Lt. General (Retired) Davis Focuses on Distributed Electronic Warfare Capabilities

09/04/2017

2017-08-31 By Robbin Laird

On August 23, 2017, the Williams Foundation held a seminar on the future of electronic warfare.

With the introduction of the Growler, this has provided a natural hook into the broader discussion of the evolving payloads, which need to be part of an integrated 21st century combat force.

As Group Captain Braz put the objective of Growler introduction within the ADF:

“New thinking in terms of dynamic targeting, particularly of non-lethal effects, many of which may be temporary in nature, will be a key to success.

“Delegating these engagement authorities forward will be essential.”

Lt. General (Retired) Jon Davis, the former Deputy Commandant of Aviation, echoed these sentiments within his presentation to the Williams Foundation seminar.

He described the USMC transition from a core aircraft delivering an EW effect to building out the MAGTF to include ubiquitous access to non-kinetic tron warfare capabilities.

The core approach going forward is very clear.

“MAGTF EW transitions the Marine Corps from a focus on low density/high-demand EW platforms, to a distributed, platform-agnostic strategy – where every platform contributes/ functions as a sensor, shooter and sharer – to include EW.

“Under MAGTF EW the Marine Corps is leveraging emerging technologies and integrating multiple platforms, payloads, nodes, and capabilities to provide commanders with an organic and persistent air and ground EW capability.”

Lt. General (Retired) Jon Davis on a panel at the Williams Foundaton Seminar on Electronic Warfare, August 23,
2017

Davis underscored that with the changing nature of warfare and how the Marines operate, shaping a distributed strategy was a necessity, not an option.

“We operate on ships, from ships to shore and ashore.

“We cannot simply have an on call EW asset.

“We can confront the threat requiring an EW capability anywhere we operate.”

He described the sun setting of the unique EW aircraft, the Prowler, in favor of a sequential role out of distributed capability to the MAGTF.

He focused initially on Intrepid Tiger which is an EW pod being incorporated the Marine Corps legacy air.

It is on the Harrier and UH-1Y currently but will be added to other aircraft in the force.

“It’s made over 20 deployments now.

“It’s an open architecture system.

“It does electronic surveillance; it does electronic attack.

“We have a new one called Intrepid Tiger Block 2X which is being built to do radar jamming.

“It’s about 305 pounds for the Harriers and Hornets.

“It’s going to go next on V-22 then on C-130 and then on the CH-53 helo.

“We had about 120 we’ve built so far, we have 268 in the program of record.”

It’s completely an open architecture.

“And we have invited manufacturers if they have a card that can fit into the system to propose putting it into the pod.

“If you have a card that fits in that slot and you can do so, bring it and you can plug it in, but do not ask us to change the box for us to take your card.

“You have to adapt your card to fix my box.”

The Marines are deploying the F-35 at the same time, which is a core capability for the USMC in delivering non-kinetic effects throughout the distributed force as well.

“The F-35 is part of our electronic warfare strategy for the United States Marine Corps. Indeed, it is a key part of our strategy.”

He then described an exercise involving the F-35.

“We were doing a drill, and the F-35 does a great job at a lot of things.

“It does a very good job in terms of electronic warfare as well.

“Bottom line, I was out there, I saw four ship of F-35s, and the scenario was a double digit SAM threat, it was 1,000 foot overcast, we had four Bs out there, we had a forward air controller on the ground, and these guys had launched off the ship and they were overhead, and they were going to go take out ground vehicles and suppress and shutdown the SAM.

“We brought in all of our senior one and two star generals. In short period of time, the F-35s got rid of the SAMs.

“They were operating more like a pack of dogs than ever seen in 36 years of flying strike airplanes including being the CO of the Weapons School.

“It was a work of art.

“The infantry officer came at the end came up says, “Hey, that was fantastic, but I think that’s not very realistic.”

“We need to capture it on live streaming video see we can see a confirmation of those targets.”

“I commented: Well it’s overcast, they’re not going to be streaming video, and you’re probably not going to have a Reaper out there, right? It’s going to get shot down.”

“He goes, “We need more time so we can review the video feeds.”

“I said, we have to remove the admirals and the generals out of the kill chain.

“If the pilots have got the right RoE, let them loose.

“If you inject too many decision makers from on high, you’re going to get Solders, Sailors and Airmen killed.”

Davis added: “We’re going to grow the F-35; We’re going to be very aggressive about growing capabilities in the F-35. It’s good at what it does right now; it’ll be a hell of a lot better in the future.”

He then went on to describe other roll-outs of evolving EW capability for the MAGTF.

The Blackjack UAV, which has a modular payload structure, has an EW payload inside as well and is currently working with the USS America amphibious group.

The goal is clear: “There will never be a Marine infantry unit or a group on the ground that will not have access to electronic warfare capability.

“The guys on ground can go up and e-connect.

“Almost like they’re going to a server in the sky and pulling the information for them, he or she can basically pull the capability down from the air asset.”

The next platform, which will provide an EW delivery capability to the MAGTF will be the Group 5 UAV, the Marines are working on right now.

This will be a VTOL UAV and will have an open architecture with modular payloads.

And clearly one of those payloads will be an EW one. And by having a VTOL asset this can provide MAGTF support throughout its operational cycle, whether on the ship, coming off the ship or operating ashore.

He concluded by reminding the audience of the philosophy of the Marine Corps as the big green killing machine. It was not about the fair fight; it was about speed and combat success against a determined enemy.

He quoted the most famous Australian general officer from World War I, General Sir John Monash to provide perspective on how the Marines looked at the inclusion of EW as a ubiquitous asset for the MAGTF.

“The true role of infantry was not to extend itself upon heroic physical effort, not to whither away under merciless machine gun fire, not to impale itself upon hostile bayonets, but on the contrary, to advance under the maximum possible array of mechanical resources, in the form of guns, …tanks, mortars and aircraft; to advance with as little impediment as possible; to be relieved as far as possible of the obligation to fight their way forward.”

Editor’s Note: During the panel discussion after the presentations by Group Captain Braz and CDR Mike Paul, a question was asked about the challenge of working with the US Navy and its approach leveraging Growler and the USAF’s approach to leveraging fifth generation aircraft in shaping a way ahead.

The answers were quite noteworthy.

Group Captain Braz viewed the RAAF as in an interesting bridging function between the USN and USAF and playing a potentially useful and significant role in shaping integrated capability across the RAAF, the USN, and USAF as well.

“The diversity that we bring is very useful in shaping the combined team of US Navy and US Air Force capabilities.”

Lt. General (Retired) Davis from the floor added his thoughts on how integration is proceeding in the US.

He sees the schools, MAWTS-1, Nellis and Fallon as key elements in shaping an integrated force. He mentioned that a Marine is for the first time teaching at Nellis and a USAF pilot is training at MAWTS-1 and will be an instructor there as well.

“The more we learn from each other, the better we will be.”

And then CDR Paul added that it remains to be seen how the US Navy will employ the F-35 but that cross learning from the USMC and the USAF will be crucial in this process.

The Maritime Services and the Kill Web

This special report looks at the emergence of the kill web from the perspective of the maritime and air forces.

Airpower and naval power emerged from World War II as integrated components able to fight in a single battlespace.

For the navies, carrier aviation was the key element for air enablement along with land based air which could operate from key land based choke points to provide for key capabilities to assist in controlling the sea lines of communication.

With the emergence of fifth generation aviation, the manned-unmanned dynamic and the evolution of weapons, a new version of operating in the integrated battlespace is emerging.

The US Navy refers to this as the kill web, a capability to move from a linear kill chain to a distributed fleet able to tap into capabilities available throughout an integrated force.

This is an aspiration more than the current reality, but the US and its core allies are working hard to move aspiration to reality.

We first look at some conceptual issues in terms of how to characterize the way ahead for the fleet as it integrates with land and sea based capabilities to deliver its combat effect.

We next look at the emergence of key elements of the kill web entering service with today’s US Navy, USMC, the RAF and the Royal Navy, and the RAAF and the Royal Australian Navy.

Our visits to FALLON, MAWTS-1, to the UK and to Australia provided several data points on how the U.S. and core allies are working on building out a kill web air enabled force.

We then look at the significant opportunities, which new training and development integration can provide to shape a more integrated force able to execute a kill web going forward.

Finally, we then address two case studies of the way ahead: working the unmanned-manned transition and the electronic warfare or the non-kinetic payload domain.

And we conclude with some thoughts from the newly appointed Air Commander Australia on the challenge of shaping an effective 21st century combat force.

The A400M Becomes an Integral Part of the Combat Force: An Interview With Captain Cyril, French Air Force

2017-08-31 By Murielle Delaporte

Former Transall (C160) pilot and “Touraine” Transport Squadron, Captain Cyril is currently in charge of operations within the 61st Wing at Orléans Air Base.

This wing was specifically created for the arrival of the A400M.

This interview was done onboard the MSN 31 last Spring while in route to the Inherent Resolve theater of operation, which for the French forces is the  Chammal operation,

The interview underscores two key developments with regard to the A400m.

First, the aircraft has matured in terms its availability rates and its capabilities.

Second, the skills and training of the crews to work with the new aircraft are maturing as well.

QuestionCaptain, how would you describe today’s mission and how does today’s flight differ from past ones onboard older generation transport aircrafts?

Captain Cyril: Starting in Orléans, this flight is quasi-weekly and ensures a regular shuttle towards the United Arab Emirates, Jordan and Djibouti.

We must for instance during this week’s trip replace a Mirage 2000 engine and deliver a generator as well as various pallets.

We also bring military personnel back and forth between the theater of operation and home.

We have left with 39 passengers and we shall be 50 people onboard on the way back.

The fact that we are able to carry up to 50 passengers and a total of nine pallets constitutes the very first change between the A400M and the C130 (Hercule) or C160 (Transall).

With those aircraft, we would have had to make a compromise between the number of passengers and the number of pallets.

The freight deck of the A400M is the very first advantage of the aircraft on many grounds: the hold itself is one thing, but it is also much easier and faster to safely load and unload even very heavy equipment, such as helicopters or, as it happened recently, the 35 ton land vehicle VBCI (“véhicule blindé de combat d’infanterie”).

The plane remains stable, the ramp does not break thanks to improved physical support systems, as well as a whole new generation of software on which the loadmasters can now rely in order to best calculate the loads and switching them around depending on each stopover’s requirements.

This allows us to save a lot of time, and therefore a lot of money, since military equipment is being immobilized for shorter periods of time, while the cost of stopping over (taxes; crew lodging and pay; etc) is reduced as well.

It takes now about the same time to prepare the plane for its next flight at a stopover in terms of flight planning, cargo loading and the mechanics checks, i.e. roughly an hour (depending of course on the load).

The digitalization of the plane has already had a tremendous impact in terms of training and the definition of job profiles for the coming generations.

For both pilots and maintainers, the learning curve and gain in autonomy have been accelerated, since everything and every single mission are digitally archived.

If a mistake is made, no need to start all over and recalculate it all by hand: the time saved in mission planning is tremendous as well.

Another key change is a transfer of tasks within the crew because of the evolution of maintenance and the digital dialogue being established.

In case of a serious breakdown, the aircraft is repaired by military maintainers in Orléans or at the Airbus plant or onsite with spares sometimes being flown by Airbus and a team of mechanics coming especially.

That means that the role of flying mechanics have now been reduced to mainly a loadmaster function with a console located in the freight deck, while the pilots on the other hand learn to decrypt the diagnostics the machine hands out to them in the cockpit.

The mechanics part of the job is less and less “flying” and onboard or in transit anymore, but at the mother-base.

We closely work with Airbus in order to pool scarce resources and enhance readiness that way.

QuestionL What is the readiness rate of the A400M and which capabilities is the French Air Force using at the moment?

Captain Cyril: Ever since the beginning,  the A400M been used on theater of operations.

It is a matter of priority and the way things are being traditionally done in the French armed forces.

[As of April 2017], we juggle with eleven aircrafts, eight of them being based in Orléans.

The one we are flying right now is the MSN 31, which is relatively recent compared to the very first MSN7 and 8.

It is never the same A400M which does the same shuttle.

Starting with the MSN 30, we now expect a certain standard: what changes is the opening our aperture towards new capabilities.

We are currently working for instance on certifying the aircraft airdrop capabilities for equipment (first) and paratroopers (second).

Because this is a new field for Airbus, we have been establishing a dialogue in order to proceed with performance calculus tests as well as the implementation of the right proceedings.

Whenever we need to test live, we usually go to Toulouse along with the French Army military units in charge of airdropping equipment, i.e. the 1er RTP (“Régiment du Train Parachutiste”).

As far as airdropping paratroopers, if all is working fine for commando jumps from the rear of the plane, we are still working with the constructor to sort out initial issues that were encountered for lateral automatic jumps.

These issues are in actual fact the other side of the coin of the great stability and maneuverability of the A400M, since the counter-rotor propellers generate an air cushion under the plane and therefore turbulences that can be fatal for the jumpers.

We have hence been working out what type of procedure and equipment – such as the length of the opening belt, trigger time of the parachute, etc -.

QuestionL How do you integrate the lessons learned and did you benefit from the Rafale experience in the French fighter world?

Captain Cyril: Lessons learned are all we seem to be doing!

We have ground maintainers at the Orléans Squadron (ESTA) which participate to the implementation of the aircraft and send back all information – sorties statistics; breakdown occurrence; false detection occurrence ; etc – in a formalized standard (so they can be exploited right away) to both the FAF and Airbus.

In the past two years, an enormous effort was accomplished by both the FAF and Airbus, the former to better communicate data, the latter to better improve sensors faulty detection. As a result we have fewer and fewer non-real detected breakdowns.

It is going to take some time since upgrades correcting such issues are very expensive and only take place during specific maintenance visits.

As far as the Rafale learning curve goes, it is important to stress that from the beginning on pilots from all horizons – Casa, Hercule, Transall, Airbus, Falcon, fighter jets – were assigned to this program.

Some pilots indeed knew how to fly in a threatened environment for tactical approaches and landing on tough terrain; others were familiar with datalinks (such as Link16).

This changed the whole picture.

As a matter of fact, our squadron Commander was initially a Rafale mechanic and had a much more relaxed attitude with regard to the small breakdowns that occurred.

He was not astonished, but rather pleasantly surprised at the relatively fast rate of improvement.

Such a cultural mix is very rewarding as it allows us to closely work with the industrial to fine-tune the man-machine interface.

Computers talk to us, but we need to be able to act on it, especially since updates and evolutions are frequent and there is still a lot we need to discover about the plane’s potential.

A great amount of work as far as standardization and training are concerned still needs to be done.

It is obvious that we cannot all train for all offered capabilities all at once.

The goal is therefore to go bit by bit, deepen the understanding of matters considered high priorities, set up the training syllabus for our transport crew instruction center, the CIET (“Centre d’instruction des équipages transport”), in order to deliver on time and transfer trained and certified transport crews to our “Touraine” Transport Squadron.

It is the same process no matter what the new program is, but when several new capabilities arrive simultaneously, it is necessary to tailor the training curriculum depending on what are the armed forces’ priorities.

Question: As an operational transport pilot, how would you compare tactical approaches when flying a Transall or when flying an A400M?

Captain Cyril: This plane is a like big toy: it is extremely maneuvering and powerful.

It is very reactive to commands.

The general feeling is rather different than flying a Transall, because the flight commands are electrical.

The generation gap is visible even in the way we do maneuver.

When you are in a “degraded situation” [threatened environment], it is not so simple to fly 130 tons with accuracy.

Piloting aids are really very precise and non-intrusive.

And because the plane self-compensates, if I put it in a certain position, it will hold it even without automatic pilot.

The same goes when diving: if I make sure, I place the plane in the right descending angle at the right moment, then it will also holds it with barely any correction.

That was never the case with former generation transport aircrafts, which needed more adjustments.

If we did import all these flying tools from the civilian world, it is, on the other hand, the only certified plane with the HUD (Head Up Display) as a primary pilot tool.

The HUD, traditionally used by fighter pilots is the trusted instrument to fly the plane, and that has never been done before.

It is indeed extremely practical to be able to fly the aircraft, while having a view of what is going on outside.

It adds a whole new level of safety.

On more conventional aircrafts, we descended “head down” looking at the instruments and occasionally we would go “head up” to acquire a visual of our landing zone in the fog or in the midst of clouds.

Heading up and down is unpleasant when flying at night, because of the big light variations. Air France is actually quite interested in this way of working “Head Up”, that we initially inaugurated on our Transalls as a piloting aid.

Question: What kind of international exchanges are there among A400M end-users?

The French Air Force is ahead as far as using the plane is concerned, since we were first to be delivered.

We are for instance currently working with a Spanish Air Force exchange pilot, who is onboard with us.

We also have a German officer at the CIET, as well as a German maintainer within the ESTA.

These exchanges last three years and every procedure is being done in English.

The plan is for ab initio logistics training to be implemented in Germany and for pilots’ final tactical training to be done in France.

As far as maintenance goes, we are also trying to develop a common pool of spares with the British within the framework of a bilateral agreement, as some of these parts are rather expensive.

Editor’s Note: The photos in the slideshow were shot during the operation by Murielle Delaporte last Spring.

The delivery of the first A400M to the Spanish Air Force is highlighted in the video below:

Inherent Resolve and the A400M: Providing a Regular Shuttle Capability

A US Navy Perspective on the Way Ahead for EW Capabilities: CDR Mike Paul at the Williams Foundation Seminar on EW

09/03/2017

2017-08-29 By Robbin Laird

Earlier, I had a chance along with Ed Timperlake to visit HAVOC at the Naval Air Warfare Development Center, and to get the perspective from Fallon on the evolution of EW within the joint force, seen from a US Navy perspective.

In that interview, there was a clear emphasis on Growler as part of a larger effort, and a piece of the puzzle to solve how best to survive and prevail in the contested battlespace.

“There are many of us around here who think that the concept of the E2D the F35 and the Growler integrating would accelerate our transition to where warfare is going with regard to the contested battlespace.

“There are many of us around here who think that would be an outstanding idea that we should really push for and should be a focus of testing and evaluation.

“But there will be people around as well who will say but how does that lead to me dropping bombs?”

https://sldinfo.com/havoc-works-the-electronic-warfare-payload-in-the-digital-battlespace/

The integration piece and getting those who think in legacy kill chains to embrace a very different way of thinking, namely the kill web was also emphasized by CDR Mike Paul when he presented at the Williams Foundation and participated in the panels and discussed these issues over dinner at the Foundation as well.

A key element of shaping the way ahead was highlighted not only in his presentation but the presence of the US Navy Growler community in Australia.

The US DoD’s new EW Strategy tells us that Electronic Warfare underpins U.S. national military objectives through demonstration of electromagnetic spectrum (EMS) superiority. “A force multiplier for a range of military operations, EW maximizes lethality of precision strike weapons, assures mission command and increases mobility by protecting complex battle networks, weapon systems and forces. EW provides rapid situational awareness and produces chaos in adversary decision-making.”

CDR Mike Paul, Williams Foundation Conference on EW,. August 23, 2017

The fact is that U.S. military operations are rarely conducted unilaterally and are increasingly reliant on contributions from our partners and allies. The Navy I think has done great work, ensuring EW development efforts are interoperable, and aligned with our allies (the Growler is a good example). The battlespace awareness you get with the passive sensing capabilities in the Growler is not free – by nature, our mission requires interoperable data sources and software formats.

In fact our Chief of Naval Operation’s Maritime Strategy states that we must also expand opportunities for coalition EW training and education in the U.S. and abroad. We’re tasked to build or enhance partner EW capabilities and capacity, and ensure partner and ally capabilities remain viable against emerging peer or near-peer threats.

Of the 4 Objectives in the DoD’s EW Strategy, we like to say we achieved the “4th Objective” – to foster access, enhance interoperability and grow warfighting capacity – at least at the operational and tactical levels.

This is Operational partnering. It’s easy to say “no,” or “you can’t,” much more difficult to say yes. We had plenty of hurdles, some seeming impossible. I count significant “No’s” that were turned into yes:

A significant part of the presentation detailed how the integration of the RAAF with the US Navy Growler force was achieved and in relatively compressed period of time.

This is a case study in many ways of the kind of integration, which the US and the core allies need to achieve to have the kind of force multiplier effect from an integrated coalition force.

This event is a great opportunity to mention some of the wins we’ve had in operationalizing our partnership in Airborne Electronic Attack (AEA).

We at Whidbey Island and leaders in NAVAIR removed years of cultural barriers limiting collaboration in a short amount of time.

That took people to lead and innovate. But that’s what it took to begin to operationalize a strategic AEA partnership.

Our stated goal was to produce 100% fully capable & interoperable EA-18G wingmen, at all security levels.

At the peak of my Wing’s support phase to 6 Squadron standup in March, we had Australian students and instructors alike in our replacement squadron, Australian officers operationally employed in 3 different squadrons – primarily in this part of the globe.

Multiple deployments to the PACOM AOR, multiple reps and sets of high end exercises, Australian aircrew were put in leadership roles in the squadrons in the air and on the ground.

Australian maintainers getting on the job training during pressurized Growler Tactics Instructor course sortie rates.

At one point we had roughly 45 Australians invading the Pacific Northwest of the US making lasting friendships… our neighbors… babies being born… We went “all in.” We formed personal relationships that make the distance between Canberra and Pacific Northwest coast seem insignificant. Now look at what 6SQN did during their IOT&E for Growler. Amazing.

CDR Paul outlined that the non-kinetic payload was growing in importance both for adversaries and the US and allied forces, but that it was clearly different from a kinetic action.

EW is unlike kinetic air-to-ground payloads that simply require target coordinates, or an air-to-air missile that needs an appropriate target.

As CDR Mike Lisa, Commanding Officer of a “combined RAAF USN squadron” best stated, “it requires our sensors to call the signals the exact same thing, employ the exact same waveforms/payloads, and deliver at the exact same time with exact positioning.”

This means that the secret ingredient within an effective EW contributor to the joint fight is a well trained, effective and coordinated workforce.

That is, in order to get the right effect or impact there is a clear need for the EW team to be on the same page, to understand the signals they are reading, what they mean and to dial up the correct response to have the desired effect or impact.

It takes work to innovatively maximize our capabilities. For the US Navy, it has taken perseverance to innovate from a standoff EA-6B Jammer mindset, to a platform and community of experts focused on distributing battlespace awareness and attacking the enemy’s kill web across all mission areas.

 It all relies on a well-trained EMW workforce

  •  Growler-specific, Operational EW-Personnel Qualification Standards for our enlisted sailors
  •  A focus on efficient improvement of pre/post mission data analysis
  •  Air Wing Fallon validation of HAVOC tactics
  •  Advanced technologies + today’s AEA suite
  • World-class Information Warfare team providing efficiencies for VAQ (Electronic Attack Squadron).

Because of the nature of the blended capability one needs between technology and the work force, for EW to work within a coalition force, there needs to be tight integration.

This is why the way the US and Australia are working the issue is so crucial to mission success.

During his presentation, he presented a photo within which showed the team necessary to execute the EW mission. And he had this to say about the team and the challenge.

On the right side of the lower picture is Petty Officer Amber Hart. She understands who does weapons-to-target pairing for non-kinetics – she does! She wears an Information Warfare pin. She’s a warfighter and understands that modern, data-hungry aircraft are a mission-kill without her.

Our CAOCs are excellent at creating a Master Air Attack Plan and JDPI apportionment. The CFACC can tell you exactly what his JDPI servicing capacity is at H-hour of a conflict.

But if we do not put the “right” payloads on the “right” target, we become less lethal.

Simply put, having the same equipment is not enough.

Mission effectiveness requires that we think alike, train alike, and speak the same EW language.

Given the differences between kinetic and non-kinetic targeting, having tight integration of technology and training (TTPs) was crucial in shaping a 21st century EW Warfighting capability.

What’s in the wingtips of that EA-18G, when operating the full capability, is unparalleled battlespace awareness distributed to the airborne force. And the Navy continues to invest in its passive sensing capabilities as our adversary systems become more complex.

And well integrated with 5th gen aircraft capability, and in about 4-5 years, next gen EA capabilities.

But EW boxes and aircraft are not what makes this work – it takes people and innovation with complicated EW technologies to realize the capability.

When we were at Fallon, we discussed how the US Navy and Air Force are working integration of EW capabilities and the challenges to doing so.

The Aussies are working Wedgetail with F-22s, and the US Navy is working Growlers with F-22s, and at the Red Flags they are now working F-35s, with F-22s, with Growlers, with the new EW capabilities on the Typhoon to shape ways to deliver integrated EW combat capabilities.

https://sldinfo.com/an-update-on-red-flag-16-1-air-combat-integration-and-the-role-of-the-f-22-the-typhoon-and-wedgetail/

https://sldinfo.com/f-35-at-red-flag-renorming-of-airpower-in-process/

https://sldinfo.com/red-flag-2017-1-the-perspective-of-the-6-squadron-officer-commanding/

This is clearly a work in progress.

I had the opportunity to see it up close in Red Flag Alaska last year. 4th gen Canadian classic hornets, F-15Es, VAQ-135 Growlers (with Aussie crews), Raptors, Wedgetail. Everyone has gaps – physics has limits.

But our innovative JO’s roll up their sleeves and mission plan, making EW/SEAD contracts with their counterparts – they’re talking spectrum; sensors; gaps in capabilities; and contracts to ensure that non-kinetic effects are layered and distributed to increase lethality across the force.

It takes work to maximize innovatively our capabilities. For the US Navy, it took perseverance to innovate from a standoff EA-6B Jammer mindset, to a platform and community of experts focused on distributing battlespace awareness and attacking the enemy’s kill web across all mission areas.

US Growler Operating at RAAF Base Amberley from SldInfo.com on Vimeo.

As CDR Paul summarized how he saw the way ahead: “An innovative, team-based collaborative culture that ingrains Information Warfare strengthens the VAQ community’s enduring international partnership in EW.”

Editor’s Note: The photos in the slideshow were shot during  a visit this Spring to Amberley Airbase where the Aussie Growlers are based and are credited to Second Line of Defense.

See also the following:

Group Captain Braz on the RAAF and the Way Ahead on Electronic Warfare: Shaping a Core Distributed Capability for the Integrated Force

 

French and UK Militaries After Brexit? New Training Program Put in Place

09/02/2017

2017-09-02  According to the UK Ministry of Defence, a new agreement with France is setting in place a key training program moving forward.

Over the next few months over 2,500 British troops will train with their French counterparts, participating in exercises spanning Eastern Europe to Kenya.

The Defence Secretary will agree the new programme of UK-French training during his first bilateral meeting with Florence Parly, the newly appointed French Minister for the Armed Forces in Paris later today.

In September, over 1,500 British soldiers from 16 Air Assault Brigade will be joined by troops from 11eme Brigade Parachitiste on NATO exercise Swift Response in Bulgaria, Hungary and Romania.

Meanwhile, French troops also plan to join 1,000 UK personnel from 3rd Battalion, The Parachute Regiment on Exercise Askari Storm in Kenya in November, training on the prevention of instability and the spread of violent extremism.

During the visit, the Defence Secretary will also praise the French troops who have been deployed to Estonia as part of the UK-led enhanced Forward Presence battalion in the country since April this year.

Defence Secretary Sir Michael Fallon said:

The UK and France have a long enduring relationship and that will continue as the UK leaves the European Union.

We are deployed together in NATO, fighting against Daesh in Iraq and Syria and training together across the UK globe.

This announcement is the latest in a string of partnerships that highlight the enduring strength of the UK-French defence relationship.

Earlier this year, the UK and France signed a €100million agreement to develop future long range weapons and are working together on an unmanned combat air system.

And as the UK prepares for HMS Queen Elizabeth to reach operational capability in 2020, France is expected to play her part in supporting the Carrier Strike Group, as the UK did with the French carrier Charles De Gualle in the Gulf during 2015 when HMS Kent was integrated into her task group.

The UK and France also run a personnel exchange programme. Improving how we work together, there are currently over 40 personnel working in reciprocal roles across the three services.

The Defence Secretary has also announced that the RAF Red Arrows will start their European and Gulf tour in France on 15th September, Battle of Britain Day, with a flypast in Cannes.

https://www.gov.uk/government/news/uk-agrees-new-military-training-programme-with-france

August 31, 2017

An Historical Perspective on RAAF Airborne Electronic Attack

09/01/2017

2017-09-01  On August 23, 2017, the Williams Foundation held a seminar on the future of electronic warfare. The seminar was begun with a very thoughtful overview on the history airborne electronic attack within the RAAF.

This perspective was provided by Group Captain Andrew Gilbert, Director of the Air Power Development Centre, RAAF.

His presentation follows.

To lay the foundation for today’s seminar, I have been asked to provide an historical perspective on the development of electronic attack in the RAAF. If I were to stick with that riding instruction, this would be quite a short presentation because, put simply the RAAF has no significant operational history with airborne electronic attack.

Let me be clear, I am not suggesting that the RAAF has not been interested in developing an electronic attack capability. The RAAF has had an enduring interest in electronic warfare (EW) predating the Second World War, and while the focus of our developments, modest as they may have been, were in the realms of electronic support and electronic protection, the RAAF was fully aware of the theory and possibilities of airborne electronic attack, as demonstrated by the acquisition of

Electronic Counter Measure (ECM) pods for our fighters, and our dabbling with anti- radiation missiles. The issue was no threat was sufficiently compelling to justify the investment expense or, more appropriately, the opportunity cost that would have been required to develop an electronic attack capability. This is now no longer the case.

The ability to control, exploit, and deny the electromagnetic spectrum, or the EMS, has become a defining feature of modern warfare, and is a capability that is vital to the success of a fifth-generation force. As regional military’s continue their modernisation programs and we see the rise of increasingly tech-savvy non-state adversaries, the RAAF could no longer afford to ignore the requirement for air power to deny, degrade, and disrupt our potential adversary’s ability to exploit the EMS. In this respect, the EA-18G Growler represents a vital new air power capability for the joint force.

But we have to be wary of assuming that the acquisition of 12 aircraft represents “Mission Accomplished” for airborne EW in the RAAF. Rather, we need to view the Growler as a missing piece of an ever-evolving EW puzzle.

The aim of my presentation today is to describe that puzzle in broad terms, and highlight how the evolution of airborne EW has been defined by an ongoing process of action-reaction; one in which developments in the ability exploit the EMS have driven advances in the ability to deny it. This process will continue. The key to future success lies in getting ahead of the curve, developing an attitude to EW that approaches the control and exploitation of the EMS in the joint force.

Electronic Warfare up to the End of the Second World War

The concept of EW, though not the term, dates back to the American Civil War, when Confederate cavalry regularly intercepted and misdirected Union message traffic, and cut Union telegraph wires.1 The use of kinetic force to disrupt an adversary’s use of the EMS was also widely used during the First World War. In fact, Australia’s first foray into electronic attack took this form, when in November 1915 Thomas White of the Australian Flying Corps’ Mesopotamian Half-Flight flew behind enemy lines to destroy Turkish telegraph lines, landing next the target wires and destroying them with the aid of guncotton charges.2 To call these types of operations electronic attack is to stretch the definition of the term, but I use these early examples to highlight the earliest manifestations of the action-reaction cycle in electronic warfare. When an adversary finds a way to exploit the EMS, a means was found to deny it.

EW, as we know it today, really emerged as a discreet role for air power during the Second World War. During the interwar period a number of advances in radar and communications technology in Europe, Asia and America, offered new possibilities for the exploitation of the EMS for use un surveillance, communications, and navigation. The British Chain Home radar system is undoubtedly the most famous example of the recognition of the EMS as an operational enabler. But other examples abound. The Germans, Japanese, Soviets and American also developed radio and radar technology, with varying degrees of success, in the lead up to the war.

As the operational impact of the exploitation of the EMS began to be observed on both sides of the Second World War, attempts to deny the spectrum quickly emerged. In 1940, British scientists developed a method of disrupting the German’s use of Lorenz radio beams to guide Luftwaffe bombers onto their British targets. With the introduction of beam jammers in 1940 and 1941, the British were able to render the German Lorenz beam system largely ineffective. In March 1941 for example, of 89 beam bombing missions flown by the Luftwaffe, only 18 resulted in the aircraft receiving the bomb release signal.3 An excellent example of a successful early application of electronic attack in shaping the employment of air power.

Actual airborne electronic attack began to take form in the skies over Germany as specialised British bombers belonging to the RAF’s Number 100 (Bomber Support) Group, including the RAAF’s 462 Squadron Lancasters, began flying missions to specifically disrupt the German air defence network.4 Using window, thin strips of aluminium designed to spoof and deceive German radar, the British were able to reduce night bomber attrition rates by hiding the incoming raids, or diverting the German night fighters away from them as they chased false targets on their radar screens. 100 Group were also engaged in jamming Luftwaffe radio frequencies, and spoofing voice transmission, using Airborne Cigar aircraft accompanying bombing raids over Germany.5

These are just two examples of what was a dynamic and innovative process of action-reaction in the fight to exploit and deny the EMS during the Second World War. These experiences ushered in the era of electronic attack in the air domain. But the lessons learned were soon forgotten in the transition from a hot to the Cold War.

Electronic Warfare during the Cold War

The years immediately following the end of the Second World War provide excellent evidence of the action-reaction relationship between the developments in the ability to exploit the EMS and the corresponding investment in the ensuring the ability to deny the adversary’s use of the spectrum.

With the Soviet Union as the only strategic threat to the West, and the assessment being that they lacked a credible electronic threat; interest in electronic attack capabilities went into decline. The RAF’s 100 Group was disbanded in late 1945, and the US had removed the specialist EW operator from their operational B- 29s squadrons. American experience in the Korean War would highlight the shortsightedness of these decisions.

The Ground-Controlled Intercept, or GCI, systems controlling the North Korean MiG-15s, and the radar-directed North Korean searchlights and AAA took their toll on the American B-29s. By mid-1951, the Americans had lost 25 of their 100 B-29s deployed into theatre.6 In response, the US reintroduced spot-jamming capabilities on the B-29, in addition to a range of other initiatives aimed at denying North Korea’s use of the EMS. These measures significantly reduced the loss rate, with only three B-29s being lost during the 4000 sorties conducted in the last seven months of the war.7

The experience in Korea reinvigorated interest in electronic attack, but in EW terms the Korean War was, for all intents and purposes, ‘merely an extension of the Second World War’.8 The effectiveness of chaff and spot jamming had already been demonstrated in the skies over Europe. It was the advent of surface-to-air and air-to-air missile systems in the years that followed that provided the spark that re- ignited interest in the serious development of electronic attack in the Western world.

The growing sophistication of Integrated Air Defence Systems (IADS) posed a significant challenge to the operational effectiveness of Western air power from the early 1960s onwards. And experience in Vietnam and the Middle East played a critical role in shaping electronic attack into its modern form.

In Vietnam, the Soviet SA-2 surface to air missile system coupled with the GCI of the Vietnamese fighters presented American aircraft heading into North Vietnam with ‘one of the most complex electromagnetic defence threats ever to be combatted by the USAF tactical forces’.9 The US response to the threat is informative because they approached the problem a number of different ways, and in so doing laid the foundation for the modern Western approach to electronic attack.

Specialised stand-off jammers, such as the EB-66 of the USAF and the EA-6A and Bs, of the USMC and USN arrived in theatre in 1965. In the same year, the USAF Wild Weasel capability emerged on the scene, combining technology, tactics, and the cross-pollination of personnel to create a formidable SAM suppression capability.

The Israelis observed and learned EW lessons from the US, but also drew on their own bitter experiences from the Yom Kippur War in 1973 and developed a truly masterful demonstration of operational EW during the 1982 Beqaa Valley campaign. Using Remote Piloted Aircraft to deceive Syrian air defences, jamming and chaff to deny Syrian Air Defence operators an air picture, long-range artillery and rockets to attack the SAM sites and anti-radiation missiles to take out early- warning and fire control radars, the Israeli Defence Force provided the gold standard of an innovative joint approach to denying the adversary use of the EMS.

While all these innovations were happening during the Cold War, Australia remained largely uninvolved in electronic attack, due primarily to the lack of a credible threat to justify the investment. There is no better illustration of the relative priority attached to such a capability than the RAAF experience of the F-111.

As many of you are aware, one of the main reasons why the F-111s did not deploy to the 1991 Gulf War was due to the inadequacy of the self-protection systems to meet the needs of the threat environment in theatre.10 Something that was addressed subsequently with Project Echidna and other related projects.11 What is less well known, and more illustrative, is the integration trials of the AGM-88 High Speed Anti-Radiation Missile, also known as the HARM, onto the F-111 in the late 1980s. HARM was under consideration in Australia as a complement to the AGM-84 HARPOON anti-shipping missile. The broad concept of employment was for the HARM to destroy a ship’s radars, rendering it defenceless while the HARPOON would be used to sink it. ARDU conducted trials of the HARM on the F-111 in the Southern Ocean in 1987 and 1988. Unfortunately, ‘HARM was traded off in the Defence Committee for air-to-air missiles for the F/A-18 Hornets’.12

Each of these cases highlight that the consideration of electronic attack continued to be reactive to the threat posed by the adversary. US losses in Korea and Vietnam, and the heavy Israeli losses of the Yom Kippur War may have been further reduced had investment in electronic attack occurred in parallel with the development of capabilities designed to exploit the EMS. In the Australian context, the perceived absence of a credible electronic threat resulted in neglect of an electronic attack capability in the RAAF. The 1991 Gulf War changed this.

Electronic Warfare in the modern age

The Gulf War heralded a new era of air power. I won’t digress into the debate about the decisiveness of air power that conflict spawned, that is a topic for a longer discussion in a different forum, but what we saw in 1991 was a new approach to the application of air power that continues to guide our operations today. Among the most notable features of the Gulf War air campaign was the systematic dismantling of Iraq’s KARI Integrated Air Defence System through the integrated use of electronic attack, cruise missiles, and stealth aircraft.

The emergence of stealth aircraft onto the operational scene drew attention to another dimension of electronic warfare: the denial of an adversary’s ability to exploit the EMS through signature management. This approach was not new, but the F-117’s performance over Iraq in 1991validated the science of low-observables. An ‘all-aspect low observable’ signature is now one of the defining features of fifth- generation fighter aircraft.

The 1999 Serbian shoot-down of an F-117 using an SA-3 Surface to Air Missile system, a system introduced into service in 1961, however, reinforced the fact that there is no permanent solution to the challenge of electronic warfare. Every action has a reaction, and the resulting adaptation, improvisation, and innovation by an adversary can create unexpected shocks that can undermine a perceived advantage upon which our operational concepts are developed. These may not necessarily take the form of cutting edge technology, as the Serbs demonstrated in 1999 and as we have seen from the non-state actors in our current conflicts, effective adaptation can be low-tech. We must remain wary of creeping complacency derived from a perceived technological edge.

And this is what we are seeing unfold in our region. The concept of the anti- access and area-denial, or A2/AD, that has attracted so much attention over the last few years is ‘as old as warfare itself’.13 What are new and innovative are the technologies and the ways in which A2/AD strategies are being implemented by various states. In our own region, the EMS, both in its tradition manifestation and in the realm of cyber, will be one of the defining battlegrounds of any future conflict. Realisation of this fact has driven the realisation of an airborne electronic attack capability for the ADF.

My mention of cyber within the context of EW is intentional, though perhaps slightly controversial. But I include it to highlight the continually evolving nature of the non-physical dimensions of modern operations. We cannot afford to be tribal and create stove-pipes around capability based on dogmatic perspectives of domains. Cyber and EW are linked and will continue to be inextricably linked into the future, and we must account this fact for as our attitude towards EW evolves.

The RAAF’s introduction of the Growler, as I am sure we will hear from the speakers that follow me today, is an invaluable addition to Allied capability in this region and beyond. However, our potential adversaries will not remain static. They will continue to evolve their ability to exploit and deny the EMS to our detriment. Disruptive technologies such as artificial intelligence, quantum radars, Light Detection and Ranging (LIDAR), and wake detection technology will enable the exploitation of non-traditional areas of the EMS and require us to continue to adapt and evolve our own electronic capabilities so as to maintain advantage in the EMS. The introduction of the Growler is not the end of the journey in electronic attack, but the beginning.

CONCLUSION

Much has changed in the 102 years since Thomas White flew his Farman pusher behind enemy lines to destroy Turkish telegraph lines. Where before we needed to rely on kinetic action to deny our adversary their use of the EMS, we now fight for the spectrum in the spectrum, with explosives now complemented by ones and zeroes. What this highlights is that the technology and tactics will invariably change; they will advance, develop and evolve. As our reliance on the EMS continues to grow, we need to ensure that we stay ahead of the curve in anticipating change and adapting to the disruption that will inevitable occur in the battle for dominance in the EMS.

The challenge laid down in this seminar is to discuss how the introduction of the Growler can be seen as a catalyst for changing the RAAF’s attitude towards electronic warfare. In my opinion, what the Growler has done has been to focus the RAAF on the missing piece long journey trying to solve the EW puzzle. We can now more clearly see and understand the full picture of what constitutes operations in the EMS look like. But what history has shown us is that the EW picture is dynamic, it evolves and changes.

To my mind, and to conclude, the RAAF needs to look beyond the Growler and continually bear in mind these three questions:

  1. How do we ensure the RAAF remains ahead of the action-reaction cycle in electronic warfare?
  2. How do we ensure we do not focus on the platforms and instead focus on the effects we need to generate? and,
  3. How do we ensure our airmen remain innovative and not reactionary in providing an air power perspective on the battle to control and exploit the EMS as part of the joint force?

Endnotes

1 JPR Browne and MT Thurbon, Electronic Warfare, Brassey’s Air Power: Aircraft, Weapons Systems and Technology Series, vol. 4, Brassey’s, London, 1998, p.3.

2 TW White, Guests of the Unspeakable, John Hamilton, London, 1928, pp. 46-47.

3 Alfred Price, Instruments of Darkness: The History of Electronic Warfare, Macdonald and Jane’s, London, 1967, p.49.

4 Royal Australian Air Force, Pathfinder Collection, vol. 6, Air Power Development Centre, Canberra, 2014,

p.121.

5 Price, Instruments of Darkness, p.182.

6 Browne and Thurbon, Electronic Warfare, p.26.

7 Browne and Thurbon, Electronic Warfare, p.26

8 Price, Instruments of Darkness, p.252.

9 United States Air Force, Pacific Air Forces, Directorate of Tactical Evaluation report quoted in Mark D Howard, ‘Crow Ressurection: The Future of Airborne Electronic Attack’, unpublished thesis, School of Advanced Air and Space Studies, Maxwell Air Force Base, AL, 2013, p. 9.

10 Mark Lax, From Controversy to Cutting Edge: A History of the F-111 in Australian Service, Air Power Development Centre, Canberra, 2010, p. 191.

11 Lax, From Controversy to Cutting Edge, p. 192.

12 Lax, From Controversy to Cutting Edge, p. 168.

13 Sam LaGone, ‘CNO Richardson: Navy Shelving A2/AD Acronym’, USNI News, 3 October 2016, viewed 17 August 2017, <https://news.usni.org/2016/10/03/cno-richardson-navy-shelving-a2ad-acronym>.

EW23Aug17_Gilbert Presentation notes

 

Visiting NAWDC: A Discussion with TOPGUN

2017-09-01  During our recent visit to NAWDC we had a chance to talk with the N7 Department, otherwise known as TOPGUN.

The lead for the discussion was the Department Head, Commander Mariner.

According to the US Navy, the role of N7 within NAWDC is as follows:

In the early stages of the Vietnam War, the tactical performance of Navy fighter aircraft against seemingly technologically inferior adversaries, the North Vietnamese MiG-17, MiG-19, and MiG-21, fell far short of expectations and caused significant concern among national leadership.  

Based on an unacceptable ratio of combat losses, in 1967, ADM Tom Moorer, Chief of Naval Operations, commissioned an in-depth examination of the process by which air-to-air missile systems were acquired and employed.  Among the multitude of findings within this report was the critical need for an advanced fighter weapons school, designed to train aircrew in all aspects of aerial combat including the capabilities and limitations of Navy aircraft and weapon systems, along with those of the expected threat.

In 1969, the United States Navy Fighter Weapons School (TOPGUN) was established to develop and implement a course of graduate-level instruction in aerial combat.  Today, TOPGUN continues to provide advanced tactics training for FA-18A-F aircrew in the Navy and Marine Corps through the execution of the Strike Fighter Tactics Instructor (SFTI) Course.  TOPGUN is the most demanding air combat syllabus found anywhere in the world.  The SFTI Course ultimately produces graduate-level strike fighter tacticians, adversary instructors, and Air Intercept Controllers (AIC) who go on to fill the critical assignment of Training Officer in fleet units.

 The role of the squadron pilots is a key element driving change in any air-enabled combat force.

As Ed Timperlake, a former Naval Aviator, who was honored to engage with the first CO of TOPGUN the late “Mugs” McKeown on a worldwide assessment of tactical aviation for the CIA at the height of the Cold war, has argued:

The skillfulness and success of fighter pilots in aerial combat is an extensively researched yet modestly understood and fundamentally complex concept.

Innumerable physical and psychological factors along with chance opportunities affect a pilot’s facility for success in air combat.

Perhaps the best narrative of the intangibles of the skill and courage of a fighter pilot was captured by the author Tom Wolfe in his seminal work The Right Stuff.

From the first day a perspective fighter pilot begins their personal journey to become a valuated and respected member of an elite community, serving as an operational squadron pilot, the physical danger is real.

But so is the most significant force for being the absolute best that a fighter pilot can feel which is day in and day out peer pressure by those they really and truly respect, their squadron mates.

 http://sldinfo.wpstage.net/squadron-fighter-pilots-the-unstoppable-force-of-innovation-for-5th-generation-enabled-concepts-of-operations/

In our discussion with the TOPGUN team they emphasized that the pilots came from the fleet, and while at TOPGUN, they honed their skills in the aircraft and helped to develop future TTPs against emerging threats.

“We are looking to make the squadron pilot more capable in real world operations.”

“We have been working integration with the F-35 for some time.

“The advantage of the TOPGUN pilot is that we have wrung out the capability of the Super Hornet and have brought that knowledge to integration with the F-35.

“We look for how each platform can enable the other to maximize lethality and survivability for the fleet.”

 

 

 

 

 

 

 

Inherent Resolve and the A400M: Providing a Regular Shuttle Capability

08/31/2017

2017-08-30 By Murielle Delaporte

Onboard the MSN 31 (April 2017)

It is just a matter of fact, but not such a well-known one, that the A400M has been used for months as a regular weekly multi-stop shuttle on all the theaters where French armed forces are present.

Ever since it has been available, the A400M has been used on all theaters of operation: it is a priority and what is important for us is that the aircraft fulfills the requested missions it has been assigned for,” saidCaptain Cyril, 61st Wing, Operations Cell.

His mission at the time of this interview was to fly about 40 passengers with their luggage, as well as various military equipment and spares, including a Mirage 2000 engine and a generator, through four destinations: Solenzara in Corsica, Jordan, the Emirates (Al Dhafra Air Base) and Djibouti.

Restructuring With Direct Flights In Mind

Because of the range of the A400M and its ability to carry both passengers and load, the coming of the new generation of transport aircraft has led to a major restructuring of the infrastructure of the mother base, i.e. Orléans-Bricy.

The goal is of course to carry the maximum load, i.e. up to 25 tons, in one trip.

“We have aimed at concentrating all the necessary competences at French Air Base 123, which hosts a simulator organic to the Center of instruction of transport crews called CIET (“Centre d’instruction des équipages de transport”), where a crew can train up to the day preceding a mission,” explains Captain Cyril.

By comparison the average load is 15 tons on a C130 and 6 tons on a C160, while on a 5,000 km flight, the A400M allows to skip a stop and can therefore be done in one day, when it takes two days for a Transall.

This A400M shuttle runs almost weekly to serve Chammal (i.e. the French component to Inherent Resolve), as well as Barkhane (i.e. the Sahel-Saharan theater where terrorists are being fought as well).

For the latter, airdrop capabilities are in the process of being certified to allow fret deliveries closer to the troops.

The same goes with night goggle and decoy capabilities.

But, as stressed by Captain Cyril, “a signed capability is not enough to implement it”.

Once certified, there is indeed a lot of documentary work to be done in order to make sure the right processes are being set in place to best use the new capability at the right time, so that a test pilot, an office designer or a young pilot can understand in exactly the same way.

Becoming an “Aircraft Whisperer”

From the viewpoint of the MSN31 crew, pilots and mechanics all together, the ongoing improvement of documentation in close cooperation with both the French Air Force (FAF) and Airbus Defence and Space is what has allowed for the ramp up of the A400M readiness over the last two years.

We are currently able to fly four aircrafts, which may sound very little, but we have eight on base and three being maintained.

“Our overall readiness rate has reached 50% of the fleet, when it started at 15% and increased little by little as we integrated more aircrafts in the fleet”, notes the Captain.

By the end of 2017, the FAF should be able to rely on thirteen aircraft, fifteen by the end of 2019 out of a total order of fifty.

Even if things are tight and if crews would not mind an extra two aircrafts to ease their mission management, such a trend in readiness is totally compatible with the Gaussian curve characteristic of any armament program’s early stage and end of life cycle.

A temporary solution has been founded to solve the engine issue, while Airbus is working on a definitive version better adapted to the power of the aircraft.

But the major change over the last twelve months according to pilots and maintainers alike has to do with management of any breakdowns, as experience and practice confirmed that many initial breakdowns, as detected by very sensitive sensors, were only temporary malfunctions in need for an update.

For maintainers such as Sergent P and G from Orléans support squadron ESTA (for “Escadron de soutien technique aéronautique”), it is necessary to learn “to talk with the plane”, to become an “aircraft whisperer.”

The communication mode of the aircraft has fundamentally changed in the world of French transport aircraft the same way as the Rafale changed the world of French fighters.

Before, since we had so few planes, we could only react to breakdowns.

Today breakdowns do not dictate mission tempo anymore!

This morning, we had one, we did a test, lost five minutes and off we went…

That same alert only eighteen months ago would have grounded us while waiting for the maintainers’ diagnostic at the mother base.

We would have left in the afternoon instead of the early morning…

This new level of performance in logistics management has allowed the A400M to have become a solid asset and a regular shuttle on which French forces.

And this also true for the other A400M European allied forces via the European Air Transport Command mechanism.

In short, these air forces can now rely on and build their operations with the A400M for any theater of engagement.

The slideshow highlights the A400M during the Middle East engagement on which Murielle Delaporte flew. And the photos are credited to her.

Editor’s Note: The A400M is emerging at an interesting juncture affecting lift and tanking aircraft.

They are becoming part of the integrated battlespace, and whether reworked within a contested air combat environment, or becoming part of the weapons revolution, or part of the shooter-sensor reset, or part of the evolution of multi-mission aircraft for force insertion, the A400M configured for the new epoch ahead can become a very interesting asset indeed. 

http://www.nationaldefensemagazine.org/articles/2017/8/25/global-demand-for-special-operations-aircraft-grows

The A400M Debuts at Mobility Guardian 2017: The Premier USAF Global Reach Exercise