to go to the hospital. This is too much pain. And so I went to the hospital, and they discovered I’m having appendicitis. My appendix has ruptured, and they needed to take out my appendix.

The doctor, the surgeon said we have to take out the appendix. Another doctor said, “Hmm, I don’t think so. I don’t think we could do that. Well, frankly, if, if you – if he goes on a ventilator, he’ll never come off.”

One group of doctors says we have to take it out. It’s already ruptured. He’s going to die if we don’t take it out. Other doctor says you can’t operate because he won’t recover. He will never recover consciousness. He will be on a ventilator for the rest of his life.

I can’t survive a normal surgery I would end up as a vegetable, on a ventilator forever that was the situation I had.

Either have the surgery, take it out, and take the risk or don’t, and we’ll give you antibiotics and constipate and hope that it works. I said, “Well, I don’t want the surgery. Let’s just go with antibiotics.”

But it just kept getting worse. My fever got worse. I passed out. I was unconscious.

I can remember dreaming when I was unconscious about being back at the Naval Academy at swimming class –– at 8:00 in the morning and jumping into the pool.

As you jump in, you’d be smothered by ice water and all these bubbles as you came back to the surface.

And so that’s what I visualized while I was in the hospital, fighting this infection and this ruptured appendix. I was jumping into this ice-cold water and being surrounded by oxygen, oxygen bubbles and floating back to the surface.

That visual image is what I thought about. And I kind of surfaced and I opened my eyes. And I’ve come back. And so whenever I was – I can see myself beginning to pass out, I’ve, I’ve switched my thoughts to that image of me underwater, surrounded by bubbles, and coming back to the surface.

And I open my eyes again.

And so I think it was that imagery of surviving that that kept me alive. And eventually, they did do kind of minor surgery to drain the abscess in my abdomen. I survived it just with the, the antibiotics.

I was in the hospital for a month, another month in rehab and then recuperation for the, for the next year. And so that brings us up to today.

I sure think of myself as who I’ve been all my life. And we have a significant setback.

But I still see myself as a very successful, very competent human being with more to offer.

I’m not done yet.

And I’m not sure what the next chapter’s going to be.

Em Carr is a person that personifies Faulkner’s immortal word:

“I believe that man will not merely endure: he will prevail.”

Editor’s Note: A Navy Sports story published October 31, 2011, focus on the stories of Calvin Huey and Emerson Carr and that story follows:

Last winter when the Navy Midshipmen were polled by their coaches to name a new pair of captains, the easy choice for the defense was Jabaree Tuani.

“The perfect defensive captain,” his once and again teammate, in high school and at the Naval Academy, Mason Grahamdeclared.

Not that it mattered as they cast their votes, nonetheless his fellow Mids paid Tuani the same level of respect he earned in his prior life as a student attending at a small, private school near Nashville, Tenn. There, at Brentwood Academy, the popular Tuani was elected the school’s first African-American class president.

“I was at a predominantly white high school, but it didn’t bother me at all,” Tuani says. “I got to know everybody on a personal level.”

They, including Graham, did the same; ignoring the meaningless obvious for the only thing that matters when judging another. It was no different four years later.

And no surprise. The Midshipmen were here in the first place because of the content of their character. From the shades of their skin to the syllables forming their family names, they’re representative of an increasingly diverse Academy.

Descendants of the Far East, Latin America, the Pacific Islands and numerous other latitudes and longitudes, they consider themselves a Brotherhood. As teammates, race and ethnicity are irrelevant.

They serve under a Commander-In-Chief, Barack Obama, who is our first African-American president. Often they train inside a state-of-the-art facility named in honor of the Academy’s first black graduate, Wesley Brown.

More than any other player, save for fellow captain Alexander Teich, Tuani speaks for them. His is the voice that resonates from their locker room to Bancroft Hall to the ears of those outside Academy walls. He is their team leader in a 21st Century Annapolis.

But less than a half century ago, this was a very different place and Navy football had a very different look, because the Mids all looked the same.

While Brown graduated in the Class of ’49, it wasn’t until 1964 — 17 years after Jackie Robinson debuted with baseball’s Brooklyn Dodgers – that a player of color played for the Blue and Gold.

Recently, Tuani was quizzed about that football predecessor, a son of the South, who blazed a trail to Annapolis. An inquiring mind wanted to know if he’d ever heard of Calvin Huey. Tuani had not.

In fairness — and full disclosure — neither had the individual who posed the question; at least not until the most recent week or two of a 15-year tenure covering the Midshipmen. Nor had his broadcast partner from the Navy Radio Network, Omar Nelson, a ’97 grad and former USNA instructor particularly close to many players of the last decade.

The same was true in May 2008, when Frank Simmons returned to his alma mater for the dedication of the Wesley Brown Field House. Recognizing a prominent member of the Mids, Simmons pulled the young man aside and asked: Do you know who Calvin Huey is?

As with Tuani, Nelson and this writer; if Huey’s name rang a bell, the significance of the man and his accomplishments didn’t quite reverberate. That’s when Simmons made it his mission to educate the rest of us about Huey, as well as Emerson Carr; two individuals as important as any in Navy football history.

Simmons was commissioned with the Class of ’68. When he entered the Academy, blacks within the Brigade included three seniors, no juniors and two sophomores. He was one of seven minority plebes, among the four to graduate.

Working as a program manager for SAIC, the Fortune 500 defense and security contractor headquartered in McLean, Va., Simmons recently found time to act in the names of Huey and Carr.

“One day at work, a couple of months ago, I thought, ‘This is the day I’m going to do it,'” Simmons said. “Today I’m going to send an email to (Chet) Gladchuk.'”

His message to the Academy’s athletic director led to the words that follow, about two men whose college choices are watersheds in the 131-year history of Navy football.

Calvin Windell Huey grew up in Pascagoula, Miss. He was 19 years old when U.S. Marshals were ordered to his home state to enforce a federal court order allowing black student James Meredith to enroll at the University of Mississippi.

Influenced by uncles who schooled him in math, and a mother who enrolled him in summer programs at Historically Black Colleges, Huey was a gifted student. He was especially interested in science, specifically chemistry.

“My hope after high school was to go the University of Chicago, Ohio State or Wisconsin,” Huey recently said from his Annapolis home, before laughing. “Unfortunately, I didn’t know you needed money to go to those schools.”

He attended Tuskegee briefly, but left to join a friend at Oakland City College in California. Leaving the segregated South to go West, Huey was eventually lured East.

At Oakland, he was honorable mention junior college All-America as a quarterback. Recognizing Huey’s aptitude and athleticism, a friend suggested he pursue a service academy appointment.

Huey contacted Mississippi representatives. As you’d expect, he was immediately denied. One congressman, he remembers, reasoned that he didn’t want Huey “to be a stain on Mississippi.”

Undeterred, he instead got a California representative to nominate him; not as a football recruit, but solely on his own accord. In fact, Huey says he had no contact with Navy’s coaching staff before trying out for the team as a plebe.

Contrastingly, Emerson Frank Carr was being courted by all three academies, and numerous other programs, while enrolled at Central High in Minneapolis.

“I was the biggest guy on our team,” says the 6-foot-3 Carr, whose media guide bio listed him as a 235-pound defensive end entering his senior season with the Mids. “And I’m proud to say, also the fastest. I used to beat our receivers in wind sprints.”

West Point, which wouldn’t suit up its first African-American player until 1966, was the first to call on Carr. But yearning to fly, he was more interested in the Naval Academy.

A year after Huey reached Annapolis, Carr followed, becoming the first black Minnesotan to attend a service academy.

Hailing from the North Country, Carr makes light of his mostly pale surroundings in the Twin Cities.

“I went to what was considered a predominantly black school in Minneapolis, (but only) 20 percent of the students were black kids,” Carr says, before showing off his sense of humor. “You could also say the non-Scandinavians were the minorities. I thought the whole world was made up of Andersons and Johnsons.”

Regardless, Minnesota was very progressive. Unlike the city of Annapolis, where public schools remained segregated until 1966, more than a decade after Brown v. Board of Education. Carr found certain restaurants and movie theaters off limits.

On the other hand, Huey was accustomed to such racial demarcations. Sitting below the Mason-Dixon Line, Annapolis was, he remembers, “very much like Mississippi.”

Huey makes the comparison absent the slightest tinge of bitterness or resentment. Same goes for Carr.

Though outside the Academy, the Civil Rights Movement was gaining momentum. Inside, Huey and Carr were simply trying to succeed as midshipmen.

“The March on Washington took place during my plebe summer,” Huey recalls. “I didn’t know it occurred until a year after.”

That’s because he concerned himself only with what he needed to know to satisfy the demands of upperclassmen. If skin color subjected either to extra harassment, neither was aware of it.

Huey actually thinks he had it easier than most by trying out and making the basketball team, as well as the football squad. Sports enabled him to dine with teammates, instead of answering to older shipmates.

“I think I pretty much had a free ride by being an athlete,” he says. “I wasn’t dumped on as much as other midshipmen because I was playing sports. I had no trouble until the end of the year, because I ate at the training table for football and basketball. I joke that I had a two-week plebe year.”

More than likely, fellow mids simply reciprocated the way Huey conducted himself.

“It was important for me to be as respectful as possible,” he says, “and try to be an exemplary midshipman and person.”

“I don’t think I was treated differently than anyone else,” adds Carr, who was too busy making history to consider his place in it. “After the fact, one of the things you became aware of is being a trailblazer.

“The people who really pulled me through are my classmates. My classmates treated me like one of them.”

Coaches did too, namely three assistants. Carr remains thankful for the tutelage of Carl Schuette; the way Lee Corso “took (him) under his wing;” and the equal-opportunity demands of Steve Belichick.

To Belichick, the only time to see anything as black or white was on the practice field. Things were either done right or wrong; no in-between. But there was one problem that still causes Carr to chuckle: Belichick could be too indiscriminate. Sometimes, players couldn’t distinguish among themselves.

“Steve had the ability to look at the entire field and see everyone at the same time,” Carr explains. “He was the linebackers coach. He would be yelling at someone during practice, but we weren’t sure who he was yelling at. You couldn’t tell from his eyes. We’d turn to each other as players and ask, ‘Who’s he talking to? Was that you or me he was talking to?'”

There was little to nitpick about Carr. In Navy’s 1968 media guide, Schuette said Carr had “exceptional talent, speed and quickness…all the attributes to be one of the East’s leading defenders.” His words held true when Carr was invited to the East-West Shrine Game.

Meanwhile, Huey was singled out in his senior-year bio for “poise under fire,” as “an outstanding pass receiver and determined downfield blocker.” Though a quarterback at heart, he moved to receiver to become a catching complement to the passing of Roger Staubach.

In the autobiography Staubach: First Down, Lifetime to Go, the ’63 Heisman Trophy winner wrote: “Calvin Huey was just the kind of guy you liked. He had a great personality, worked hard in football and was an intelligent guy.”

Smart in the classroom, Huey was also savvy on the field.

Shrewd enough, at least, to improvise what for a fleeting moment or two had the makings of one of Staubach’s most memorable plays.

Facing a late deficit vs. Maryland in 1964, Huey subbed for one of Staubach’s favorite targets, Skip Orr. As the clock eclipsed the 3:00 mark, Huey caught a 10-yard touchdown pass for the lead.

“I actually called that play,” Huey says. “Roger would sprint out to the right and the Maryland defense would flow with him. I suggested he do a half roll, and throw back to me.”

Unfortunately, in the immediate aftermath, Ken Ambrusko’s 101-yard kickoff return lifted the Terrapins to a 27-22 victory.

“On the ensuing kickoff, my classmate Bob Havasy fell and hurt his knee,” Huey says of his good friend. “Whenever I see him, I joke that I would have been a hero if he hadn’t gotten hurt.”

Punchlines aside, Huey was already heroic. Not by making touchdowns, but by creating touchstones for future generations.

The following year, as a junior in his final season of eligibility, he became the first African-American to take the field at Georgia Tech. Though Navy fell, 37-16, Huey’s monumental afternoon in Atlanta was incident free. Interestingly, the only insults he remembers hearing in a game were hurled much farther to the North, at Penn State.

Likewise, there were times Carr stood apart from teammates and opponents alike.

“We played at a number of Southern schools,” he says. “Often I was the only black player on the field. It’s not something you think about while you’re playing.”

Only decades later. Like when Huey reflects on the game he cherishes most as a Midshipman.

“Army was the most incredible experience,” says Huey, despite the apparent emptiness of a loss and a tie in two varsity appearances opposite an arch rival. “It was the shortest game of my life. It goes so fast.

“I think the Army-Navy game is the thing I’m most proud of. You’re on the field and you know that countless eyes are looking at you.”

Imagine what it must have been like seeing Navy’s lonesome end in America’s game. Especially for people still denied basic rights

Less than a year earlier, states ratified the 24th Amendment to the Constitution, outlawing payment of poll or other taxes intended to marginalize blacks during federal elections. Just five months earlier, Pres. Lyndon B. Johnson signed into law the Civil Rights Act of 1964.

And fewer than four months earlier, the bodies of James Chaney, Andrew Goodman and Michael Schwerner were found buried together; weeks after they disappeared while protesting, as part of the Mississippi Freedom Summer.

“There was a lot going on in the 60s in the Civil Rights Movement,” says Carr, who originally was a year behind Huey but later spent another full year away. “I went to Annapolis before black people could vote in Mississippi.”

And now, if you will, picture the misguided congressman worried about Huey leaving a stain on the state of his birth. How might he react were he to learn what became of Huey? Or, for that matter, someone like Carr?

They are men of distinction less for what they did as football players than for what they’ve accomplished since.

Huey graduated in 1967, and was eventually assigned to the USS Perry in Mayport, Fla. Before long, he deployed on the first of his two tours of Vietnam. He then continued his education until earning a Ph.D. in Chemistry.

In 1973, he joined the faculty at the Naval Academy, combining classroom instruction with coaching what’s now known as ‘sprint football.’ Back in Huey’s day, it was ‘lightweight’ or ‘150’ ball. By any name, he thoroughly enjoyed it.

After his third year back, former teammate Tom Leiser persuaded Huey to join him at IBM. He remained with Big Blue until 1997, when health problems resulted in a kidney transplant. Fourteen years later, Huey’s nephew donated a kidney for a second transplant.

Carr also has endured health problems since transitioning seamlessly from military service to civilian success.

He fulfilled his lifelong goal to fly, piloting an A-6 Intruder and C-130 Hercules in the Marine Corps. Among his closest friends is ex-squadron mate Major General Charles Bolden, USMC. Bolden graduated from the Naval Academy in 1968, 41 years before becoming NASA Administrator.

An engineer, Carr retired as a Captain and joined General Motors in 1984. In year six, he was promoted to global operations manager for the company’s subsidiary AC Spark Plug, overseeing more than 4,000 employees in North America and Europe.

Much of Carr’s post-military life was spent in Michigan, though he briefly lived in England, where he also studied at Oxford. But by 2004, he moved to Silver Spring, Md. and was a partner in a consulting firm.

Back in the Detroit area on business, Carr was driving to an early-morning meeting when his vehicle was hit by a semi-trailer.

“It was,” he says, “as serious as it gets.”

For two months Carr was on a ventilator. His rehab continued for weeks thereafter, only to be set back significantly by a staph infection. He suffered multiple heart attacks, received a pacemaker and redoubled his rehabilitation program.

However grave his situation, Carr fought through it. At one point, his doctor at the Beaumont Trauma Center in Royal Oak, Mich. approached Carr’s wife, Anita, to detail her husband’s background. According to Carr, his medical team was astounded that he survived.

“‘He’s been trained to fight and survive,'” says Carr, repeating the doctor’s line upon learning of the Marine’s remarkable career. “‘That’s the reason he’s going to make it.’

“Going to the Naval Academy and being in the Marine Corps can have that impact. It impacts you in ways you don’t realize.”

One of the ways most obvious to both Huey and Carr is the ceaseless support each receives from classmates, as he wages his battle against health problems. For Carr, the fight includes a bout with lung cancer.

“The Naval Academy creates bonds that last for a lifetime,” says Carr.

They include ties to successors such as Tuani, who expresses a desire to learn more about the men who opened the door for African-American players in Annapolis.

“I definitely would like to find out more, knowing the adversity those guys had to face,” Tuani says. “They didn’t let it bother them…Nothing could have told those men to quit. I couldn’t imagine not being able to hang out with my friends in public places.”

Not so long ago, the idea of a black kid from Mississippi attending the Naval Academy was unimaginable too. Except to Calvin Huey.

“It makes me proud,” Huey says. “I don’t brag about, I cherish it. My wife (Deborah) brags about it.”

Chuckling, Huey describes how he is is still recognized in Pascagoula. There’s a Hall of Fame inside the technical school that replaced his old high school. He’s included, of course; a plaque there denotes his Academy achievement.

Both Huey and Carr came to Annapolis seeking a higher education, and willing to answer a higher calling to a country whose citizens stood on uneven ground.

By attaining the former and fulfilling the latter, they did their part to impact the Civil Rights Movement in ways they probably didn’t realize at the time. All these years later, it’s about time we all realize it.

“Every African-American my age was affected by Martin Luther King and the struggles of people who died, like four little girls in church on a Sunday morning,” says Carr, alluding to the Sept. ’63 bombing of a Birmingham church. “You have to be impacted (by that). I wasn’t riding the bus, but I was doing something other black people weren’t doing.”

“In a very small way, yeh,” Huey replied, his voice breaking up, after being asked if he made adifference for other African-Americans. “It gave people hope they could do the same thing.”

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

Remembering President George H.W. Bush: Germany, The Soviet Union and the First Gulf War

12/03/2018

By Robbin Laird

It seems a world ago, that George H.W. Bush was President.

He was the Vice President for a very controversial President, namely President Reagan and brought with him extensive foreign policy expertise.

And this expertise was put to the test at a crucial turning point in history.

In many ways, he brought the right leadership, the right expertise at the right time for the West.

Remembering President George H.W. Bush from SldInfo.com on Vimeo.

And with the kind of leadership which Reagan and Bush brought to Washington, a person like myself kind find ways to make a contribution.

For example, I set up a working group on German unification in 1985 at the Institute for Defense Analysis and many of the participants became key enablers of the effort when thinking could become reality.

There was point to providing help when there was a process that was not excessively politicized which has been largely the experience of the years since President George H.W. Bush was President.

I also worked with others on preparing for the end of the Soviet Union.

And what Bush brought to the effort was something that got lost in the years that followed, was a sense of humility to the end of the Cold War.

He was not shouting about how we “won” the Cold War, but understood that any historic change of such proportions would bring in its wake other challenges, perhaps even more difficult.

And when the Iraqi leader decided that he would have a free run at Kuwait, the President led the effort to put together an unprecedented historical coalition to free Kuwait from the Iraqis.  He also understood the limits of coalition and did not invade Iraq for he wisely did not want to be responsible for that country’s fate.

If only his son had been this wise.

I did a major study for the Department of Defense after the collapse of the Soviet Union with regard to what the post-Cold War security order might look like.  The core point was that challenges would actually accelerate and a central element of successful policy making would be to eschew the unipolar superpower model in favor of a great power working with allies and partner model.

At the heart of the study, were a set of recommendations of how reworking how the allied and partner dimension would change and how we might deal with that.

There was also a recommendation against rapid expansion of the EU and NATO for many reasons.

There was also a section on the return of Russia and what that might mean as well as ways not to overly damage the Russian psyche for that would lead to takeovers of Belorussia and Ukraine.

With a President like President George H.W. Bush at the head of the table, putting one’s lifeblood into such studies was worth the effort.

I would also add that much of the main stream media was not all that nice to him while he was President and became strong advocates for Clinton and has economic policies, and tarred him with the brush of a “foreign policy President.”

As my brother has put it, the main stream media like Republican leaders, as long as they are dead.

Humility, intelligence, strength and dignity were what the President brought to the United States.

Since that time we have had W, the Clintons and Obama, have clearly not lived up to his standards. It is more a decline than a straight line.

And now we have a whole new level of dynamics that make those years seem like some kind of pre-history to policy making.

The featured photo  shows Soviet President Mikhail Gorbachev, left, and U.S. President George Bush signing bilateral documents during Gorbachev’s official visit to the United States in June 1990.

SLD and Defense.info’s Ed Timperlake and colleagues talking with President Bush about their experiences as naval aviators at a dinner at the Union League Club.

A Building Block in Enhanced European Defense Capabilities: The German-Norwegian Common Submarine Build

12/02/2018

The Nordics are clearly working a way ahead for enhanced direct defense of their region.

And they are doing so within the context of a reworking of NATO capabilities for Northern European defense.

F-35 acquisition is one way the Norwegians are working this approach.

The common acquisition of submarines with the Germans is another.

Recently (November 27, 2018), the Norwegian Ministry of Defence announced that they had received a binding offer from the Germans on October 30, 2018 and are now working on the next phase of negotiations.

Norway and Germany will together negotiate a contract to procure six identical submarines. The commercial process towards the supplier has been ongoing since the summer of 2017, and the binding offer from ThyssenKrupp Marine as a basis of the next phase of negotiations.

The procurement agencies, Norwegian Defence Materiel Agency (NDMA) in Norway and Bundesamt für Ausrüstnung, Informationstechnik und Nutzung der Bundeswehr (BAAINBw) in Germany, received the binding offer from the main supplier on the 30th of October 2018, and has begun a thorough joint evaluation of the offer.

“We will now go through the offer from the shipyard before the negotiations begin,”says Minister of Defence Frank Bakke-Jensen.

Norway and Germany will conduct joint negotiations towards the shipyard with the aim of reaching an agreement and signing a contract in 2019. Both nations expect the negotiations to be challenging.

Germany and Norway will procure identical submarines in the same timeframe. This will give synergies and savings throughout the lifetime of the submarines for both nations.

In addition to the submarine cooperation, the nations have established a Navy-to-Navy cooperation, Research and Development cooperation and a Missile cooperation.

In other words, the approach will provide new capabilities for Norway and enhanced capabilities for Germany and a deepened cooperation in working the key areas of common defense, like the Baltic Sea.

An article written by Thomas Nilsen and published in The Barents Observer  on February 3, 2017 highlighted the importance of the deal.

Norway’s current fleet of six Ula-class conventional submarines reaches end of life by mid- 2020 to 2030 and will be decommissioned. In times-of-budget-cuts and disarmament in the years after the Cold War, one option considered for the Navy was to scrap the idea of having an own fleet of submarines.

Then Russia started to re-arm and modernize its Northern fleet vessels and weapons based on the Kola Peninsula bordering Norway on the Barents Sea coast. After scrapping 130 of its Cold War fleet of nuclear powered submarines, Vladimir Putin’s Russia is now building new multi-purpose and ballistic missile submarines at a speed not seen since the end of the 1980s. Eight new Borey-class, eight new Severodvinsk class, several new diesel-powered and other special purpose submarines are recently delivered to the Northern fleet or currently under construction.

Coast of Finnmark, Barents Sea: Norwegian Coast Guard vessel “KV Harstad” and RoRo “Stena Forecaster” seen through Norwegian sub KNM Utsira’s periscope. Photo: Norwegian Defence

In a White Paper to the Parliament in 2016, the Norwegian Government again underlined the importance of submarines and their place in the future development of the Norwegian navy.

“Submarines are amongst the Norwegian Armed Forces’ most important capabilities and is of great significance for our ability to protect Norway’s maritime interests,” Ine Eriksen Søreide said when announcing the cooperation with Germany.

“Submarine cooperation with Germany will ensure that Norway gets the submarines we require, and at the same time contributing to Smart defence and more efficient defence material cooperation in NATO,” the Minister of Defence said…..

“The submarines Norway and Germany will procure ensures a submarine service for the future. Norway has an evolutionary approach to new submarines, and will base the procurement on an existing submarine design. This way we avoid an extensive development project with the risks and costs this would involve. In addition, together with Germany, we will get a larger scale in the production” said Ine Eriksen Søreide.

The RAAF P-3s: Adelaide Says Farewell After 50 Years

11/29/2018

After 50 years of military service for Australia, the Orion P-3 is being retired, leaving behind a legacy that includes rescuing sailors, searching for MH370, and Middle East missions.

On Tuesday the media was given a final flight on an AP-3C Orion, the third variant of the plane since Orions first entered the service to undertake marine surveillance duties in 1968.

“I think it’s the last of the real pilot’s aircraft in the Air Force,” Air Force Number 10 Squadron Commanding Officer and Wing Commander Colin Smith said….

We spent 10 years in the Middle East, flying in support of the Army and the multinational coalition against terror over there,” Wing Commander Smith said.

“And we’ve been doing border protection work for nearly 20 years now, with an aircraft continuously working to the north and north-west of Australia to protect the borders.”

The four-propeller Orions are being replaced with the jet-propelled P-8A Poseidons and unmanned MQ-4C Tritons.

“I could never see myself as being a jet jockey, but the P-8’s biggest advantage is it’s modern,” Wing Commander Smith said.

“It’s much more reliable than the P-3 and its computers and sensors are more capable, but it’s not as robust or versatile as the P-3, in my opinion.”

This ABC Radio story published on November 28, 2018 was complemented by a story in the Adelaide Advertiser published on November 29, 2018 by Michael McGuire.

The low-rumbling thrum four massive propeller engine fills the air and the old plane makes its way down the runway at RAAF Base Edinburgh and heads into the rainy Adelaide sky.

It sways and it rocks.

It creaks and it groans.

Its louder and a more elemental, primitive experience than stepping aboard a modern passenger jet.

And for 50 years the Orion has been Australia’s eyes and ears all over world….

But the days of the “last down and dirty warbird’’ in the Royal Australian Air Force are numbered.

They are being replaced by the sleek and modern form of new P8 jets, which are essentially re-purposed Boeing 737s, and soon the familiar sight of P-3s in the skies above Adelaide will be no more…..

The featured photo shows Flight Engineer, Flight Sergeant Joshua Rooney and Pilot, Squadron Leader Colin Smith of 11 Squadron during the flight to Exercise Albatros Ausindo 2008 in Bali, Indonesia.

This was the 9th iteration of Exercise Albatros aimed to enhance the relationship between the 11 Squadron of the Royal Australian Air Force and 5 Squadron of the Indonesian Air Force.

The Exercise was held from the 25th to the 29th of August 2008.

Now Squadron Leader Colin Smith is Wing Commander Smith, Commander of 10 Squadron.

He is quoted in the Adelaide Advertiserarticle as saying “It is said to see the role of the P-3 diminished.  I think it is the last of the real pilot’s aircraft in the air force.  The P-3 really is the last down and dirty warbird.”