Preparing for Synergy: The Coming of the F-35 to RAF Lakenheath

07/01/2016

2016-06-26 By Robbin Laird

Last April, I had the chance to talk with Air Commodore Smyth about the coming of the F-35 to RAF Marham.

And just down the road from Marham is RAF Lakenheath where the USAF will operate its UK-based F-35s.

Flying the same aircraft in the same airspace and with the colocation of maintenance facilities provides an overall opportunity to shape a common approach, a common culture, and extensive synergies between two operating forces.

And the two forces can provide an interactive base to work with the close proximity neighbors, the Dutch, the Danes and the Norwegians who will also fly the same aircraft.

In other words, there is a unique opportunity to share training, maintenance, parts, and operational experience for the two forces on bases within close proximity.

According to Air Commodore Smyth:

“It is early days, but we are discussing ways to shape synergy.

“We already have an excellent working relationship with our USAFE colleagues, and both sides are being very open to exploring ideas.

“But the real opportunity will lie in joint training and some semblance of joint sustainment.

“How do we do training in a more joined up way, both synthetically which is of immediate interest to me, and live with our F-35s because there’s got to be synergy in our approaches in British and European air space.

Col. Peter D. Buck and Col. Robert D. Cooper greet United Kingdom Royal Air Force officers Air Commodore Harvey Smyth, Group Capt. Paul Godfrey, and Group Capt. Ian Townsend as they arrive at Headquarters and Headquarters Squadron, June 16, 2015.
Col. Peter D. Buck and Col. Robert D. Cooper greet United Kingdom Royal Air Force officers Air Commodore Harvey Smyth, Group Capt. Paul Godfrey, and Group Capt. Ian Townsend as they arrive at Headquarters and Headquarters Squadron, June 16, 2015.

“This could then no doubt grow beyond a UK-USAFE relationship, as our close European neighbors establish their F-35s in their countries.

“The next question then is sustainment.

“What is the appetite from the USAF to want to leverage off what will already be found at RAF Marham as we shape our infrastructure?

We fully understand that the JPO is still working hard to bottom out what the eventual Global Sustainment Solution will look like.

“But at Marham we have left an ability to do modular builds and to grow it bigger if there is an appetite from USAF, or from someone in Europe, to want to bring their airplanes in as well.

“This applies to training as well as sustainment.

“The USAF has operated F-15s at RAF Lakenheath and have used a classic USAF model of flying in parts to sustain their F-15s with C-5s, C-17s and tankers.

“It would make sense to shift to a new model whereby our F-35s shared sustainment and parts, transparently between our two bases, which after all are not very far apart.”

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

To get a sense of how the USAF is looking at the challenge and the opportunity, I visited RAF Lakenheath in June and discussed the evolving approach with the Wing Commander and the staff standing up the F-35 at Lakenheath.

http://www.lakenheath.af.mil/

In this piece, the discussion with the Wing Commander is the focus of attention; in the next the discussion with the staff will be highlighted.

Colonel Robert G. Novotny commands the 48th Fighter Wing at Royal Air Force Lakenheath, England, the only wing in the Air Force with an official name, the “Statue of Liberty Wing.”

The Liberty Wing consists of nearly 5,000 active duty personnel, 2,000 British and U.S. civilians, and includes a geographically-separated unit at nearby RAF Feltwell.

The wing employs three combat-ready squadrons of F-15E Strike Eagle and F-15C Eagle fighter aircraft, as well as a squadron of HH-60G Pave Hawk Combat Search and Rescue helicopters and a squadron of Guardian Angel pararescuemen.

Question: You are an experienced F-15 pilot as well as having worked the F-35?

Col. Novotny: “I am and I have.

“This is my sixth F-15 assignment and worked the F-35 as the Commander of the 53rd Test & Evaluation Group, Nellis AFB,. So I was the Commander of the OT squadron for F-35.”

Question: Could you describe the process of the F-35 stand up at Lakenheath?

Col. Novotny: “The F-35 bed down decision was a secret NOFORN initially as the base selection was being made. Now with Lakenheath having been identified as the long-term base for F-35s in Europe, we can put the correct pieces in place.

“All the area planners are Brits who work at Lakenheath.

“They are Ministry of Defence employees who are working with the whole plan to standup the wing.

BF-04 Flt 371 piloted by LtCol Tom Fields performs aerial refueling tests with a KC-30 Voyager tanker on 16 May 2016 from NAS Patuxent River, MD
BF-04 Flt 371 piloted by LtCol Tom Fields performs aerial refueling tests with a KC-30 Voyager tanker on 16 May 2016 from NAS Patuxent River, MD

“And after the announcement, we have been working directly with RAF Marham and Air Commodore Smyth in shaping our approach. We deal frequently with the RAF F-35 program integration office and RAF Marham personnel have been here frequently to engage with our own Site Activation Task Force.

“So from the beginning, there is great synergy and opportunity to learn from each other.

“Obviously, they are primarily responsible for working the airspace issues, which will in turn shape how a basic element of how we will train and operate together as well.

“We’re talking about exchange opportunities across the logistics enterprise, and among the pilots as well. If you can fly the A you can fly the B; and vice versa; it is an adjustment, not a whole new training process.

“We are looking to have RAF pilots flying USAF jets and vice versa”

Question: When we were at Edwards, the USAF was maintaining a C and the young mechanic said that it was no big deal for it was just an F-35.

Col. Novotny: “That is where we want to get to here as well. A model pilots could fly B model airplanes with very little training and just be dual qualified”

Question: The synergy between Marham and Lakenheath can provide a strategic opportunity for the USAF.

What is your sense of this opportunity?

Col. Novotny: “That is really the bulls eye point.

We are bedding down a number of facilities in the United States, but what we are doing is different: it is standing up a common capability between two core allies at a critical point in the defense of US and allied interests.

Computer Generated Image of the Maintenance and Finish Facility which is being built at RAF Marham, Norfolk, as part of a programme of works to prepare the station for the arrival of the F-35 Lightning II fleet in 2018.
Computer Generated Image of the Maintenance and Finish Facility which is being built at RAF Marham, Norfolk, as part of a programme of works to prepare the station for the arrival of the F-35 Lightning II fleet in 2018.

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

“It is a unique and strategic opportunity for the USAF and for the nations.

“I’m glad that we are the first base overseas, but I see there is great potential for two countries to develop in concert, side-by-side, and to set, set the model for joint operations.

“As we get this right, we can bring in the Danes, the Norwegians and Dutch who are close in geography and the Israelis and Italians as well to shape the evolving joint operational culture and approach.

“Before you know it, you’ve got eight countries flying this airplane seamlessly integrated because of the work that Lakenheath and Marham are doing in the 20 nautical miles radius of the two bases.”

Question: As an F-15 pilot, you saw the challenge of breaking down the cultural barriers for the F-22 community to learn not to fly the F-22 like an F-15. I am sure you are seeing the same with the F-35?

Col. Novotny: “That is a good point.

“I remember when we first flew the F-22, we pilots were thinking, if all we’re going to do is fly like an F-15, that’s a gigantic waste of money. But over time, the F-22 community evolved to leveraging its unique capabilities.

“We have the same thing with the F-35. We’ll have to break down some cultural barriers. We’ll have to take the yoke off the intellectual capacity of the squadron. We’ll have to integrate them into Red Flag exercises and Iron Hand exercises in the group.

“And we’ll have to pay attention to what other countries are doing, and learn from mistakes, and adopt best practices.

“I think we can do all that right here at Lakenheath/Marham.

“That is why it is a strategic opportunity.

“To shape the day-to-day operational perspective, to shape the combat learning, which squadron pilots bring to the fight, we can do that here at Lakenheath.

“Two countries are working side-by-side to figure this plane out.

Col. Novotny
Col. Novotny

“And unlike the F-22, the F-35 is not being stood up as a small fleet. It is a global fleet, and by working the synergy here you can accelerate the learning curve.

“And it is inherently a coalition aircraft. Because everybody’s going to benefit, we’re all going to work together.

“And the ability to fly together means that the squadron pilots as well as the maintainers share their experiences.

“If you want to do a Red Flag, you send the force across the pond, prepare and it costs a dedicated amount of money to do that.

“Here we just fly and we can have our regular Red Flags over the North Sea.

“And it doesn’t have to be three weeks out of every fiscal year, or three weeks out of every two fiscal years.

“We’ve seen the Typhoons do QRAs since I’ve been in command, When you do that with F-35s, the US and coalition F-35s will now know exactly what’s going on at the same time.

“That’s happening here almost right now by shared awareness.

“With the F-35 will just take it up to, you know, two or three levels higher than that.

“I think this is going to be one of the test beds for integration, which will evolve, based on operational practice.

“Compare this with standing the F-35s up in the United States.

EDWARDS AIR FORCE BASE, Calif. -- Photos of Royal Netherland's Air Force KDC-10 tanker and F-35 Joint Strike Fighter conducting aerial refueling tests above Mount Whitney, Owens Valley, and the Western Mojave Desert in Southern California, March 31, 2016.
EDWARDS AIR FORCE BASE, Calif. — Photos of Royal Netherland’s Air Force KDC-10 tanker and F-35 Joint Strike Fighter conducting aerial refueling tests above Mount Whitney, Owens Valley, and the Western Mojave Desert in Southern California, March 31, 2016.

“For example, Hill AFB is doing great work in standing up the F-35 but they are only going to integrate with other US fighters or operate in the less frequent Red Flag.

“There are almost no other fighter units near them that are not already fully engaged in real world operations.

“We are standing up a coalition integrability force from the outset.

“Take my example at the OT squadron.

“I did two OT assignments and we worked to get into Red Flag when we could to do joint training. Here we can do that virtually every day. We reach the Dutch training airspace, and can work with the Dutch, with the Brits, with the Germans, with Typhoons, with F3s, with the NATO AWACS

“We take off and we fly 30 minutes to the east and we make it happen.

“It is Red Flag as regular menu; rather than scheduling a gourmet meal from time to time.

“Most of that learning is done after the sortie. Face-to-face interaction, the conversations that are happening in the squadron vaults that happens at Red Flag three weeks out of every two years.

“We will have the opportunity to do that regularly here.

“There is such a unique opportunity here compared to any other place.

“Because every other place which is s going to get into the F-35 program in whatever capacity is going to eventually attempt to develop a little bit of a stovepipe. It happens.

“This is the only place where it’s not the case.

“There’s no other place where we have a maintenance officer who’s run into an issue on Monday at Lakenheath and decides to get in the car and drive 35 minutes to Marham and talk to them and see what they’ve figured out face-to-face.

“Learn to listen.

“Have a bite to eat.

“Be back here by 2:00 in the afternoon with the solution that came from another country.”

Note: By the way, the conversation was conducted in the Eldorado Canyon Room at the base, and the coming of a fleet, which can operate passiviely to do a future Eldorado Cannon will fly from Lakenheath and Marham with a combined force, built in.

The Biography of Col. Novotny

Colonel Novotny was commissioned in 1992 upon graduating from the U.S. Air Force Academy and earned his wings at Laughlin Air Force Base, Texas.

He completed five operational F-15 assignments with extensive test and combat experience, in addition to serving as an action officer at a Major Command, a fighter squadron commander, and a test and evaluation group commander.

He is also a graduate of the U.S. Air Force Weapons School, the Naval Command & Staff College, the School of Advanced Air & Space Studies, and the National War College.

Colonel Novotny is a command pilot with 2,500 flight hours in 11 different aircraft, primarily in the F-15C/D/E, and more than 540 combat hours. Prior to his current assignment, he served as the Chief of Staff for the 9th Air and Space Expeditionary Task Force and the International Security Assistance Force Joint Command, Deputy Commander for Air, in Kabul, Afghanistan.

ASSIGNMENTS

  1. August 1992 – May 1995, Manpower / Plans & Programs Action Officer, Headquarters, Pacific Air Forces Plans & Programs Division, Hickam AFB, Hawaii
    2.  June 1995 – July 1996, Student, Specialized Undergraduate Pilot Training, Laughlin AFB, Texas
    3.  October 1996 – April 1997, Student, F-15 Basic Course, Tyndall AFB, Fla.
    4.  May 1997 – January 2000, Training Officer, Assistant Chief of Weapons, Chief of Fighter Standardization & Evaluation, 71st Fighter Squadron, 1st Operations Group, Langley AFB, Va.
    5.  January 2000 – January 2001, Chief of Standardization & Evaluation, Acting Chief of Weapons, 67th Fighter Squadron, Kadena AB, Japan
    6.  January 2001 – June 2001, Student, U.S. Air Force Weapons School, Nellis AFB, Nev.
    7.  June 2001 – June 2003, Chief of Weapons & Tactics, 67th Fighter Squadron, Kadena AB, Japan
    8.  July 2003 – July 2005, Division Commander, Assistant Director of Operations, 422d Test & Evaluation Squadron, 59th Test & Evaluation Squadron, Nellis AFB, Nev.
    9.  August 2005 – June 2006, Student, Naval Command & Staff College, Newport, R.I.
    10. July 2006 – June 2007, Student, School of Advanced Air & Space Studies, Maxwell AFB, Ala.
    11. August 2007 – May 2008, Director of Operations, 67th Fighter Squadron, Kadena AB, Japan
    12. May 2008 – May 2010, Commander, 67th Fighter Squadron, Kadena AB, Japan
    13. July 2010 – June 2011, Student, National War College, Fort Leslie J. McNair, Washington, D.C.
    14. July 2011 – June 2013, Commander, 53rd Test & Evaluation Group, Nellis AFB, Nev.
    15. June 2013 – April 2014, Chief of Staff, 9th Air & Space Expeditionary Task Force, International Security Assistance Force Joint Command, Kabul, Afghanistan
    16. July 2014 – Present, Commander, 48th Fighter Wing, RAF Lakenheath, EnglandFLIGHT INFORMATION

Rating: Command Pilot
Flight Hours: 2,500
Combat Hours: 540+
Aircraft Flown: F-15C/D/E, B-1B, B-52H, HH-60G, HC-130J, MQ-1B, MQ-9A, A/T-38, T-37

SUMMARY OF JOINT ASSIGNMENTS

June 2013 – April 2014, Chief of Staff, 9th Air & Space Expeditionary Task Force, International Security Assistance Force Joint Command, Kabul, Afghanistan

MAJOR AWARDS AND DECORATIONS
Legion of Merit
Bronze Star
Meritorious Service Medal with two oak leaf clusters
Air Medal with six oak leaf clusters
Aerial Achievement Medal with four oak leaf clusters
NATO Meritorious Service Medal
Distinguished Graduate, AETC Commander’s Trophy, Undergraduate Pilot Training
Distinguished Graduate, Squadron Officer School
Distinguished Graduate, U.S. Air Force Weapons School
Distinguished Graduate, Naval Command and Staff College
Air Force Association Writing Award, National War College

http://www.lakenheath.af.mil/About-Us/Biographies/Display/Article/727497/colonel-robert-g-novotny

 

Boeing, Airbus, and Logistics Support to Air Combat Systems

2016-07-01 By Robbin Laird

At the recently held Trade Media Brief 2016 in Munich, Stephan Miegel, head of Military Aircraft Services for Airbus Defence and Space provided an overview on the company’s approach to services and support to military combat systems.

At the same time, an article appeared in National Defense, which highlighted the evolving Boeing approach.

This provided a natural opportunity to compare the approaches.

After Boeing lost their latest fighter contract bid, this time in Denmark, the new head of Boeing Defense informed us that Boeing was no longer focused on fighters.

“If I told you that I am and want to be a market leader in the fighter business, you all would tell me that I’m an idiot,” said Leanne Caret, executive vice president of Boeing and president and CEO of the BDS unit. “Let’s be real clear: we lost JSF.”

She added: “We need to stop defining Boeing’s future based on a single program or two programs, and we have been doing that with the fighter story. It doesn’t mean it was wrong or right, I just don’t think it represents the great diversity of the Boeing Defense portfolio.”

They also lost the bomber contract, the C-17 is no longer built and this raises the question of what exactly is the core focus going forward.

One answer seems to be logistics and support.

According to the article in National Defense by Sandra Erwin, Boeing is seeking to dominate military aviation logistics.

The company has made no secret that it intends to make a full-court press in military aviation support services and training, and that goal was made clear when it appointed Edward “Ed” P. Dolanski president of global services and support, one of five major units of Boeing Defense, Space & Security…..

 We aren’t having discussions inside the company about why we didn’t win the last fighter contract,” Dolanski said. “That’s not in the debate. What is in the discussions now is that the opportunities to grow services are immense,” he added. “We doubled the size of Aviall over a nine-year period.”

Initiatives to capture more services contracts are getting especially strong advocacy from the top leadership, he said. Boeing President and CEO Dennis Muilenburg and Boeing Defense, Space and Security President Leanne Caret both have in recent years been in charge of the services unit.

Boeing is forecasting growth in the defense sector in other segments besides aviation logistics, including space launch, satellites, helicopters, unmanned aircraft and what it calls “commercial derivatives.” These are passenger jets that are customized for military use, as is the case with 737s that are transformed into Navy P-8 maritime surveillance aircraft. The company also is building refueling tankers for the Air Force from 767 airframes.

 While support services are far less glamorous than manufacturing fighters, they almost certainly ensure profits over the long run. “If you look at the sale of the platform, 30 percent of the cost is the acquisition of the platform. The logistics tail is 70 percent,” said Dolanski. “It is a very long tail.” Military derivatives of commercial aircraft like the P-8 are “designed to fly a very long time,” he said. “So as a business leader you would naturally put your attention into services. That’s an annuity, fundamentally. Other companies have used it as an annuity. And it’s worked quite well.”

Boeing plans to aggressively compete for support work not just for the aircraft it built but also for platforms made by competitors. The company currently does maintenance and upgrades of several aircraft that were not designed or made by Boeing such as the F-16 Viper, the T-38 trainer, the QF-16 aerial target and the A-10 Thunderbolt. It produces the technical manuals of all C-130 cargo aircraft variants, supports the Air Force Special Operations Command’s C-130 gunships and the B-2 stealth bomber under a contract from Northrop Grumman. Boeing also operates the F-16 mission-training center and oversees F-22 crew training.

Conceivably, Boeing could one day provide maintenance services for the F-35 joint strike fighter, made by Lockheed Martin. That is entirely plausible, Dolanski said. “I don’t see any platforms in my mind that are off limits. We look and see if the customer has a need where we can help. And we want to be a part of that help.”

Does Airbus have a similar approach in mind?

Clearly, they seek to support the programs they build and sell.

But the approach there is evolving from a classic approach, which is more global, and performance based.

Transition from Classic Support

In other words, the focus is upon industry becoming a partner to the customer in delivering performance-based logistics.

The challenge for both Airbus and Boeing will be to ensure that they support the platforms they sell – for they will face competition at this level – and at the same time craft an approach which is platform agnostic and be viewed by users as potentially sound in dealing with platforms they do NOT build or sell.

That is a core challenge.

And this will depend upon the customers as well.

If the core customer is focused upon performance based opportunities and the companies can demonstrate their capabilities associated with their core platforms, but build engineering and support skills which can be applied throughout the combat force, growth is clearly possible.

One challenge which Boeing will face is that the US uses a depot system which limits the maneuver room for US companies to provide for logistic services.

The UK is the most innovative MoD in the world in unleashing performance-based logistics, which has clearly benefited both BAE Systems and Airbus.

The A330 MRTT could be a flagship program for Airbus in this sense as a global user community can be leveraged to shape common approaches and of course the plane flies to areas of conflict. And these areas can provide servicing for multiple fleets.

But there is the limitation upon cross-leveraging commercial to military systems.

In regard to the case of the A330MRTT, the Deputy head of the RAAF had this to say:

Question: You are part of the global sustainment approach of the C-17, do you see something akin to this for the KC-30A fleet?

Air Vice Marshal McDonald: Yes we are a part of the very successful C-17 sustainment system and I would like to see a similar model bought in for the KC-30A.

But what first needs to be worked out is how to tap into the commercial parts pool for the global commercial A330 fleet.

Right now the military certification of the KC-30A does not readily translate into the commercial certification of a A330 so that even though the parts are often the same we cannot tap into the commercial parts pool.

Obviously, this makes little sense.

It’s blindingly obvious, but sometimes you have to be quite innovative to make that blinding obvious come into an executable outcome.

We can have a KC-30A parked on the tarmac next to a group of A330s and know they have the parts we need in their repair and support bays but we cannot access them.

We need to solve this one.

When we visited Jacksonville, we learned of a similar challenge facing the military version of the 737 as well.

We asked about any advantages on deployment to the aircraft being a 737.

“If you can access a trusted buyer it is possible to get commercial pars, but our own supply system only utilizes their process to get secure parts. If we could access the commercial sector when deployed it would save us time waiting for parts and enhance aircraft availability.”

Currently, this is difficult and “when we deploy around the world we currently take our own support equipment, our own tires and our own parts.”

Clearly, working with trusted vendors can shorten the supply chain problem when deployed.

“We had an issue on deployment where a lightening strike damage one of our aircraft.

A team from Boeing came out to survey the damage. We needed to replace a part and did not have that part in our inventory in Navy Supply.

The Navy went out into the commercial sector and bought part and it came in quickly when ordered and it had Made in Australia stamped on it.”

A work in progress as well is to leverage the data generated by operational aircraft to provide for enhanced sustainment support.

Un-correlated data which does not feed back into the supply chain or leveraged for maintenance is not very helpful.

But customers have to allow you to access the flow of operational data and real world performance to build an accurate picture of performance and only by this foundation can you then shape effective performance based logistics.

For example, the A400M is a software rich airplane which is upgraded and maintained based on the flow of operational data. But will the European and global customers allow Airbus to work the data to provide for the kind of performance based logistics which the plane operating as fleets could allow?

RAF Support

This is a work in progress, but the French and British are doing parts sharing currently on the A400M.

An example of what can be achieved was highlighted by Miegel with regard to the A400M operated by the RAF. He underscored that Brize-Norton where the support fleet operates is employing a whole force approach for the RAF and this allows for an innovative A400M support approach as well.

In short, there are significant opportunities in the services and support market.

But this will depend on customer demand and working relationships with industry. 21st century air systems are increasingly software upgradeable and operate as fleets.

Will the customers allow industry the capability to leverage a new approach?

The HForce Helicopter Weapons Suite

06/30/2016

2016-06-30 By Guy Martin

Airbus Helicopters has just completed the first test firing of its new HForce helicopter weapons suite and plans to have the system qualified by the end of next year.

The company unveiled HForce in February, after launching the program in April 2014.

HForce has been selected for the H125M, H145M and H225M helicopters and has been designed as a plug and play weapon system for Airbus Helicopters platforms.

The basic system allows the pilot to fire cannons, machineguns or rockets via a helmet-mounted site (HMS), or a gunner firing via an electro-optical sight.

The most advanced option sees guided and unguided weapons (including missiles and laser-guided rockets) being fired by a gunner or by the pilot, but Airbus emphasises that one does not need to buy the weapons to have the capability.

Airbus emphasises that it can turn a commercial aircraft into a light attack helicopter.

The HForce suite first flew in December 2015, after the central unit test bench entered service in May last year.

The first firing took place in Belgium from 25 May to 3 June and involved an H225M firing 12.7 mm machineguns, 20 mm cannons and rockets. Airbus Helicopters plans to fly the H145M with HForce at the beginning of 2017. Only Airbus Helicopters aircraft will be able to carry HForce and it will not be offered on any other platforms.

Christian Fanchini, Senior Operational Marketing Manager, Airbus Helicopters, told journalists at the company’s facilities in Germany at the 2016 Trade Media Brief that HForce comprises an FN Herstal HMP400 12.7 mm machinegun, Nexter 20 mm cannon, Forges de Zeebrugge 70 mm rockets, Thales Scorpion helmet-mounted sight and Wescam turret. HForce is funded solely by Airbus Helicopters as a company initiative.

Fanchini said the added value is having multiple weapons systems and several sensors on one platform instead of one platform and one weapons system.

Eurocopter, as Airbus Helicopters was known at the time, developed the Stand Alone Weapon System (SAWS) system for helicopters in conjunction with South Africa’s Advanced Technologies and Engineering (ATE – now Paramount Advanced Technologies), and benefitted from SAWS and Gazelle experience to create HForce (Gazelles have been fitted with HOT and Mistral missiles and rockets, gun pods etc.).

Eurocopter and ATE announced they had begun flight testing the system at the Murray Hill Test Range near Pretoria in September 2010. In December 2011 ATE concluded Ingwe firing trials aboard the EC 635.

The SAWS package featured a Belgian FN Herstal HMP–400 12.7 mm machine gun, a French Nexter NC-621 20mm cannon, FZ-233 70 mm rockets and Denel’s Ingwe anti-tank missile.

Paramount is now marketing its FLASH multi-platform modular mission system for helicopters. This includes a stabilised sight, mission computer, mission display, weapons control panel and weapons (12.7 mm gun pod, 20 mm cannon, 70 mm rockets and Ingwe anti-tank missiles).

Republished with permission of our partner defenceWeb,

http://www.defenceweb.co.za/index.php?option=com_content&view=article&id=44003:airbus-helicopters-advancing-hforce-helicopter-weapons-suite&catid=124:military-helicopters&Itemid=282

The slideshow photos are credited to Second Line of Defense.

Technology and Innovation: An Airbus Defence and Space Perspective

2016-06-30 By Robbin Laird

During the Trade Media Brief 2016 meetings in Munich, Germany held on June 20 and 21, 2016, Miguel Ángel Morell, head of operations at Airbus Military. Formerly, he was head of Engineering and Technology at Airbus Military.

His brief highlighted innovations rooted in upgrades and the evolution of core platforms as well as shaping enhanced connectivity capabilities.

The connectivity piece is especially important to the future evolution of the Airbus military portfolio.

As was highlighted later by the head of Head of Military Aircraft at Airbus Defence and Space, Fernando Alonso, connectivity was key part of the future.

 Miguel Angel Morell
Miguel Angel Morell

Miguel Angel Morell ENG CV

Alonso underscored the importance for the future in terms of shaping approaches with regard to “how to connect all of our platforms together.

We have a wide portfolio of platforms, and we believe that the future of this business is about connecting all of those platforms.”

Alonso turned immediately to what I see as the flagship program (and when the A400M has reached the point of a clear baseline aircraft going forward that will be the second one), namely the A330MRTT.

“The plane refuels from the wings.

That leaves all of the interior space to leverage.

There is so much volume that can be used intelligently to put in capabilities, to put in sensors, to put appropriate personnel, to connect to the battlefield.

That is where we will focus our attention.

We need to focus on developing their systems capability and their connection capability.”

Morell discussed one technology focused on the tanker, which the Aussies, have demonstrated a clear interest, because of their advanced experience in operating the tanker. The technology is a Joint Range Extension or JRE Link16 for tankers. The focus on integrating the enhanced linke within a wideband SATCOM architecture.

He highlighted that the LINK 16 JRE could be applied to operate as a Link 16 data relay within the C3I network or to access on board the tanker of information from Link 16 networks that can provide Beyond-Line-of sight information to the deployed forces as well.

He discussed an additional connectivity technology, not tied explicitly to the tanker, namely, airborne laser communication links.

Here the focus is upon connecitivye via laser communications between aircraft and spacecraft operating in a GEO orbit. An Airbus A310 test bed will transmit data (including video) making use of a Gb-capable channel through a Europe Data Relay Satellite (EDRS-A). This link will be able to operate at 1-2 magnitudes faster than a standard air-to-satellite link.

Another key technological development associated with the tanker was developing an automated refueling capability.

The launch customer for the tanker highlighted the importance of this technology during a visit to Australia.

 A330 MRTT RAF Refuelling A400M. Credit Photo: Airbus Military.
A330 MRTT RAF Refuelling A400M. Credit Photo: Airbus Military.

Air Commodore Lennon highlighted an important development, which Airbus was working on for the tanker.

 “They are working hard on building an autonomous boom where the boom will actually work out where the receptacle is and fly itself into contact.

 This will ease the workload for the tanker crew, and provide significant capabilities to fuel new assets coming to the tanker, such as UAVs. It would be an important step forward.

 If you have a good reliable autonomous system, then the boom operator is not tiring as quickly and so you can stay on station longer and enhance your persistence in the battle space.”

Miguel Ángel Morell provided an update on the approach introduced into the conversation in Canberra earlier this year.

The automated refueling system functions as an aide to the manual operator allowing him to process the demand side of the operation more rapidly and accurately.

It is designed to reduce risk while enhancing the speed and accuracy of a refueling operation.

And the new capability will allow for increasing the number of AAR operations performed during a mission.

The automated system has completed both its operational evaluation within the engineering simulator as well as initial operational evaluation in flight without contact. Later this year the flight test campaign will begin testing the system in doing actual refueling operations.

Other technologies highlighted in the briefing were the following:

An AAR refueling kit for a C295; a tactical ground collision avoidance system for the A400M;

Upgrades for the C-295 in terms of enhanced automation; and building a new hose system to refuel helicopters via an A400M in which the standard 80 foot hose was being tested to be replaced by a 120 foot hose;

Building a generic Ground Control Station for unmanned aerial systems;

The holding of a competition to engage the german academic community in developing new ideas for unmanned systems;

Further evolution of the weaponization of the Eurofighter;

And launching various technology demonstrators to shape a way ahead with the next generation of air combat systems.

In short, the technology program highlighted was part of the modernization strategy for the platforms and the enhanced capability to allow the platforms to more effectively connect with forces operating in the battlespace.

 

The C-295 and Africa

06/29/2016

2016-06-29 By Guy Martin

This year Mali will receive a single C295 and Egypt will take delivery of the remaining three of 24 examples it has on order, according to Airbus officials, who believe Africa is a key market for the tactical airlifter.

Airbus announced in February that Mali would get a single winglet-equipped C-295W.

Fernando Ciria, Head of Marketing, Tactical Airlifters and ISR at Airbus Defence and Space (ADS), told journalists in Germany at the Trade Media Brief 2016 that Africa is a very promising region with many orders to come in the next few years.

According to Stephan Miegel, Head of Military Aircraft Services at Airbus Defence and Space, there are 148 C295s and 236 CN235s flying around the world today (168 C295s have been ordered) and these have accumulated 250 000 and 1.35 million flight hours respectively.

In Africa, there are 18 C212s, ten CN235s and 29 C295s in active service, primarily with air forces, although Republic of Congo’s Aero Service flies two C212s and South Africa’s Fortune Air flies a single CN235.

Most of these are built by Airbus but Burkina Faso and Senegal have aircraft produced by Indonesia’s PTDI.

Ciria said Africa has many fleets of transport aircraft made up of old types such as An-26s, Turbo Dakotas, Buffalos etc., meaning that these old fleets will have to be replaced, ideally by the C295, and augmented by intelligence, surveillance and reconnaissance (ISR) platforms.

Airbus is also hopeful of repeat orders from Africa, pointing out that half the company’s tactical transport customers took out repeat orders, something it describes as unique in this market segment.

Egypt is the world’s largest C295 operator and a repeat customer, having ordered its 24 aircraft in five different batches.

Ciria said that one of the notable features of Egypt’s fleet is that it has been used to take over missions previously carried out by the C-130H Hercules, as it is far cheaper to fly (one third that of a C-130).

In addition to personnel and cargo transport, Egyptian C295s are configured with removable VIP transport interiors.

Ghana has acquired three C295s which it flies on behalf of the United Nations. These have been deployed to Mali with the Minusma mission there.

Ciria said the Ghana Air Force supplies an aircraft that can fly 80-100 hours a month, including ten days of high intensity operations (eight hours a day) and 15 days of low intensity operations (five hours a day).

Three days of maintenance are required every month while a basic A-check inspection is done every 300 hours. Ghanaian C295s are used primarily to transport cargo and passengers, including wounded and sick. Ciria said flights are important as terrorists threaten the main land supply routes in Mali.

Ghanian C-295. Credit: Airbus Defence
Ghanian C-295. Credit: Airbus Defence

Ghana has taken the lead in acquiring and operating aircraft on behalf of the United Nations, but Ciria believes there are many other humanitarian missions that could make use of the C295/CN235, such as the Red Cross, European Union, Doctors Without Borders and World Food Programme. Many of these organisations are flying elderly aircraft like the An-24, HS-748 and DHC-5.

Airbus also highlighted C295/CN235 use by non-African operators on the continent.

For instance, the Spanish Air Force has used the C295 for humanitarian assistance missions in Africa as it is cheaper to fly than the C-130, while its CN235 MPAs are used to patrol for pirates, gather intelligence on land and sea and monitor sea lanes around Somalia and the Gulf of Aden as part of Spain’s contribution to the European Union’s anti-piracy Operation Atalanta.

The Spanish Air Force also flies P-3 Orions for Atalanta, based in Djibouti. Airbus said the Spanish CN235s have flown over 1 525 flight hours and 179 missions as part of Atalanta, which also sees the aircraft fly off the Kenyan and Seychelles coasts.

Although piracy is being contained off the Horn of Africa due largely to greater stability on land and multinational sea and air patrols, Ciria noted that there is a shortfall of maritime patrol capability in the Gulf of Guinea, where pirates and militant groups are hijacking tankers for their contents, destroying oil and gas facilities and kidnapping crew for ransom.

Ciria said only Nigeria, with its maritime patrol configured ATR aircraft, is able to patrol its maritime zone from the air and there is need for an aircraft like the C295 MPA in the region, not just to monitor for pirates but also to conduct environmental protection, fisheries protection, search and rescue and medical evacuation missions.

Other applications in Africa include border surveillance and maritime surveillance in the Mediterranean, where illegal migration and drug smuggling are major problems. Ciria said maritime patrol aircraft need to be active in North African countries where most trafficking vessels launch from.

Airbus is also promoting a C295 special mission aircraft for border surveillance, especially to monitor the illegal movement of people, drugs, weapons and terrorists.

For such a role, the C295 can be fitted with a synthetic aperture radar, ground moving target indicator (GMTI), video camera, infrared camera and communications and electronic intelligence systems.

Ciria said that Airbus is involved in a lot of commercial campaigns in Africa and sees a lot of opportunities in the coming years, especially as there are a number of countries that are replacing obsolete fleets.

Airbus has received two C295 contracts this year, one from Mali and one from Indonesia, which ordered two aircraft.

Indonesia already has nine in service. Ciria was confident that Airbus will have secured additional C295 orders by the end of this year.

Last year Airbus Defence and Space took the C295 on a South American sales tour and earlier this month began a sales tour of Latin America and Canada, with an eye on Canada’s requirement for a new maritime surveillance and search and rescue aircraft and is confident of being awarded a contract later this year.

Ciria said it is possible that Africa is one possible are for a C295 sales tour, if there is enough market potential on the continent. At the moment there are no short term orders or interest from Africa.

Fernando Alonso, Head of Military Aircraft at ADS, said that C295 sales have been very thin this year, but they have in the past fluctuated from five to 30 a year. However, he is encouraged by developments in India, as Airbus has been selected to supply the type to replace the Avro transport fleet, in partnership with Tata under the Make in India programme.

Alonso said the C295 is a winner that will keep the company going until it produces a replacement aircraft.

Jean Pierre Talamoni, Head of Sales and Marketing at Airbus Military Aircraft, said that the company is committed to Make in India but cautioned that one has to be ‘careful’ with trying to establish aircraft production from scratch without producing a supply chain.

“If there is no supply chain we will have to import and obviously the cost will be destroyed. A full system has to be put in place.”

Republished with permission of our partner defenceWeb

http://www.defenceweb.co.za/index.php?option=com_content&view=article&id=44002:mali-and-egypt-to-receive-c295s-this-year&catid=35:Aerospace&Itemid=107

 

The Reshaping of the Global Order: Global Rules in Play

2016-06-29 By Garth McLennan

Ever since its emergence as a global military, economic, and cultural superpower after the Second World War, the United States has sought to service its geopolitical imperatives by building an international order for the world that is structured around defined rules and norms.

Nowhere has this been symbolized more than on the world’s oceans, where the United States Navy (USN) effectively guarantees the principles of freedom-of-navigation for use of the global commons.

But maintaining such an order is never easy, and while examples like the natural openness of the world’s oceans certainly stand out, different geographic areas where the national interests of major powers diverge are in no short supply either.

From the creaking structures of the European Union (EU), which Great Britain recently frayed further with a momentous decision to leave the bloc, to finding balance with China in the South China Sea (SCS) to the future geopolitical battlegrounds of the Arctic and outer space, Washington’s preferred method for dealing with the world has come under strain.

The United States, facing populist-driven backlash at both ends of the political spectrum at home after grinding wars in the Middle East and a global financial crisis whose recovery has dragged on at an anaemic pace, will be less prepared and equipped to reinforce these institutions than it once was.

The precedents set by Washington and its allies today, and in the near future, in answering the challenges to the systems they have built will go far in determining how the world orients itself around the difficulties of tomorrow.

The pressures on the transnational union in Europe has complicated partner options for the United States in its efforts to uphold rules-based formats for the world’s hot spots. The integrationist ideals that have woven together the fabric of the EU have been strained to their breaking points by a long running sovereign debt crisis that has raised a litany of doubts regarding the viability of future financial cohesion across the continent and the equally devastating immigration crisis emanating from the wreckage of the Middle East.

Taken together, these interwoven and long running dynamics, which have converged in the public mindsets of much of Europe, have served not only to sharpen the rhetorical focuses of Eurosceptic political parties, but also to highlight the geopolitical stressors built into the structure of the union itself.

Great Britain, for instance, voted to leave the EU, despite Prime Minister David Cameron’s success in prying concessions out of Brussels designed to slow the pace of tighter continental integration. Despite the almost universal opinion of economists that London would suffer financially with a decision to depart, a sense that British sovereignty had been ceded to the EU permeated before the June 23 vote.

The concerns raised by the “leave” camp echoed many of those raised by other member states staring down the restive, anti-EU sentiment swirling throughout their own populations, namely that the sacrifice of even some autonomy to a supernatural body in Brussels is greatly compromised when the weaknesses of union are thrust to the forefront.These are issues of central importance to the future of the EU as it is presently constituted, but regardless of how they develop, they superimpose those geographic fault lines that divide the continent back onto the European map, and geopolitical cohesion with the United States is weakened. Should Europe continue to devolve into varying constituent parts, it will do so at different speeds, and for different reasons.

For Washington, this means the turmoil roiling the EU complicates the erection of a united front in the face of Russian aggression. A devolved or outright divided European bloc could reasonably see the continuation of an economic core built around Germany, France, and the nations of Belgium, Luxemburg, and the Netherlands between them with other blocs organizing around trade, to the southeast, and solidarity toward Moscow, in Poland and eastward to the Baltics[1].

The future of open borders within the EU, a signature achievement of the bloc that is formalized as the Schengen Agreement, has been called repeatedly into question as well; reports surfacing out of the Netherlands late last year indicated Dutch officials were contemplating options for a so-called “mini-Schengen”, comprised only of the Netherlands, Belgium, Luxemburg, Germany, and Austria, which would limit immigration from the rest of Europe[2].

The uncertainty that came with the Brexit vote emphasized these fault lines across the continent, and threatens to widen them even further now as Britain negotiates its future realationship with the European Union. A precedent has now been set whereby concessions can be extracted from Brussels to allay fears of reduced national sovereignty.

London has traditionally played a stabilizing role in the EU between the bloc’s cores in Paris and Berlin. Existing tensions will only be exacerbated with British voters’ decision to leave the union, along both north-south and east-west lines, and Moscow will emerge as a strategic victor.

Sanctions on Russian products originating from Crimea or Sevastopol, along with EU investment in those areas, were extended for a full year on June 17[3], while the broader sanctions levied by the continental bloc against Moscow are expected to be renewed for an additional six months when EU officials meet on June 24[4].

Still, maintaining such penalties, designed to force Russian compliance with the Minsk ceasefire agreement in Ukraine, is more complex than it once was; the extension of sanctions, which requires unanimity among the EU’s 27-strong membership, faces pushback from elements in Italy, Greece, and Hungary, while Germany would like to find an eventual way back to normalization as well[5].

For Berlin in particular, the contradictions between wanting to stand strong with Washington against Russian aggression in Ukraine and the growing desire to mitigate the instability engendered by that very aggression, through initiatives like the Nord Stream II pipeline, are becoming harder to reconcile.

Nord Stream II would pipe Russian natural gas directly to Germany through the Baltic Sea and therefore bypass Ukrainian fields, which, in turn, is raising tensions with some states, like Italy[6], who will be bypassed by Nord Stream II and don’t prioritize Moscow’s adventurism highly. We see here a convergence of tensions here as the strategic stresses of a loosening union are overlain across the economic gulfs between northern Europe and the Mediterranean south.

Taken together, this teeming body of diplomatic and geopolitical complexity makes the machinery of America’s sought after international order far more difficult to run and operate smoothly. And raises questions about a significant need for re-orienting and reforming the US approach to the global situation and global order, more generally.

The far-reaching effects of the immigration crisis are a case in point; millions of fleeing refugees and migrants have rocked the European project and hastened the rise of populist, national-centric political parties in virtually every member of the EU that are calling the loudest for wholesale changes to the way the continental bloc functions, and for what purposes. Desperate European leaders facing upcoming national elections, including the powerhouses in France and Germany, have sought solutions wherever they can be found, including in more unsavoury quarters.

Russia forced its way into a leading role in the immigration crisis’ single biggest driver, the civil war in Syria, to the point where today it has become virtually impossible to see a resolution to that disaster arising without a substantial Russian role in the proceedings. As such Moscow will seek to leverage that sway into concessions on Ukraine and sanctions. Washington will undoubtedly attempt to head such attempts off, but the inability to fully delineate the two will present a challenge to a broader international system of checks and balances.

Likewise, Brussels has also sought to more widely engage Turkey in addressing the waves of refugee-seekers. The EU and Ankara several months ago came to terms on a tenuous deal that has seen Turkey limit the number of migrants reaching Europe in exchange for billions of dollars in compensation, promises of visa-free travel to Europe for Turkish citizens, and a relaxing of human rights standards that makes such a scenario possible.

If the difficulties threatening the cohesion of the western-led order in Europe are multifaceted and diffuse, those confronting Washington’s efforts to establish such a system in Southeast Asia are clear, but no less challenging.

Here the geopolitical forces are swirling their fastest.

China and its neighbors bitterly dispute one another’s territorial claims over the delineation of the South China Sea; Beijing’s famed “nine-dashed-line” that encompasses virtually the entirety of the SCS has been challenged by a raft of regional states, and will be officially adjudicated in the halls of The Hague in the Netherlands, under the U.N. Convention on the Law of the Sea (UNCLOS), later this month.

The Philippines challenged China’s claims in international court back in January, 2013, and while Beijing has already stated unequivocally that it will not recognize any decision rendered by the forthcoming arbitration process, the lawsuit remains an important milestone that could serve as precedent around which future claims and disputes will be shaped and framed.

China’s refusal, despite being a signatory to the UNCLOS, to adhere to the court’s ruling, which is expected to favor Manila, puts into focus the inherent difficulty international structures like the U.N. face in enforcing their edicts when such resolutions stand at odds with a major power unwilling to abide by them.

Despite Beijing’s intransigence toward the tribunal, China has nonetheless fiercely contested the legal arguments put forth by the Philippines, which has resulted in much spirited debate surrounding the granular details of rocks, reefs, shoals and the exclusive economic zones that go along with them.

This indicates that while China will not recognize a ruling contradictory to their interests (or, indeed, of any kind), it does not plan to exit the treaty unilaterally either, which could leave China in a more difficult position should it need to shape the treaty’s governing mechanisms in the future.

A policy of such selective interpretation, however, could lead China to withdraw from the treaty at some point should Beijing come to see adherence to its parameters as more restrictive than pulling out of it entirely.

The SCS is believed to hold vast, untapped hydrocarbon and mineral resources beneath its waves, and the increasingly depleted stocks of fish that swim within it are an incredibly important food source for every nation that rims the SCS, especially China (indeed, Beijing has been involved in numerous skirmishes involving fishing rights; Chinese fishermen were recently engaged in a dispute with Indonesian officials)[7].

As such, China has undertaken ambitious efforts to create facts on the ground (or in the water) by artificially raising “islands” and militarizing them, a process that has frustrated the United States and called into question Washington’s longstanding commitment to free and unfettered access to any body of water in the world.

The USN has conducted several freedom-of-navigation patrols through the South China Sea in response, but Beijing’s dominance over the disputed Scarborough Shoal and Spratly Island chain is firmly in place, and will not be dislodged by a ruling from The Hague.

Beijing has shown clearly it does not envision a future for itself where questions of Chinese territory can be litigated in a far-away courtroom by an international body. In 2013 it issued surprise notification that the skies over the East China Sea would be covered by a Chinese air defense identification zone (ADIZ), and fear exists in some quarters that a ruling against Beijing in the Netherlands would lead to a similar situation occurring in the SCS.

Such a development would ratchet up U.S.-China tensions, and run the risk of future miscommunications and unwanted incidents. The United States is on the surface keen to not takes sides in the dispute, though this is largely perfunctory; Washington has already released its own analysis on the situation that runs contrary to the Chinese position and has called for universal respect of the U.N. ruling.

The United States prizes stability and predictability; it has consistently sought to get partner and allied nations in the region on the same page in presenting, as with Europe and Russia, a united front that can act as a counterweight to a rising China.

It has attempted to do so through bodies like the Association of Southeast Asian Nations (ASEAN), but that outfit has failed thus far to even produce a satisfactory statement admonishing Chinese land-reclamation in the SCS[8].

While reliable partners, like Japan, do exist, the fear of a much geographically closer China has hindered truly robust cooperation and coordination with many.

The Arctic, meanwhile, is witnessing the beginnings of its own legal structure coming into greater focus, and once more, the combination of Russian military and diplomatic pressure is already becoming a feature.

Washington’s ultimate goal for an orderly administration of the Arctic involves a greater institutional presence in the region built around a shared conceptual framework that serves as an interpretive mechanism for crisis resolution in a remote part of the world that nonetheless features a broad cross-section diverse national interests for states with a territorial link to it, and for some without one.

Currently, the Arctic Council comprised of the eight Arctic nations and several observer countries, acts as the primary intergovernmental body through which Arctic affairs are addressed. The Council is not principally concerned with military or geopolitical issues, however; its typical functions, especially since Washington assumed the organization’s rotating chairmanship for a two-year term last April, focus intensely on climate change, the betterment of regional living conditions and economic opportunity, and maritime safety[9].

Moscow, on the other hand, has shown signs that it will play a disruptive and confrontational role in the future of the Arctic, even as the estimated value of the region’s own massive oil and gas reserves has plummeted amid tanking oil markets. The cost of accessing and developing the region has risen dramatically as well with western sanctions thus far preventing Russian companies from pushing new projects[10].

The Kremlin nonetheless identified the Arctic as a major strategic interest last year with eyebrow raising revisions to its naval doctrine that, in the words of Russia’s Deputy Prime Minister Dimitri Rogozin, would lead to Moscow effectively militarizing the polar region[11]. Russian President Vladimir Putin had declared in no uncertain terms that the Arctic is under the undisputable sovereignty of Russia; the Kremlin even planted a Russian flag on the North Pole’s ocean floor in 2007.

Similar in a sense to the tangled web of territorial claims in the South China Sea, members of the Arctic club also find themselves waiting for a U.N.-led process to sort out who owns what at the top of the world. Until that happens however, the Arctic is likely to experience a gradually increasing presence of activity among a number of states, Russia foremost among them, looking to establish firm and defined positions. Moscow has already started building military bases on Kotelny and Alexandra Islands, though this has been largely preliminary so far[12].

Jurisdiction for Arctic territorial claims, the most contentious of which concern delineation of the Lomonosov Ridge, an underwater mountain range, falls under the U.N. Commission on the Limits of the Continental Shelf, which is itself a component of the UNCLOS. Russia, Canada, and Denmark have all filed competing claims asserting what they believe to be their rights to the ridge, while Norway has considered its own as well.

Ottawa in particular has gone to lengths in answering aggressive Russian claims to Arctic sovereignty, with the competition to lay advanced spy infrastructure in tandem with the United States over the region before Moscow can emerging as one of the most interesting dynamics to watch in the Arctic[13].

With global warming slowly but surely opening up the Northern Sea Route and other Arctic passages to greater commercial and civilian shipping for longer and longer parts of the year, shaving the time needed for goods to reach the eastern seaboard of the U.S. for countries like China, these trends will only accelerate, and competition will grow. Russia has staked out claims to sizable portions of the Arctic, and the Kremlin’s rhetoric, along with its general disinterest in forums like the Arctic Council, raises questions as to how Russia would respond should it lose a U.N. directed arbitration process.

While low oil prices have put such questions on the backburner for now, they will not remain there. The United States may be too late to the party for itself, having not ratified the UNCLOS, but its leadership will be an important factor nonetheless as its Arctic allies assume prominent roles in adjudicating the region’s future.

Geography and interest will always ensure that America’s proclivity for building international institutions that provide forums for non-violent dispute resolution while simultaneously maximizing Washington’s inherent advantages with other countries will always be challenged. Just as the world will go through a trial-and-error process to sort out rules for the Arctic, so to will it when nations begin to more regularly break into space.

The legal architecture governing the conduct of nations in outer space is, for the most part, antiquated, a Cold War-era remnant that was conceptualized when few countries, even the most advanced, had much practical capacity to safely and successfully operate in space.

The Earth’s orbit is internationalized, but the United States (and other countries, to a lesser extent) maintains a vast satellite infrastructure that acts as the bedrock for its formidable command, control, communications, computers, intelligence, surveillance, and reconnaissance (C4ISR) network, the one that gives Washington global expeditionary and force projection capabilities.

The sheer scale of importance attached to this setup, which is largely unprotected from attack or disruption in both a physical and legal sense, ensures that outer space will in effect eventually become another area where nations will not just compete, but fight to construct the framework that will one day be used to hash what conduct is acceptable there. China has now conducted three anti-satellite missile tests that could theoretically target American systems, including two that reached a High Earth Orbit of at least 35,700 km[14].

As Washington is currently encountering problems in setting the parameters for a structure that works in the Arctic, it will also encounter issues as it begins to update and expand the laws of space. Despite the burgeoning space programs of China, Russia, Israel, and several other countries, the United States is at present without peer in terms of the size, capacity, and technological development of its C4ISR assets. While at first this would appear to grant Washington an advantage in leading the discussion for how space law will be framed, disadvantages are presented as well as less space-dependent actors have less incentive to follow the American line.[15]

The primary structure outlining the regulations for national action in space, the Outer Space Treaty, was negotiated in 1967 and as such bears signature imprints of the geopolitics of its time. The treaty for the most part addresses nuclear weapons and prohibits their staging or deployment in space or on the moon. It does not cover conventional weapons; it was not crafted in a time of exoatmospheric kill vehicles or anti-satellite weapons, nor does it address the possibility of resource extraction.

While these are not hot topics today, they very well may be one day. When these barriers are knocked down, and they will be, a more robust weaponization of space will begin in earnest. The bursting nature of the private sector, which is already on the cusp of breaking into space exploration, is another major consideration. The United States will do everything in its power to ensure that a secure, international framework is in place when these things become a reality.

Maintaining a structured, rules-based international order that emphasizes a shared political culture between competing states will only grow more difficult and complex for Washington in the years and decades to come.

Now is the time for the United States to prove definitively that such an order remains both viable and durable, and that institutional ideals like trust and transparency must be preserved.

Washington should take a significant step toward these objectives by making the ratification of the UNCLOS a priority of the next administration, and thereby acting to remove one of the chief hurdles in getting countries like China and Russia at least somewhat on board with a better defined institutional framework.

Without ratification, the U.S. has created a glaring policy contradiction by advocating for an order it does not officially belong to. This certainly would not solve every problem, ratification would in all likelihood come far too late for Washington to stake out claims for itself in the Arctic, but it would send a powerful signal all the same.

The precedents set today and in the years to come across a fragile Europe, on the South China Sea, in the Arctic, and one day into space will form the template for future dispute-resolution processes in the geopolitical landscapes to come.

Those processes will in turn shape the conduct of how the world works within them.

America has proven time and again that both it and the world are better off when a system exists to delineate the rules and order of the international community, to provide states with another path beyond zero-sum calculations of territory and national interest, no matter where that community happens to be.

Garth McLennan graduated from Arizona State University in 2015, with degrees in Political Science and Criminal Justice. He is based out of Vancouver, where his writing focuses primarily on American foreign policy.

[1] Mark Fleming-Williams, “Europe Without the Union”, March 1, 2016, Stratfor Global Intelligence, https://www.stratfor.com/weekly/europe-without-union

[2] Geopolitical Diary, “Considering a Northern European Alliance”, November 18, 2015, Stratfor Global Intelligence, https://www.stratfor.com/geopolitical-diary/considering-northern-european-alliance

[3] Laurence Norman, “EU to Extend Crimea Sanctions by Year”, June 17, 2016, The Wall Street Journal, http://www.wsj.com/articles/eu-to-extend-crimea-sanctions-by-year-1466169675

[4] Aaron Mehta, “Likely Sanctions Renewal on Russia Welcomed by US Allies”, June 20, 2016, Defense News, http://www.defensenews.com/story/defense/policy-budget/budget/2016/06/20/sanction-renewal-russia-welcomed-us-allies-minsk/85998850/

[5] Geopolitical Diary, “Negotiating an End to Russia’s Sanctions, Eventually”, May 27, 2016, Stratfor Global Intelligence, https://www.stratfor.com/geopolitical-diary/negotiating-end-russias-sanctions-eventually

[6] Geopolitical Diary, “Why the EU Frustrates Italy So Much”, December 17, 2015, Stratfor Global Intelligence, https://www.stratfor.com/geopolitical-diary/why-eu-frustrates-italy-so-much

[7] Analysis, “Fish: The Overlooked Destabilizer in the South China Sea”, February 12, 2016, Stratfor Global Intelligence, https://www.stratfor.com/analysis/fish-overlooked-destabilizer-south-china-sea?utm_source=paidlist-a&utm_medium=email&utm_campaign=*|DATE:|*&utm_content=Daily+Intelligence+Brief%3A+Feb.+12%2C+2016

[8] Ankit Panda, “ASEAN Foreign Ministers Issue, Then Retract Communique Referencing South China Sea”, June 15, 2016, The Diplomat, http://thediplomat.com/2016/06/asean-foreign-ministers-issue-then-retract-communique-referencing-south-china-sea/

[9] Admiral Robert J. Papp Jr., “The halfway point of the U.S. Arctic Council chairmanship: Where do we go from here?”, April 25, 2016, The Brookings Institution, http://www.brookings.edu/events/2016/04/25-us-arctic-council-chairmanship

[10] Pavel K. Baev, “Russia’s Arctic illusions”, August 27, 2015, The Brookings Institution, http://www.brookings.edu/blogs/order-from-chaos/posts/2015/08/27-russia-arctic-geopolitics-baev

[11] Matthew Bodner, “New Russian Naval Doctrine Enshrines Confrontation With NATO”, July 27, 2015, The Moscow Times, http://www.themoscowtimes.com/business/article/new-russian-naval-doctrine-enshrines-confrontation-with-nato/526277.html

[12] Analysis, “Supporting Russian Ambition in the Arctic”, November 18, 2015, Stratfor Global Intelligence, https://www.stratfor.com/analysis/supporting-russian-ambition-arctic

[13] James Bamford, “Frozen Assets: The Newest Front In Global Espionage Is One Of The least Habitable Locales On Earth—The Arctic”, May 11, 2015, Foreign Policy, http://foreignpolicy.com/2015/05/11/frozen-assets-arctic-espionage-spying-new-cold-war-russia-canada/

[14] Analysis, “The Battle to Militarize Space Has Begun”, November 11, 2015, Stratfor Global Intelligence, https://www.stratfor.com/analysis/battle-militarize-space-has-begun

[15] Omar Lamrani, “Avoiding a War in Space”, May 17, 2016, Stratfor Global Intelligence, https://www.stratfor.com/weekly/avoiding-war-space

 

The A330 MRTT: The Flagship of a 21st Century Approach for Airbus Defence and Space

06/26/2016

2016-06-26 Second Line of Defense attended the Airbus Defence and Space Trade Media Brief held in Munich Germany on June 20 and 21st 2016.

We will be reporting on a number of the presentations and the launch discussion of the new H Force weapons system by Airbus Helicopters.

In this first piece, we will focus upon the presentation by Jerónimo Amador, the head of marketing for the A330 MRTT and other Airbus derivatives.

The first day started with the head of Airbus Defence and Space, Dirk Hoke, greeting the journalists attending the two event. The CEO told the gathering that the new strategy of the sector would be announced in the Fall and launched then. But clearly, the presentations, which followed, highlighted elements of that strategy and foreshadowed the way ahead.

Probably, no two presentations highlighted this more than the one on the tanker or from a group perspective the H force weapons presentations and demonstration on day two. They did so in a core way: these are very flexible, modular, and upgradeable systems, with software upgradeability playing a key role.

The tanker is in the hands of several operational air forces, and as such is becoming an established global fleet.

The user groups are key drivers for further change in the program, and the correlation with the A330 means that innovations driven from the commercial sector can be applied as well to the military derivative, the A330 tanker.

The global nature of the fleet and its operations means that shared experiences are being generated and shared by the users.

The certification leader – the Royal Australian Air Force – in facts has de facto certified a number of aircraft for other users.

The brief by Amador was different from past presentations to the media at the annual Trade Media Briefing (this was the 7th) in that is was really not a company business development presentation but an overview on the operational experience of the Air Forces using the aircraft and its implications for the further development of the aircraft.

In other words, rather than comparing the aircraft to others in the marketplace, it was an overview on the operational experience of the global fleet, which is a measure of the progress of the program itself.

Currently, there are 27 A330MRTT in services with more than 85,000 flight hours, which include 40,000 in the past year.

The Aussie experience was highlighted in which one RAAF tanker has been deployed to the Middle East since September 2014 with 631 sorties flown which is a monthly average of 30 plus and more than 5000 flight hours with a monthly average of 250.

Saudi Arabia has recently completed a flight test campaign to certify their AWACs as well as their legacy tanker, the KE-3.

Amador then focused on the further evolution of the tanker or what he called it as “more than a tanker.”

Progress is occurring on the automatic refueling system, the addition of wideband sitcom, avionics upgrades and enhance self-protection options.

He highlighted that the user groups were key shapers of the way ahead in terms of demand and shared experiences.

Aussie Experience

He then focused on how the evolution of the A330 itself was shaping new performance capabilities for the tanker variant, notably in terms of structural modifications, aerodynamic improvements with reduced fuel consumption and avionics computer evolutions.

In short, the Airbus tanker is part of the US and allied operational force and as the Marines told the Aussies in the Middle East, it is the tanker of choice.

In our interview with the KC-30A crew then at Edwards for certification tests earlier this year, they highlighted the evolution of the aircraft and its operational experiences.

https://sldinfo.com/an-update-on-the-kc-30a-from-edwards-afb-clearing-the-way-for-expanded-operations/

Question: With the situational awareness which you have on the plane, you operate the plane often to the fighter rather than forging a track to which the fighter goes.

 Could you describe that capability?

 Answer: We have a very good communications suite, including SATCOM, on the aircraft, as well as Link 16.

 So we can see the fighters in the battlespace and we can see their fuel loads and anticipate where the need for refueling might lie.

 It is about positioning yourself efficiently to refuel fighters to get them back in the fight as rapidly as possible; it is not just about being a tracked gas station in the sky.

And with our communications capabilities we can act as a relay between the fighters and other assets in the battlespace and link back to the home base as needed as well.

We can function as a communications relay for the fighter fleet as well.

Question: You are reshaping the tanker culture?

Where do your crews come from and how are they preparing for the boom part of your tanker’s future?

Answer: We have a mixture of people with fighter, tanker and airlift experience.

It is a mixed crew in terms of background.

And we have an exchange with the USAF with the KC-10 are building up our boom training and experience with them as well.

Question: How are the coalition partners responding to your tanker and your efforts?

Answer: We are the tanker of choice.

The amount of respect we are getting from being in the Middle East, I’ve never seen anywhere else. Especially from Marines and the U.S. Navy, we constantly hear: “We want you guys every time we’re going to do a strike package.”

So whenever there’s a strike package happening, they request us when possible: “We want the Aussie KC-30 tanker on board.“

Question: The KC-30A is being used by a number of other Air Forces, although you are the lead country is using the aircraft. What have been your interactions with them?

Answer: We have growing interaction with non-USAF’s which is also broadening our mutual experience.

For example, we have an exchange with the French, whereby the French are leveraging our work to shape their transition strategy with their own tanker.

All of the clearances we are doing for ourselves benefit all the other KC-30A air forces.

And we think we are driving the entire KC-30A enterprise forward as well evolve our experience and our capabilities.

During the tests here, we have an Airbus person with us as we certify the boom.

We have embedded him in our team and put an Australian flag on his back and made him feel like one of us.

And that breaks down the barriers necessary to have the kind of innovation, which we want to see.

 

The Airbus Defence and Space Approach to UAVs

2016-06-26  By Guy Martin

Airbus Defence and Space believes the unmanned aerial vehicle (UAV) market is poised for massive growth, and it is seeking to become involved in this sector, through technology like its Zephyr pseudo-satellite.

Jean Pierre Talamoni, Head of Sales and Marketing at Airbus Military Aircraft, said UAVs represent a small portion of defence expenditure but will see the highest growth in the coming years.

Jana Rosenmann, Head of Unmanned Aerial Systems at Airbus Defence and Space, said there is great opportunity in the UAV space but there is also major uncertainty. For instance, different forecasts predict the value of the UAV market to be worth between $2.8 and $17 billion in 2020. One thing for certain is the commercial UAV market overtaking the military market in the near future.

Rosenmann predicts that the global UAV market will rise from around $10.5 billion in 2016 to nearly $18 billion in 2025, with two thirds of that coming from the United States. Medium altitude, long endurance (MALE) UAVs are predicted to make up the vast majority of market value.

She told media in Germany this week that Airbus is ‘crossing the Rubicon’ and moving into the commercial market and has spent a lot of time engaging with this market.

“Everybody is talking about the civil market, with a focus on small consumer drones, of which thousands are flying around.” She said Airbus is looking to see what strategy to take with regard to the commercial market.

One example of out of the box thinking with regard to UAVs is the Zephyr pseudo satellite, a solar powered aircraft operating in the stratosphere above weather and regular air traffic. Its main applications are surveillance, communications and Internet. So far it has flown 900 hours, including a single flight that lasted 14 days.

The Zephyr S (single tail) has a wingspan of 25 metres, payload of 5 kg and weight of 55 kg but Airbus is working on the larger Zephyr T (twin tail), with a 33 metre wingspan, weight of 140 kg and 20 kg payload. The United Kingdom Ministry of Defence has ordered two for a capability demonstration next year, and is in negotiations for a third.

Rosenmann said she saw enormous UAV potential from the commercial world, with Airbus in negotiations with information technology companies in this regard, with a focus on providing hubs for Internet connectivity, with military contracts following on from those.

At the moment Airbus Defence and Space is leasing Heron I UAVs to the Germany military, which uses them in Afghanistan, will supply the Heron TP to Germany and is working on a future European MALE UAV together with Dassault and Leonardo.

Launch of the development and production programme for the latter is expected in late 2018. Airbus will sign a definition study contract for the European MALE by mid-July, ahead of the commencement of development work on the project in September.

Also referred to as MALE2020, the European MALE RPAS project was launched in May 2014 with the goal of providing an unmanned capability to the armed forces of France, Germany, and Italy, reports IHS Jane’s.

Republished with permission of our partner defenceWeb.

http://www.defenceweb.co.za/index.php?option=com_content&view=article&id=44022:airbus-sees-big-growth-in-uav-market&catid=35:Aerospace&Itemid=107

Editor’s Note: To unleash the potential of UAVs in the civil marketplace, it will be crucial to shape a modernized air traffic control system which can indeed handle the challenge.

We will publish a piece shortly on this challenge which is a key part of the roll out in the United States of the next generation system and in Europe with the introduction of SESAR.

https://www.faa.gov/nextgen/

http://www.sesarju.eu/discover-sesar

The Federal Aviation Administration is facing significant problems with integrating drones into US airspace.

The AP reports that plans for modernizing air traffic control can’t cover the unique challenges posed by unmanned aerial vehicles (UAVs), given that they were made years before drones were used for more than military missions.

“It’s becoming painfully apparent that in order to get [drones] in there, there is going to have to be a fair amount of accommodation, at least in the beginning,” National Air Traffic Controllers Association representative Chris Stephenson is quoted as saying.

That’s going to add yet another set of goals for NextGen, an FAA program that promises to create a nationwide satellite-based location tracking system, provide better tools for sharing information, and update aging technology.

Launched in 2004, NextGen has made progress on these projects, but it’s also been consistently over budget and behind schedule. And large drones — which are currently mostly used for surveillance but could also carry commercial cargo or even wireless internet signals — throw a wrench in its current plans. “We didn’t understand the magnitude to which [drones] would be an oncoming tidal wave, something that must be dealt with, and quickly,” says NextGen administrator Ed Bolton.

Among other things, the AP says NextGen’s planned computer system can’t handle the complex flight plans of drones that stay in the air for days, weeks, or someday years (though super-long-range craft like the Facebook “internet drone” shown above would likely fly above normal airspace.)

Right now, they move slower than commercial planes, creating the risk of an aerial traffic jam. And that’s leaving aside the whole problem of creating a certification system comparable to the one for manned planes and their pilots.

The situation may be brighter for the drones people are actually worried about right now: small machines that fly under 400 feet, like existing aerial photography craft and Amazon’s proposed fleet of octocopters.

The FAA currently bans most commercial use of these drones, although many companies have flouted that rule with mixed results. But hobbyists can already fly them in unpopulated areas, and the FAA is supposed to have rules for businesses in place by 2015; it’s currently approved some limited use.

The agency, once again, appears behind schedule and potentially likely to miss the deadlinedue to problems figuring out drone certification procedures and making sure they’re able to sense and avoid other aircraft.

Earlier this month, NASA said it was working on an automated air traffic control system for drones that fly around 400 to 500 feet. Even with these problems unresolved, though, the FAA is much closer to putting small commercial UAVs in the air than larger, high-flying ones.

http://www.theverge.com/2014/9/25/6843303/faa-says-air-traffic-control-isnt-ready-for-drones

Airbus Defence and Space is a key player in SESAR and should be able to inform its UAV efforts of progress in the ATC domain.

Airbus is the third largest contributor to SESAR – bringing airborne operational and technical expertise to the programme, and focusing efforts on the definition and validation of concepts that require interaction between air and ground operators and systems.

http://www.airbus.com/newsevents/news-events-single/detail/airbus-supported-sesar-demonstration-activities-are-guiding-the-way-towards-improved-air-traffic-man/