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The Indian Navy’s Design Bureau is considering nuclear propulsion for future Indian aircraft carriers.
Although the final decision is yet to be taken, reliable sources told India Strategic that the Navy and the country’s nuclear scientists have drawn sufficient experience from their success in installing nuclear propulsion in Arihant, the country’s first SSBN (or nuclear propelled nuclear armed) submarine, and that is encouraging them to replicate the technology for indigenous aircraft carriers.
Right now, according to Chief of Naval Staff Admiral Robin Dhowan, the Naval Design Bureau (NDB) is working towards designing a 60,000 to 65,000 ton aircraft carrier, and that two major systems under consideration are nuclear propulsion and the new generation aircraft launch system, EMALS, from the US General Atomics.
But there is no final decision yet on either.
India’s first indigenous aircraft carrier, IAC-I or Vikrant, is under construction at the Kochi Shipyard for delivery by end-2018, and it is to be propelled by four LM2500 gas turbine engines from the US GE.
Nuclear power is being considered for the second, called IAC-II and likely to be named Vishal. It is planned for induction in 2029.
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There is also the strong possibility of another indigenous carrier, IAC-III.
While the IAC-I has a ski jump to launch aircraft, IAC-II and IAC-III will likely use the EMALS to catapult aircraft from short distances of the carrier decks.
The Indian Navy is looking at three aircraft carriers to ensure 24 x 7 operations with two Carrier Battle Groups.
Three carriers are required as one of them will be under periodic maintenance and refits, and accordingly unavailable.
At present, the Indian Navy has Russia-supplied INS Vikramaditya since 2013, and it should be in service for about 30 to 35 years. India will need its third indigenous carrier by then, and it may be noted, it takes some 10 years to build it even with new modular construction practices.
Both INS Vikramaditya and IAC-I share the ski jump system to launch Russian-made MiG-29K aircraft. The EMALS will be much more efficient and powerful to launch different aircraft in moments with the flick of a switch. The US Navy is using the system for its new generation carriers, the Gerald R Ford (under construction) and John F Kennedy.
As for the IAC-II, sources told India Strategic that the Ministry of Defence (MoD) is set to initiate the first formal step towards according its official sanction by allotting funds to authorize and complete a study on requirements.
The second step, a big one, is likely within 2016 in the form of Acceptance of Necessity (AoN). That will mean the official go-ahead from the Government to start work and funding will be allotted in accordance with the pace of development and construction.
Notably, while the US Government is already working on sharing the EMALS (Electromagnetic Aircraft Launch and Recovery System) technology with the Indian Navy, development and complex installation of nuclear propulsion will have to be done by Indians themselves.
That is where the success in installing nuclear propulsion in Arihant using low enriched uranium (LEU) offers the incentive and inspiration.
The NDB and scientists from DRDO (Defence Research and Development Organisation) and BARC (Bhabha Atomic Research Centre) are systematically coordinating in this regard.
Notably again, the US carriers use bomb grade highly enriched uranium (HEU) after mastering the technology decades ago. The US Navy is the only one to do so, and apparently will be unwilling to share this expertise.
HEU-propelled vessels have big advantage as they can go on for 20 to 40 years or more while LEU-propelled ships have to be opened and refueled every five years or so.
Significantly, Arihant has successfully completed several propulsion and diving trials, and right now, it is conducting a series of final tests to launch unarmed missiles from different depths before its likely induction in the coming few weeks.
Subject to their success, it will be given a warship pennant number, declared operational, and then cleared for participation in the International Fleet Review (IFR) scheduled for February 2016.
Admiral Dhowan has expressed hope in this regard, but understandably has been noncommittal as even minor tests on board nuclear vessels are critical and nothing is accepted without total success, notwithstanding any time delays.
The Indian Navy already has clearance to build six SSN (nuclear propelled but not nuclear armed) submarines, and indications are that two to three more SSBN Arihant class vessels are also under different stages of planning and construction, and that they will be larger, and with more powerful nuclear reactors than that of Arihant.
Progression to building nuclear reactors for aircraft carriers is logical particularly as fossil fuel powered vessels are dependent on continuous supply of oil irrespective of the growing cost factors as well as the emerging threats in the Indian Ocean.
China, for instance, has acquired Gwadar from Pakistan to serve both as a commercial port and a naval base, becoming the first foreign power to have this facility so near the Indian shores and the strategic Strait of Hormuz from where nearly half the world’s oil comes through.
The US also has a major base in the Indian Ocean, but about 2400 km from India’s southern tip in Tamil Nadu.
This article has been reprinted with permission of our partner India Strategic.
2015-12-12 During our participation in a B-17 memorial exercise in France, we had a chance to meet the extraordinary people involved with keeping the last flying B-17 in Europe engaged in public events.
In the latest issue of the Sally B news, Elly Sallingboe provides an update on the past year for the Sally B team.
We had some very interesting flights and displayed at several new venues, and yes, it was a very wet summer, but overall we were lucky with the weather. We did encounter a few mechanical issues during the season – but with amazing work by an extraordinary team, these were soon fixed.
Our Aerial Salute to Duxford
You will have read in the summer bulletin that, most fittingly, our landmark season began at IWM Duxford at the VE-Day Air Show in May when our B-17 led a poignant commemorative salute in a mass formation of heavy aircraft and fighters to honour the 70th anniversary of VE Day and Sally B’s 70th birthday.
This great spectacle was re-enacted exclusively at Duxford in recognition of B-17 Preservation’s 40 year partnership with the IWM Duxford, carried out in true Great Warbirds air display style. The VE and VJ segments of the flying were closed by an emotive solo display from Sally B – all pure magic. Great work from Peter Kuypers and the fighter pilots and from Flying Display Director Jeanne Frazer who always gathers wonderful aircraft for the displays at Duxford.
Great teamwork at RAF Northolt
Pilots Peter Kuypers and Daryl Taplin, engineers Steve Carter and Mike Butcher and I had arranged to arrive at RAF Northolt the day before the show. We arrived just as the first raindrops hit the tarmac, but the weather turned even worse on the Saturday and prevented most of the other participating aircraft from arriving.
The low cloud base also put paid to the Queen’s Birthday flypast over the airfield.
Therefore, the Duxford-based aircraft helped save the flying show. Mark Miller in the Rapide was the first display act up in the afternoon and had a round of applause from the crowd just for taking off and an even bigger one on landing for having displayed, but the cloud base had lifted when Sally B performed to great enthusiasm from the crowd.
On landing, however we found an oil leak on the number three engine. With great teamwork this was quickly repaired, but it meant that we had to cancel our planned display at Biggin Hill.
Back in the office, I received this email from Squadron Leader Mark Bullivant, the organiser at RAF Northolt, who commented:
“Dear Elly and Peter, I just wanted to pass on my personal thanks for all your efforts to display for us at RAF Northolt. It was a difficult weekend and the show definitely suffered but, without doubt, your beautiful aircraft and very professional team were the saviours!
Peter, an impressive display in restrictive airspace and weather; a great effort for which I am very grateful (and I have no doubt so were spectators).
I trust you managed to get home on Sunday without further complications and Sally B is ‘healthy’ again; there is a nice dark patch on the 25 Threshold that will always bring a smile to my face as it will hold fond memories of working with you all and the privilege of seeing Sally B”.
The rest of the season’s flying
Despite this summer’s dreadful weather, we had relatively few cancellations.
Weston-super-Mare was one, where we had to abandon the display on the Saturday, but made it on the Sunday to a packed seafront at this friendly venue.
Following Cleethorpes in July was Flying Legends at Duxford, and then in August we displayed at Damyns Hall, Blackpool, Bournemouth, Clacton and Dunsfold and for the Roll of Honour participants at Duxford on 16 August.
On Friday 21 August, we landed at Bournemouth for our annual display there and at Shoreham.
On Saturday morning, Peter Kuypers, Roger Mills, Steve Carter and Jeff Lawton drove to the airport to ready Sally B for the displays at Shoreham and Bournemouth.
Peter Kuypers recalls:
“Whilst preparing for our display flights I was called by the Bournemouth display director Ian Sheeley saying that there had been an accident at Shoreham, after some phone calls I found out that it was major accident and that the display at Shoreham had been cancelled.
I immediately called Elly to let her know about the accident and that we had to cancel the Shoreham display, we had to start our engines shortly after to do our display at Bournemouth”.
After our display the four Sally B crew returned to the hotel where everyone felt the somberness of the situation.
Later it became clear just how devastating this tragic accident had been.
For so many people to lose their lives, especially people in no way connected to the airshow, is incredibly painful.
Our thoughts go out to the families of those caught up in this most unfortunate tragedy.
We finished our last display at Bournemouth on Sunday afternoon and, subdued and saddened, flew back to Duxford.
Four days later, it was on to Clacton where we displayed on both days.
Here the press attended in great numbers as it was the first air show after the Shoreham accident and Sally B was subject to some nasty media attacks for her final tribute run with smoke.
I will not dwell on this here, as I am sure you will all have heard about this utterly unbelievable treatment by some of the more sensational press. The following weekend we displayed at Dunsfold. On our return flight on the Sunday, we were supposed to display at the Children In Need event at Little Gransden, but we had to abandon because of low cloud and poor visibility in the Cambridge area.
This also meant that we could not land at Duxford, and instead had to divert into North Weald. Here Weald Aviation looked us after superbly until Friday 4 September, when our girl was flown back home to Duxford.
September saw Sally B’s longest flight of the season, to Scotland and Northern Ireland. Much more about this elsewhere Old Sarum and the Vulcan. Following our longest flight, it was on to Old Sarum where I had arranged with good friend Robert Pleming that we fly information with the Vulcan.
The two bombers were to arrive overhead in line astern and fly two formation passes for the expectant crowd, all carefully planned and briefed by Peter Kuypers and the Vulcan pilot Bill Ramsey. Sally B was on her way to Old Sarum when Peter received a call on the radio that the Vulcan had a problem and was unable to make it.
There was an understandable wave of disappointment from the crowd when they heard, however as soon as Sally B ran in the mood changed, the focus switched back to the display line.
Peter Kuypers recounts:
As I was flying around the Porton Down restricted airspace towards Old Sarum I heard the Vulcan checking in on the Farnborough air-traffic control frequency.
After a short time, however, the Vulcan declared a technical problem and informed air-traffic control that they were aborting and diverting back to base.
This meant that our formation flight was now not going to happen; I then changed frequency to Old Sarum Display and informed them that Sally B would be on her own for the display. At that moment, Nigel Lamb was taxying out for his displaying the P-51 Ferocious Frankie.
To try to help the show I asked Nigel if he would do a formation pass with us…! Nigel agreed, and as we had flown together before, we were able to brief this one pass on the radio.
Minutes later, I was running in with the formation, not with the Vulcan but with a P-51, it was the best we could do under the circumstances and hoped it helped just a little.
Steve Carter, who was in the tail compartment expecting to film the Vulcan, must have had a surprise when he suddenly saw the Mustang appearing instead” on Sally B’s last pass there was a big round of applause and most people went home with a smile on their faces.
We found out later why the Vulcan had to cancel – they had a fuel leak.
Our Anniversary season ended where it began, at IWM Duxford’s last show of the season, the Battle of Britain Air Show and Sally B went under cover for her winter maintenance on 15 October.
I hope you have seen our aircraft fly at some of the many venues we displayed at this summer and that you appreciate what huge part you have played in our reaching this incredible milestone for our aircraft. 2015 would not have seen us celebrating these significant anniversaries without your membership, donations, loyalty, continuous support and goodwill.
2015-12-11 Six Rafales, eight Typhoons, along with two KC-135FR Stratotankers and two KC-30 Voyagers, made the trip across the Atlantic for the exercise that will last from Dec 2nd to the 18th.
Second Line of Defense will be visiting Langley during the exercise and have a chance to talk with the various participants.
The slideshow provides USAF photographs of the three aircraft along with the T-38.
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Of course, given the distance the F-22 operates from other aircraft, these photos do not reflect any operational reality.
The exercise, hosted by the 1st Fighter Wing (FW), will focus on operations in a highly-contested operational environment through a variety of simulated adversary scenarios. According to U.S. Air Force Col. Pete Fesler, the commander of the 1st FW, the intent of the exercise is to gain an understanding of the logistics, support requirements, capabilities, tactics, techniques and procedures associated with the integrated operation of coalition front-line fighters.
“The RAF and FrAF are our vital strategic partners and allies in the current fight against extremism, and will be in any foreseeable future conflict,” said Fesler. “The trilateral exercise gives us an opportunity to train together in realistic counter-air and strike scenarios. This training is critical to ensure that we have day-one interoperability for future contingency operations.”
According to Fesler, international exercises like the Trilateral Exercise have helped the 1st FW learn to work with coalition partners in the past, such as during the Western Zephyr exercise in 2015, where the 1st FW worked with the RAF to enhance joint capabilities.
More than 500 people will be involved in the exercise, consisting of approximately 225 personnel from the U.S. Air Force, 175 from the RAF and 150 from the FrAF.
According to Fesler, partnering with coalition forces for training is critical to ensuring the 1st FW and its allies are ready to execute their mission when called upon.
The exercise will not only feature the U.S.’s Raptor, but also the RAF’s Typhoon and the FrAF’s Rafale as primary aircraft. The Trilateral Exercise will be the first time these coalition aircraft have flown together. Adversary aircraft will be replicated by the U.S.’s F-15E Strike Eagles and T-38 Talons. The U.S.’s Airborne Warning and Control System, as well as U.S. and FrAF tankers will also provide support during the exercise.
David Cenciotti made a good comment about training and combat realities.
Interestingly, whilst the USAF Raptor, the British Typhoon and the French Rafale multi-role combat planes train in the U.S. to gain air superiority in a modern A2/AD (anti-access/area denial environment), the same three kinds of aircraft are currently involved in a real war against ISIS in Syria and they daily operate well inside a Russian super-MEZ (Missile Engagement Zone) created with the deployment of the Moskva guided-missile cruiser (with its S-300F) off Latakia and the installation an S-400 Triumf battery at Hmeymim airbase:
Perhaps an interesting real-world scenario to test at least a few of those procedures studied in the permissive skies over Virginia.
You train like you fight; you fight like you train.
The Russian intervention in Syria started the process of a strategic reset in Syria and the fight against ISIS.
Next up was the power projection attack of ISIS into Paris.
Next were the French strikes coordinated with Russia into Syria against ISIS. Next was the Turkish shootdown of a Russian aircraft, which the President of Turkey took full responsibility for having authorized.
Then the Russiansprovided a very public presentation on how Turkey is supporting ISIS, notably through the oil trade.
Then the British government voted to strike ISIS in Syria, and the RAF was unleashed to use the words of a senior British government official.
The RAF launched from Cyprus and struck against ISIS oil facilities in Syria.
And in so doing, in the words of the British Defense Minister, struck against the pocketbook of a force, which simply does not recognize boundaries.
Notably the British strike followed upon a rather complete Russian chronicling the movement of oil from Syria to Turkey.
It is clear that the British would not have conducted the strike without clarity with regard to deconfliction with Russian aircraft operating in Syria as well.
And the way might well have been paved by Hollande who as a result of his latest meeting with Putin indicated that not only deconfliction but also coordinated targeting was being established with the Russians.
This was despite differences with regard to the future of Syria, and European views on the future of Assad.
The French and the British are acting on the assumption that the enemy of my enemy is my friend.
Michael Fallon taliks to members of the RAF in Akrotiri Photo: Darren Staples/Reuters
The strike by the RAF from Cyprus with Tornados was conduced after an authorizing vote in the Parliament shortly before the strikes were set in motion.
The British government clearly saw the strike as an important action in the war against ISIS, including in terms of the ongoing information war with ISIS.
The British press had photos and reports from Cyprus of the strikes and photos surrounding the RAF base in Lossiemouth, Scotland launching of Tornados and Typhoons to deploy to Cyprus for the fight against Isis.
Frankly, I have never seen such wide coverage of a strike in the British press prior to this from the usually secretive British government.
The British government decided to engage in the next phase in ISIS with a clear public statement, including clearly identifying the threat from ISIS as both internal and external.
And would undoubtedly be linked to UK internal security efforts as well as the tightening of EU approaches as well.
The package sent by the RAF was indicative of their way ahead.
“Overnight, RAF Tornado GR4s, supported by a Voyager air refuelling tanker and a Reaper, and operating in conjunction with other coalition aircraft, employed Paveway IV guided bombs to conduct strikes against six targets within the extensive oilfield at Omar, 35 miles inside Syria’s eastern border with Iraq.”
RAF fighter jets have targeted an oilfield held by Isil in the second combat mission from the British base in Cyprus.
Michael Fallon, the Defence Secretary, said Typhoon jets were used on Friday night, alongside unmanned Reaper drones and Tornados, as the terrorists were made to feel “the full force of the RAF”.
Selling oil to the black market as well as the Assad regime has been a key source of finance for the terrorists.
The latest RAF operations were intended to damage the supply of funds to the so-called Islamic State in Iraq and the Levant (Isil), also known as Daesh.
Mr Fallon arrived at the Akrotiri base in Cyprus to thank the crews for their “impressive” service and assure them they have the backing of “the people of Britain”.
Mr Fallon denied the suggestion that the military were not targeting Isil leaders, after a second raid on infrastructure rather than personnel.
“Last night we saw the RAF Typhoons, which have only just arrived here from Scotland, striking successfully for the first time within 24 hours or so of their arrival, which is a pretty impressive achievement,” he said. “Last night saw the full force of the RAF.”
The Typhoons will play a key role in the strike package.
As Andrew Gilligan has highlighted in a piece in The Telegraph:
British Tornados over Syria are to fly in pairs with the RAF’s Typhoon jets amid growing concern over the possibility of accidental clashes with Russia.
The arrangement allows the 35-year-old Tornado to benefit from Typhoon’s superior radar and air defence capability as Russian warplanes conduct heavy bombing operations in Syrian airspace.
“It gives a massive lift in situational awareness and sheer defensive and offensive performance,” said Jon Lake, an aviation expert.
“Anything taking off from RAF Akrotiri [in Cyprus] is going into a Russian missile engagement zone straight away, and Typhoon’s ability to protect itself and others is absolutely formidable.”
The footage was recorded from the cockpit of an RAF plane, as two Typhoon and two Tornado jets were dispatched to attack targets in Syria from the RAF Akrotiri base in Cyprus.
This strike represents the second such attack since the government approved military action in the country. Source: UK Ministry of Defence.
The recent UK Strategic and Defense Review certainly highlighted the importance of better funding for the RAF as it modernized.
The strategic holiday seems over in Britain, and the RAF is a clear beneficiary. In addition to a full buy of F-35s, the Typhoon has a sensible, funded roadmap to 2040.
In part the RAF is being better funded because of the obvious relevance of airpower to global threats; in part it is because the RAF has sensible template for modernization.
The RAF is undergoing two fighter aircraft transitions at the same time.
On the one hand, the Tornado is being retired and the Typhoon is subsuming its missions.
On the other hand, the F-35B is coming to the fleet and will be working with Typhoon for the period ahead.
These are three very different aircraft built in different periods of aviation history.
The venerable Tornado has seen a significant evolution over its time; from its initial use as an ultra low-level nuclear and unguided weapons bomber to an ISR-enabled precision strike and close support aircraft.
The Typhoon entered the RAF more than a decade ago as a classic air superiority fighter, but is now being asked to expand its effects and to subsume the Tornado missions.
The F-35B is entering the fleet as the Typhoon is making this transition.
This will mean that the RAF will be managing a double transition – Typhoon becoming multi-role and the F-35B operating off of land or ships to provide the fifth generation capability to the evolving RAF strike force.
Credit: The Telegraph
The current crisis response will have more effective capabilities as the Royal Navy and Royal Air Force modernize. Or put in other terms, today’s strike validates the RAF modernization strategy.
My visit earlier this year to the Queen Elizabeth being built in Scotland and interviews with the Royal Navy and RAF anticipated the current event and are incorporated in their thinking about the possible evolution of concepts of operations.
The F-35B launched from the carriers is part of the picture; the very significant C2 capabilities aboard the ship are another. With the carrier afloat, the RAF is looking to build synergy among the various land based and carrier based aircraft to generate combat effects.
As an RN officer put it: “The strike force could be commanded from the ship, from the ground or from the air. We are building flexible C2 in order to get maximum combat value from aircraft launched from the carrier.”
The F-35B as a flying combat system, capable of integrated air operations with every other F-35 flying in the combat area is a significant foundation for shaping what the Queen Elizabeth will do in combat.
The reach of the F-35Bs coming off of the Queen Elizabeth will be expanded by the range of the operational fleet of other F-35s and the data grid generated over the expanded battle space.
And leveraging what Typhoons will be able to do as they undergo their current weapons modernization program will only enhance the strike effects of an integrated air-sea combat air force.
Projected forward in time, one can envisage how this might operate. The Queen Elizabeth is in the Eastern Mediterranean and with its integration with the other F-35Bs aboard USN-USM or Italian ships; the data coverage would be significant.
The Typhoons operating in Cyprus would have a forward controller and defense shield as well as with the F-35Bs target acquisition elements. The Typhoons could operate with “greater survivability and lethality,” as one RAF officer put it.
He is most remembered for his unwelcome task of telling Prime Minister Churchill that no more fighters go to France to get destroyed in a losing cause; rather, they needed to be husbanded for the coming conflict, which would later be known as the Battle of Britain.
What Dowding understood, and the politicians did not, was that the con-ops shaped by design was crucial to mission success; and the fighters were the tip of the sword, not just silver bullets to be chewed up in fighter versus fighter battles.
Those fighters would be needed to kill bombers, primarily, and fighters, and they would operate from British soil and operate within a very clear strategic context, one which brought together elements of new technologies, and new was of operating which had not yet been tested in battle.
Perhaps by chance, perhaps by fate, the new CO of RAF Lossiemouth, from which the Tornados and Typhoons launched today to join their mates on Cyprus, is a Typhoon and Spitfire pilot, who also has been a key officer in the F-35 transition.
Editor’s Note: The RAF stepped-up engagement is being augmented by other coalition developments as well,
The French Charles de Gaulle carrier is currently in the Eastern Mediterranean and preparing for its initial strikes.
President Hollande visited the French carrier earlier this week and highlighted its role.
President Hollande on board the Charles de Gaulle. AFP Photo/Philippe de Poulpiquet
Hollande told French troops on board the carrier their mission was to “undermine” ISIS, support forces on the ground fighting the group, “bring an end to the suffering of civilians”, restore the territorial integrity of Iraq, and “create the conditions for a political transition in Syria.”
The aircraft carrier, which hosts dozens of military jets and bombers, was deployed to the region following the Paris attacks in which 130 people were killed last month.
The USS Truman carrier strike force has been deployed to the region as the Navy has surged the carrier after a five month work up to the region and is working with the other key strike elements to step up the war against Isis.
The Truman is working closely with the French carrier group in preparation for upcoming action in the region.
The surge to deploy Truman is a significant achievement.
As noted by Lance M. Bacon in a Navy Times article:
Just to get underway is a victory of sorts for Truman’s crew. The Navy in October 2014 bumped up her deployment date by nearly half a year as Truman took the place of the carrier Dwight D. Eisenhower. Ike had a record-setting, 23-month period at the naval yard after back-to-back deployments from June 2012 to December 2012, and from February 2013 to July 2013, causing more maintenance than expected.
Truman entered a shortened overhaul at Norfolk Naval Shipyard in November. It was supposed to last 15 weeks and require 78,000 man-days, but nearly doubled to more than 28 weeks and 135,000 man-days. The expedited deployment also required the crew to get all qualifications in less than half the normal work-up time; the crew did one year’s worth of training in five months and did so without one waiver.
The pride of that achievement was evident on the face of Command Master Chief Tony Perryman.
“Where we have been and where we are now is a true testament to the hard work and dedication of our sailors,” he said. “This is the best place to be on planet Earth.”
Finally, the German parliament voted on December 4th to authorize German participation in the anti-ISIS action.
The mission will include sending six Tornado reconnaissance jets, a frigate to help protect the French aircraft carrier Charles de Gaulle, refueling aircraft and up to 1,200 military personnel.
German chancellor Angela Merkel (C) casts her vote during a session of the German parliament (Bundestag) in Berlin, Germany, 04 December 2015. Germany’s parliament has authorized the deployment of reconnaissance jets and other military hardware to join the fight in Syria against the Islamic State terrorist group. About 1200 German soldiers could join the fight against IS terrorism operating from reconnaissance airplanes and a frigate. EPA/MICHAEL KAPPELER
We have examined earlier the transition of Typhoon subsuming Tornado missions even while its current capabilities compliment the older aircraft.
According to Group Captain Godfrey, the new CO at RAF Lossiemouth, a key impact of missile modernization on Typhoon will be to expand the effects of Typhoon operations.
“There is a clear need to expand the effects of Typhoon operations and here the enhancement of its weapons package will be an important improvement.”
The fast-approaching retirement of the Tornado is driving the weapons modernization program for the Typhoon. To enable Typhoon to assume Tornado’s roles, it is being reconfigured to provide an enhanced ground attack capability over and above the platform’s Enhanced Paveway II-only integration that was used by the RAF during the Libyan campaign.
First, Paveway 4 is being integrated followed by MBDA’s Storm Shadow and Dual-Mode Brimstone missiles, which have been deemed as the crucial elements of the Tornado to Typhoon transition. Thereafter the Typhoon’s capability will be supplemented with the turbo-jet powered long-range development of Brimstone, SPEAR 3, which will also be used on the F-35. This will close out the second phase of the RAF’s transition strategy.
Interestingly, the integration of the Storm Shadow on Typhoon is being driven in part by Saudi Arabia which wants its Typhoons to have a cruise missile carrying capability, and when married with its new air tanking capability can enhance the strike range of its Typhoon force.
The Dual-Mode Brimstone is designed to operate against maneuvering surface targets on land or sea.
It is a low collateral, close air support and anti-Fast Inshore Attack Craft weapon that has been combat proven by the RAF off Tornado in Afghanistan, Libya and Iraq. Clearly, it will greatly enhance the capability of the Typhoon.
Importantly, in unison with its expanding air-to-ground capability, Typhoon’s air-to-air capability is also being enhanced with the integration of the new Meteor BVR missile, which allows for a broader range of offensive and defensive operations. The Meteor is a software upgradeable air-to-air missile with significant range and capability, which is being integrated on several other fourth generation aircraft – including Rafale and Gripen – as well as the fifth generation F-35s.
To gain a further sense of the transitional dynamics, I had a chance to talk with a retired RAF Tornado squadron leader who has been involved as well in the dynamics of Typhoon transition. This material was provided on background so the pilot will not be cited by name, but the key points of the discussion can be highlighted for an operator’s perspective is really central to understanding any significant airpower transition, which this one certainly is.
A key element of the transition, which was emphasized in the discussion, is not only the question of migration of missiles but of pilots.
As the Tornado force shrinks, Tornado pilots that move to the Typhoon are taking with them their mindset of how to support land forces, plus their hard-earned air-to-ground weapon experience honed over some 25 years of continuous combat operations.
“This cross-fertilization of ideas will allow the Typhoon force to do the roles that Tornado has always done. The only reason they can’t go all the way at the moment is because not all the weapons have been integrated onto the platform. Once the Typhoon weapon integration roadmap is complete, the Tornado can be taken out of service with the knowledge that the Typhoon force can accomplish everything Tornado can now and much, much more.”
He also emphasized the cross development of Tornado with Brimstone, which is a key weapon currently in used with great effect in Iraq.
As the Tornado’s precision weapon suite has increased, it has been able to play a more valuable close air support role. This change was first implemented in early Iraq operations, but changes brought about by lessons learned in Kosovo ensured that Tornado came of age.
“Brimstone started off as a fire-and-forget millimetric wave-only missile that was designed to destroy armor within a designated kill box. With the development of Dual-Mode Brimstone, which combines a semi-active laser seeker and a millimetric wave radar into a single missile, we are able to very accurately destroy mobile and fast maneuvering targets, as opposed to dropping multiple dumb bombs from altitude where the chances of hitting such a target are slim. The complex weapons that we’ve now put on Tornado have given that platform a new lease of life.”
Another key aspect of the weapons transition is that the Tornado crews are now able to employ a high load-out of mix-and-match weapons depending upon the operation and the expected target sets.
“The beauty of Tornado and its extensive weapon load-out is you can carry three Paveway 4s and three Dual-Mode Brimstones, or one Paveway 4 and six Dual-Mode Brimstones, or nine Dual-Mode Brimstones.
In Afghanistan and Iraq, our preferred weapon load-out is to carry two Paveway 4s and three Dual-Mode Brimstones.
That way, you are equipped to engage effectively whichever target set presents itself.
While we have the Paveway 4 to take out static targets that require a 500-pound effect, the weapon of choice in Afghanistan and now in Iraq is the Dual-Mode Brimstone because there are so many moving targets and targets with collateral damage concerns that demand a small warhead.
Dual-Mode Brimstone-armed Tornados are therefore in great demand, especially so given that even the Americans are having real problems hitting such targets.
It was the same in Libya, where Tornado was the only platform allowed to go “down town” Misrata and Benghazi, and actually hit targets in the urban environment because of its 98% first shot hit rate.
This means that the Tornado force is not only the backbone of the Royal Air Force, but it delivers a unique capability on coalition operations too.
What the RAF is doing in the Tornado to Typhoon transition is bringing these skillsets and capabilities to the Typhoon now, and then expanding its capabilities further with the addition of Meteor and SPEAR 3. In other words, the Typhoon will possess game-changing capabilities that will guarantee its relevance even when the fifth generation Lightning II joins the UK’s combat air force mix.”
In short, the weapons enterprise is a key part of the Tornado to Typhoon transition which, in turn, will be further enabled by radar and other platform upgrades occurring in the Typhoon modernization program.
2015-12-11 According to an article on the Norwegian Ministry of Defense website:
Norway’s naval exercise Flotex might be the most beautiful of all military exercises, at least when it comes to surroundings.
The annual naval exercise is held every autumn, and this year in Northern Norway’s breath-taking landscape of fjords, mountains and, of course, the northern lights.
Most of the Navy’s capacities are taking part, including corvettes, support vessels, frigates and submarines. In addition, rangers from the Coastal Ranger Command participate with their fast assault craft, Combat Boat 90.
The exercise started 10 November and will continue throughout this week.
The aim is to train all naval departments in planning and executing tactical operations at sea.
“Another aim is to build naval battle force, and to demonstrate visible and credible military presence in our northern seas”, says Head of Navy, Commodore Ole Morten Sandquist.
This year, the Norwegian Navy will spend about 40 per cent of its sailing hours in Northern Norway.
This percentage will remain at the same level next year.
“Northern Norway is essential for the Navy, and our presence in the north is important. I believe that it creates stability in the area”, says the Head of Navy.
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The exercise used to be three separate exercises: “Flotex” – a navy exercise, “Falcon Silver” – an air force exercise and “Rein” – an exercise for ground forces.
The aim of the exercise is to practice procedures, interaction and a common understanding of the situation between the different land, naval and air units. Systems for network-based defense (NBF) will be tested and all branches will be conducting live firing.
It is clear that only an integrated three-dimensional force can provide for the defense and security of Norway in the High North.
The slideshow highlights both Norwegian forces and the spectacular setting within which the exercise is conducted.
The participants of the exercise have seen a lot of Northern Norway’s famous aurora borealis, or northern lights. Here captured from on board the corvette “Storm”.
An aircraft high over the fjord, getting ready for a simulated missile attack on one of the Navy’s vessels.
The Frigate “Roald Amundsen” in sunset.
Forces from the Marine sailing in formation out of the Ofot Fjord.
The corvette “Skjold” sailing in the sunset.
The Marine sailing out of the Ofot Fjord, accompanied by two P-3C Orion naval patrol aircrafts.
Naval Rangers conduct a parachute jump from a C-130J Hercules.
Two Skjold-class corvettes are leaving Bodø. In the background, a civilian passenger plane from Norwegian Air Shuttle is in for landing.
Some of the Navy’s vessels at Bodø harbour. The corvettes “Skjold” and “Storm” are some of the fastest naval vessels in the world.
The coastal corvette “Skjold” in action.
The Coastal Ranger Command and their Combat Boat 90 on their way out from the naval base in Ramsund, Northern Norway.
Minesweeper “Rauma” and the submarine “Utvær” during exercise Flotex.
Commanding Officer on board the frigate “Roald Amundsen”, Eivind Kvalvåg, and his deputy commander are ready for exercise Flotex.
Ministry of Defence (MoD) sources told India Strategic that although the helicopters were selected in December 2014, there were some issues over cost escalations due to the delay in the procurement process, and the US company’s insistence that it could not hold the prices it had offered in 2008.
Recently however, Sikorsky had relented and its team is due to be invited soon for an early conclusion of the price negotiations.
The subject is also likely to be on the agenda during Defence Minister Manohar Parrikar’s visit to Washington on December 9 and 10.
Notably, the Indian Navy had invited bids in 2008 from Sikorsky for S-70B and European NH Industries (NHI) for NH 90.
There was some hesitation in opening the latter’s bid, as Finmeccanica, which got embroiled in controversy over the acquisition of VVIP helicopters for the Indian Air Force (IAF), is a major partner in this European consortium.
Sikorsky had a walkover accordingly, but it asked for revision in prices as the selection process had taken more than twice the stipulated timelines, and the delivery in any case, has to be three years after the price negotiations conclude and a contract is signed.
That is roughly 10 years after its offer was submitted.
Somehow, MoD repeatedly sought extensions of Sikorsky’s bid, delaying the acquisition process timelines from less than three years to six.
Nonetheless, it said there was no provision for cost escalation during the selection and negotiation process.
Meanwhile, in another development, Sikorsky has been acquired by Lockheed Martin (LM) from United Technologies Corporation (UTC).
After the completion of the merger process early November, Sikorsky was shown for the first time as a Lockheed Martin company at the Dubai Airshow on November 8.
As for the current status in negotiations with the Indian Navy, Chief of Naval Staff Admiral Robin Dhowan, when asked about the Seahawk Multi Role helicopters, replied that the process was now in an “advanced stage.”
Notably, the tender, or Request for Proposal (RfP) had sought 16 helicopters with an option for eight more.
But Admiral Dhowan had told India Strategic earlier that as the Navy was short of these machines, the deal could be all the 24 machines.
It may be recalled that the Navy had originally planned to acquire 54 Multi Role Helicopters, and 16 of these should have come in 2007 as replacement for the first lot of quarter century old Britain-supplied Westland Sea Kings. More were to follow progressively.
SR-70B in operation. Credit: Sikorsky
This has not happened, and the Sikorsky Seahawks are likely to start arriving from 2019, more than a decade late.
The Sikorsky deal is estimated to be around $1 billion-plus for 16 helicopters but there is no official word yet on prices from either side.
Weapons and sensors will be extra – possibly from other companies but Sikorsky will integrate them in accordance with the contract.
The weapon suite will have capability to deal with both underwater (ASuW or Anti Submarine Warfare) and ASW (Anti Surface – Ship – Warfare).
Among the suppliers for radars and weapons should be the US Raytheon and Telephonics as well as French Thales.
The power plants (two engines per machine) will be from GE.
Significantly, besides the case for MRH under which the Sikorsky S 70 has been selected, there is a second proposal under classification NMRH (Naval Multi Role Helicopter) for 123 machines to meet the pending and growing requirements of the Indian Navy.
The choice for that helicopter is yet to be finalized and the case for issuing an RfP is yet to be progressed at the MoD.
A third case which is also pending is to replace the 30 to 40 years old Chetaks with Naval Utility Helicopters (NUH), which should be the same as for the Army and Air Force under the Light Utility Helicopter (LUH) requirement.
Like most outdated systems, they were needed in yesteryears and it is to be seen how soon they can be produced in the country under the Government’s new Make in India policy.
It may be noted that the Indian Navy has substantial achievements to its credit for building ships indigenously, and with a three aircraft carrier policy, it will need several hundred helicopters for engaging threats and for ship to ship or ship to shore communications.
Republished by permission of our strategic partner India Strategic.
The S-70B SEAHAWK® weapon system provides international navies with a modern, battle-proven, in-use, low-risk Anti-Submarine Warfare (ASW) / Anti Surface Warfare (ASuW) mission solution.
The S-70B model is a blend of field proven technology and state-of-the-art airframe, avionics and mission equipment making it, like its counterpart the MH-60R helicopter, the worlds most capable helicopter available today.
The S-70B aircraft features an advanced, highly reliable Rockwell Collins glass cockpit. This system is integrated with a Rockwell Collins flight management system including a superior navigation and communication suite.
The weapons management system has a flexible open architecture capable of integrating indigenous weapons and mission equipment.
At Fallon,Second Line of Defense interviewed the helo operators involved in preparing to deploy.
The interview the role of helos seen from the standpoint of the large deck carrier strike group.
Recently, a Marine Corps reserve Osprey squadron participated in an exercise held in Latin America.
And in so doing, Marine Air Group 41, 4th Marine Aircraft Wing, Marine Forces Reserve conducted longest flight, 6,165 miles, in the history of the MV 22-Osprey, traveling from Miramar, Ca. to Rio de Janeiro, Brazil, and arriving on November 14, 2015.
UNITAS Amphib is held regularly, but this year’s exercise was hosted for the first time by Brazil.
The nine-day multinational maritime exercise concluded Nov. 24. About 1,000 troops from Brazil, Canada, Chile, Colombia, Mexico, Paraguay and Peru participated.
The Marine reserves have a proud lineage of being part of the first to the fight in the USMC.
Historically WWI and WWII demonstrated the ability to surge the size of the Marines without losing any combat effectiveness.
A great story of WWI Marines in combat in France is told in the book The Yanks are Coming by Harry Crocker.
In developing joint tactics and fighting with French units, one of the most famous statements in Marine history was spoken. When a French officer told Marine Capt Lloyd “Josh” Williams that the situation was hopeless and he must retreat, the captain made a statement that stands as long as there will be a Marine Corps: “Retreat, hell! We just got here.”
The WW I Marines of the 5th and 6th regiments were described as being the best-trained units in the American Expeditionary Forces, “aggressive with bayonet and famously proud marksmen.” According to Crocker, “Sixty percent of the entire regiment—mark this—sixty percent were college men. Two-thirds of one entire company came straight from the University of Minnesota.”
In facing the Marines at Belleau Wood, one German soldier wrote, “The Americans are savages. They kill everything that moves.”
In WW I—just like for today’s Marines—fighting like they trained was a key element. The author describes the brutality of war while making a very insightful point about training. For WW I trench warfare, the Marines prepared at Quantico, Va.
“At the newly built base at Quantico, they had drilled in muddy trenches to get them ready for the Western Front. But even Quantico’s famous mud could not match the miserable lice-ridden, dank dark, waterlogged trenches of France, infested with monstrous rats that feasted on the dead and that Marines bayoneted or shot, treating them like mini-Boche.
World War two brought total U.S. Mobilization and the results of that focus changed the world for the better and when threatened, money is not the issue the linking of American willingness to fight with ever improving defense industrial combat technology will come to the fore:
An MV-22 Osprey with Marine Operational Test and Evaluation Squadron 22 (VMX-22) departs from Marambaia Island, Brazil, after tactically inserting Marines and Sailors with Special Purpose Marine Air Ground Task Force South, Aug. 4, 2014. The plane deployed from the USS America during its maiden voyage. (U.S. Marine Corps Photo by Cpl. Donald Holbert/ Released)
The U.S. government was willing to spend as much money as needed to win the war. The federal budget increased from $8.9 billion in 1939 to over $95 billion in 1945. The gross national product, which is the total value of all goods and services produced by the nation’s economy, increased from just over $90 billion to almost $212 billion.
The total amount of war materials produced by 1945 was staggering.
U.S. factories had made 296,000 warplanes, 86,000 tanks, 64,000 landing ships, six thousand navy vessels, millions of guns, billions of bullets, and hundreds of thousands of trucks and jeeps. U.S. production alone had exceeded the combined production of the Axis powers. The Axis was comprised of Germany, Italy, and Japan.
The fielded warrior results for the Marine WWII surge is evident when the Corps went for 19,432 serving in 1938 to 474,680 active and reserve Marines by 1945, including 132 Aviation Squadrons.
Just as America can mobilize, getting out of uniform in peacetime is also a treasured goal of certain individuals.
Some totally leave; others stay in the reserves.
The surprise outbreak of the Korean War highlighted this factor in American military preparedness.
One of the greatest and most profound books on the American way of war captured this dynamic:
“A nation that does not prepare for all the forms of war should then renounce the use of war in national policy. A people that does not prepare to fight should then be morally prepared to surrender. To fail to prepare soldiers and citizens for limited, bloody ground action, and then to engage in it, is folly verging on the criminal.”
It was the harsh reality of the “ready set go” unexpected War in Korea that made the Marines focus on insisting on combat readiness by their reserve. The lesson never to be forgotten was written in blood at the Frozen Chosen:
“The ranks of the Marines were now diluted with reservists, at least 50 percent. Few of them were mentally prepared to fight, or physically hardened to war. Inch’on, luckily, had been easy. But now, on the frozen hills above Yudam-ni, the Marines, regular and reservist alike, faced reality. Because their officers were tough-minded, because their discipline was tight, and because their esprit—that indefinable emotion of a fighting man for his standard, his regiment, and the men around him, was unbroken—weak and strong alike, they would face it well.”
The Vietnam War provided another example of the role of reserves. USMC reserves were not mobilized as units. Rather President Johnson established a very ineffective, and less politically upsetting way FOR HIM, in sending reinforcements into established units engaged in combat. Essentially for most Vietnam Veterans after the initial surge and ultimate unit withdrawal was simple; you went alone and comeback alone and it was awful.
However, for the Marine Reserve units, especially those with the need to keep flying skills current, the returning Vietnam Combat Pilots found a real home. They could pursue their civilian education and career goals while still doing what they truly loved — flying with fellow Marines.
For almost two decades the Marine reserve squadrons had many combat veterans.
An MV-22B Osprey from Marine Medium Tiltrotor Squadron 764, 4th Marine Air Wing, Marine Forces Reserve, prepares to land during UNITAS Amphibious 2015 at Ilha do Governador, Brazil, Nov. 17, 2015. This exercise demonstrates the commitment of partner nations to ensure their Marine Corps/Naval infantries are postured to provide ready and relevant forces to respond to emergencies anywhere in the Western Hemisphere. (Photo taken by U.S. Marine Lance Cpl. Ricardo Davila/ Released)
Two units come to mind in 1973 both stationed at NAS South Weymouth, outside of Boston. HML-771 flying UH-1Es and VMA-322 flying the A-4E.
Reserve pilots especially enjoy living in Flight Suits on Drill Weekend, but when the two Squadrons formed up in their Service Dress Greens wearing their combat ribbons, there were many, many Air Medals, Distinguished Flying Crosses, Bronze and Silver Stars and a significant number of Purple Hearts especially in HML-771.
They were a combat force in being that had significant combat skill.
However, another factor was the reserves had older T/M/S equipment than full-time active duty Squadrons.
VMA-322 had A-4E vice the A-4M, HMl-771 had UH-1E vice two engine UH-1N. The logistics supporting various T/M/S upgrades was a consideration. But when there was a generational shift, brand new aircraft, it created some interesting ready/reserve “total force” contingency planning requirements.
For example, because the USN/USMC Middle East Sea Services had F-4 parts on station the Andrews Reserve Squadron VMFA-321 Hells Angels were assigned the mobilization requirement to immediately fly to the Middle East in the event of hostilities.
The WWII CO of VMFA-321 was a former Flying Tiger so that the linage of being capable of flying and killing was the hallmark of all the Hells Angels aircrews, anytime, anyplace.
Because, the active duty squadrons were transitioning to the F/A-18 for a period of time, only F-4 parts were prepositioned. For example, if Saddam Hussain had invaded Kuwait in 1987-1988, the reserve Squadron VMFA-321 would have been sent into battle.
As time went on for Marine reserve aviation, from the ending of the Cold War, reserve units kept combat ready.
Flying requirement minimums made no distinction between reserves and regular, and as the current Osprey Operation proves, they are a highly skilled flying force in readiness.
VMM-764 (Moonlighters) is a reserve squadron (part of Marine Air Wing 4) and is based in Miramar.
What made their participation unusual was that in the absence of a ship to assist in transiting to the exercise, they took off from Miramar and flew 6,165 miles to Rio de Janeiro.
The Osprey squadron made a five-leg flight that included stops in Trinidad and Tobago, and Brazil.
Originally they started with four Ospreys but arrived with three along with their KC-130J tanker and logistical support aircraft.
Pairings of KC-130Js with Ospreys is the normal operational approach to longer range Osprey flights.
This flight follows the pioneering efforts of the SP-MAGTF efforts, which were first evident in the operation from Moran, Spain to Juba, South Sudan in January 2014 to evacuate US embassy personnel out of the country on an emergency basis.
During her visit to Morón de la Frontera Air Force Base in Spain to SP-MAGTF just prior to the Juba mission, Murielle Delaporte discussed the pairing of Ospreys with KC-130Js with the ACE Commander, Lt. Col. Freeland.
“Both the MV-22 and KC-130J have worked together before in the past, but the way we are teaming them here is a little different: I think one of the best analogies is the tank-infantry team concept,” said Freeland.
We now share the whole mission together: It is shared mission management, shared functional responsibilities within the same flight.
Such a change is not overly difficult, but it is different, and we are expanding tactics, techniques and procedures to leverage the unique capabilities of each airframe.
You have, on the one hand, one V-22 aircraft going a distance, a good one but nothing incredible—let’s say 350 miles—and land vertically anywhere, and you have, on the other hand, one KC-130J which can fly thousands of miles, but [has] to land on a runway.
Now you put the two of them together, and you can take this team thousands of miles away and land anywhere.
This is a very significant paradigm change.
We bring agility and task-organized the Ground Combat Element to go anywhere we need to quickly.
The Operational Reach of the SP-MAGTF SR in miles. Credit Graphic: SLD
And the pairing has demonstrated in practice its significant impact on humanitarian assistance and disaster relief missions.
For example, in the wake of the recent Philippine disaster relief effort, the Marines were able to be first on station to start the effort and support putting in place the infrastructure to ramp up relief efforts.
Having integrated capability for the point of the spear is crucial and the Osprey clearly functions as the tip of the tip of the spear for rapid insertion.
As one senior Marine put it:
1st MAW had Ospreys and Hercs in Tacloban about 72 hrs after the storm passed. And I am not talking just about people on the ground but real, self-sustaining capability to move the mountains of relief supplies to where it was needed and where nothing else could get the job done so effectively.
There is no question it is a just a small effort against an immense catastrophe but the combination of rapid deployment and true capability is a crucial part of getting the response in play.
And going a long distance with speed and reach provides a rapid insertion capability, but the flexibility of the Osprey means that upon arrival the force can operate throughout the Area of Interest rather than waiting for the infrastructure to show up in order to operate.
Pilots and crewmen from Marine Medium Tiltrotor Squadron (VMM-764), 4th Marine Air Wing, Marine Forces Reserve, embark their aircraft for their 6,165 mile trip to Rio de Janeiro, Brazil, in support of UNITAS Amphibious 2015 on Nov. 6, 2015, marking the longest movement in the MV-22B Ospreys operational history. Credit: USMC
We had a chance to talk with the squadron CO, Lt. Col. Greg Gehman, by satellite phone from Brazil on November 20, 2015 about the experience and the challenges of executing such a long-range operation as well.
Lt. Col. Gehman is an F-18 pilot who has become the CO of the first reserve Osprey squadron.
Question: What is the core focus of the exercise?
Lt. Col. Gehman:
Lt. Col. Gehman: We are working together with partner nations to hone our skills to bring together our capabilities to work together rapidly when the demand is there to do so.
The Mexicans brought an amphibious ship and we have flown in to demonstrate a unique capability to join efforts in a Humanitarian Assistance/Disaster Relief exercise.
Question: We know that the Brazilians are looking to expand their at sea operational capabilities.
What has been their reaction to the Osprey?
Lt. Col. Gehman: It has been very positive.
The speed and range of the Osprey is attractive to Brazil given the immensity of the country and the diversity of conditions in which their forces need to operate.
It is an unusual platform and still gets its share of stares when it takes off and lands.
Question: Could you describe the effort by the Reserve squadron to get ready for the mission?
Lt. Col. Gehman: It took a lot of planning and as you know as a former reserve officer, there is the challenge of being able to coordinate the planning and preparation with personnel who are available part-time.
Unlike the regular forces, not everyone you need is always there.
So there is a lot of work to coordinate schedules for the planning cycle to get ready for the mission.
We flew with a mixed active and reserve crew for the mission.
We started with 4 Ospreys, 3 KC-130Js and one KC-130T where the latter provided tanking as well as logistics support.
We had about 20 maintainers and some pilots onboard the KC-130T to support the mission.
Overall, we had about 60 people involved with the transit operation.
Question: Obviously, the KC-130Js are a key part of the effort. How would you describe their role?
Lt. Col. Gehman: Obviously, they provided the necessary air-air-refueling, but they also provided needed logistical support, as well as carrying backup personnel for the Ospreys in case they were needed.
The KC-130 crews have extensive international flying experience which was very helpful to our squadron.
Question: The Osprey is just now reaching its 10th year in service.
What does this mission show?
Lt. Col. Gehman: We are a reserve squadron.
And we have demonstrated that a reserve squadron can operate the aircraft at great distances to execute our mission.
This is an important benchmark for the future.
We also have contributed to the lessons learned with operational realities:
What are we capable of doing and what makes the most sense to do?
How can we best operate the aircraft in real world conditions?
We flew the aircraft to Brazil because no ship was available at the time to transport us down to Brazil for the exercise.
Being Marines, we found a way to get there.
We are capable of transiting long distances in a short period of time given the right kind of maintenance and logistical support.
An MV-22B Osprey from Marine Medium Tiltrotor Squadron 764, 4th Marine Air Wing, Marine Forces Reserve, lands to disembark partner nations onboard during UNITAS Amphibious 2015 at Ilha do Governador, Brazil, Nov. 17, 2015. . (Photo taken by U.S. Marine Lance Cpl. Ricardo Davila/ Released)
Question: Every platform has its strengths and weaknesses.
What are the Marines and partners and allies seeing as the sweet spot for this platform?
Lt. Col. Gehman: What is being widely realized is that the speed at which the aircraft can transit from the pickup zone to the landing zone is very unique.
We can insert and extract Marines much more rapidly and at greater distances than ever before.
It is a shock and awe capability.
With the Osprey we can reach out and smack the enemy quickly, yet at the same time we can reach out and help people in need rapidly.
We usually focus on hitting the enemy hard and fast.
In the current exercise, we’re showing people we can reach out to help them real fast in a Humanitarian Assistance/Disaster Relief scenario.
The KC-130 and Osprey combination bring another key capability.
If we can get the KC-130 to a remote air strip, but not to a more difficult remote location, we can transfer personnel/cargo to to the Osprey for that final leg, ultimately expanding our reach to a much greater range and environment.
Editor’s Note: The Osprey has reached its 10th year in the USMC.
The Ospreys first came to the reserves in 2013.
The reserves are known for their approach to innovation as well and now their contribution, as seen in the current Brazil exercise, will take forward the learning within the Osprey nation.
The ten-year roll out of the Osprey in numbers has been as follows:
Osprey Deliveries to USMC
2005
16
2006
12
2007
13
2008
14
2009
17
2010
23
2011
28
2012
31
2013
33
2014
30
2015
18
Totals
235
In terms of squadrons, 2nd MAW was stood up first with Ospryes, and then 3rd MAW and then 1st MAW with 4th MAW having received its first Ospreys in 2013.
The T-50 program is a joint development between Lockheed Martin and Korea Aerospace Industries to meet the advanced jet pilot training needs of the Republic of Korea Air Force (ROKAF). More than 100 aircraft have been built and delivered to the ROKAF. A second variant is currently in production called the FA-50 light combat aircraft.
From the beginning, the T-50 was envisioned to be exported to other countries. In 2011, this vision became a reality when Indonesia ordered sixteen aircraft, called the T-50i. All the Indonesian aircraft have been delivered.
In late 2013, the Government of Iraq ordered twenty-four T-50IQ aircraft, along with an integrated training center and ancillary support elements. In March 2014, the Philippines contracted for twelve FA-50PH variants of the aircraft…..
When it chose to develop the T-50, the ROKAF also planned a light attack version of the aircraft. Development of the FA-50, as it is called, began in December 2008 and was completed in late 2012. Key features of this aircraft included an upgraded cockpit, radar, self-protection systems, a tactical data link, and accommodations for precision guided weapons.
The initial production contract for twenty FA-50s was awarded to KAI in December 2011. Deliveries began in August 2013. A follow-on contract was placed in early 2013 for an additional forty aircraft, and deliveries will continue through 2016. Initial operating capability for the FA-50 was achieved in October 2014.
Production of the FA-50 for the ROKAF continues through 2016.
According to an article by Byeong-No, Yun published on the South Korean Ministry of Defense website:
A Korean light attack aircraft, the FA-50, has begun its export deliveries in the manner of direct flight.
The Korea Aerospace Industries (KAI) said on November 27 that two FA-50PH aircrafts produced for export to the Philippines departed from Sacheon, Gyeongsangnam-do, to Clark, the Philippines, a 2,482km-long flight.
The T-50 is designed for low-speed approach landings. A larger tail, flaperons, and rudder make the aircraft easier to control at lower speeds. In addition, the control surfaces move at faster rates to further improve handling characteristics. By design, the aircraft lands more easily than most fighters, including the T-38 it was designed to replace.
These first FA-50PHs are two out of 12 resulting from a 420 million-dollar contract made with the Department of National Defense-Armed Forces of the Philippines in March of last year.
KAI has made the first flight of a FA-50PH last June and will deliver 12 of them to the Philippines by 2017. The FA-50PH is a customized version of the FA-50 in operation by the Air Force, which is designed and produced for the Philippines.
The export of the FA-50PH is the first G-to-G the Armed Forces of the Philippines has ever made, and it is receiving much attention as its biggest defense program.
There were many problems to overcome in reaching the conclusion of the export contract for the FA-50PH due to fierce competition with other advanced countries, natural disasters in the Philippines, etc.
However, all these problems were finally overcome thanks to the sales diplomacy of our government, and KOTRA, DAPA and the Air Force all joining forces.
President Park Geun-hye invited Benigno Noynoy Aquino, the president of the Philippines, and entered into an MOU on cooperation in defense field. Discussion about the FA-50 export during his visit was crucial.
The KAI has been strengthening its status as it has exported 133 Korean aircrafts (reaching approximately 3.3 billion dollars), a series of KT-1 basic jet trainers and T-50 supersonic advanced trainers to Indonesia, Turkey, Peru, Iraq and Thailand so far.
