F-16s Built in India? Thinking Through the Strategic Impact

06/28/2017

2017-06-25 By Danny Lam

The F-16 deal for India – if it goes through – has the potential to become a game changer for not just the Indian subcontinent, Southeast Asia and the Middle East. 

Uninformed critics of the deal derided it as a deal for an obsolete light fighter that dates from the 1970s, though the Indian version will be a relatively advanced Block 70. Few analysts see the potential of this deal as a game changer beyond a few hardware upgrades.

Facing off against Indian F-16s will be PRC’s latest fighters like the J-31 stealth fighter, J-20s, Su 27/35s and Su-30s and Pakistan’s fleet of F-16s, FC-20s, and J-31s, the F-16 appear to be a rather dated design with severe limitations in range, payload, and stealthiness.

What critics overlook is the F-16 is the most widely sold platform in the history of 4G western aircraft with over 4,000 sold and over 3,000 in service:  the world’s largest fleet of combat aircraft in service.  

Competing options like the Gripen do not come close to the F-16’s installed base, upon which fixed costs of development are amortized.

This is critical in a world where software, with increasing returns to scale and network effects are the path to rapidly improve system performance.

The deal with India is unique in that it transfers manufacturing to India rather than just license production as in previous deals.   India will take over the production of F-16s and be the principal supplier of parts, equipment and support not just for their own fleet, but potentially, for most if not all of the installed base and new customers of F-16s worldwide subject to a US veto.

India will more likely than not, acquire the ability to modify and upgrade the F-16s both for their own and other fleets.

UAEAF F-16F block 60 #3009 is buzzing by the lens at Aero India. The aircraft is used by Lockheed as demonstration aircraft for the Indian F-16IN tender for 126 multi-role aircraft. Note the ‘F-16IN’ markings on the tail base. [Photo by Rahul Devnath]

The F-16 platform is a very versatile platform that still have considerable upgrade potential. The GE F110-132 engine presently rated at 32,000lbs thrust is by no means obsolete and can potentially benefit from technology developed from the Pratt & Whitney F135 engine.

The additional power can be used either to increase aerodynamic performance or as exportable electricity for directed energy weapons or sophisticated radar and ECM systems. Conformal fuel tanks is an upgrade that have successfully extended the range of Israeli F-16s and readily added.

F-16 Block 70s can also be readily upgraded to become optionally manned aircraft.

But there is more to the deal besides taking over production of the most widely sold and presently in service fighter in the world.

The key to 5th Generation combat capability like the F-35 is not the ability of the platform.

While the F-35 is now proven as effective BVR and no less maneuverable than any other 4G fighter, the key to its capability is its tight integration into a combat cloud.

Combat clouds, however, is not about any platform, but about integration of all platforms, space, air, land, sea, undersea, into a fabric of capabilities that detect, identify, and destroy with nodes of the network doing the job by efficiently and effectively using the network’s capabilities.

What each platform has on board is much less significant than systemic capabilities.

Having the resilient, high bandwidth and secure communication networks between many different pieces, devising the doctrine and concept of operations that enable networked resources to be deployed for effect while offsetting the inherent weakness of one’s own suite is a key part of a fifth generation enabled combat force.

And also, generating a more effective legacy combat force can be enabled by shaping effective combat clouds tying together the combat force.

A highly effective combat cloud can be built with older platforms like the F-16, or for that matter, European, Russian and Chinese gear.

How might an Indian F-16 without “stealth” but tightly integrated in a combat cloud defeat a PRC J-31 stealth fighter?  

Detection of the J-31 might be accomplished by off-platform sensors (e.g. UAV or land based) that spot a J-31 from one of its less stealthy angles, and in turn, datalink the information to the F-16 node, who in turn, utilize a ground based or BVR missile or direct a UAV to shoot at a target the F-16 cannot see because of the J-31’s frontal aspect stealth.

The missile can in turn, be cued by other sensors en route until it acquires its own target.

Let’s expand this concept to India’s fighter fleet.

India operate the biggest fleet of Russian/Soviet fighters in the world, and is a major operator (one of the biggest after France) of French fighters.   No one, presently, have the capability and motive to network these planes together into a combat cloud.

To do so, they have to have the combination of critical mass (units operating or on order), experience operating / supporting them, technological base, and incentive / motive to do so.

Chinese or Russians are not going to network US or European planes.

French will do US/European, but not Russian or Chinese gear.

US can integrate European (including French), but will not work on Russian or Chinese kit.

Countries that do operate or intend to buy large fleets of European, American and Russian aircraft like Saudi Arabia, UAE or Iran do not have the technical capability of India in software and communications, the familiarity and logistical support of having operated aircraft from Europe, Russia/USSR, and USA when the F-16 deal goes through.

Israel in theory have the technical capability, but not the critical mass or the motive to do so without an export customer.  For Israeli arms makers, amortizing the cost over one customer (except India) is difficult when India can do much of the work themselves.

Beyond this is integration of aircraft, there is the problem of mating platforms into resources from space to air to sea and undersea. i.e. air defense systems, command and control networks, land or sea based SAMs and ECM resources, etc. which hardly anyone is interested in working with the hodgepodge of older gear that India has in abundance and is familiar with.

India is virtually alone in this opportunity to bring to market products and services for many smaller militaries with tight budgets.

There is not just a big base of F-16 customers to tap, but also many Air Forces operating poorly (or not) integrated platforms bought ad-hoc over the years.  (e.g. Malaysia, Indonesia, Taiwan, etc.)   Many of these air forces are an ad hoc collection of Soviet/Russian, European, US, Chinese and other gear that are vertical silos and/or unintegrated. Few European or US arms suppliers can competitively price systems integration services for these small markets.

Beyond this are geopolitical implications of any Indian arms sales.

India is presently holding talks with Vietnam for sales of Brahmos anti-ship missiles that, if sold, will severely curb the PLAN’s ability to operate in the South China Sea.  Sales of modernized F-16s, Brahmos and associated combat cloud integration of existing inventory of arms in southeast Asian states like Vietnam, Thailand, Indonesia, the Philippines have the potential to make the South China Sea a contested air and sea space for the PRC.

Likewise, central Asian republics like Kazakhstan, Kyrgyzstan, Tajikistan, Uzbekistan that are presently Russian customers are potentially Indian opportunities for highly effective and moderately priced equipment.

Then there is the ultimate geopolitical trump card of Indian arms sales to Taiwan.

Doing so would immediately inflict substantial costs on the PRC’s longstanding policy of arming Pakistan and present land grab / salami slicing strategy against India.  This option will have seismic impacts in Beijing and  Shanghai; upend PRC’s Pakistan and Central Asia policy including their “One Belt One Road” scheme; and the PRC’s move into the Indian Ocean and the horn of Africa. PRC’s arms proliferation policy may suddenly become very expensive for Beijing.

The Trump Administration was briefed on Lockheed-Martin’s proposed F-16 deal with India. Post briefing, no objection was raised despite the apparent conflict with Administration policy to promote American manufacturing.  Given what is at stake for the United States, it is not surprising that President Trump is on board.

The question is, will Indian negotiators see the potential of the deal.

India traditionally drives a hard bargain for technology transfers or demand expansive offsets that the US will unlikely concede such as state-of-the-art engine, AESA, and other technologies.  Rather than drive a traditional Indian bargain on these items for the sake of tightly controlled and restricted licenses, by getting their foot in the door with the F-16IN program, India can indigenously develop many marketable add-ons, upgrades, and system integration that do not compete with offerings US firms.

The question is, will Indians see the opportunity in front of them.

Editor’s Note: One does not have to agree with everything which Lam has argued in this article but there clearly are three key takeaways which are very significant for India.

First, what are the benefits of having a manufacturing line for the most widely used 4th generation aircraft? How can one leverage a global user base and support or supply such a user base?

Second, how will the Indian armed forces connect their platforms?  For the Indian Air Force this is absolutely critical given their propensity to buy a wide variety of platforms.

Third, given the experience Indians have in the software business, how can this be transferred to the defense business, notably in terms of shaping a combat cloud for the armed forces? How will India shape a connected combat force which can overmatch the Chinese forces?

Fourth, if India can build real competence on connecting its disparate air combat force, there clearly will be markets globally for such a competence and again if one is building an aircraft which is already the largest 4th generation deployed air combat aircraft, then that simply opens up significant market opportunities.

 

Just in Time for the Paris Air Show: The RAAF Conducts Mission 1000 with Its KC-30A Tanker

06/27/2017

2017-06-18 Recently, the RAAF just completed sortie 1000 in its Middle East mission.

It has done so with a 93% dispatch rate and has provided approximately 10% of all coalition fuel in the overall coalition air operations.

They have done this by flying one aircraft!

As the USAF is still waiting for its first operational Boeing tanker, the Aussies are head towards shaping their Tanker 2.0 concepts of operations and capabilities.

RAAF 1000 Sortie with KC-30A in the Middle East Operation from SldInfo.com on Vimeo.

It would make sense for the KC-30A to become the KC-10 replacement if operational realities and coalition performance is important to the DOD acquisition effort.

Or put bluntly, adopting advanced systems from allies makes a great deal of sense whether they be Wedgetail, KC-30As, SAMDIS underwater combat systems, MBDA Meteor missiles, etc.

Ramping up American combat capabilities is more important than simply always developing American; and any kit acquired from abroad is almost always followed by production domestically.

According to the RAAF in piece published on June 15, 2017:

The Air Task Group (ATG) of Operation OKRA, is operating at the request of the Iraqi Government within a US-led international coalition assembled to disrupt and degrade Daesh operations in the Middle East Region (MER).

The ATG comprises six F/A-18F Super Hornet fighter aircraft, an E-7A Wedgetail airborne command and control aircraft, and a KC-30A Multi-Role Tanker Transport air-to-air refuelling aircraft.

Additionally, the ATG has personnel working in the Combined Air and Space Operations Centre, and embedded with the ‘Kingpin’ US tactical Command and Control Unit.

The ATG is directly supported by elements of Operation ACCORDION including the Theatre Communications Group, Air Mobility Task Group, and the Expeditionary Airbase Operations Unit, whose mission is to provide airbase and aviation operational support to sustain air operations in the MER.

There are up to 300 personnel deployed at any one time to the Air Task Group, with an additional 100 personnel deployed in direct support of Operation OKRA.

Australian Department of Defence

June 15, 2017

And with regard to Tanker 2.0, earlier we published the following:

2017-04-11 By Robbin Laird

During my latest visit to Australia, I had a chance to discuss the way ahead for the KC-30A with the two senior operators involved with the program and its evolving capability.

We met at Amberley Airbase where the KC-30As and C-17s are based. Air Commodore Richard Lennon is the head of the Air Mobility Group and with Group Captain Adam Williams, the officer commanding 86th Wing as well as the CO of the 33rd Squadron (KC-30A).

Last year, I published an interview with the head of the tanker program at Airbus.

And in that piece underscored that having digested the operational fundamentals with the tanker, the tanker program was now moving on to the next phase, which I have called Tanker 2.0.

The baseline tanker is fully functional; now what other capabilities can be added to it as it moves beyond being a gas station in the sky?

Also, since I was last here, the Ministry of Defence has signed a new partnership to shape the way ahead for Tanker 2.0.

This agreement was announced at this year’s Avalon Airshow.

In an article published on March 18, 2017, we highlighted the new partnership agreement.

The Aussies have also signed an agreement with Airbus Defence and Space to partner in shaping what one might call Tanker 2.0, or the smart tanker.

The tanker is a mature military product operated globally and now Australia is laying the foundation for the next transition, to shape new innovations through automation and linkages to shape the smart tanker.

According to a press release by Airbus Defence and Space:

Melbourne, 2 March 2016: The Royal Australian Air Force (RAAF) and Airbus today signed a research agreement to further develop the RAAF KC-30A’s capabilities.

The agreement strengthens the industrial partnership between Airbus and Australia’s defence force, and will help to define the evolution of the KC-30A fleet as it reaches operational maturity and expand its capabilities.

This will result in the KC-30A’s core transport and refuelling capabilities supporting the RAAF’s transformation into a fully integrated force, capable of tackling complex contemporary defence and security challenges.

The agreement’s first milestone is the joint development of the automatic air-to-air refuelling (A3R) concept, which represents a major step forward in in-flight refuelling.

Automating boom refuelling contacts reduces potential risk by minimising operator workload, and increases operational efficiency by cutting the time for each contact. The system requires no additional equipment in the receiver aircraft.

Initial approach and tracking of the receiver is performed manually from the A330 MRTT’s console. Once the image processing system acquires the receiver and the receptacle position, the operator can use the system aid allowing the boom to automatically follow the receptacle. Final extension of the boom’s telescopic beam is manually performed by its operator to make and maintain contact.

Fernando Alonso, Head of Military Aircraft at Airbus Defence and Space said: “The KC-30A offers tremendous combat potential at the heart of the integrated Air Force of the Future, including using the platform as a Communication Node, to maximise air power delivery.”

Air Marshal Leo Davies, Chief of Air Force, RAAF, highlighted the value of ongoing defence and industry collaboration.

“We are delighted to contribute to the research and development of A3R with Airbus to automate the process for boom refuelling without the need for control by our on-board air refuelling operator”, said Air Marshal Davies.

The Royal Australian Air Force and Airbus have successfully performed proximity trials, with physical contacts planned for the near future.

The interview started with Group Captain Williams providing an update since our last meeting at Amberley in August 2016.

“We have been performing very well with our KC-30As globally.

“In the Middle East, using only one tanker on rotation, we just passed our 75th million pound level in delivery of fuel to the combat force in that operational area.

“What does it mean?

“It means that we’ve got some significant experience with this airplane now.”

He added that the clearance process has continued with the F-16s have been added to the planes which KC-30A has been cleared to support.

“When US F-16s were in the theater we tanked them. We have a thriving boom business in the area.”

He added that the experience with the F-16s is a good way to get ready for their support to F-35s.

“They are tanking Japanese based USAF F-16s as well and are getting ready to do so for the Singapore Air Force as well.”

As the KC-30A goes through a steady stream of certifications, the USAF personnel involved in certification at Edwards have now gotten used to how best to certify the software boom system used by the KC-30A.

This meant that the recent B-1 certification program happened quite rapidly as the familiarity with the KC-30A has increased within the USAF.

KC-30A and B-1 during certification testing at Edwards AFB. Credit Photo: USAF

“We conducted a short certification campaign of 12 flights to get the job done.”

The Aussies are participating in the Coalition Air Refueling Initiative (CARI) as well.

This is a USAF-run program of standardization of tanker operations.

And because the KC-30A is part of a global fleet of Airbus 330MRTT tankers, Aussie certifications are also certifications for other nation’s 330MRTT tankers as well.

This standardization process for tanking is crucial to shape a global coalition capability to support allied tankers worldwide, notably as the combat air force is designed to move to needs rather than to simply be based always at the point of need.

Working with the KC-30A was a first for the USAF for they had not worked with a software driven boom before.

“They went through a lot of test points and a lot of analysis to understand both how the KC-30 worked and how the software boom interacted with the receiver behind it.”

Because the USAF is now familiar with the KC-30A and the workings of its software-driven boom, the certification process for other aircraft can be shortened considerably.

Air Commodore Lennon added: “The test community has done a fantastic job at really narrowing down the requirements for a software driven boom, and when we make software changes to the boom we don’t want to be retesting every single aircraft again.

“We want to be able to assess those changes against the baseline that we already have and get on with it.”

The software enabled boom poses challenges as well to managing the way ahead for coalition air forces, given the need for managing the intellectual property of the builders of the two aircraft which will have software enabled booms, Airbus on operational tankers now and soon Boeing with its KC-46A.

As Air Commodore Lennon put it: “Every tanker needs to be capable of tanking every receiver. That is the goal.”

“We do not want to have IP differences get in the way of that requirement.

“We need to shape a good level of data sharing without compromising the IP of the two companies.

“Software driven booms designed by dissimilar companies will respond differently to diverse operational situations and we need to narrow this difference for operational stability.

“We need as operators to set standards so different manufacturers can design their booms to respond in a predictable, pre-determined manner.

“Designers might shape different approaches via their software, so long as they deliver that common result.

“Legacy booms are mechanical and the operator drove the boom in accordance with standard procedures.

“The boom operator positions the boom to a common point in accordance with common procedures.

“We want to make sure that the software can achieve the same outcome.

“This is especially important where new booms have software driven functions such as automatic disconnect.

“It is important for the receiver to know what the boom will do next.”

We then discussed the progress in the automatic boom being worked with Airbus.

According to Air Commodore Lennon: “The best way to think about the new boom capability is that it is an automatic boom similar to how autopilot works in the cockpit. The automatic pilot simplifies the pilot load, but the pilot is still there and can override the autopilot in case of need.

There will always be an operator monitoring what’s going on with the boom, deciding what the boom should do, and when it should do it, but now he can let the boom do all the work of positioning and marrying up with the receiver.”

The KC-30A is a refuelable aircraft so with a fatigue reducing automatic boom, the crew can stay airborne for longer to generate additional operational impact and enhanced sortie generation effects.

Air Commodore Lennon saw other potential impacts on operations as well from having an automatic boom.

“If it can anticipate and react to movements of the receiver aircraft faster than the boom operator can, then you end up with faster contacts. You also potentially end up with more consistent contacts when the turbulence level increases, in cloud or when night falls.”

We then discussed the partnership with Airbus through which the RAAF is working the new capabilities for the now fully operational KC-30A baseline aircraft or Tanker 1.0.

Air Commodore Lennon felt that “the agreement signed at Avalon represents a significant maturing of the relationship with Airbus.

“It was interesting that we declared final operating capability for KC-30A at Avalon and then within five minutes we were signing a cooperative agreement to take the capabilities of the tanker to the next level.”

Both Lennon and Williams saw the maturation of the relationship with Airbus as critical when moving towards Tanker 2.0.

“I think they’ve definitely turned a corner in terms of maturity. They are not just trying to sell airplanes anymore but operating as a global fleet steward.

“They are offering us a menu of choices for how we might modify the aircraft going forward, rather than selling us a single solution.”

We then returned to a topic which I had discussed with the Group Captain last August, namely the advantages of the pairing of the C-17 with the KC-30A.

The Aussies given the vast areas they cover use their tanker as a fully loaded fuel asset and given its significant fuel load maximises the number of receivers that can be deployed over long distances.

This means though that they want to fly with a C-17 to carry the kit, people and support equipment that is displaced by fuel on the KC-30.

Hence the importance of the pairing.

According to Williams there are two clear recent examples of how this works.

“We brought F-35s and Growlers to the Avalon air show and we did so by supporting them with a KC-30A and C-17 pairing. For long range operations, the pairing works very well for us.”

In contrast, for operations within Australia the tanker can be used not only to fuel but to lift personnel and cargo as well in many operational settings.

Editor’s Note: in December 6, 2016 story published by the USAF 88th Wing, the CARI validation process with the KC-30A and the B-1 was described.

WRIGHT-PATTERSON AIR FORCE BASE, Ohio – Officials in the Air Force Life Cycle Management Center’s Tanker Directorate, headquartered at Wright-Patterson Air Force Base recently announced the successful completion of refueling tests between the Australian Air Force’s KC-30 and the U.S. Air Force’s B-1B as part of the Coalition Aerial Refueling Initiative (CARI).

From Oct. 25 – Nov. 9 the coalition team executed seven sorties totaling 27.4 flight test hours, encompassing 185 contacts and offloading a total of 275,150 pounds of fuel. The testing was completed two weeks ahead of schedule.

“CARI is significant because it fosters international cooperation by leveraging the combined assets of our coalition partners,” said John Slye, director of engineering for the Tanker Directorate.

“This is not just a U.S. Air Force mission, but a global mission because of the reliance on aerial refueling as a force extender, force enabler, and force multiplier.

“The results of CARI offer a significant return on investment; providing aircraft refueling services and increasing tanker availability while improving the interoperability of the United States and its coalition partners.”

http://www.wpafb.af.mil/News/Article-Display/Article/1021512/coalition-aerial-refueling-initiative-successful/

The slideshow highlights the KC-30A at the recent Avalon airshow and the signing of the cooperative agreement between the RAAF and Airbus Defence and Space and is credited to the Australian Ministry of Defence.

For the interview with Airbus Defence and Space regarding Tanker 2.0, see the following:

Tanker 2.0: The A330 MRTT Evolving as a Global Fleet

 

An Update on RAF Lossiemouth: The Perspective of Group Captain Godfrey

2017-06-27 by Robbin Laird

During the past year, the Typhoons at RAF Lossiemouth have been deployed worldwide.

They have become mainstays at Operation Shader in the Middle East, and have been to the Pacific (South Korea, Malaysia and Japan) as well most recently to Red Flag and Green Flag in the United States.

As the Typhoon matures and is paired with the Voyager tanker/lifter, the expeditionary capabilities of the RAF have been clearly reinforced.

Also, since I was last at Lossie, the P-8 decision has been publically announced and the plans for rebuilding the base to accommodate UK and coalition P-8a have proceeded apace.

I had a chance to discuss these developments during a visit to RAF Lossiemouth during the week of March 19, 2017.  In this interview, the Station Commander, Group Captain Paul Godfrey provided an overview on developments.

Question: It seems your Typhoon force has been quite busy recently; and with the addition of the Voyager even more capable of expeditionary operations. 

 How do you view recent developments in this regard?

Group Captain Godfrey: In my entire time in the Royal Air Force, I’ve not seen a global deployment as we managed at the end of last year with our deployment to Malaysia, Japan and Korea.

Throughout the period we visited the United Arab Emirates, India, Malaysia, Japan, The Republic of Korea, Brunei and back through India, UAE and Greece which is about as global a deployment as you can get.

Image Shows: RAF Lossiemouth’s Station Commander, Group Captain Paul Godfrey returning from flying on Ex Bersama Lima 16. Credit: RAF

We were supported by C-17s and Voyagers from RAF Brize Norton which has made the RAF a truly expeditionary air force when you combine the advanced Typhoon with the Brize Norton global support capabilities.

I had the chance to fly onboard the Voyager on the way to Japan and watch them in their transport and refueling role.  It is a very impressive aircraft.  The Voyager supported us by moving personnel, and kit as well as air to air refueling between the various locations.

I sat next to the mission systems operator in the Voyager.  I could see what amazing capabilities the aircraft has compared to VC10 and Tristar that I was used to a few years ago.  The way they manage the fuel, the transfers and the fact that the fuel is carried internally, meaning they can still carry a large number of personnel and significant cargo inside the aircraft.

You’ve got a range of aircraft from the past rolled into one and you do not have to change out from air refueling to liftcombining the two into one platform.

It is capabilities like this that enabled the deployment – we just could not have done it without them.

Question: In many ways, this was an historic achievement for the RAF to move aircraft from Scotland to Japan and back again. 

 How do you assess this achievement?

Group Captain Godfrey: It was historic.

I knew this was a once in a lifetime event, but I didn’t really think about the ramifications, the size of what we had accomplished, until I returned to the UK; It was historic as this was the first time we’ve sent fighters to Japan.

The JASDF grasped the significance of this and were incredibly hospitable and welcoming throughout.  Their two-star general Base Commander who greeted me on arrival had also been on Exchange in the USA flying the F-16 at the time I arrived on Exchange with the USAF at Luke AFB, so we had an immediate connection over our shared experience and the people we had both served with.

I flew a mission whilst in Japan and was incredibly impressed with the JASDF and everything they do.

We had common ground in terms of our experiences with Quick Reaction Alert.

From their bases they intercept Russian Blackjacks, the same aircraft we often intercept from Lossiemouth. It was interesting to listen to hear about their missions and to share experiences.

They were particularly interested in the scale of our deployment and how we had found Exercise BERSAMA LIMA in Malaysia.

The Japanese were impressed that with one or two C-17s, one or two Voyagers we were able to project power a long way from the United Kingdom.

The fact that the Royal Air Force received a letter of thanks from the Prime Minister of the UK once we had returned to home really did make us proud and demonstrate how our efforts had been appreciated by the Government as they look to strengthen Global relationships.

Question: You were flying from the base where the Japanese fly the F-2 as well as standing up their F-35s.  

 How did you find the base?

Group Captain Godfrey: It is a very well constructed airbase.

Image Shows: RAF Lossiemouths Station Commander, Group Captain Paul Godfrey (third from left) and Officer Commanding 1(F) Sqn, Wing Commander Mike Sutton (forth from left) stood with personnel from 1(F) Sqn and Malaysian Press Journalists while taking part in Ex Bersama Lima 16. Credit: RAF

We operated out of a modern hardened aircraft shelter site designed for the F2. Just behind it, the F-35 facilities were being built and the construction of those facilities is well advanced.

I do think that the links between the UK and Japan will be further strengthened by operating a common platform.

If we return to the Far East in the coming years we will have a natural interoperability that spans even languages; outside of F-35 capability, it really is a Global club that we are fortunate to be a part of.

Their F-2s are a very effective aircraft, which reflects as well the progress of their indigenous aerospace capabilities as well and how well they have partnered with the USA in order to bring the capability in.

Question: Let us shift to discussing the coming of the P-8s to Lossie. 

 When I was last here, the P-8s coming to Lossie was in process but now it has been publically announced. 

 How is the standup progressing from a base preparation point of view?

Group Captain Godfrey: It is a significant challenge to standup new infrastructure for the new Typhoon squadron and the P-8s squadrons.

We are focused on shaping an integrated approach, which can support the operations of the two aircraft in the future from this base.

To help us overcome the challenge, we have just had a Wing Commander assigned to Lossiemouth in order to head up the P-8 and Typhoon Transition Team and he will stand up a staff to work that part of the equation as well.

£400 million of investment is going into the base to enable the dual transition.

And we already have P-8s from the US Navy operating out of Lossie for the Joint Warrior exercises and our seedcorn officers in the United States are key players in the standup of our own P-8 capability. 

Image Shows: Three Typhoon Aircraft from 1(F) Sqn in the air while taking part in Ex Bersama Lima 16. Credit: RAF

We have officers with significant flight time onboard the P-8 already at Jaxonville Navy With our first three pilots already achieving a thousand hours on the platform.

We will initially use the P-8 as a Maritime Patrol Aircraft but over time as we standup F-35 and P-8 we wills shape new approaches to ISR, C2 and strike.

We will clearly innovate in terms of using the P-8 and its capabilities to carry weapons, the ability to network with Link 16 and new nodes and then to integrate it with future capabilities of Typhoon and F-35s and with various unmanned vehicles.

These are exciting times for the RAF and at Lossie as well.

Question: When I was in Norway, obviously both the coming of the P-8 and the F-35 to the Norwegian Air Force opens up capabilities to collaborate with the RAF.

 How do you view these prospects?

Group Captain Godfrey: When I flew to Estonia last year to visit the team on the NATO Baltic Air Policing Mission, I was over Norway quicker than it takes me to fly to our Typhoon base, RAF Coningsby, in England, so we’re very close neighbours.

We operate closely in terms of our air defense from the handover of Russian Long Range Aviation when they penetrate Norwegian airspace and then fly to ours.

There’s absolutely no reason that it we shouldn’t actively cooperate together in terms of maritime patrol especially when you’re operating the same airplane. 

It would make sense that with common data links, and with mission data sharing to shape a common approach over the Northern European area of operations.

As I leave Lossiemouth in November this year, we’ll already be cutting turf to base P-8’s here. Given that we host Exercise Joint Warrior, I’ve  seen the various maritime patrol aircraft from various nations operating together and it is great for us to be getting back into the Maritime Patrol role.

I’m clearly well aware of the capability of Typhoon and where Typhoon is going as well, and that in itself is exciting for the base and for the UK.

Whichever direction UK defense goes and whichever area of the world the strategy will prioritize whether it’s the North Atlantic, whether it’s the Middle East whether it’s elsewhere, Lossiemouth is going to be at the forefront just because of the capabilities that we have and will have here on the unit.

And don’t forget other capabilities as well such as our RAF Regiment.  It is one of the few forces in the world that is specifically trained to be air minded for airfield defense operations.

Lossiemouth provides and will provide significant value for UK defense for many years to come.

Editor’s Note: For earlier updates from Group Captain Godfrey on RAF Lossiemouth during earlier visits to the base, see the following:

https://sldinfo.com/return-to-raf-lossiemouth-the-perspective-of-group-captain-paul-godfrey/

https://sldinfo.com/the-evolution-of-a-21st-century-airbase-in-the-united-kingdom-the-perspective-of-group-captain-paul-godfrey-raf-lossiemouth/

This is the first in a 8 part series built around interviews conducted at RAF Lossiemouth, March 2017.

The Next Phase in the Evolution of USMC UAS Capabilities: An Interview with Colonel Barranco

06/26/2017

2017-06-20 By Robbin Laird

In my recent interview with Lt. General (Retired) Trautman, the former Deputy Commandant of Aviation highlighted how he saw the way ahead for unmanned air systems in the MAGTF:

The current Deputy Commandant for Aviation has been very prescient in laying out a requirement for a program called MUX (MAGTF Unmanned eXpeditionary UAS) which the current aviation plan says will be ready for initial operations in the 2025 time frame.

That platform, whatever it becomes, should have the capability to take off and land from the sea base, to take off and land from an expeditionary operating location ashore and deliver long range relatively high speed service to the fleet so that you can use that range and speed to your advantage.

It should also come in with adequate power and non-proprietary “hooks” so that future users can employ whatever payloads make the best sense for the force as it evolves.

This is a very exciting time for the development of unmanned systems in support of the amphibious task force and the Marine Corps.

https://sldinfo.com/the-role-of-unmanned-aerial-systems-in-the-remaking-of-the-amphibious-task-force-the-perspective-of-lt-general-retired-trautman/

I had a chance to follow up on these thoughts with the current senior Marine involved in working the evolving UAS issues, namely, Col. J.B. “Buss” Barranco.

Col. Barranco is an experienced Marine Corps aviator with significant combat experience. He has been an instructor at MAWTS, and has had eight deployments. He was the escort flight leader for the Afghan operation for the Marines in 2001, and then was involved in the 2003 invasion of Iraq and then back to Iraq in 2005 and 2007 as well. He worked the H-1 transition task force for Lt. General Trautman when he was DCA in 2008. He then deployed to Afghanistan again in 2010, 2011, and 2012.

When the Col. discusses platforms he does so from the standpoint of what they bring to the Marine Corps and how they integrated into the evolving capabilities of the MEU or MAGTF.

Question: Clearly, you are looking at unmanned air systems from the standpoint of how they work to enhance USMC capabilities.

How do you view the evolution to date?

The Blackjack at Sea from SldInfo.com on Vimeo.

Col. Barranco: “I think we’ve done a pretty good job of trying to fully integrate our unmanned into our manned aviation in the aircraft wings. And we are in the process of going back to sea after a long period of being focused on the land wars. We want to get back to sea.

“We want expeditionary.

“We want VTOL.

“Although Reaper is a tremendous capability is is limited to runways, and runways are going to be targeted by peer competitors. And we want to be independent of the need to use allied runways as well. Sovereignty needs to be exercised independent of absolutely needing to use allied airfields.

“These are the drawbacks of land-based systems.”

Question: How then are you looking to build that VTOL capability?

Col. Barranco: “We are looking to build airborne early warning capability, and air to air capability into MUX, something that you don’t find in Reaper.

“We want an expeditionary, shipboard capability.

“We are building a digital interoperable network and we want the MUX to be a node in that digital network.

“We want air to ground capability but we also want air-to-air capability as well. By being able to operate shipboard, we can free up our manned aircraft in some cases for other missions. We’d also like to have a cargo capability to avoid having to use trucks on the road when we wish to avoid that.

“The Osprey has raised the bar with regard to range and speed.

“We need range and speed that’s comparable to the Osprey in the new UAS, the MUX. MUX will be a key element in our execution of distributed operations.

“We will operate our forces further from the ship and the assembly area and need to operate with smaller distributed forces that are network prior to any massing of our forces.

“The MUX will need to fit into that template.

“Classic helicopters are not going to get it done in terms of range and speed to deliver a distributed strike force.

“The MUX by being VTOL will be heavier and give up some time on station.

“We need to operate it shipboard and have it protected against corrosion, which will add to the weight.

“But because it is expeditionary, able to take off virtually anywhere, we can give up that slight loss of time on station and range of current UASs.”

Question: How does your current experience with Blackjack fit into your learning curve with regard UASs?

Col. Barranco: “Blackjacks currently operate from LPDs and are deployed with our MEUs.

“We have our second MEU using the Blackjack afloat underway right now.

“We have also done a land based combat deployment as well in Afghanistan.

“Our first MEU using the Blackjack, the 22nd, was a sea-based deployment with Blackjack supported combat ops in Libyas as well.

“It is more difficult to operate at sea.

“It’s not just our operators, our UAS operators, who are gaining experience at sea, but it’s everyone else who’s getting experience within part of a MEU MAGTF ACE at sea and learning how to use the system.

“And of course the NAVY is learning as well and this joint learning could well inform a joint acquisition of the MUX as well.

“We are deploying Blackjack in advance of MSD or the material support date.

“We always lean forward and try to get equipment into the hands of the warfighter as rapidly as possible.

“This means that the reliability rates will be lower initially but as we approach MSD then they adjust upwards.

“There are clear limitations on a Group 3 system like Blackjack, for example, it is a line of sight system.

“But we have a number of payloads for the Blackjack which give us operational flexibility, and Blackjack is evolving and will remain in the force even after we add MUX.”

Question: There is a challenge clearly with how to handle data onboard current Navy amphibious task force ships.

How will you deal with this?

Col. Barranco: “There is no question that the LPDs and LHAs are going to have to see significant expansion of their ability to manage data.

“The coming of the F-35 alone would require that but as well augment UAS capabilities this demand will grow.”

Question: So in effect as you are designing MUX you are building on the Blackjack experience and shaping inputs into Navy ship design as the LPD-17 morphs into LXR, for example?

https://sldinfo.com/visiting-the-uss-arlington-lpd-24-with-an-eye-towards-lxr/

Col. Barranco: “That is a good way to put it.

“The evolution of the ACE, including UASs, is driving significant change in how we need to design our ships to manage the MEU afloat and work with the MAGTF ashore.

“Marine Corps Aviation is focused on integration; not just inside the air wing, but on the MAGTF and its evolution.

“And that is how we look at the evolution of UASs in the force.”

In short, the current operation of Blackjacks at sea and on land is a key part of the learning curve with regard to the operation of the systems and their integration within evolving Marin Corps operations.

As is Marine Corps practice, the Blackjack is in the force in advance of fully being able to support the force.

For the Marines it is about getting capability to the force and letting the war fighter use that capability as that capability evolves and becomes fully operational.

And the Blackjacks is part of the new Air Combat Element for the Marine Corps is impacting on the ship design for the LHR which will be modeled on an enhanced San Antonio Class ship and on the America class LHAs.

A key part of this effort is the need to expand significantly the capability to handle much larger volumes of data generated by F-35s and UASs to the ship as well. In this regard, it is the Navy-Marine Corps team, which is learning from Blackjack deployments, not just the Marine Corps.

The Marines are working to add a new more robust UAS capability to the force by the mid 2020s.

And they are hoping that the US Navy will buy in as well, and allies who are building up their amphibious fleets might well be candidates for the new platform as well.

The Marines are looking for a platform, which can fly with the Osprey, which means range and speed, are essential. It may well be a tiltrotar platform although other platform variants might be feasible as well.

This Group 5 UAS will have an open architecture system allowing complete software upgradeability to keep abreast of threats.

The RAAF speaks of the need to build in software transient advantage and this is clearly what the Marines are looking for in their new UAS system as envisaged.

They are looking for the new platform to have a number of plug and play capabilities.

They want to it to be an armed UAS with a variety of weapons which can be configured to the mission.

With the core focus on shaping a digital interoperable MAGTF, they look to the UAS to be a key node in the network afloat and ashore.

They are looking at the new UAS as a partner with the F-35, Osprey and CH-53K, where the UAS could be as well a cargo carrier as well, dependent on the operation and the mission.

As the Marine Aviation Plan 2016 put it about one of these requirements:

“UAS are a planned critical component of the MAGTF EW concept. As such, EW expertise normally resident within the VMAQ community began to transition to the VMU community in 2015. Airborne electronic attack (AEA) capabilities post-2019 will be provided by EW payloads such as the Intrepid Tiger II EW Pod, UAS EW payloads, and the EW capabilities inherent to F-35.”[1]

The new UAS will be STOVL as that fits both the shipboard and well as no fixed airfield requirement.

The MAGTF will rely on the F-35 and related systems for forceable entry, so that the UAS as envisaged will operate largely in a non-contested air environment, although arming the UAS will be crucial for its self defense in gray operating situations.

The Marine Corps Aviation Plan put forward the following as how to characterize the way ahead for UASs:

“In the 2016-2029 timeframe, the family of unmanned aircraft systems (FoUAS) provides support to any sized MAGTF for influence of the electromagnetic spectrum, battlespace awareness, offensive air support, target acquisition, force protection, and digital communication backbone. Marine Corps UAS employment will continue to enhance and extend the lethal and non-lethal capabilities of MAGTF and joint force commanders, facilitating advancements in observation, understanding, and influence on the battlefield.”

“The FoUAS will play a key role in all USMC missions across the range of military operations to include forward presence, security cooperation, counterterrorism, crisis response, forcible entry, prolonged operations, and counterinsurgency.”[2]

The new UAS, labeled as MUX, would leverage the operational experience of the Blackjack and combine with Blackjack in shaping a way ahead.

Given the payload flexibility of the Blackjack, this system could well complement the new MUX as well.

Conclusion

President Trump has come to power at a time when a very flexible force able to insert from the sea and rapidly return to the sea has emerged.

This USN-USMC capability has migrated beyond the classic Amphibious Ready Group-Marine Expeditionary Unit (ARG-MEU) into a very flexible and lethal amphibious task force.

The evolving Marine Corps aviation assets, coupled with the reshaping of Marine Corps concepts of operations for conducting force insertion from the sea, are shaping a new capability and within that capability unmanned aerial assets are playing a key role.

Evolving the capability of the insertion forces rather than simply relying on putting “Walmarts” ashore and conducting combat support from Forward Operating Bases and airbases in contested territory, the sea base provides its own integrated support and operational integrated capabilities.

This force and support integration offshore provides capability for not only force protection but also surprise against enemies who wish to use agility to their advantage.

And integrating unmanned with manned systems able to operate from the sea base or to move from the sea base for a limited duration operation can provide the American leadership with a very powerful tool set indeed.

Insertion forces are a key tool set and with the changes in how amphibious task forces operate and with the coming of a whole new capability associated with the USS America, the sea base is adding to its capability for the insertion of force into a vector of assault, destroy and withdraw.

For example, changing the nature of the force being used against ISIS and reshaping the operational compass against a mobile force which likes to pop up across the region can meet its match – there is no place you can hide that we cannot come and find you and kill you.

And integrating the unmanned elements into this evolving force structure is the Marine Corp’s approach and challenge.

[1] https://marinecorpsconceptsandprograms.com/sites/default/files/files/Marine%20Aviation%20Plan%202016%20FINAL.pdf

[2] Ibid.

Editor’s Note: In the video clip below, Col,. Barranco discusses the future of vertical lift systems in a CSIS seminar in 2016.

https://www.c-span.org/video/?419838-1/discussion-focuses-vertical-lift-aircraft

Airbus Defense and Space Adds a New Business Model: Leasing C-295s

06/22/2017

2017-06-22 Airbus Defence and Space announced an agreement Aviation financier and lessor Stellwagen which broke some new ground in terms of a business model for an airlifter.

According to a press release dated June 21, 2017 released by Airbus Defense and Space:

Le Bourget, 21 June 2017 – Aviation financier and lessor Stellwagen, a 100% subsidiary of Acasta Enterprises Inc. (“Acasta”) a Canadian public company (AEF), has signed a firm order for 12 Airbus C295 medium transport aircraft in the first sale to a leasing company achieved by Airbus Defence and Space.

The agreement, which includes options for a further 12 aircraft, positions Stellwagen to address civil markets including the humanitarian sector, freight operators in austere environments, and government agencies such as search and rescue services.

The C295 is a nine tonne capacity, ramp-equipped, medium transport and mission aircraft in-service with 28 operators in 25 countries.

Colombian Air Force C-295 in flight. Credit Photo: Airbus Military

Today’s agreement takes firm orders for the type to 198 and the options would take the figure past 200, reconfirming its position as the market leader.

Geoff Beattie, Chairman of Acasta, said: “This game changing agreement with Airbus for the unique C295 will transform Stellwagen, it also validates its business plan, demonstrates continued industry innovation and leadership and positions the Group to further develop the commercial market.”

Stellwagen Chief Executive Officer, Douglas Brennan said: “The C295 is a remarkably capable and versatile aircraft. We have intensively studied the potential for its use in all civilian and humanitarian operations and we look forward to working with Airbus and operators throughout the world.”

Airbus Defence and Space Head of Marketing and Sales, Bernhard Brenner, said: “This is a genuinely exciting agreement with Stellwagen which can open up new opportunities for the C295, create a new business model, and play a key role as our partner in reinforcing the aircraft’s market position.”

 

IT Supply Chain Vulnerabilities from China

2017-06-16 By Danny Lam

East Asia has played a role in the US / World microelectronics supply chain since the end of WWII, beginning with production of equipment for the U.S. forces occupying Japan, later assembly operations in places like Hong Kong, Taiwan, South Korea, Singapore, Malaysia, and when PRC “opened”, onto China.

While past issues with East Asian advances in the information technology (IT) supply chain as it moved “up market” revolved around fair trade practices and opening of markets to foreign firms by Japan in the 1980s, these are disputes between nominally market oriented regimes that were either democracies or authoritarian regimes transitioning toward democracy.

As such, the emerging newly industrialized economies (NIEs) of East Asia and Japan fitted well into the U.S. grand strategy where economies prospered under U.S. protection. Access to the U.S. (and world) markets under the dominant liberal economic order in turn created prosperity.

In turn, U.S. allies contributed to the defense of the alliance resulting in a virtuous cycle of “win-win” for U.S. and its allies.

Optimistic assumptions about the People’s Republic of China (PRC) since the “opening” by Deng Xiao Ping in 1984 led policy makers to presume that this process would continue, with China becoming transformed by economic reform spilling over into political reform, and ultimately, go down the well-trodden path of transition from authoritarianism to democracy in East Asia. Instead of following this path, the PRC’s communist regime was re-invigorated by the Deng reforms and avoided the fate of the collapse of communist regimes in Europe and USSR.

Looking forward from the perspective of 2017, there is no sign or evidence that the Communist Party of China regime will collapse or politically reform.

As such, the PRC has become a formidable economic rival to the U.S. and allies, backed by a political system that is ideologically the antithesis of the liberal economic order.

At a minimum, this means that great power rivalry between the PRC and the U.S. led system has returned. Beyond that, it is a fundamental challenge to the western system of rules based order.

The explosion of PRC-based and offshore firms in the global supply chain from the 1990s to present means that the PRC regime controls substantial portions of the IT supply chain directly. Indirectly, via their outsized influence and ability to threaten nearby U.S. allies like Japan, South Korea, and Taiwan, the PRC’s threat to the IT supply chain cannot be underestimated in the event of war with the U.S. or allies.

The global liberal economic order, or free trade regime, was architected on the presumption of free trade between economic rivals that are beyond being military or geopolitical rivals.

The PRC rejects this notion and by their action (e.g., claiming most of the South China Sea in violation of the United Nations Convention on the Law of the Sea (UNCLOS), a treaty signed and ratified by PRC), have made clear their intent to upend this order.

Under such circumstances, their participation in the U.S. government IT supply chain raises serious concerns both now and in the future.

What are IT Supply Chains?

They are:

Linked activities associated with providing material or services from a raw stage to end user as a finished IT product or service, including but not limited to product or service necessary for product conception / design stage to delivery to end user, sustainment, enhancement to end-of-life, decommissioning, and disposal.

The rationale for this expanded definition is to include issues that arise beyond hardware issues. The vast majority of IT systems today have a large and growing share of software or services whose value added exceed the hardware. A hardware oriented view of IT supply chains will leave this inadequately addressed.

For example, an IT product that contains a Programmable Logic Device (PLD) manufactured by a firm like Xilinx or Altera is commonly used in many DoD systems; or an Application Specific Integrated Circuit (ASIC) typically manufactured in an offshore foundry could be designed on software tools from vendors like Cadence, Mentor, Synopsys, or Avant! that in turn integrate free / shareware design elements from Spice, Magic, Berkley IC tools, et al, which in turn make use of process / facility specific tools from IC foundries like TSMC, Global Foundries, et al.

Traditional definitions of IT that focus on hardware (e.g., anti-counterfeit IC programs) tend to overlook each of these entry points in the design of a particular device as vulnerabilities that are “baked in” before the product is manufactured.

Likewise, in a modern state-of-the-art IC manufacturing facility, many of the machinery and equipment inside are now routinely connected to the internet so that real time operational data can be transmitted to suppliers and manufacturers of the equipment.

They, in turn, utilize the data to make real-time adjustments and tune their machines to improve performance.

In theory, these linkages are potentially both a risk in terms of loss of IP and knowhow, and in practice, a potential entry point for tampering with the entire facility’s operations and equipment.

U.S. Government IT Supply Chain Past and Present

There are very few “islands” or “vertical markets” that can truly be said to be solely or primarily intended for a “US Government IT Supply Chain” (i.e., supplies of specialized nuclear weapons components such as firing sets, krytrons that have very limited applications otherwise).

But the vast majority of components and services that are in the US Government IT Supply Chain are commercially available components that more often than not are not subject to controls under regimes like the Munitions List or other regimes like the Missile Technology Control Regime (MTCR) or Nuclear Suppliers Group (NSG) or the Wassenaar Arrangement (WA) for conventional arms and dual-use goods and technologies.

The People’s Republic of China is a member of MTCR, NSG, but not the WA.

The problem of dual use technologies was a limited (and manageable) problem up until the 1960s when there was a clear differentiation between civilian and military technologies, with the exception of weapons of mass destruction (WMDs) like chemical and biological weapons that have always been “dual use.”

Chemical and pharmaceutical / biologics plants are inherently dual use and difficult to regulate.

Hence, WMD controls have extensively relied on international conventions like the Chemical Weapons Convention (CWC), The Biological Weapons Convention (BWC) and norms that, by and large, have limited their use but not proliferation of capabilities.

IT Supply Chain Development

In the IT space, the problems do not avail themselves to export controls as the industry from its inception has almost always (with very few exceptions) been a dual use technology. Up until the 1970s, that distinction was maintained because DoD had enforced MilSpec requirements on much of their acquisitions that precluded the use of most civilian microelectronics with unique defense requirements like electromagnetic pulse (EMP) resistance.

The DoD represented a sizable portion of the overall market, at least until the 1970s and, in parallel, funded much of the cutting-edge research and development (R&D) in microelectronics. Between these two, the DoD was able to able to maintain both control of key technologies in the hands of American firms and also ensure that supply chains for U.S. developed technologies were mostly kept “in country.”

The first planar IC was invented and patented in 1960.

After a decade, momentum for the new IC design reshaped the industry. From the mid-1970s onwards, all this changed as the world begun to converge on metal oxide semiconductor technology (MOS, N-MOS, P-MOS) and then complementary metal oxide semiconductor technology (CMOS).

These technologies were, at that time, regarded by DoD as unsuitable for defense applications as they were difficult to shield against EMP. But for the civilian sector they became a boom as they were considerably cheaper to produce than MilSpec ICs and, moreover, as volumes increased, prices fell dramatically.

The explosion of civilian microelectronics began first in the U.S. and the rapid expansion of capabilities through silicon scaling (Moore’s Law) resulted in exponentially falling prices for the entire IT supply chain.

Moore’s law drove reduction in component costs because every two years it doubled the number of transistors placed in the same surface area, which can be “harvested” either in some combination of lower costs or higher performance.

On the other hand, software is driven by increasing returns to scale, whereby the incremental cost per copy is close to zero excluding distribution costs.

Both of these phenomena are in turn augmented by the “network effect” whereby commonality and compatibility (or interoperability) in turn increased the utility of each individual platform.

By the early 1980s, the civilian microelectronics industry began to converge on CMOS as the dominant technology. Military electronics demand steadily fell, and with it, their ability to keep up with the rapid rate of obsolescence in the industry.

By the late 1980s, it was clear that military electronics fell generations behind.

Fortuitously, the collapse of the Soviet Bloc beginning in 1989 and ending with the dissolution of the USSR in 1991 meant that nuclear war became an unlikely prospect.

Defense Secretary William Perry took advantage of this by issuing the Perry Memo in 1994 that effectively banned MilSpec and ordered Commercial Off-the-Shelf (COTS) electronics in all but a few specialized applications.

Thus, between 1994 and the early 2010s, the two industrial bases effectively merged.

Globalization Impacts on IT Supply Chain

In parallel with this phenomenon of rapid technological change was the process of globalization.

At first, the phenomenon resulted in the movement of the IT industrial base abroad to locations like Europe and Japan in the 1950s, but as their costs rose and their firms moved “up market,” opportunities were created for lower tier players like Singapore, Hong Kong, Taiwan, and South Korea in the 1970s, to be followed by locations like Malaysia, Thailand, China, Vietnam, etc. from the 1990s onwards.

By the late 2010s, the global electronics supply chain became dominated by players in East Asia — though the U.S. maintains a substantial lead in high value-added activities like design and manufacture of parts with high margins (e.g. Qualcomm, Intel, etc.).

A majority of consumer and commercial electronics today are manufactured (or assembled) in East Asia.

Return of Great Power Politics and Peer Competitors

The ending of the cold war with the U.S. as the lone superpower ushered in an era of optimism that Russia would become a “normal” liberal democratic nation like the G7 in so much that Russia was made a member of the G8 from 1997 until expelled in 2014 after invading Crimea. China was a different issue. The Kissinger-Nixon strategy to detach the Peoples Republic of China (PRC) from the Soviet Bloc was an expediency of cold-war politics. Deng Xiao Ping’s reforms that began in 1984 were greeted with high hopes that economic liberalization would result in political liberalization. It was in this context that the General Agreement on Tariffs and Trade (GATT) application of the PRC was received in 1986. That optimism was crushed by Tiananmen in 1989.

But optimism never really left the free trade community that continued to negotiate with the PRC and ultimately led to PRC’s accession to the World Trade Organization (WTO) (GATT successor organization) in 2001.

The emergence of Russia as a great power that is no longer a part of the G7/8 consensus (liberal democratic market economies) that violated a key post war norm (that borders cannot be altered by force or the threat of force) is a pivotal event.

But more importantly, the admission of the PRC to the WTO was based on an assumption that they would rapidly become democratic —- as every authoritarian regime like South Korea, Taiwan, etc. did. So sure of this transformation were WTO negotiators that it was written into the accession protocol that the PRC would be automatically treated as a market economy 15 years after joining WTO. Meanwhile, both the U.S. and EU have refused to accede to granting PRC Market Economy Status.

The PRC initiated legal action at the WTO in December 2016 against the EU and U.S. on this issue.

Prima facie, it is probable that when it is finally adjudicated in two years, the PRC will likely win this case.

This creates major issues.

The WTO, and its predecessor GATT, was never intended to be an organization for peer competitors or great power rivals. A look at the founding members of the GATT shows that it consisted of nations that were (at least at the time of accession) unlikely to be at war or engaged in great power rivalry with each other. Few foresaw that Czechoslovakia would join the USSR (1948), Republic of China would become People’s Republic of China (1949), and Cuba (1959) and Burma (1961) would both became socialist Republics.

Except for China, the wars that disrupted trade in the organization were initially regional conflicts like India-Pakistan but there were no rivalries between the UK, U.S., France, etc. that threatened to break out into war. The moderation of great power rivalries and dominance of wealthy, successful, developed liberal democratic market economies and the expected progress by others toward this norm was a given. By 2014, it was clear that these assumptions were no longer valid.

When Russia invaded Crimea and then fought a proxy war in the Ukraine, it formally signaled the return of great power politics and rivalry. Russia was expelled from the G8 and then sanctioned. The PRC, likewise, embarked on a great “sea grab” in a very similar manner in the South China Sea.

This, together with the massive PRC military buildup, raised questions as to what was the PRC’s ultimate intent.

In parallel with these geopolitical developments is the steady expansion of PRC capabilities throughout every aspect of the IT supply chain.

The PRC extensively aided their allies like North Korea, Pakistan, etc. in acquiring WMDs and other capabilities that are threatening to the U.S. and its allies. A critical question is what risks do the U.S. and allied supply chains face if a key node (e.g., Taiwan (TSMC), South Korea, Japan, or facilities inside PRC proper like Foxconn) are seized or if they join a PRC led embargo against the U.S.

Then there is the question of what if war breaks out?

Globalized supply chains that may be adequate in peacetime and manageable may quickly become a quagmire in a high intensity conflict.

During World War II, America could rapidly mobilize domestic industries to war production and with few exceptions, there were few major shortages of war material.

The present globalized supply chains have never experienced a high intensity war involving two or more great powers. Their performance under stress cannot be assured based on what we know today.

Conflicting Loyalties / Interests

The U.S. government is not the largest funder of R&D. Since the 1970s, industry funded R&D is larger and more dynamic than many government funded initiatives. Today, industry spends roughly three times as much as the Federal government in funding R&D. Moreover, other nations like South Korea and Japan routinely exceed the U.S. in funding R&D. China (2% GDP) is rapidly catching up to US levels (2.7% GDP) and as of 2015 exceed EU-28 and the UK.

Industry is now at the cutting edge of innovation in the most dynamic areas of IT, whether it be state-of-the art microelectronics manufacturing, “Internet of things (IoT), data analytics, cloud computing, and artificial intelligence.”

As such, their concerns are with rapid penetration of their markets (defined globally) that lead to revenues with high and profitable growth. In many instances, the fastest and most accessible growth markets are in China. (e.g., Qualcomm in wireless ICs).

Procurement by U.S. government entities, in contrast, tend to be slow and cumbersome, leading many entrepreneurs to deemphasize the U.S. market. DoD’s Defense Innovation Unit Experimental (DIUx) is an attempt to address this issue.

These efforts, however, do not address the PRC’s strategies of demanding access to technologies (including both commercially and militarily sensitive) as a condition for participation in their markets.

In at least one known instance, transfer of civilian IT technology (facial recognition for 2008 Beijing Olympics), had the unintended effect of having the technology either cloned or deployed to eliminate much of the U.S. intelligence network in and around Beijing between 2010-12.

Allies and the IT Industrial Base

Historically, allies have been regarded as part of the “trusted supplier” network.

However, the PRC has become extremely active in both manipulating the political systems of targeted allies as well as in exploiting the vulnerabilities of suppliers outside of the USA. For example, Canada is presently in negotiations with the PRC on a free trade deal.

The PRC have made clear that their goal is geopolitical.

That is to say, PRC wants to eliminate Canada’s ability to use national security concerns against PRC state owned enterprises from investing in sensitive industries or technologies like directed energy weapons, or to assert jurisdiction on Chinese nationals in Canada.

In many instances, acquisitions of suppliers to the DoD on major programs or exploiting relatively looser export control regimes, etc. of allies have been valuable as a technique to gain access to sensitive technologies.

Technology Controls: Committee on Foreign Investment in the United States (CFIUS) and Allied Counterparts

Canada’s government recently approved the takeover of a Canadian supplier of satellite communications equipment, Norsat, by Hytera Communications that supplies the US Military and many other sensitive customers.

Norsat’s takeover is an example of this kind of maneuver that drew a formal rebuke from U.S.-China Economic and Security Review Commissioner Michael Wessel. But it is likely too little, too late.

In many instances, these problems with PRC “stealth acquisitions” of sensitive technologies and firms have only surfaced in hindsight after the technology transfer occurred.  i.e. prior to a proposed acquisition being submitted for approval, the PRC buyer(s) would have already had access to many sensitive files and knowhow as a part of the acquisition and due diligence process.

These issues are over and above the ease with which PRC agents and operatives secure visitor and immigration visas to the U.S. and allied countries and then exploiting their status as allied nationals.

A major component of the system to limit PRC acquisition of sensitive technologies is via the screening of foreign investments. However, when the PRC is a major customer of firms like Qualcomm it is possible for them to demand transfer of technologies as “civilian” and as such, bypass any technology export control review. The PRC has also used “anti-trust” investigations and fines as leverage routinely.

Given that many technologies are dual-use and also not tightly controlled (e.g., deep sea offshore drilling technology) and available from many suppliers, it is likely that many transactions have occurred “below the radar” and often not rise to the level to be screened.

In particular, agencies like CFIUS only screen acquisitions when it is proposed. But at the time such a transaction is proposed, it is more than likely that as a part of the acquisition process and due diligence, the PRC entity has already acquired a good look at the technology even if the transaction is rejected. It is, in many cases, too little, too late.

Sometimes, CFIUS screenings fail to see the ramifications of the proposed acquisitions.

As an example, a PRC state entity HNA Group, who owns and operates Hainan Airlines with close ties to the Peoples Liberation Army/Navy (PLA/PLN), was permitted to take over Ingram Micro in a deal valued at $6 billion. Ingram Micro is a major distributor of electronics products including many potentially sensitive items for companies like Cisco and Apple.

Such a takeover may appear innocuous from a technological transfer perspective; however, it also opens the door for a PLA/PLN affiliated firm to have detailed data on who is buying what electronics equipment (and where they are physically located).

Beyond that, it opens the path for such equipment to be tampered with en route.

Despite these concerns, the acquisition sailed through CFIUS review.

Summary

Existing legislative initiatives to secure the U.S. government IT supply chain largely predate the re-designation of Russia and the PRC as peer competitors and the return of great power politics.

The ramifications of a return to great power politics that sets out the second largest economy in the world (PRC) and Russia as a peer competitor to the U.S. on a global system of free trade have yet to be recognized. Moreover, the subsidiaries of the PRC (e.g., North Korea and Iran), are presently on a confrontational course with the U.S. and allies.

The PRC recognizes the motives of North Korea and has chosen to do nothing about it despite the threat to the international system. North Korea is being actively aided and abetted by the PRC and will likely pose an existential threat to the U.S. within fewer than 5 years.

During the cold war, any trade between the Soviet Bloc and the U.S. and allies were strictly monitored and controlled. It is an anomalous situation whereby the U.S. and allies greatest threat is at the same time the largest trading partner with a state dominated, non-market politico-economic system whose publicly stated objective is to wrestle the dominant role from the U.S.

As it stands, the PRC has achieved world domination using their tactics.

From steel, to aluminum, and solar photovoltaics (PV), including many other commodity products like rare earths, Vitamin C, etc., their strategy of cut-throat competition by heavily subsidized state firms to eliminate non-Chinese competitors has succeeded.

It is a matter of time before similar tactics are applied to many products in the IT supply chain.

The U.S., in collaboration with the Organization for Economic Co-operation and Development (OECD) nations, still has an opportunity to halt and reverse some of the PRC’s gains before it is too late.

The question is whether the U.S. will provide the leadership necessary to do so.

Indian Navy Visits Capetown

2017-06-22 by Dean Wingrin, defenceWeb

In the final stages of a three-and-a-half month, two ocean goodwill and naval exercise mission, Indian Naval Ship (INS) Tarkash arrived in Table Bay Harbour, Cape Town, on Wednesday morning.

The relationship between India and South Africa dates back two centuries, with three Indian Navy ships visiting Cape Town and Durban in 1994 to welcome the inauguration of President Nelson Mandela.

INS Tarkash (F50) is the second of the three Teg-class stealth frigates acquired from Russia and was commissioned into Indian naval service in November 2012.

Whist it is her first visit to South Africa, her two sister ships have visited Cape Town and Durban previously.

The current visit to Cape Town is a “flag showing mission” as part of a goodwill visit.

Tarkash Commanding Officer, Captain Rituraj Sahu, notes that “there is a long standing cooperation between the two maritime nations and the presence of INS Tarkash is to further this relationship.”

“It seeks to underscore India’s solidarity with friendly and like-minded countries towards ensuring good order in the maritime domain and to strengthen the existing bonds of friendship between India and South Africa,” he continued.

Although no at-sea exercises with the South African Navy are planned, the crew of Tarkash will interact with SA Navy members via sporting and cultural activities.

The two Indian Ocean navies will also make use of this opportunity to have mutual discussions on operations.

Tarkash is a part of the Indian Navy’s Western Fleet, based at Mumbai on the West Coast of India.

The ship departed her home port on 5 April 2017 for the long range deployment to the Mediterranean, North Atlantic and West Coast of Africa.

During her deployment, Tarkash has already made port calls at Souda Bay (Greece), Plymouth and London (UK), Lisbon (Portugal), Casablanca (Morocco), Lagos (Nigeria), Luanda (Angola) and Walvis Bay (Namibia).

Indian naval assets have been increasingly deployed in recent times to address the main maritime concerns of the region, including piracy, off the coast of Somalia. Only a few days into her current mission, on 9 April, Tarkash participated in support of an anti­hijacking operation onboard the bulk carrier MV OS-35 in the Gulf of Aden.

Sahu retold the story to defenceWeb, explaining that they were in transit off the coast of Yemen when they received a distress call from the merchant vessel: “Three skiffs were chasing it and as we were in the area, we proceeded at full speed, arriving in close proximity to the distressed vessel.”

The Indian warship established contact with the captain of the merchant vessel who, along with the crew, had locked themselves in a strong room on board whilst Tarkash, accompanied by the guided-missile destroyer INS Mumbai, arrived on scene.

Besides the Indian naval vessels in attendance, the Chinese People’s Liberation Army Navy (PLAN) guided missile frigate Yulin and warships from Pakistan and Italy also responded.

“So now it was a support mission for a distressed vessel at sea,” Sahu continued, “We were ready in all respects to send out a team, that is when we found that the pirates had fled the vessel, having seen some of the warships there.”

The Commanders of the various naval ships discussed the situation and decided which nation would be responsible for the various aspects of the rescue mission.

The Chinese navy sent a team of 18 men to sanitise the 178-metre merchant vessel, with the Indian Navy providing the communication link and air cover with its helicopters.

As Captain Manjit Thomas, the Indian Defence Advisor stationed in Pretoria said: “On the high seas, everybody is partners.”

Manned by 300 crew, the 125-metre-long, 3 700-tonne Tarkash carries a wide range of anti-ship, ant-air and anti-submarine weaponry, including the supersonic BrahMos missile, 100 mm naval gun, optically controlled 30 mm Close-In Weapon System, torpedoes and rockets.

For her current mission, she has a Chetak naval helicopter embarked aboard.

The ship departs Cape Town on 24 June, with her next port of call being Port Louis in Mauritius.

She is due back in Mumbai in mid-July.

Berthed at Quay 2, V&A Waterfront, the ship will be open for visitors on 22 and 23 June, from 10:00 to 16:00.

Republished with permission of our partner defenceWeb

http://www.defenceweb.co.za/index.php?option=com_content&view=article&id=48287:indian-warship-visits-the-cape&catid=51:Sea&Itemid=106

 

 

 

 

South African Military Exports: Key to Survival of the South African Defense Industry

06/20/2017

2017-06-19 By Guy Martin

The Aerospace, Maritime and Defence (AMD) Industry Association of South Africa says that exports play a crucial role in the survival of the local defence industry

Isaac Motale, Chairperson of the AMD Export Council Board, speaking at AMD’s 25 year anniversary at the CSIR on 8 June, noted that exports are the biggest contributor to the industry’s revenue. Unlocking potential in East Asia, South America and African markets is key to driving export volume and trade, Motale said, noting that Africa is the primary target market as it has huge potential for growth. AMD’s Africa focus trade missions are on the increasing, with four carried out between January and May this year. In 2016/17, AMD hosted 14 delegations from the continent, excluding those at Africa Aerospace and Defence 2016.

AMD engages with foreign countries as part of sales and marketing efforts and has had industry seminars with countries like Russia, China, Brazil, Finland, Nigeria, Algeria and Tanzania. This month industry will attend an event in Moscow, Russia.

A growing trend is that clients are moving away from straight purchases, and co-development, co-marketing, co-production are key going forward, as strategic partnerships are crucial.

Motale noted that it is challenging to get foreign clients to buy equipment when the South African National Defence Force (SANDF) is not using it themselves, especially as the local market continues to contract.

Motale said it is important to find creative and sustainable ways to solve the funding/financing challenge that confronts most African countries – unlike many other countries, South Africa does not have financing mechanisms/banks for defence. This “makes things hard indeed,” Motale said.

AMD is eying United Nations/African Union missions in Africa and hopes to provide African solutions to African challenges. A number of South African companies already do business with the United Nations, such as Saab and Mechem – the latter is a preferred supplier and has delivered armoured vehicles, amongst others, to UN clients.

Motale compared South African defence industry activity over the last five years. In 2009/2010, the industry employed around 15 000 people and recorded turnover of R12.5 billion a year, with 50% coming from exports. R1 billion went towards research and development. Turnover in 2011/12 was R12.9 billion, including R922 million in tax to the government. In 2012/13 this increased to R13.3 billion in turnover, R1.2 billion in tax and R1.2 billion towards research and development. Exports accounted for 67% of revenue in 2012/13.

For 2015, AMD statistics showed that total turnover was R19 billion; research and development was R1.7 billion and tax to government R2 billion. Employee numbers have remained static at 15 000 over the last several years.

Nearly half of exports are electronics, and around 40% are platforms, mostly in the landward environment.

In addition to supplying things like armoured vehicles, missiles, simulators, UAVs and aircraft components and upgrades to the South African National Defence Force (SANDF), the SA defence industry has supplied products and services to nearly three dozen countries, including artillery systems, armoured vehicles, electronic warfare systems, Mi-24 upgrades, Seeker UAVs, missiles, training systems and more.

On the local front, the local defence industry is benefitting from Project Hoefyster for Badger infantry combat vehicles for the South Africa Army, while Armscor has announced projects Biro and Hotel for new offshore and inshore patrol vessels and a hydrographic survey vessel, but Motale warned that the industry faces compound problems, such as ratings downgrades and a domestic recession. “We are expected to do more with less,” he said.

Motale noted that AMD’s statistics are compiled from its members and the actual totals are likely to be much higher. He noted that defence imports only amount to R3 billion per annum, thus the defence industry is “a massive generator of foreign currency for this country.”

Defence analyst Helmoed Heitman lauded the South African defence industry’s achievements, but called for more funding for the support of the industry. He noted that South Africa has recorded remarkable achievements, such as providing periscopes for most submarines manufactured in Germany and the United States buying thousands of mine-resistant, ambush protected (MRAP) and mine detection vehicles. He said it was unusual for a small country like South Africa to have supplied electronic warfare systems for European aircraft.

Heitman mentioned a study that showed that subsystems developed for the Rooivalk attack helicopter (such as Mokopa anti-tank missiles) amounted to double the development costs. However, he said that Treasury doesn’t understand this and that there is little Department of Defence funding to develop new equipment, and that means fewer exports. “The industry has done incredible things,” he said, “but we need more funding.”

Republished with the permission of our partner, defenceWeb.

http://www.defenceweb.co.za/index.php?option=com_content&view=article&id=48222:exports-crucial-to-survival-of-sa-defence-industry–amd&catid=7:Industry&Itemid=116