Visiting the Tornado Transition Squadron at RAF Lossiemouth: Leveraging the Past and Preparing the Future for the RAF

Posted on | by Robbin Laird
07/11/2016

2016-07-05 By Robbin Laird

During my visit to RAF Lossiemouth in late April 2016, I had a chance to meet with the Officer Commanding and members of the Tornado Operational Conversion Unit, XV(R) Squadron.

When one looks at the end of an era, in this case the sun setting on the Tornado in the RAF, one can look backwards or forwards.

Looking backwards, there is the legacy and history of the squadrons and of a core-fighting platform in the history of the RAF.

Here the plane and the crews have a distinguished record in all of the RAF operations since the plane became operational in the early 1980s.

The Tornado GR1 and subsequently the GR4 has been deployed successfully in operations since 1990 and has seen action in various operations in Iraq, Kosovo, Afghanistan and Operation ELLAMY over the skies of Libya in support of the UN Security Resolution 1970 and is currently in operations in the conflict against D’aesh.

According to the RAF website:

Still one of the very few aircraft in the world that is able to operate at low level, day or night and in poor weather, the Tornado is now equipped with a modern precision-guided weapons suite and world-class reconnaissance sensors such as the Reconnaissance Airborne Pod for Tornado (RAPTOR).

The aircraft also carries the Litening III Advanced Targeting Pod, which is used in both attack and reconnaissance roles.

Looking forward is really about the fusion of technology with crew competencies carrying forward to the Typhoon and F-35 fleets of the decade ahead.

The GR4 is a two-seat, all-weather, day/night attack and reconnaissance aircraft, and its pilots and weapons systems officers have pioneered a unique contribution of the RAF in terms of introducing Brimstone and Storm Shadow to the fight and evolving those systems over time into the newly emergent Spear 3.

A walk around the hanger with some of the members of the Squadron highlighted their accomplishments. The planes have been pushed hard beyond any realistic expectation of their service life. Yet upgrades have kept the plane relevant to evolving combat needs, but the age of the aircraft and its complexity has been a maintenance challenge.

As one member of the Squadron noted, “We sent 10 Typhoons and 10 Tornados to the Libyan operation.

We had to swap out 18 engines during our time operating the Tornado, but only one Typhoon engine, and that was simply for precautionary measures, but turned out that it did not need to have been replaced.”

The complexity of the aircraft is a significant challenge for maintainability.

It is the very opposite of the digital aircraft, and they noted that the Typhoon maintainers live really in a different world from the wrench turners of the Tornado era!

But the crews have been able to maintain an effective ops tempo for Tornado, which attests to their skills and to the effectiveness of the sustainment approach which the RAF has with industry. Tornado is maintained through the ATTAC contract with BAE Systems.

According to BAE Systems:

We provide the Royal Air Force with a guarantee that their Tornado aircraft’s availability, capability and effectiveness will be maintained throughout its service life. This enables the RAF to perform their duties. We have a commitment to supporting and maintaining the fleet; with a responsibility of ensuring that enough aircraft are available for the squadrons to fly, making them easily deployable on operations.

According to David Ward, head of UK Fleet Operations, Tornado:

“We have a 250 strong team that works alongside the customer in order to deliver this service mainly from RAF Marham in Norfolk. To cut out any delays in the decision-making process there are communications links to the supply chain and project management teams at our Warton and Samlesbury sites also.

It is incredibly important that we perform for the RAF for the security of the nation, but it’s also important from a business point of view because around the world we have to deliver on our commitments here in the UK.

The benefits of the contract are as follows:

  • Guaranteed availability of the aircraft – UK Tornado fleet is able to rapidly deploy on operations. Recent deployments include Libya, Iraq and Afghanistan.
  • Capability upgrades and maintenance – capability upgrades are scheduled around servicing to cut down on lost time and increase aircraft availability.
  • Prompt joint decisions – through working side-by-side with the customer and using camera links to team members at other locations.

The contract delivers significant savings by combining the skills and expertise of our employees and the RAF. RAF officers and BAE Systems personnel stand shoulder to shoulder each day to enable the Tornado fleet at RAF Marham to complete successful operations. It’s a partnership that has been so successful it has led to similar contracts most notably on the RAF Typhoon and Hawk fleets.

In a discussion with Wing Commander Paul Froome OC XV(R) Squadron we discussed the way ahead.

The Wing Commander has been operating Tornados since the late 1990s and has worked with the aircraft and the squadrons in virtually every capacity and in multiple operations.

He noted that with the decision by the government to stand down the Tornado by 2019, they had the twin challenge of maintaining the operational readiness of an aircraft still in high demand for operations while preparing to stand down the aircraft and its crews.

“The SDSR15 just confirmed that the Tornado will go out of service in March 2019. You work back from that date.

Once your kids are at what we call secondary education, high school, then you don’t need a kindergarten.

The kindergarten is going to close, the force will then be set for its last few years.

But the Squadron’s output over the next year is critical to that force being capable to reach 2019. If I don’t get all of my students out — the basic students who’ve never flown the Tornado before, or those who have been away and come back to refresh on the Tornado- then we quite simply won’t have enough people to operate the aircraft, which remains a high demand combat asset.”

We discussed Brimstone and its evolution into Dual Mode Seeker Brimstone and the key role of the Tornado fleet in operating the weapon and shaping its concepts of operations.

The Brimstone program has delivered a unique and very effective close proximity weapon which is the weapon of choice by ground commanders in the kind of operations characterized by operating forces against combatants mixed with civilians. Although it started out to replace cluster bombs and to destroy tanks, it has become a very effective anti-personnel, anti-boat, and anti-vehicle weapon.

The crews evolved the tactics of the missile and its evolution and working closely with the weapon’s designers, MBDA, shaped further capabilities with the weapon as it evolved as well.

The basic approach is for the weapon systems officer to laser designate the key moving target, and then the weapon using its on-board radar to refine the aim point with significant precision on the desired target.

And this is a uniquely UK experience.

“With Paveway IV for example we can talk to other national users.

With Brimstone we can talk to our industry and ourselves.

It was so successful in Afghanistan and was the weapon of choice for a ground commander.

He knew that is was so low collateral damage, very accurate and very, very quick.”

The weapon has been used in trials against fast attack craft with Royal Navy assets as well.

It can provide for a capability to destroy fast attack boats coming against the Navy and obviously a useful weapon in many parts of the world.

The OC discussed as well the importance of the working relationship among the Tornado pilots, weapons systems officers and MBDA in shaping the evolving Brimstone weapons portfolio.

“We had MBDA up recently, and they came up to chat to my weapons instructors course about Brimstone 2, and how it’s developing and they are receiving feedback from operational experiences as well.”

The weapons aboard Tornado are transitioning to Typhoon and to the F-35, but the operational envelope of the Tornado is different and it is a two seat aircraft with a weapons systems officer in the second seat.

Here the CO saw the importance of the enhanced cockpits on the Typhoons and F-35s as crucial to enable the pilots to operate weapons while flying the aircraft.

“It is not just about adding technology; it is about how to operate it from the cockpit.”

One challenge is that the Tornado crews have combined a wide range of operational experience, ground attack, day-night operations, electronic warfare, and reconnaissance and the question is where those skill sets will migrate within the RAF.

With regard to EW, Wing Commander Froome argued that there has been an atrophy of the Wild Weasel like skill sets in favor of what became a more pressing need, namely to combat manpads.

“Earlier, we had two squadrons of Tornados that were effectively Wild Weasel squadrons with our ALARM or air-launched anti-radiation missile, similar to HARM.

As we fought in Iraq and Afghanistan, some skill sets began to fade, and this was one of them.

The threats there were MANPADS, so our EW system developed a very capable counter-MANPAD capabilities.”

What will happen to the Electronic Warfare competence as the Tornados are retired?

“Good question.

They can provide support for a number of the new platforms like F-35 and P-8.

The RAF tends to be good at carrying forward core capabilities and sorting out how best to evolve them with new platforms coming in.

I think we’re very good, historically, on recognizing people with those competencies, and their skill-set, and using them in the best place.”

He did issue a caution with regard to the coming of the P-8 and the need to evolve the skill sets.

“The P-8 is clearly not Nimrod.

If we think that we’re going to take an old-fashioned air electronics operator, and use him in the same way on the P8, we’re missing a trick.

We need to be developing the crews now to be maritime warfare operators, not electronic operators, and radar, and wet and dry, we need to be thinking bigger than that.

If we don’t, then you end up making problems for your F-35, your Typhoon, your P8, your Reaper, your Son of Reaper.”

In short, sun setting one platform requires a shift to shape an effective sunrise of the next. It is about the challenge of managing an innovative transition.

For the military, which is often accused of not being innovative, it is clear that at XV Squadron that is not the case.

History of XV Squadron:

Key Dates:

1915 – Formed at Farnborough.

1938 – One of the first squadrons to receive the Fairey Battle.

1955 – Took part in the Suez crisis.

1983 – First RAF Germany squadron to receive the Tornado GR-1.

Current Aircraft and Location:

Current Aircraft: Tornado GR4

Current Location: RAF Lossiemouth

Battle Honours:

Western Front 1915-1918*,

Somme 1916*,

Arras, Cambrai 1917*,

Some 1918, Hindenburg Line*,

France and Low Countries 1939-1940, Meuse Bridges*,

Dunkirk, Invasion Ports 1940, Fortress Europe 1941-1944,

Ruhr 1941-1945*,

Berlin 1941-1945*,

Biscay Ports 1941-1945,

France and Germany 1944-1945,

Normandy 1944*,

Gulf 1991*.

(Honors marked with an asterisk, may be emblazoned on the Squadron Standard.)

The History of XV Squadron:

Formed as a training unit at Farnborough on 1 March 1915, No. 15 Squadron crossed to France in December of that year equipped with BE2Cs for corps-reconnaissance duties.

One unusual task the unit undertook was the dropping of ammunition by parachute to troops on the front line during 1918. After the War, the squadron succumbed to the inevitable disbandment.

The Squadron reformed at Martlesham Heath in March 1924, but it was little more than in name, as their aircraft were part of the A&AEE trial fleet.

This arrangement continued until 1934 when the squadron was reformed at Abingdon with Hawker Harts. It was shortly after this, that on the insistence of its Commanding Officer, Squadron Leader TW Elmhirst DFC, that the Squadron became known as XV Squadron.

During 1938, the Squadron was one of the first to receive Battles, and it was with these that XV Squadron flew to France in September 1939. In early 1940, the Squadron returned to the UK and re-equipped with Blenheims flown in the ground attack role. By the turn of the year, these had been traded in for Wellingtons, and shortly after that XV Squadron became one of the first Stirling heavy-bomber units.

One famous aircraft flown by XV Squadron was named ‘MacRobert’s Reply’, an aircraft donated by Lady MacRobert in memory of her three sons killed in RAF service. Lancasters arrived during 1943, and the Squadron remained part of No. 1 Group’s main force for the remainder of the war.

Other heavy bombers were flown in the shape of Lincolns and Washingtons, but in 1953, XV Squadron moved into the jet age with Canberras. During the Suez crisis, the Squadron dropped more bombs than any other Canberra unit, but was disbanded in 1957. In September 1958, the Squadron reformed at Cottesmore as the second Victor squadron, but six years later was again disbanded.

On 01 October 1970, the Sqn was reformed at Honington, before moving to Laarbruch in January 1971. After the Gulf War, three Tornado Squadrons at Laarbruch were disbanded, XV Squadron being one of these, at the end of 1991. On 1 April 1992, the XV (Reserve) number plate was given to the Tornado Weapons Conversion Unit at Honington. XV(R) Squadron remained at Honington training Tornado aircrew until November 1993, when it moved to Lossiemouth, its present home.

XV Squadron has approximately 175 permanent personnel, and up to 20 aircrew students at any one time. As the Tornado GR4 Operational Conversion Unit its main commitment is to the training of Pilots and Weapon Systems Operators before sending them onto front-line squadrons.

The Tornado GR4 is a multi role ground attack and reconnaissance platform. It is capable of performing a variety of day and night, all-weather operations.

These include: Airborne Interdiction using precision ground attack munitions;; Close Air Support for coalition troops; Air-to-Air refuelling and Intelligence, Surveillance and Reconnaissance. The Tornado GR4 is currently deployed on operations over Iraq in support of Operation SHADER.

XV Squadron teaches ab-initio aircrew straight from their advanced flying training at RAF Valley, as well as conducting Refresher Courses for experienced operators returning back to the Tornado GR4 following other tours of duty; additionally, XV Squadron trains aircrew officers from other nations Air Forces who are posted to the UK on an overseas 2-3 year ‘exchange tour’ flying the Tornado GR4 with the Royal Air Force.

XV Squadron also conducts post-graduate courses. The Squadron is the home to the Qualified Weapons Instructor Course, the Electronic Warfare Instructor Course and the Instrument Rating Examiner Course; each of these courses provides advanced qualifications to front line aircrew. Additionally, XV Squadron provides both aircrew and ground crew support to RAF operations around the globe when required.

http://www.raf.mod.uk/raflossiemouth/aboutus/xvrsqn.cfm

For a look at “MacRobert’s Reply,” see the following:

https://sldinfo.com/visiting-raf-lossiemouth-macroberts-reply-and-tornado-thunder/

For recent updates on Brimstone, Storm Shadow and Spear, see the following:

According to the UK MoD, in an update on air strikes against Daesh:

26 June 2016 Intelligence had determined that Daesh were using a large concrete bunker in western Iraq as a weapons facility.

 Due to the massive construction, built during the Saddam era, it was decided to use four Stormshadow missiles against it, as the weapon has particularly good capabilities against such a challenging target.

 The missiles were launched by two Tornados, all four Stormshadows scored direct hits and penetrated deep within the bunker.

https://www.gov.uk/government/news/update-air-strikes-against-daesh

MBDA, May 5, 2016 with regard to Brimstone enhancements:

The Brimstone air-to-surface missile developed by MBDA has successfully undertaken challenging operational evaluation trials by the Royal Air Force (RAF) that confirm the performance of the missile’s latest technical enhancements.

This was achieved during February 2016 at China Lake in the USA as the culmination of a programme to advance the operational edge this highly capable missile brings.

Brimstone has a record of approximately 500 missile firings with a very high success rate since its entry into service. 

The operational evaluation trials involved 11 missile firings, including at the edge of the weapon system’s performance envelope.

The trials were conducted against a variety of operational scenarios with precise hits on very small, fast moving vehicles and against complex static targets.

The trials included single and salvo firings, whilst laser, millimetric radar and dual mode guided modes were used, as was ground-based, third party laser designation. 

Brimstone Hitting Target During China Lake Test, 2016.
Brimstone Hitting Target During China Lake Test, February 2016.

The trials demonstrated the missile engagement envelope is significantly increased over the in-service missile, providing a 100% increase in stand-off range (based on MBDA modelling and release ranges of the in-service missile), and a significantly increased ability to engage targets at high off-bore sight angles.

This improves the ability to fire from a launch platform performing a close air support (CAS) flying pattern (‘wheel’) over the battlefield, without the need to manoeuvre the platform to align with the target. 

The firings also successfully demonstrated the new Insensitive Munition (IM) warhead, against armoured and non-armoured targets whilst bringing additional deployment benefits. 

The RAF’s Eurofighter Typhoon will benefit first from this enhanced capability, with an integration programme underway for 2018. Separate activities are being conducted for Brimstone’s potential use on the UK’s Future Attack Helicopter and Protector remotely-piloted aircraft system (RPAS).

According to MBDA, Spear 3 is a two-way data link precision strike weapon for use in low collateral damage situations.

The next generation air launched surface attack weapon SPEAR is MBDA’s response to a component of the UK’s Selective Precision Effects At Range (SPEAR) air launched requirement. The weapon will maximise the potential of the UK’s future combat air capability, matching the weapon to the aircraft. 

Spear on Eurofighter
Spear on Eurofighter

Recent conflicts have demonstrated the need for precision strike weapons that can operate night and day in all weather conditions against severe countermeasures and importantly attack moving and manoeuvring targets. Powered by a turbojet engine, SPEAR has the beyond horizon reach to ensure that the aircraft remains safely away from hostile air defence units. 

SPEAR is equipped with the latest generation precision effects warhead, designed to meet the demands of the future combat mission. The weapon will allow the warfighter to reduce the numbers of different weapons within inventory while also extending the operator’s ability to engage mobile, fleeting and re-locatable targets far beyond the horizon. 

SPEAR will provide high aircraft survivability with a low collateral damage solution.

Fitted with the latest generation multi sensor seeker designed to operate in all combat conditions, SPEAR will be able to engage a wide range of target types both on land and sea.

http://www.mbda-systems.com/air-dominance/spear/

SPEAR-UK

The slideshow above shows Tornados operating at RAF Lossiemouth and are credited to the RAF. 

Russia Revives its Icebreaking Fleet

Posted on | by Robbin Laird

2016-07-06 By Richard Weitz

Recent weeks have seen clear evidence of Russian perseverance in sustaining its Arctic presence despite the country’s national economic slowdown and other challenges.

This is particularly visible in Russia’s new icebreakers, which in the Arctic are the military equivalent of aircraft carriers in other oceans—the main symbol of national power projection and presence.

The Russian Federation, like the Soviet Union, has long had a fleet of icebreakers of various capabilities and sizes.

In addition to the conventional diesel engines found on all U.S. and other foreign icebreakers, Russia also has nuclear-powered icebreakers that normally can break thicker ice due to their more powerful motors.

Following the collapse of the Soviet Union, many of these icebreakers fell out of repair or came under private corporations or were loaned to foreign countries.

But the Russian government has since recovered control of many of these vessels as well as built many new ones for military and civilian use.

On June 10, 2016, the JSC Admiralty Shipyards in St. Petersburg floated Russia’s first icebreaker in four decades.

The diesel-electric ice-breaker Ilya Muromets, the first vessel of this class for the Russian Navy in 45 years. (Credit Anatoly Medved/TASS)
The diesel-electric ice-breaker Ilya Muromets, the first vessel of this class for the Russian Navy in 45 years. (Credit Anatoly Medved/TASS)

The Project 21180 Ilya Muromets, commissioned by the Russian Navy, is a diesel-electric powered, 280-foot, 6,000-ton icebreaker that is designed, to have the capacity for a two-month voyage of some 12,000 nautical miles, with a cruising speed of 15 knots, and able to smash ice of almost one-meter thickness.[1]

In addition to breaking ice for other vessels, the Ilya Muromets, which will join the Northern Fleet in 2017, can tug ships and convey cargo to isolated Russian military facilities.

The Russian Navy will acquire at least three more Project 21180 icebreakers in the future.[2]

The Northern Fleet has high-level responsibility for Arctic security and comprises some two-thirds of Russia’s naval vessels.[3]

The Northern Fleet needs icebreakers to sail on patrols in the Arctic outside the summer months.[4]

In addition to the three more military icebreakers, the Northern Fleet will acquire two cruise-missile corvettes with icebreaking capabilities, to open paths for themselves and other Russian ships, by 2020.[5]

Rosatom has proposed rebuilding a decommissioned nuclear-powered icebreaker, the Sovetskiy Soyuz, as a floating Arctic command headquarters with an operational life of over two decades.[6]

Russian civilian companies are also building more icebreakers that could have an inherent dual-use capacity to assist Russian military operations in the Arctic.

The Russian-state company Rosmorport is building the world’s most powerful diesel-engine icebreaker.

The first of these LK-25 Type Project 22600 ships, the Viktor Chernomyrdin, will be able to conduct two-month long voyages through approximately 6.5-feet thick ice.[7]

Russian energy corporations such as Novatek and Gazprom Neft are also acquiring icebreakers to support their Arctic operations to include transporting oil and gas as well as towing or rescuing distressed ships.[8]

Until now, there has been a division of labor among the shipyards around St. Petersburg that build Russia’s icebreakers.

The Admiralty Yard and Vyborg Yard make Russia’s diesel-powered icebreakers, while the Baltiisky Yard build the nuclear-powered vessels.

The Arctech Yard in Finland, which is Russian-owned, also makes some icebreakers for Russian clients as well as other customers.[9]

The new Russian nuclear-powered icebreaker Arktika launches in St. Petersburg, Russia. Russia has been modernizing its icebreaker fleet as part of its efforts to strengthen its Arctic presence, Evgeny Uvarov/AP
The new Russian nuclear-powered icebreaker Arktika launches in St. Petersburg, Russia. Russia has been modernizing its icebreaker fleet as part of its efforts to strengthen its Arctic presence, Evgeny Uvarov/AP

Russia’s is the only country with nuclear-powered icebreakers.[10]

It is now building its largest nuclear icebreaker in history, the Type LK-60 Project 22220 Arktika, at a cost of some $1.2 billion.

With 80,000 hp (60 megawatts), the ship can break ice up to 10-feet thick powered by two 175MW RITM-200 compact nuclear reactors that weigh half as much as the power reactors presently used by Russia’s nuclear-powered icebreakers.[11] The Arktika floated in June 2016, a year ahead of schedule.[12]

According to the official timetable, the ship will be commissioned in December 2019.[13]

The new Arktika will replace a previous nuclear-powered icebreaker Arktika that retired in 2008, which was half the size of the new ship.[14]

There are two more Project 22220 nuclear-powered icebreakers planned, the Ural and the Sibir.[15]

These new vessels may not have much of a near-term impact on Arctic dynamics since Russia already has more than 40 icebreakers, considerably more than the rest of the world combined.

At least another dozen icebreakers are on order.[16]

Some two thirds of these vessels are capable of operating in the high seas of the ocean, while the rest are designed for primarily coastal missions.[17]

Russia sees its icebreaker fleet as an important enabling capacity for infrastructure development in the region, for enhancing use of the Northern Sea Route (NSR) from East Asia to Europe, and for securing Russian access to the Arctic’s sizable energy and mineral resources.

The increasing activity level was symbolically represented by the December 2015 voyage of the Russian icebreaker Vaygach, which not only traversed the Northern Sea Route in the record time of 7.5 days, but did so in the second half of December, weeks after the traditional shipping season ends in mid-November—affirming Russian hopes to keep the NSR operational year-round.[18]

[1] “Russian Navy’s brand new icebreaker Ilya Muromets floats off,” RT, June 10, 2016, http://on.rt.com/7f3k; and Agence France-Presse, “Russia Unveils New Navy Icebreaker in Arctic Military Focus”, June 11, 2016, Defense News, http://www.defensenews.com/story/defense/naval/2016/06/11/russia-unveils-new-navy-icebreaker-arctic-military-focus/85747556/.

[2] “Russian Navy gets new icebreaker,” Russia Beyond the Headlines, June 10, 2016, http://rbth.com/defence/2016/06/10/russian-navy-gets-new-icebreaker_602031.

[3] Frans-Stefan Gady, “Russia Launches First New Military Icebreaker in 45 Years,” The Diplomat, June 14, 2016, http://thediplomat.com/2016/06/russia-launches-first-new-military-icebreaker-in-45-years/.

[4] Matthew Bodner, “Russia’s Polar Pivot,” Defense News, March 11, 2015, http://www.defensenews.com/story/defense/policy-budget/warfare/2015/03/11/russia-arctic-bases-soviet-northern-command-navy-fleet-siberian-island/24335619/

[5] Agence France-Presse, “Russia Unveils New Navy Icebreaker in Arctic Military Focus,” Defense News, June 11, 2016, http://www.defensenews.com/story/defense/naval/2016/06/11/russia-unveils-new-navy-icebreaker-arctic-military-focus/85747556/.

[6] Sputnik, June 28, 2016, http://sputniknews.com/russia/20160128/1033824140/russia-arctic-rosatom-hq.html

[7] Atle Staalesen, “These are Russia’s new icebreakers,” The Independent Barents Observer, December 1, 2015, http://thebarentsobserver.com/2015/12/these-are-russias-new-icebreakers

[8] Atle Staalesen, “These are Russia’s new icebreakers,” The Independent Barents Observer, December 1, 2015, http://thebarentsobserver.com/2015/12/these-are-russias-new-icebreakers

[9] Atle Staalesen, “These are Russia’s new icebreakers,” The Independent Barents Observer, December 1, 2015, http://thebarentsobserver.com/2015/12/these-are-russias-new-icebreakers

[10] Camila Domonoske, “Russia Launches World’s Biggest, Most Powerful Icebreaker,” June 16, 2016, http://www.npr.org/sections/thetwo-way/2016/06/16/482288188/russia-launches-worlds-biggest-most-powerful-icebreaker

[11] http://sputniknews.com/russia/20160627/1042026545/russia-nuclear-icebreaker-reactor.html

[12] Aiswarya Lakshmi, marinelink.com/news/arktika-largest-russia411416.aspx Russia Aims it Big With Arktika, World’s Largest Icebreaker Ship By June 19, 2016

[13] Rosatom has completed a power unit for the world’s largest nuclear icebreaker Arktika,” http://sputniknews.com/russia/20160627/1042026545/russia-nuclear-icebreaker-reactor.html

Sputnik, June 27, 2016

[14] David Hambling, Russia Built a Big, Bad Nuclear-Powered Icebreaker to Win the Arctic,” Russian Maritime Register of Shipping,” June 23, 2016, http://www.popularmechanics.com/military/navy-ships/a21484/russia-nuclear-powered-icebreaker/.

[15] “Russia Invests in World’s Largest Nuclear-Powered Icebreaker © Sputnik, June 28, 2016,

http://sputniknews.com/military/20160628/1042095705/nuclear-icebreaker-launch-ural.html.

[16] Norton A. Schwartz & James G. Stavridis, “A Quick Fix for the U.S. ‘Icebreaker Gap’”, February 3, 2016, The Wall Street Journal, http://www.wsj.com/articles/a-quick-fix-for-the-u-s-icebreaker-gap-1454542242

[17] Franz-Stefan Gady, “Russia and China in the Arctic: Is the US Facing an Icebreaker Gap?” The Diplomat, September 7, 2015, http://thediplomat.com/2015/09/russia-and-china-in-the-arctic-is-the-us-facing-an-icebreaker-gap/

[18] Emily Russell, “Russian icebreaker breaks speed record on Arctic route,” Alaska Dispatch News, December 31, 2015, http://www.adn.com/arctic/article/russian-icebreaker-breaks-speed-record-arctic-route/2015/12/31/.

 

Australian Forces In Paris for 14th of July Parade, 2016

Posted on | by Robbin Laird

2016-07-11 The major deal between France and Australia for a new generation of submarines is not the only reminder of the French-Australian relationship.

In this video, the Aussie forces which were sent to France to participate in the 14th of July Parade, 2016, are seen rehearsing with the French forces.

The Australian Defence Force contingent rehearses on the Avenue des Champs-Élysées in Paris on 10 July 2016 in preparation for the French National Day Parade later in the month.

Australian Defence Force personnel will join thousands of French military personnel marching down the famous Avenue des Champs-Élysées in Paris on Thursday, 14 July 2016 to mark French National Day celebrations in France.

Aussie Prepare for 14th of July Parade 2016 from SldInfo.com on Vimeo.

ADF personnel will take the ‘position of honour’ at the head of the parade, which is Europe’s oldest and largest regular military parade, before travelling to the Western Front in northern France for Centenary of Anzac commemorations of the battles of Fromelles and Pozières later in July.

French National Day commemorates the storming of the Bastille on 14 July 1789 and the Fête de la Fédération, which celebrates the unity of the French people on 14 July 1790.

The 140-person ADF contingent will include 30 Royal Australian Navy sailors, 80 Australian Army soldiers and 30 Royal Australian Air Force airwomen and airmen, and a tri-service flag party carrying the Australian national flag and the ADF Ensign.

Credit: Australian Ministry of Defence

7/10/16

 

Synergy Between the Commercial and Military Marketplace: HForce as a Leveraging Strategy for Helo Combat Systems

Posted on | by Robbin Laird
07/09/2016

2016-07-04 By Robbin Laird

During the second day of the Airbus Defence and Space Trade Media Event, 2016, the Hforce weapons suite was highlighted as a new approach by Airbus Helicopters to the military market place.

Prior to the briefing, journalists toured the modified H145 to see the Hforce configured aircraft, and I was with a group which was fortunate to have an experienced French helicopter officer Col. (Retired) Christian Fanchini, now Senior Operational marketing manager with Airbus Helicopters.

DSC00082

I had a chance to talk with him after the tour and briefing as well.

In effect, the Hforce is a modular weapon system developed for the H125, H145 and H225 helicopters.

The H145 has been sold to the US Army for both utility and training roles, and is being used by pilots of all three services learning to fly helicopters.

It has been sold worldwide to many customers and represents a significant global user base.

This is important for the Hforce modified version because it shares 70% of the same parts as the H145 already in the marketplace.

Global supplies provide a solid foundation for support for operations worldwide.

Based on the commercial fleet which is undergoing upgrades on a regular basis, the modifications and upgrades to the cockpit and power packages become available to the modified military helicopters as well as part of a commercially amortized modernization effort.

This is important when seeking to see both capability growth and cost containment for military force.

Military Range Airbus Helos

The Hforce represents an alternative as well to specialized attack helicopters which are highly specialized and costly to operate.

Obviously, there are operational conditions where such a capability is preferred to a multi-mission helicopter.

But the Hforce is built on the utility helicopter which can be reconfigured within two hours by technicians to function as an armed scout or light attack helicopter and back again.

In other words, it can meet a wide variety of missions with rapid swap out of systems onboard the aircraft.

The aircraft can be armed with guns on either side and one from the rear if the doors are removed.

It can be up armed with laser guided rockets or missiles as well.

The helicopter operates with the Tiger crewing system, whereby there is a weapons officer who manages the role of the helicopter in the battlespace.

The power of the new version of H-145 increases power by more than 20% and the emergency operating system whereby it can operate with only one engine has increased power by 39% in emergency situations.

Airbus is the software designer and manager of the helicopter, which is central to the approach.

Not only does Airbus integrate weapons capabilities into the software but works the fly by wire system to optimize performance as well.

And this means that the modular system can be modified to customer requirements with regard to communications and weapons systems required by the customer.

For Special Force Customers (and the German Special Forces is the initial launch customer) the communications equipment is integrated with customer preference.

And if desired an ITAR free version can be developed and sold as well.

A key element of 21st century air combat systems is software upgradeability and customizability; the Hforce enabled helicopter fits right in.

A customer can buy the helo with a zero based solution, meaning that upgradeability is built in but the customer can wait to determine what to add as need becomes clear or money becomes available.

The doors are easily accessible even with weapons installed for the load out of the helicopter with personnel or equipment. The rear doors can facilitate medevac missions as well.

The maintenance side is important as well.

The new version has modifications and materials which have enhanced maintainability or what I like to call enhanced maintainability by design.

According to Fanchini, the new version decreases maintenance requirements by 15% over the Lakota.

It is truly a multi-mission helicopter which leverages the evolving capabilities of the commercial fleet which Airbus builds, sells and maintains worldwide.

Also see the following:

https://sldinfo.com/the-hforce-helicopter-weapons-suite/

And this story published last year about the Australian H-145 demo tour highlights some of the capabilities of the new helicopter as well:

H145 demonstrator D-HADW overflies Sydney. (Seth Jaworski)

Airbus Helicopters says its new H145 helicopter is particularly suited to the local market as the company conducts a demonstration tour of aircraft over June and July.

Targets for the H145 – recently renamed from EC145 T2 – were expected to be EMS (emergency medical service) and police operations. The H145 is also being demonstrated to the Australian military during its month-long visit of 15 capital cities, regional centres and towns stretching from Melbourne to Far North Queensland and points in between.

Airbus Helicopters test pilot Diethelm Berndt said the H145 had the right size and the right power-to-weight ratio for Helicopter Emergency Medical Service (HEMS) and police operations.

“That makes it attractive,” Berndt told reporters at Bankstown Airport on June 22. “There is nothing comparable on the market.”

“My prediction is you will see this as the standard HEMS and police helicopter in many parts of the world.”

A New Zealand-based customer accepted delivery of a H145 in April, the first delivery of the type in this part of the world.

H145_D-HADW_SYDNEY_24JUNE2015_SETH-JAWORSKI-19

Meanwhile, there were currently about 10 earlier model EC145s flying in Australia. Compared to the EC145 the H145 features a Fenestron shrouded tail rotor and twin Turbomeca Arrius 2E engines.

Airbus Helicopters senior sales promotion manager Christian Fanchini said the twin-engine H145 at maximum power was about 21 per cent more powerful than the EC145.

“It is really a very powerful aircraft, particularly useful for extreme conditions – altitude and hot temperatures,” Fanchini said.

“Today, we could say that this light twin-engine is the most powerful you can find to fly in these extreme conditions.”

Fanchini said Airbus Helicopters had booked about 150 orders for the H145, which was first certified by European regulators in April 2014 and the US Federal Aviation Administration in October 2014.

Military certification followed in May 2015, with German special forces the launch customer for the H145M.

Airbus Group Australia Pacific represents Airbus Helicopters in the region.

http://airsoc.com/articles/view/id/5591129731394453798b4579/airbus-helicopters-h145-on-australian-demo-tour

The photos in the slideshow are credited to Second Line of Defense.

 

RAF and USMC F-35s Cross the Atlantic for the First Time

Posted on | by Robbin Laird
07/06/2016
||

2016-07-02 Although the arrival of F-35s for the Farnbourgh and RIAT air shows can be seen as a unique event, it is not.

It is part of a process of the coming of the F-35 to its initial operating capability, and starting a pattern of cross-Atlantic crossings.

Earlier, the Italian Air Force crossed the Atlantic with its F-35s built in Italy.

Next were the Dutch flying to the Netherlands for the first time from Edwards AFB.

And then the Marines and the RAF flew from USMC Air Station Beaufort to participate in the UK airshows at RIAT and Farnbourgh this summer.

Flying the RAF F-35B was RAF pilot Squadron Leader Hugh Nichols whom we interviewed last year at Beaufort.

At the Marine Corps Air Station, the Marines and the RAF are working the standup up of their individual capabilities but are doing so by building from the ground up in common.

The above video is credited to the UK MoD and the 2018 date refers to the UK IOC; the USMC jets are IOCd from last year. 

According to a story on the UK MoD website published on June 30, 2016:

 The first of Britain’s new supersonic ‘stealth’ strike fighters has touched down in the UK for the first time.

 The F-35B Lightning II jet was flown by RAF pilot Squadron Leader Hugh Nichols on its first transatlantic crossing, accompanied by two United States Marine Corps F-35B aircraft from their training base at Beaufort, South Carolina.

The combined US/UK team of aircrew and engineers are here in the UK to demonstrate just what the 5th generation state of the art aircraft can do, flying at the Royal International Air Tattoo and Farnborough International Air Show over the next few weeks. The aircraft are due to enter service with the Royal Navy and RAF from 2018.

Defence Secretary Michael Fallon said:

The F-35Bs are the most advanced fast jets in the world. Whether operating from land or from one of our two new aircraft carriers, they will ensure we have a formidable fighting force.

They are part of our plan for a stronger and better defence: more ships, more aircraft, more troops available at readiness, better equipment for special forces, more being spent on cyber – to deal with the increased threats to our country.

Air Commodore Harv Smyth, Lightning Force Commander said:

The arrival of Lightning in the UK is an important step towards our delivery of operational capability with the UK’s first ever stealth fighter aircraft.

Operating from land bases or our new aircraft carriers, the F35B Lightning will provide ‘next generation’ advanced sensor capabilities which, when combined with its low observable, ‘stealthy’ design, allow the pilot to see more, know more and act faster than the enemy.

Our Lightning Force is developing very quickly and we are well prepared for the arrival of our first operational squadron (617 Sqn ‘The Dambusters’) at RAF Marham in 2018.

For our interviews with key players in standing up the UK F-35 capability, see the following:

https://sldinfo.com/the-new-uk-aircraft-carrier-reshaping-the-royal-navy-and-the-royal-air-force/

https://sldinfo.com/shaping-a-new-combat-capability-for-21st-century-operations-the-coming-of-the-f-35b-to-the-new-british-carrier/

https://sldinfo.com/shaping-a-way-ahead-for-the-f-35-in-uk-defence-the-perspective-of-air-commodore-harvey-smyth/

https://sldinfo.com/royal-air-force-operations-and-evolving-concepts-of-operations-shaping-a-triple-transition/

The photos in the first slideshow show the transit and arrival of the the Marine Corps and UK F-35Bs to the United Kingdom and are credited to the UK MoD. 

The video above shows the USMC and RAF F-35Bs refueling during their 10 hour flight across the Atlantic.

Credit for Video: UK Defence Journal

PREPARING TO OPERATE OFF OF THE HMS QUEEN ELIZABETH: WORKING WITH THE MARINES AT VFMAT-501

 Question: What is your function here at the squadron?

Sqn Ldr Hugh Nichols: I have two roles.  I am an instructor pilot within the Warlords and in that role, I am an integrated member of the team.

My other role is as the Senior National Representative for the UK on the base here.

Question: At Luke the Aussies and USAF pilots are flying each other’s planes.

Is that happening here?

Sqn Ldr Hugh Nichols: It is.  In effect, we have a pooling agreement here.

Our aircraft are pooled with those of the Marines, and we fly aircraft in the pool not just the UK jet.

Question: When you return to the UK with the planes, obviously a wider F-35 community is being established with which you will operate.

How do you see that?

Sqn Ldr Hugh Nichols: The majority of the operating areas big enough to fully utilize this aircraft will be out over the North Sea, so I can see us using this to our advantage by operating with our Northern European allies.

I would anticipate that there will be a lot of cooperation with Norwegians, Danes or the Dutch as we bring this exciting aircraft into service on European soil.

Question: And because the B and the A have common combat systems, your collaboration will not depend on which airframe you fly?

Sqn Ldr Hugh Nichols: That is correct.

At the end of the day, it doesn’t matter if you in an A, a B or C, once airborne, the mission systems are the same.

Question: What is the advantage of being here working with the Marines?

Sqn Ldr Hugh Nichols: There are many, but let us start with their sense of urgency in getting the aircraft to Initial Operating Capability.

The Marines have done a fantastic job working through previous program difficulties and have blazed a trail towards bringing this next generation capability into service..

They are Marines, and if anything gets in the way, they deal with it.

Working with them will clearly ensure that we are ready for the Queen Elizabeth.

And the pooling agreement is important in terms of cross learning.

Our young maintainers are working with Marine Corps maintainers and they are learning to work through different procedures and protocols to learn how to maintain a common airplane.

Question: Obviously, this will yield operational advantages later as Marines fly onto your ships and vice versa.

How do you see this?

Sqn Ldr Hugh Nichols: Obviously, deciding to do that is above my pay grade, but clearly you are right, we have cross-decked in the past and shaping commonalities from the outset will help us to so in the future.

The Marines could fly jets off of the Queen Elizabeth and we off the Wasp or other ships the USMC enable for F-35B use in the future.

Question: The RAF is in the throes of a modernization effort and necking down to a smaller type model series of aircraft across the board.

How are you working the Typhoon-F-35 integration?

Sqn Ldr Hugh Nichols: We have already started Typhoon-F-35 integration at Edwards, with the Test and Evaluation Sqns, and it shouldn’t’ be too long before we are involved in training exercises on the East Coast.

Question: Secretary Wynne made the point that modernization of legacy aircraft should be taken going forward from the perspective of working with the F-35.

How do you view that approach?

Sqn Ldr Hugh Nichols: It makes sense.

Each aircraft brings different strengths to the fight and we will fly them both, with the tactics will evolving over time.

Software modifications will undoubtedly be required in order to get the most out of each aircraft and ensure full interoperability; take Link 16 for example, where the F-35 could put out a huge amount of information.

We need to ensure that Typhoon is able to receive and display the information without overloading the pilot.

Question: Typhoons have flown for some time with F-22s and now with F-35s.

What is the impact on the Typhoon?

Sqn Ldr Hugh Nichols: It makes the Typhoon more lethal and survivable.

Today, every legacy aircraft that can fly with a Raptor clearly wishes to do so.

But there is going to come a point where they will prefer to fly with the F-35 due to the  data linking capability of the F-35 and how that capability enhances the situational awareness of all aircraft in that fight.

For example, we can push information out to the legacy fleet so they know where the threats from integrated air defense platforms are and therefore they have a better understanding of where they are safe from those systems.

Question: What is the way ahead for the British presence at Beaufort?

Sqn. LDF Hugh Nichols: By 2018, we will have around 250 people here.

Then in 2018 we will move the squadron to the UK.

617 Sqn will fly home in mid 2018.

17(R) Squadron will remain at Edwards.

It is tasked to be involved in the ongoing operational tests as new software and new capabilities come online for the F-35 throughout its service life.

On May 19, 2015, a week before visiting the USS WASP and meeting with the crew and pilots doing the operational trials aboard the ship, the Second Line of Defense team went to MCAS Beaufort to discuss the progress made with the Warlords after moving from Eglin.

Credit Photos in the Second Slideshow Above: Second Line of Defense

The first few shots show some of the F-35s at the squadron that day, including one with Wasp markings that was prepared to join OT-1.

The sixth photo shows Squadron Leader Nichols in front of a UK F-35.  Even though he is standing in front of the plane, within the squadron any squadron member might fly this plane, as will the Brits fly USMC jets.  This is the same as at Luke where the Aussies and the USAF pilots fly each other’s planes.  This is part of the F-35 global enterprise already being stood up.

The seventh and eighth photos show Murielle Delaporte with Squadron Leader Nichols and Major Brian Bann.

The final photos show Lt. Col. Bachmann and Major Bann with Murielle Delaporte and Robbin Laird in front of the Warlords squadron building.

https://sldinfo.com/preparing-to-operate-off-of-the-hms-queen-elizabeth-working-with-the-marines-at-vfmat-501/ 

And from the experience of flying the other way across the Atlantic in the middle of winter, we have the perspective of “Ninja.” 

NINJA DISCUSSES HIS F-35 FLIGHT ACROSS THE ATLANTIC: THE RIGHT STUFF ITALIAN STYLE

Question: You flew in formation and through heavy clouds, we understand?

Answer: We had four aircraft total; and kept tight formation; and refueled in the clouds as well.

We had two C-130s just in the case; the tanker, a Typhoon headed to Red Flag and the F-35.

Question: So you were in a new aircraft, single engine, flying in the middle of winter across the North Atlantic in heavy headwinds?

Answer: That characterizes it.

Question: Did you hand fly the plane to stay in formation?

Answer: The plane is very reliable, and I hand flew some times, but auto pilot handled a great deal of the flight.

Question: What about the air refueling events?

Answer: We had 100% success even in the clouds; the big thing here is that the plane is very stable and reliable with no problems.

We had no disconnections; the F-35 is a very stable airplane.

Question: This is the first F-35 built on a new assembly line.

Did that come into play in your calculations in flying the aircraft?

Answer: We did 15 flight hours with AL-1 prior to crossing the Atlantic and we had no issues, and I mean NO issues.

It is the first F-35 built outside the United States.

Our workers at the FACO worked as a team as a team to get this result.

We are building for our own air force and wings for other air forces.

We flew the jet 5 times back to back to back to back prior to coming. I don’t think that has ever been done before as well.

Question: How many flight hours do you have on the F-35?

Answer: About 50 real flight hours.

I was formerly a Tornado pilot in the reconnaissance role.

And then became a test pilot.

Question: After the testing here, what is next for the jet?

Answer: We will take the first two aircraft to Luke AFB.

Then in a few months will bring additional aircraft to Luke.

This summer we will ferry number 4 and 5 to give us a full complement of five at Luke.

All the student pilots at Luke fly the aircraft in the fleet whether US, Australian, Norwegian or Italian.

And the training allows us to learn common TTPs from the ground up.

We are building a fifth generation approach from the ground up.

Question: When you sit in the F-35 cockpit and flew across the Atlantic how did the various systems assist you in the flight?

Answer: The great thing about the F-35 is that the human-machine interface (HMI) is so good and so built around the pilot that you don’t have to learn how it works.

You just use it.

You can configure the screens to configure for the mission.

The aircraft is built to understand; you are building a strategy, not focusing on managing the sensors or really focused on the flying function.

I was able to see the aircraft surrounding me through the clouds, such as keeping distance with my tankers, by using my helmet and the Distributed Aperture System and see the C-130s below me below the clouds.

Question: Did you have any problems with your helmet?

Answer: No. I used the Gen II helmet and the Gen III has improved the helmet, but my helmet worked flawlessly during the flight. I was able to fulfill the mission and I am here.

Question: How different is flying the Tornado compared to the F-35?

Answer: How can answer and be polite? There is no comparison. Recently, I flew the Tornado after learning to fly the F-35. It was a real shock to go back in time.

I had to move my head and focus on the switches and sensors – you have to manage the aircraft to fly.

The F-35 is totally different.

Question: What is it like to cross the Atlantic with DAS?

Answer: It is IR so much of its functionality is used during the night not the day, although you do look through your legs and could see buildings, intersections, and various landmarks while flying.

Question: Many more people saw Lindbourgh land at Le Bourget in 1927 than are here today.

There are four reporters here to witness your arrival, and let make no mistake about it, this is an historic day in which an Italian flew the first F-35A with an Italian assembled aircraft, rather than the USAF having done so.

How does that feel from an Italian point of view?

Answer: It feels great. It is a different mindset. We are working at a different level than we have done in the past.

It must be weird from your point of view to have an Italian fly the first F-35 across the Atlantic. We are making history. We are building it; we are flying it; we are maintaining it.

We talk about facts. I am a pilot.

We have flown all these flight hours with no problems; we are living a new reality.

The aircraft is extremely reliable.

We are close to 50,000 flight hours with aircraft.

That is a fact.

We had a no gripe, no maintenance discrepancies during flight as well.

Question: When the Marines we barred from flying from Pax River to the Farnbourgh air show in 2014, how did this affect your preparation and thinking?

Answer: I certainly realized that I was going to be first and felt that pressure.

But with regard to the flight I talked with the Marines about their flight – they went from Yuma to Pax – and their flight plan to come over.

They were very helpful.

Semper Fidelis is what I have to say about that.

Question: How was the airplane ergonomically?

Answer: I did not think about it until you asked the question.

The seat is very comfortable.

You can stretch your legs in front of you.

The helmet was confortable, and the seat was very supportable and comfortable.

With this helmet I do not have to turn my head, which makes it easier as well for the pilot.

Question: When did you learn that you would do this flight?

Answer: We started working this about six months ago and worked various scenarios for the flight including divert requirements if needed.

But the aircraft holds so much fuel that there is an additional safety factor built in. After 30 minutes after take off from the Azores I could reach the coast of Canada flying high. If I needed to fly lower, I would need a refueling.

We also brought our tankers to Edwards last year to do refueling of the F-35 and worked through various procedures and operating conditions.

Question: This plane is designed to drop bombs and fire missiles.

What you can see going forward with regard to training with regard to weapons?

Answer: It is a lot easier than you think.

This is one of the first aircraft that you can take off and after about two flights dropping bombs, and firing weapons.

Your mission systems are so good that you can start operating weapons very early in your training and operations.

We have to air-to-air pilots working with air-to-ground pilots and merging the cultures.

You are not focusing on your sensors; you are focusing on the end objective of your mission.

The big difference with this aircraft is situational awareness.

You see everything, and I mean on the surface and on the ground and you command attack, defense and electronic warfare functions within the aircraft.

The HMI is processing this and allowing you to be more strategic in your role.

You have different screens and different set ups that we are using as we fly the aircraft, and over time we can help the pilots standardize ways to usual the two screens optimally.

During my flight, I mostly used the two screens in the following way:

Half a screen provided a long-range view to look further; the second half showed the formation.

And the second screen contained my targeting Pod in one half and DAS in the other.

I hand flew because I wanted to play with the screens and figure out how to make best use of the systems during flight.

Question: How is the F-35 a game changer for the Italian Air Force?

Answer: The F-35 gives us much greater global reach.

We have so much gas in the aircraft and it is so fuel efficient, it gives us options in the various scenarios we are likely to face in our area of operations.

https://sldinfo.com/ninja-discusses-his-f-35-flight-across-the-atlantic-the-right-stuff-italian-style/

The photos in the third slideshow are credited to the Italian Air Force and Lockheed Martin and show the arrival of the Italian F-35s to Pax River on February 5, 2016. 

RIMPAC 2016

Posted on | by Robbin Laird
07/05/2016

2016-07-05 According to an article by the Commander, US Third Fleet Public Affairs published on 6/23/16:

SAN DIEGO – Twenty-six nations, 45 ships, five submarines, more than 200 aircraft, and 25,000 personnel will participate in the biennial Rim of the Pacific (RIMPAC) exercise scheduled June 30 to Aug. 4, in and around the Hawaiian Islands and Southern California.

The world’s largest international maritime exercise, RIMPAC provides a unique training opportunity that helps participants foster and sustain the cooperative relationships are critical to ensuring the safety of sea lanes and security on the world’s oceans.

RIMPAC 2016 is the 25th exercise in the series that began in 1971.

Hosted by U.S. Pacific Fleet, RIMPAC 2016 will be led by U.S. Vice Adm. Nora Tyson, commander of the U.S. 3rd Fleet (C3F), who will serve as the Combined Task Force (CTF) commander.

Royal Australian Navy Rear Adm. Scott Bishop will serve as deputy commander of the CTF, and Japan Maritime Self Defense Force Rear Adm. Koji Manabe as the vice commander.

Other key leaders of the multinational force will include Commodore Malcolm Wise of the Royal Australian Navy, who will command the maritime component; Brig. Gen. Blaise Frawley of the Royal Canadian Air Force, who will command the air component; and the amphibious task force will be led by Royal New Zealand Navy Commodore James Gilmour.

Three nations, Denmark, Germany, and Italy will participate in RIMPAC for the first time, in 2016.

This year the Trident Warrior experimentation series, will highlight fleet innovation during the see amphibious operations in the Southern California operating area, and feature a harpoon missile shoot from an LCS, the U.S. Navy’s newest surface platform.

The theme of RIMPAC 2016 is “Capable, Adaptive, Partners.”

The participating nations and forces will exercise a wide range of capabilities and demonstrate the inherent flexibility of maritime forces. These capabilities range from disaster relief and maritime security operations to sea control and complex warfighting.

The relevant, realistic training program includes amphibious operations, gunnery, missile, anti-submarine, and air defense exercises as well as counter-piracy, mine clearance operations, explosive ordnance disposal, and diving and salvage operations.

This year’s exercise includes forces from Australia, Brunei, Canada, Chile, Colombia, Denmark, France, Germany, India, Indonesia, Italy, Japan, Malaysia, Mexico, Netherlands, New Zealand, Norway, People’s Republic of China, Peru, the Republic of Korea, the Republic of the Philippines, Singapore, Thailand, Tonga, the United Kingdom, and the United States.

Unfortunately, due to unforeseen scheduling commitments, Brazil is unable to participate in RIMPAC ’16.

We value our partnership with the Brazilian Navy and look forward to them taking part in RIMPAC 2018.

Video: PEARL HARBOR (June 29, 2016)

The People’s Republic of China People’s Liberation Army (Navy) replenishment ship Gaoyaohu (966) arrives at Joint Base Pearl Harbor-Hickam for Rim of the Pacific 2016.

(U.S. Navy Video By Mass Communication Specialist 1st Class Meranda Keller/RELEASED)

Airbus Helicopters and the Australian Pilot Training Program

Posted on | by Robbin Laird
07/04/2016

2016-07-04 During a visit to Airbus Helicopters in June 2016, one could see a number of the EC135 T2+ being built for the Australian forces.

According to an Airbus Helicopter press release of January 26, 2015:

First flight within only two months of HATS contract signing

Donauwörth, Germany, 26 January 2015

The first EC135 T2+ helicopter in a planned fleet of modern, twin-engine, rotary-wing aircraft being acquired by the Australian Defence Force (ADF) for its new Helicopter Aircrew Training System (HATS), has successfully completed its first flight in Europe.

Under the HATS project, a joint training scheme for both Army and Navy aircrew will utilise some 15 Airbus Helicopters EC135 T2+ trainers, along with EC135 flight simulators and a new flight-deck equipped, sea-going training vessel.

Boeing Defence Australia (BDA) is the prime contractor for the new training system, partnered by Thales Australia which will provide the flight simulators.

 The first EC135 T2+ (Serial Nbr.1179) took off from the Airbus Helicopters’ production site in Donauwörth, Germany, where the helicopter is assembled at 14.37 local time on 16th January and landed back on site 57 mins later.

The Airbus Helicopters Flight Test Department reported the successful first flight had validated the full performance of the aircraft’s systems and engines, and that future flights would test specific customer equipment.

Said Peter Harris, Airbus Helicopters Head of Sales – Australia Pacific: “At Airbus Helicopters we are thrilled to have reached such a fantastic milestone in only two months from contract signing last November. This clearly demonstrates the commitment that we have towards supporting Boeing Defence Australia in meeting the ADF’s needs for training all future combat helicopter aircrew for the Royal Australian Navy and the Australian Army. We will take all of our milestones just as seriously.”

While the EC135 T2+ is a civil design helicopter, it has also proved to be a consummate military trainer. With a high-visibility glass cockpit, multi-axis auto-pilot and the performance and safety of a twin-engine helicopter replacing current single-engine types, it is similar to the multi-role and combat helicopters now in service with the ADF – including new-generation Tiger ARH and MRH90 helicopters – and meets all training, technical and safety requirements for future Army and Navy aircrews.

Initial Operating Capability (IOC) is scheduled for late 2018 although students will begin arriving earlier. When fully IOC the HATS system will accommodate up to 130 students a year covering pilots, aviation warfare officers, aircrewmen, sensor operators and qualified aircrew returning for instructor training.

And in a July 27, 2015, Airbus Helicopter press release:

Donauwörth, 27 July 2015

Boeing Defence Australia as the prime contractor for the new training system for the ADF, joined with representatives of the Royal Australian Navy and the Australian Army for a Factory Acceptance ceremony for the “ideal training platform for the next generation of Navy and Army pilots”.

Under the JP 9000 Phase 7 HATS project, a new joint helicopter training system for both Army and Navy aircrew will utilise the EC135 T2+ helicopters, along with flight simulators and a new flight-deck equipped sea-going training vessel.

“Airbus Helicopters is thrilled that Boeing and the Commonwealth of Australia have demonstrated their confidence in our product by accepting this first EC135 T2+, on time and on budget, as part of a world leading high tech helicopter aircrew training system for the ADF”, says Peter Harris, Head of Governmental Sales for Australia Pacific.

“Following contract signature in November of 2014, the first aircraft took to the skies on the 16th of January 2015, and is now accepted by the customer. The next steps involve training of initial Boeing and Commonwealth aircrews and technicians here in Donauwörth, before shipment to Australia in January 2016” said Harris.

Boeing’s HATS Program Manager James Heading said that during 2015 the Boeing team have been conducting engineering evaluations and ground and flight test activities and have been fully satisfied with the results.

“By partnering with Airbus Helicopters on this important program, Boeing Defence Australia is confident of meeting our requirements towards the Commonwealth for providing a mature and cost effective platform that meets training, technical and safety requirements and the future needs of the Australian Defence Force,” said Heading.

The EC135 T2+ is a consummate military training helicopter, offering a glass cockpit with high visibility, a multi-axis auto-pilot, the performance and safety of a twin-engine helicopter replacing current single types, plus other advanced technologies to help instructors perform training missions safely and provide the ADF with the flexibility to undertake additional missions.

The more than 1,200 H135 helicopters now delivered have clocked up over three million flight hours world-wide. The helicopter is part of successful training systems in Germany, Switzerland, Spain and Japan, and is in service in Australia with the Victorian and New South Wales police forces.

IMG_20160406_154117_resized

And then in an April 26, 2016, Airbus Helicopter press release:

On the 6th of April this year, Airbus Helicopters employees working on the Australian program known as Helicopter Aircrew Training System, or “HATS”, had the pleasure to share some ceremonial cake with the customer.

The occasion was the arrival of the first of 15 EC135T2+ helicopters, specifically configured for training missions for the future generations of Australian combat aviators.

The delivery was made on time, and fully compliant, leading the way for 14 more deliveries over just the next 8 months! These deliveries, plus the efforts to put the support contract in place, reflect an ongoing huge effort by the HATS team from Donauworth.

This is not just internal praise, since during speeches at the ceremony, this was recognized by the contractual customer, Boeing Defence Australia, and the end user within the Australian Government. 

BREXIT and European Reform

Posted on | by Robbin Laird

2016-06-29 By Harald Malmgren and Robbin Laird

There is little question that the result of the recent British referendum shocked most members of Parliament as well as politicians across the entire European Union. The unexpected referendum majority vote to leave the EU also shocked global financial markets.

Within hours after the vote count had been completed it became evident that the Prime Minister’s office, the Parliamentary promotors of “remain” or “leave”, and most businesses and bankers had made no plans for exit from the EU.

Throughout the month leading up to the historic June 23 vote Boris Johnson and other leaders of the “leave” movement had recited a litany of reasons why remaining was bad for the British people and promises of gains that would accompany exit. On the morning of the 24th neither Johnson or is fellow Brexiters were able to explain what would be the next steps, and when.

Financial markets naturally recoiled in disbelief that no plans had been made. Endless questions of when and how exit would take place spread through the media and the internet. A fear generated tsunami of selling the pound sterling and stocks of British banks was set in motion.

This spread to selloffs of entire stock and bond markets, not only in London, but throughout the world. Seemingly unrelated, a collapse of world oil prices started, spreading damage to Russia and Middle East oil producers, even threatening to reach the fledgling oil producers in North America.

It also became evident that the EU Commission, its supervisory superstructure, and the European Parliament were all unprepared.

When the dust settled over the following weekend, only the German Government was found to have a contingency plan in hand as well as a diplomatically deft encouragement to the British government to move cautiously and avoid irreversible actions.

A sharp split between the Brussels bureaucracy and leaders of the major national economies on the Continent appeared all at once.

Chancellor Merkel said let’s not be hasty. Let’s talk this through. Foreign Ministers of five governments issued a declaration on the 25th calling for recognition that different nations may have “different ambitions,” and that the EU as a whole must take account of that.

Brussels and the European Parliament demanded instant UK initiation of negotiations so that plans could be made for maximum punishment, ostensibly to discourage other growing EU exit movements appearing in Netherlands, France, Italy, Hungary and elsewhere.

The leader of the European Parliament, Martin Schultz, derided the British referendum as an undesirable legitimization of the uninformed masses in defiance of the work of decades wrought by Europe’s elites.

Much of the immediate outpouring of analyses of Brexit assumed an outcome to be put rapidly in place, without understanding that a lengthy political process would have to be set in motion to interpret what the legal standing of the referendum was for all of the United Kingdom, including restive Scotland and Northern Ireland.

Did the referendum legally require the British government to initiate formal action under Article 50 of the European Treaties, or could that formality be addressed at some future date?

When this question arose on the morning of the 24th, Prime Minister Cameron announced that he would step down in October, and it was best left to the next Prime Minister to make that decision.

This interim period would also allow other EU member governments to consider whether, in what manner, and when formal discussions should be initiated. The referendum by itself did not have legal standing under the EU Treaties. Rather, it was just an expression of public opinion until the British Parliament declared it to be a formal step.

While the Brussels Eurocrats want immediate clarification, it is likely that cooler heads among Europe’s other leaders will want to explore what this means for the political future of the EU. The trade and financial implications would be a secondary consideration for all EU members, not the primary driver.

And much of this has little to do with trade or macro-economics; much of has to do with the relaunch in effect of an earlier period in which the Council of Europe and the political leaders mattered more than the European Commission in negotiating and establishing policy.

The process launched by the Brexit vote will see the British and its neighboring European member states sorting out a wide range of issues of politics, law and sovereignty long before picking at the details of what is sold and bought among neighbors.

As long as Article 50 in the European Union treaty is not invoked rapidly, the focus will be upon what actually the vote means in concrete terms.

Article 50 of the Lisbon Treaty reads in part as follows:

Any Member State may decide to withdraw from the Union in accordance with its own constitutional requirements.

A Member State which decides to withdraw shall notify the European Council of its intention. In the light of the guidelines provided by the European Council, the Union shall negotiate and conclude an agreement with that State, setting out the arrangements for its withdrawal, taking account of the framework for its future relationship with the Union.

That agreement shall be negotiated in accordance with Article 218(3) of the Treaty on the Functioning of the European Union. It shall be concluded on behalf of the Union by the Council, acting by a qualified majority, after obtaining the consent of the European Parliament.

The Treaties shall cease to apply to the State in question from the date of entry into force of the withdrawal agreement or, failing that, two years after the notification referred to in paragraph 2, unless the European Council, in agreement with the Member State concerned, unanimously decides to extend this period.

Put in simple terms, the Treaty allows for a European style multi-layer negotiation to sort out a withdrawal process. This opens the aperture on European negotiations, precisely when a number of other member states are also under political pressure to seek changes in the relationship of national and local governments to the European hierarchy and its undemocratic European Court of Justice.

Indeed, one outcome of the Brexit vote could clearly be to relaunch a political process which has been frozen for some time, and in which the Commission has operated as a technocratic, aggressive regulatory force filling the political void left by national leaders preoccupied with other pressing issues including refugee challenges and financial market fragility.

In other words, rather than Brexit being seen as political closure, it can be seen as an opportunity for a political opening to a much needed, long overdue reform process. Much of the discussion of Brexit has ignored the reality of political sclerosis in Europe; the status quo is not stable; the Brexit vote can allow the British government working with other key states to re-launch Europe.

Recently, Secretary Kerry offered his services to negotiate between the UK and Europe. Not only is this a premature idea, but the US role in all of this is ambiguous at best. The last clear cut moment of positive US contribution to European construction was President Bush and his team working to shape a German reunification outcome. This was a crucial moment in post-war history, and the US assistance greatly helped a smooth political transformation.

US Administrations since that time have had at best a mixed impact on the evolving reality of Europe. The Clinton Administration pushed for NATO and EU expansion, introducing states whose entrance have undercut the processes of democratic support which had been a key element underlying European Union. George W. Bush led a war into Iraq, which unleashed an implosion in the Middle East and an outpouring of migrants into Europe. It was this threat of uncontrolled migration which was for many ordinary UK citizens a critical factor in their negative stance toward the EU’s rapidly evolving immigration policies..

The current US Administration has seen the President’s ill-received direct intervention into the British electoral process, turning out to be counterproductive, reducing US historical influence with its long-standing UK special relationship. The  Vice President added to the muddle by declaring the Brexit vote to be a racist vote, an interesting interpretation that reflects Inside the Beltway, not European realities.

The Brexit vote has direct consequences for the internal politics of several key European states.

For Germany, it puts further pressure on Chancellor Merkel but also provides her with an opening to lead a European political reform effort.

For France, facing a Presidential election in 2017, it provides an opening for a conservative candidate to embrace Britain and to isolate the French right wing by leading an effort for democratic reform in all of Europe.

The often publicized, so-called democratic deficit is really about an unelected EU Commission bureaucracy not only managing day to day Europe, but formulating rules which are routinely ratified by a supportive European Court of Justice, thereby becoming law without participation of elected political representatives of the people of each member state.

Politicians are gradually being phased out of leadership of the complex processes of governance of nations with centuries of cultural, legal, and language differences. What has happened is that the concept of sovereignty of elected governments has been overridden by elites not answerable to the people.  Brexit has put in place a reality check on this dynamic.

A thoughtful political reconsideration of Europe’s future could also have positive responses for North Atlantic defense. Clearly, a simple extension of European defense from the core of the European Union is off the table. And given the centrality of the UK to any European pole in the Alliance, its fate is central to determine what France and its European defense aspirations can amount to. And has Germany has promised to increase defense spending, clearly the partnership with the UK is part of determining where those investments would go and what new European platforms would emerge for the defense of Europe.

One consequence of the Brexit pressure point might be a emphasis on a North Sea coalition within NATO as well.

The Nordics and the UK have become more focused on the direct threat to them from recent Russian actions in the Baltic region. As the Russians build up force and become more activist, a clear response is required by the key NATO states.

Perhaps the common interests of the Nordics, Poland, Netherland and the UK will become highlighted, leveraging broader reforms to encourage a more effective North Sea defense coalition to deal realistically with the perceived Russian threat.

In short, rather than looking at Brexit as the beginning of the end, it can be looked at the beginning of a clearly needed European reform process.

Ironically, it is the democratic deficit which has spoken in the British referendum. Similar uprisings of disaffected citizenries are already emerging in at least eight other EU nations.

In each case the growing imposition of an unelected Commission-governed European overlord which rides roughshod over all issues of local and national sovereignty is at the core rising unrest.

An earlier version of this article appeared on Breaking Defense.