Next Generation Missiles and Airpower Modernization: The Case of Eurofighter and the Meteor Missile

Posted on | by Robbin Laird
11/04/2015

2015-10-29 By Robbin Laird

Shaping 21st century U.S. and allied air combat capabilities is a function of the intersection of a number cross-cutting dynamics:

  • The reshaping function of fifth generation warfare,
  • Selective and appropriate modernization of the most capable of non-fifth generation aircraft,
  • The introduction of longer range kinetic and non-kinetic strike platforms,
  • The reshaping of a dynamically integrated combat force and of C2 systems,
  • And the evolution of the weapons/robotic systems enterprise.

Dynamic and interactive change is how the air combat system will be transformed over time to enhance the lethality and range of effects which airpower can deliver in a multi-mission, multi-tasking environment.

First firing of the Meteor missile from a Eurofighter. Shaping a new weapons revolution where weapons are enabled throughout the attack and defense enterprise and not simply resident for organic platform operations is a key element of the way ahead. For example, the new software enabled Meteor missile can be fired by one aircraft and delivered to target by that aircraft or the inflight data link can be used via another asset – air or ground based – to guide it to target.Credit Photo: Eurofighter,
First firing of the Meteor missile from a Eurofighter. Shaping a new weapons revolution where weapons are enabled throughout the attack and defense enterprise and not simply resident for organic platform operations is a key element of the way ahead. For example, the new software enabled Meteor missile can be fired by one aircraft and delivered to target by that aircraft or the inflight data link can be used via another asset – air or ground based – to guide it to target.Credit Photo: Eurofighter,

Shaping a new weapons revolution where weapons are enabled throughout the attack and defense enterprise and not simply resident for organic platform operations is a key element of the way ahead.

For example, the new software enabled Meteor missile can be fired by one aircraft and delivered to target by that aircraft or the inflight data link can be used via another asset – air or ground based – to guide it to target.

One key dynamic clearly is the interaction between the evolution of the manned aircraft and of missile systems, whereby the aircraft is modified to make better use of the expanded capabilities and range of “smart weapons” and the weapons change themselves to more effectively interact with the modifications of the aircraft as well.

A case in point is the modernization of the Eurofighter intersecting with the introduction of the next generation air combat missile, the Meteor.

The upgrades underway for the Eurofighter will see the introduction of a new radar, which has built into it a much better way to work with missiles which themselves can “think” and “operate” more effectively in a fluid, high speed battlespace.

It is the intersection of the two which creates the new combat effect – a combat air system in which the aircraft can work the relationship with the missile to enhance the probably of the kill of adversary systems and at greater distance.

The intersection of co-modernizations is the core dynamic; which makes it difficult to describe if only one side of the modernization process is considered in terms of the overall combat capability.

From the Missile Modernization Perspective: The Meteor Missile

The new Meteor missile developed by MBDA is now in production.

It is representative of a new generation of air combat missiles for a wide gamut of new air systems.

It is planned for the F-35, the Eurofighter Typhoon, the Rafale, the Gripen and other 21st century aircraft.

Some of the baseline capabilities of the missile are as follows:

The Meteor System

METEOR is being developed to meet the requirements of six European nations (UK, Italy, Spain, Germany, Sweden and France) for a superior Beyond Visual Range (BVR) missile system with the operational capability to excel in all current and future combat scenarios; 

 This collaboration of six European nations provides access to technology and expertise from across Europe. 

 The range and performance of the Meteor and its ability to enable both old and new air systems moves air-to-air weapons into the next generation. 

 What is METEOR and what are its benefits? 

  • A fast and highly maneuverable Beyond Visual Range air-to-air weapon
  • Very large No Escape Zone owing to the air-breathing ramjet – several times that of current MRAAMs – resulting in a long stand-off range and high kill probability to ensure air superiority and pilot survivability;
  • Networked capability through data-link
  • Guidance is provided by an active radar seeker benefiting from enhanced technologies drawn from MBDA’s advanced seeker programmes;
  • Capable of engaging air targets autonomously by night or day, in all weather and in severe electronic warfare environments;
  • Equipped with both a proximity and impact fuse to ensure total target destruction in all circumstances.  

At the heart of the Meteor program is an integrated development team led by the prime contractor, MBDA.

The missile was developed to meet the operational requirements of 6 partner nations and for 3 very different combat aircraft, the Eurofighter Typhoon, the Rafale and the Gripen.

It is also compatible with the F-35 weapon bay and is planned for inclusion in the Block 4 upgrade package.

Frequently, a multi-national program is more of a problem than a solution.

In this case, the challenge of building for multiple aircraft and partners at the same time, has given the MBDA team a leg up on the 21st century. 

To design and build the missile, a comprehensive model was developed; this incorporated the various aspects of a successful missile, ranging from aircraft characteristics, to radar system performances, and the various operational scenarios and operational approaches of the different aircraft and air forces.

Typhoon Carrying Meteor Missile. Credit: BAE Systems
Typhoon Carrying Meteor Missile. Credit: BAE Systems

This has meant that MBDA has forged a very robust model for development, which is then at the heart of the production of the missile itself.  The missile is software upgradeable so that changes over time will be written into the code in the model and directly incorporated into production runs.

Software upgradeability is a game changer for 21st century systems not well understood or highlighted by analysts. 

In the past, new products would be developed to replace older ones in a progressive but linear dynamic.  But now, one builds a core product with software upgradeability built in, and as operational experience is gained, the code is rewritten to shape new capabilities over time.

Eventually, one runs out of processor power and BUS performance and needs to consider a new product, but with software upgradeability, the time when one needs to do this is moved significantly forward in time.

It also allows more rapid response to evolving threats.

As threats evolve, re-programming the missiles can shape new capabilities, in this case the Meteor missile.  The current production missile is believed to be using well below the maximum processing power and bus capacity of the missile.

Significant upgradeability is built in from the beginning.

Another key aspect of the missile is it is designed from the beginning to be employed on and  off-board.  It can be fired by one aircraft and delivered to target by that aircraft or the inflight data link can be used via another asset – air or ground based – to guide it to target.

The enhanced range of Meteor over legacy AMRAAM is important; but even more so are its systems which create the no-escape zone targeting capability.

Here the speed of the missile upon moving in on the target and the capability of the missile with its onboard sensors and reach back to sensors on the combat fleet allow it to “think” its way to a maneuvering and EW protected target.

The missile is designed to be able to operate via a three-phase speed control system.

First, it accelerates to cruise speed, which is dependent on launch condition and target altitude. This initial speed is selected to optimize range and maximize interception with the life of the missile even when the target turns to tail.

The second phase is mid-course guidance speed control. In this phase, the missile can accelerate and maximize intercept speed.

And in the third phase, at the extreme of its range, final acceleration to the target is generated to overcome any last-ditch evasive maneuver. Non-air breathing missiles are unable to achieve this.

The aim is to maximize fuel into speed at target intercept but not before. This is necessary because the range to intercept is unknown for long-range shots at launch, which is really determined by future target maneuver behavior so that the missile needs to adjust to that target behavior.

There are a number of integrated systems aboard the Meteor missile, which allows the missile to operate in the manner described.

But the secure data link system is an element, which enhances the ability of the missile as an organic asset to move from fire and forget, to fire and think through how best to hit the target, and to do so with onboard systems enhanced by an ability to leverage the sensors in the surrounding blue battlespace.

In this sense, it can operate either autonomously or leverage assets in the battlespace to destroy high-speed, maneuvering, targets, which are using electronic warfare and other systems to try to protect themselves.

From the Aircraft Modernization Perspective: The Eurofighter Case 

The Eurofighter is a clear player in shaping European and global air forces.

It has reached critical mass and will be modernized through its operational life to work with new air assets and to deal with the evolving threat environment.

The program currently has seven customers, 599 committed aircraft orders, 446 deliveries to date, more than 300,000 flying hours with 100,000 employees and more than 400 companies involved in the program.

This kind of critical mass provides a solid foundation for the evolution of the program.

The Eurofighter consortium has launched a series of capability enhancements as part of a Capability Roadmap, which is designed to increase the combat effectiveness of the fighter.

It has evolved from an air defense aircraft to a multi-mission aircraft, notably with the addition of new weapons to subsume Tornado functions and to incorporate a new AESA radar as well as cockpit and linkage improvements as well.

It is the modernization effort associated with the new AESA radar and cockpit integration issues, which interests us most here with regard to intersecting modernization.

Paul Smith, an experienced RAF Typhoon pilot, now with Eurofighter put it this way:

The new Captor-E radar allows for greater capability to see and operate within the battlespace.

It provides for flexible task management with multifunctional performance and simultaneous modes for air to air and air to surface.

It provides an electronic attack capability, which complements our current EW capability on the aircraft as well as ESM, or electronic support measures as well.

The new radar will be able to leverage very effectively the new Meteor missile with its two-way data link to expand the capability of the aircraft to operate against adversary aircraft at a distance and in complex combat situations.

The situational awareness delivered by the fusion of Captor and other sensors in combination with the larger no escape zone of the Meteor should give Typhoon a significant combat advantage.

Lars Joergensen of Eurofighter provided his perspective as well on the cross-cutting modernization impact of radar with missile modernization:

Our current mechanically scanned radar has proven very good for the air to air mission.

With the AESA you have much more flexibility, and part of that flexibility will be to work with weapons differently in particular as a data facilitator.

The first new weapon were this will become very clear is Meteor where the airplane will interact with the data link on the missile to identify and destroy targets in a fluid air combat space. Other weapons will follow.

Thanks to the Eurofighter’s large nose aperture, combined with the ability to move the AESA antenna, we will be able to fire, guide and communicate with weapons “over the shoulder” so to speak while flying away from the threat, thus significantly enlarging our attack envelope with missiles.

One of the key companies in the Eurofighter consortium BAES, has highlighted the missile upgrades to Eurofighter in the following graphic.

Credit: BAES http://www.baesystems.com/en/feature/typhoon-king-of-swing-and-a-whole-lot-more
Credit: BAES
http://www.baesystems.com/en/feature/typhoon-king-of-swing-and-a-whole-lot-more

But what this graphic does not convey is how the Meteor missile/AESA combination lays a new foundation for the way ahead in terms of how the Eurofighter works with its missiles.

With the intersection of the new AESA radar on Eurofighter with the Meteor missile, a foundation has been laid to work a more interactive strike capability within the battlespace.

The radar with its independent modules and ability to track and see at distance interconnecting with the missile’s guidance system and data links can interactively “chase” the target until it is destroyed, a target at greater distance and operating with high maneuverability.

And moving from this foundation, the weapons enterprise intersecting with manned aircraft can operate quite differently as the missile can be fired from one platform and then “commanded” by another, which enhances not only the probability of kill but enhanced survivability of the air combat fleet.

It is part of moving from organic launch and “fire and forget” from a particular air platform, to launch from one platform and interactively hunting down the target but able to operate independently or tap into the “fleet” assets operating against the adversary.

Conclusion

The evolving air combat enterprise is undergoing significant change as interactive elements operating in combat packages enhance the effects which these force packages can provide.

This provides for a resilient package of honeycombed air assets which can operate by themselves but can be linked like lego blocks into a more expansive set of force capabilities.

This allows for shaping an enterprise, which can deliver the desired effects, but on the evolving electronic warfare battlefield.

Intersection among missiles, robotic systems (RPAs) and manned combat assets will form the core infrastructure moving forward.

Meteor being operated from F-35 as well as Eurofighter will allow better tactics for blue forces, with more efficient weapon deployment (fewer missiles fired = more targets engaged) against evolving air threats.

Editor’s Note: For earlier pieces related to this article, see the following:

https://sldinfo.com/what-do-the-eurofighter-and-f-35-have-in-common-the-meteor-missile/

https://sldinfo.com/italy-and-the-f-35-the-program-the-faco-and-the-coming-of-the-meteor-missile/

https://sldinfo.com/building-a-21st-century-weapon-the-case-of-the-meteor-missile/

https://sldinfo.com/meteor-missile-fired-successfully-from-eurofighter/

https://sldinfo.com/whitepapers/the-coming-of-the-meteor-missile/

https://sldinfo.com/expanding-the-effects-of-the-eurofighter-missile-modernization/

https://sldinfo.com/the-f-35-and-legacy-aircraft-re-norming-airpower-and-the-meteor-example/

https://sldinfo.com/the-weapons-enterprise-in-airpower-transition-the-royal-air-force-case/

 

 

 

 

 

Airbus Working on Passive Radar System

Posted on | by Robbin Laird

2015-11-04 By Guy Martin

European defense giant Airbus Defence and Space is developing a passive radar system that will soon be available to customers.

Active radars have been around for decades but they have their disadvantages, according to Frank Bernhardt: Head of Program: Passive Radar at Airbus Defence and Space Electronics. By emitting a signal, active radars give away their positions and although there are various ways in which they can try and avoid detection, this is a significant drawback. Other limitations are emitting radiation that can interfere with other signals or can violate health and safety rules (such as emitting in a built-up area).

The idea of passive radar technology has been around since the 1930s, with Robert Watson-Watt performing experiments in 1935. However, it was not until some 20 years ago that technology (especially computer power) matured enough for passive radar to become viable.

The first passive radar systems were bistatic – in other words, the transmitter and receiver were in different places. Modern passive radar uses any transmitter of opportunity to detect disturbances and reflections in electromagnetic signals in order to determine the position of an object. Bernhardt said that FM radio signals and digital video broadcasting signals are the main passive radar sensors as they are strong emitters good for air surveillance.

Passive_radar_antennae_400x300_Airbus

Bernhardt said that the resurgence of passive radar has come about because of the availability of advanced processing technology that requires huge computing power. Another driver is the fact that there are a lot more emitters out there, providing many more signals to work with – if there are no electromagnetic signals in the atmosphere, passive radar obviously cannot work.

Bernhardt said that a passive radar system needs several transmitters and receivers to detect targets. The current Airbus system uses FM, digital audio and digital video transmissions to provide 360-degree coverage and three dimensional tracking. Tracks are updated every one to two seconds as the radar processes incoming signals. Range, using FM, is up to 250 km (for a commercial aircraft size target) with 500 meters accuracy while using digital audio and video broadcasting gives a range of up to 30 km with 10 meter accuracy. The passive radar software is sophisticated enough to detect helicopter and propeller blades, giving an indication of what type of aircraft has been detected.

Some of the many benefits to passive radar include jam resistance (it would require enormous power to jam all transmitters in an area), covert operation, silent operation, low power consumption, safety (no emissions, allowing it to be used in built up areas like suburbs and harbors), low cost (no moving parts or transmitter) and no frequency interference.

Another benefit of passive radar is that it can detect stealthy aircraft. It uses low (less than 1 GHz) frequencies, which stealth aircraft aren’t designed to absorb. Although Airbus hasn’t done trials with stealth aircraft, Bernhardt said that he believes passive radar could be promising in this regard although this was not the main reason for developing the technology.

Although passive radar has many defence applications, it has also been promoted for air traffic control as it can be used in built-up areas and has a relatively low cost. Airbus Defence and Space has been exploring the use of passive radar for air traffic control with Germany and the United Kingdom.

The Airbus passive radar mounts passive radar antennas on a 14 metre folding mast fitted to a Mercedes Sprinter vehicle. The radar is able to detect large and small aircraft out to hundreds of kilometers, giving their position, speed and height.

Passive radar is still a relatively early technology which Lothar Belz, Airbus Senior Manager Media Relations, believes will only mature in about five years’ time. At present it is not accurate enough for things like fire control. Nevertheless, Bernhardt said that “We are forming passive radar into a viable product.”

Airbus has been heavily involved in the development of passive radar since 2011/12 but certification, qualification and so on still has to be done, with viable systems only making it onto the marketplace in several years’ time. In the meantime, quite a number of potential customers have expressed interest in the technology, including NATO countries.

As Airbus Defence and Space is still developing the technology, it has various improvements in the works, such as exploring the exploitation of satellite transmitters (such as digital video broadcasting for handheld devices) and LTE and other waveforms such as cellphone signals. Bernhardt predicts that 20 years into the future, passive radars will be mounted on aircraft and be able to move around on the ground.

Last month, the French Air Force said the first flight of a passive airborne radar took place at Air Base 701 at Salon-de-Provence, in south-eastern France on 16 October. Since 2013, the French air force Academy, Ecole de l’Air, has carried out passive radar research. The project is a joint effort of the Centre de Recherche de l’Ecole de l’Air (CReA), the National Office for Aerospace Research (ONERA), and the SONDRA laboratory, a joint venture between ONERA and the Central-Supélec school.

The experimental aircraft used for these tests was a Busard motoglider belonging to ONERA, fitted with a complete receiver system that was specially developed for the project, and which in particular can be integrated into a pod carried by the aircraft. The French Air Force said that data integrity was validated and data is currently being processed by the project team to further develop processing methods especially tailored to the airborne environment.

As passive radar (also known as passive coherent location, passive bistatic radar, piggyback radar and covert radar) is such as promising field, it has attracted a number of companies like Thales (with its Aulos), Selex (with its Homeland Alerter 100) and Elta. In the 1990s Lockheed Martin developed its Silent Sentry system that used FM radio towers as a source of radiation.

South Africa is one of a few countries in the world to have successfully developed a passive radar system. The University of Cape Town, in association with Peralex Electronics and CSIR Defence, Peace, Safety and Security (DPSS) developed a prototype system that can be deployed in the field. During testing, three receiver sites were established in the Western Cape and the system was used to detect airliners at ranges of 150 km. Testing was also done at the Paardefontein range outside Pretoria, where a light aircraft (Cessna 172) was successfully detected and tracked.

Guy Martin visited the Airbus Defence and Space Electronics facility in Ulm, Germany, as a guest of the company.

http://www.defenceweb.co.za/index.php?option=com_content&view=article&id=41277:airbus-perfecting-passive-radar&catid=90:science-a-defence-technology&Itemid=204

 

 

 

 

RAF Tanker Visits South Africa

Posted on | by Robbin Laird
11/03/2015

2015-11-02  By Guy Martin

Military aviation enthusiasts in Cape Town and Pretoria last week had the opportunity of seeing a Royal Air Force (RAF) Voyager (Airbus A330 Multi-Role Tanker Transport) aircraft.

Airbus Defence and Space officials are promoting the type to the South African Air Force to meet potential VIP, transport and tanker needs.

The aircraft, flying from Ascension Island, brought the RAF Queens Colours Squadron and the RAF Salon Orchestra to South Africa on a goodwill visit that saw the military musicians perform at Claremont in Cape Town and at Smuts House in Irene, Centurion.

The MRTT landed at Cape Town International Airport on 26 October and a day later took off for AFB Waterkloof in Centurion.

Activities by the Royal Air Force contingent took place from 27 to 31 October and included musical performances and a demonstration of precision drill marching by the Queen’s Colour Squadron. Members of the Squadron and Orchestra performed at the 75th anniversary of the Battle of Britain celebrations at the Castle in Cape Town on 27 October. They then proceeded to Pretoria on Friday.

A400M being refueled by A330MRTT tanker, July 2014. Wing of F-18 chase plane in foreground.Credit Airbus Military
A400M being refueled by A330MRTT tanker, July 2014. Wing of F-18 chase plane in foreground.Credit Airbus Military

As far as can be ascertained this is the first time one of these RAF multi-role aircraft has been in South Africa.

The Royal Air Force has access to 14 MRTTs through the Airtanker consortium, which provides a capability to the RAF.

Airbus is promoting the MRTT to the South African Air Force (SAAF) to meet a number of potential requirements. Eduardo Pellicer, A330 MRTT Marketing Manager, told defenceWeb that the South African Air Force has requested information on the MRTT. The SAAF is known to be seeking VIP transport aircraft and the MRTT can be fitted out in this configuration without losing its cargo or refuelling capabilities – Spain, the United Kingdom and Australia have requested more information on this variant.

Airbus believes that in light of South Africa’s external commitments on the continent, the A330 MRTT makes a lot of sense as it is the only way the SAAF could deploy its Gripen fighters over long distances.

When the SAAF attempted to provide air support during the Battle of Bangui in the Central African Republic (CAR) in March 2013, the four Gripens had to make refuelling stops along the way, slowing their progress.

Pellicer said that there are synergies with South African Airways’ fleet of six A330-200s, which would result in reduced support, maintenance, training and logistics costs should the SAAF acquire the type. The MRTT shares 80% commonality with the A330, with some of the differences being new avionics including GPS, IFF, a different flight management system, electronic countermeasures, ability to carry military pallets, and the aerial refueling system.

If the aircraft are not needed militarily, they could always be leased on a commercial basis. For instance the Royal Air Force’s MRTTs are operated by the Airtanker consortium. Of the 14 aircraft for the RAF, nine will be kept in military configuration but the remaining five are leased commercially when not needed, such as to Thomas Cooke. Military equipment is removed before this process takes place.

The MRTT can carry 111 tons of fuel and refuel aircraft through either hose and drogue pods or a boom. As all fuel is carried in the wings, the fuselage is free to carry 45 tons of cargo or 300 troops or 130 stretchers over 4 500 nautical miles. Range is 7 741 kilometers with 40 tons of payload; 9 445 km with 30 tons of payload or 11 149 km with 20 tons; while ferry range is 14 800 nautical miles.

At the moment there are some two dozen MRTTs in operation, namely five with the Royal Australian Air Force, six with the Royal Saudi Air Force, three with the United Arab Emirates and 12 with the Royal Air Force/Airtanker. The fleet has accumulated more than 56 000 flight hours since service entry in 2011.

The MRTT is combat proven, being used by Australia, Saudi Arabia, the United Kingdom and the United Arab Emirates in support of anti-Islamic State operations in the Middle East.

Seven nations have chosen to use the aircraft, namely Australia, Saudi Arabia, France, the United Kingdom, UAE, Singapore, France and South Korea.

In addition to secure orders, the MRTT has also been selected by India, Qatar, Spain and the European Defence Agency, which is promoting multinational programme with the Netherlands, Norway and Poland, which would acquire three to eight aircraft.

Antonio Rodriguez Barberan Head of Sales, Military Aircraft at Airbus Defence and Space, said that Airbus should announce a repeat order soon. He hopes the MRTT will capture 75% of the global air tanker market. Airbus expects to sell 25 MRTTs in Africa and the Middle East. The type has been evaluated by Algeria.

This article is republished with the permission of our partner defenceWeb.

http://www.defenceweb.co.za/index.php?option=com_content&view=article&id=41239:royal-air-force-mrtt-visits-south-africa&catid=35:Aerospace&Itemid=107

For recent pieces on the RAAF KC-30A see the following:

https://sldinfo.com/the-kc-30a-and-wedgetail-the-raaf-shapes-a-way-ahead/

https://sldinfo.com/kc-30a-to-the-rescue/

https://sldinfo.com/an-update-on-the-airbus-tanker-the-aussie-experience/

 

 

 

 

 

Next Steps in A400M Certification: Grass Runway Operations

Posted on | by Robbin Laird

2015-11-03 As the A400M has entered into the Air Forces of several nations, certification testing has continued,

The most recent of which certifies the operation of the large aircraft on grass runways.

A400M grass

According to Airbus and Defence and Space:

Airbus Defence and Space has successfully completed certification testing of the A400M new generation airlifter on a grass runway.

The tests using the development aircraft MSN2 took place over a three week period at the airfield of Écury-sur-Coole in France in September and examined the aircraft’s behavior on grass and natural soil runways.

The A400M demonstrated excellent performance both in taxying maneuvers, such as U-turns, and during take-off and landing on the 1,500m strip.

These tests followed earlier successful results on the gravel surface at Ablitas in Spain and will be followed by tests on sand surfaces next year. The photo shows MSN2 landing on the grass runway

A Syrian No Fly Zone?

Posted on | by Robbin Laird
11/02/2015

2015-11-02 The Russian intervention in Syria represents strategic change for the region.

Now Russia is backing the sovereign government of Syria, and any U.S. actions in the North of Syria would now come into conflict with both normal UN practice and possible Russian retaliation.

In other words, the Russians are in a military partnership with Syria their joint forces  have every legal right to direct combat action against all enemies including the U.S. military.

And now President Obama has decided to up the ante and invade Syria.

The U.S. will send a small number of U.S. special operations forces into Syria as part of a shift in its strategy against ISIS, White House officials announced Friday.

President Barack Obama has authorized a contingent of fewer than 50 commandos to deploy into northern Syria and work with moderate opposition forces who are fighting the militants.

While the White House has consistently said it would not put U.S. boots on the ground, White House spokesman Josh Earnest insisted that they will be there in a “train, advise and assist mission” — and not in a combat role.

“It will not be their responsibility to lead the charge up the hill,” he said.

But he acknowledged they will be in a perilous situation: “There is no denying the amount of risk they are taking on here.”

The President’s actions threaten to put  U.S, forces directly in military conflict with, Syria, Russia and  Iran, just after the “breakthrough” nuclear agreement with Iran which was supposed to herald a “new day” in the relationship.

Some have suggested that a better alternative would be to establish a ‘no fly zone” over Northern Syria to go after ISIS and pursue other objectives, including undercutting the regime of Assad.

Secretary of State Kerry has asked his staff to look into doing so, and presidential candidates including Hillary Clinton and various Republican candidates, which include Jeb Bush, Ben Carson, Chris Christie, Carly Fiorina, Lindsay Graham, John Katich, and Marco Rubio. 

But does doing so make any sense and what would be the realistic strategic purpose of a no fly zone in contested Syria?

Protest in Kafranbel in northwest Syria, March 22, 2015
Protest in Kafranbel in northwest Syria, March 22, 2015

In a briefing by Lt. General (Retired) Dave Deptula, the question of a Syrian no fly zone was examined carefully when it first bubbled up as a popular antidote to the disintegration of Syria.

The presentation to the U.S. Institute of Peace, dated May 29, 2014 but updated recently for this article, Deptula highlighted a number of key considerations, but really boil down to a direct question: what are the strategic objectives for such an action?

He cautioned that a NFZ is not a strategy or a “silver bullet” but needs to be part of a strategy with well defined objectives.

It is not a cheap alternative to “boots on the ground,” and can not be executed without bases from which to operate, logistics adequate to support the effort, and air and missile defense capabilities to provide for asset protection.

And given Syrian missile defense systems, to say nothing of the Russians, this is not a low tech, A-10 type of engagement.

The execution of a NFZ needs to be correlated with a clear definition of the end state of such an operation.

And the core question of under whose authority such a NFZ would be established is crucial as well.

Put bluntly, there is a need to define the “why” before moving to the “how.”

One could clearly add that with the Russians entering the fray on the clear side of the legitimate government of Syria, the why as well as the how become more difficult to answer, but even more important to do so.

The Next Step in the USMC F-35 Modernization Path: The First F-35B Student Pilot

Posted on | by Robbin Laird
10/31/2015

2015-10-31 Until now, Marine Corps pilots flying the F-35B have been second tour pilots.

That is, they are pilots with flying backgrounds and with combat experience.

Now the Warlords at Beaufort Air Station have their first tour pilot coming to fly the F-35B.

We will now see what Lt. General “Dog” Davis, Deputy Commandant of Aviation, once called the I Pad generation pilots coming into the force.

“I think it’s going to be the new generation, the newbies that are in the training command right now that are getting ready to go fly the F-35, who are going to unleash the capabilities of this jet,” Davis said.

“They will say, ‘Hey, this is what the system will give me. Don’t cap me; don’t box me in.’ ”

http://archive.defensenews.com/article/20140730/DEFFEAT05/307300019/Commentary-iPad-Generation-Pilots-Will-Unlock-F-35-Capabilities

https://sldinfo.com/the-future-is-now/

Interviews with fifth generation pilots highlight how different the mental approach of flying fifth generation from legacy aircraft actually is; but the limited numbers of F-22s has meant that there is a small number of fifth generaiton pilots with that operational experience built in.

Although now over the skies of the Middle East, operationally the US and allied combat forces are seeing the flexibility of a multi-tasking aircraft — the F-22 –which can shift from battle management for a strike fleet, to dropping weapons, to providing air escort, to dealing with air to surface ground threats and so one within a multi-tasking rather than multi-mission approach.

Over the next decade, there will be many fifth generation pilots and these warriors are key to the transformation process.

1st Lt. Taylor Zehrung has his Wings of Gold put on by his father Steve while his sister Aimee looks on during Training Air Wing Two’s winging ceremony and becomes the first naval aviation student selected to fly the F-35 Lightning II.
1st Lt. Taylor Zehrung has his Wings of Gold put on by his father Steve while his sister Aimee looks on during Training Air Wing Two’s winging ceremony and becomes the first naval aviation student selected to fly the F-35 Lightning II.

According to Richard Stewart, Chief of Naval Air Training public affairs: KINGSVILLE, Texas – Marine Corps 1st Lt. Taylor Zehrung, from Seattle, a Student Naval Aviator with Training Squadron (VT) 22 located at Naval Air Station Kingsville, Texas, earned his Wings of Gold October 23, 2015, becoming the first jet pipeline aviator to be selected to train and fly the new F-35B Lightning II.

Lt. Col. Robert George, Commanding Officer of VT 22 said, “1st Lt. Zehrung will be the first CAT I pilot selected to fly the F-35B. This is a big step towards the transition of sustaining a long term F-35B fleet.”

In 2008, the first six pilots to fly the F-35B operationally were chosen by the Marine Corps. All six were former weapons school graduates and most were weapons school instructors at Weapons and Tactics Instructor course or at Top Gun. In the last few years, the Marine Corps selected more junior pilots to transition to the F-35B to balance out the experience in the F-35B ready rooms. Until today, all current F-35 pilots are experienced Marines selected from operational units flying other fleet aircraft (F/A18, AV-8B, EA-6B).

“1st Lt. Zehrung will be the first to go directly from flight school to the F-35B Fleet Replacement Squadron,” said George “His training will start at MCAS Beaufort, SC flying with the “War Lords” of Marine Fighter AttackTraining Squadron 501 (VMFAT-501). He was chosen from a very competitive group of peers in large part due to his impeccable officer-like qualities to include professionalism, integrity, and sound judgment. He did a phenomenal job as a student aviator and his grades were exceptionally high earning him the distinction of being on the Commodore’s list. We’re very proud of him and are excited to be a part of this significant milestone for 1st Lt. Zehrung and the Marine Corps.”

When 1st Lt. Zehrung was asked how he felt being the first student selected to fly the F-35B, he said, “I feel very honored and proud. It is very exciting and exhilarating, and I truly am looking forward to the future. I know that the program is going to require a lot from me, but I am ready to give 100 percent and set the bar for future student naval aviators.”

 

 

 

 

 

 

 

 

The KC-30A and Wedgetail: The RAAF Shapes a Way Ahead

Posted on | by Robbin Laird

2015-10-31  October 23rd 2015 was a historic day for the Royal Australian Air Force (RAAF) following the first combat refueling by a RAAF KC-30 Multirole Tanker Transport aircraft using its new-technology computerized refueling boom.

The flying boom system allows for faster transfer of fuel than the hose-and-drogue system and will allow the RAAF to refuel boom-refuelling equipped aircraft such as the C-17 Globemaster III strategic transport aircraft, the E-7A Wedgetail Airborne Early Warning and Control aircraft and the F-35 Lightning Joint Strike Fighter.

The KC-30 and E-7A operating in Iraq are serving with the Air Task Group (ATG), the RAAF’s air combat group operating within a US-led international coalition assembled to disrupt and degrade Daesh operations.

The ATG comprises six RAAF F/A-18 Hornets, an E-7A Wedgetail Airborne Early Warning and Control aircraft and a KC-30A Multi-Role Tanker Transport aircraft.

There are up to 350 personnel deployed, at any one time, to the Middle East Region as part of, or in direct support of the ATG, which is part of Australia’s broader Defence contribution to Iraq, codenamed Operation OKRA, which includes a Special Operations Task Group and a combined Australian – New Zealand training group for the Iraqi Army.

10/27/15

Credit: Australian MoD

An Update on the A330MRTT Boom: First KC-30A Wedgetail Refueling in Iraqi Skies from SldInfo.com on Vimeo.

KC-30A and Wedgetail are two pieces of kit in the Plan Jericho integrated force re-set for the Royal Australian Air Force.

Recently, the KC-30A engagement was instrumental to rescuing a USMC F-18.

In a real world warfighting perspective, the KC-30A with the crew’s battlefield awareness and operational agility has come to the aid of a UMSC F-18 over the skies of Northern Iraq.

In an Australian first, a RAAF KC-30A Multi-Role Tanker Transport has refueled a United States Marine Corps (USMC) F/A-18C Hornet with engine trouble over Iraq.

The USMC Hornet was flying a combat mission against Daesh over Northern Iraq when it was forced to shut down one of its two engines due to a mechanical issue.

Short on fuel, the Hornet requested air-to-air refueling support from the RAAF KC-30A.

A challenging feat at the best of times, air-to-air refueling with an engine-out Hornet had only ever been conducted in flight testing scenarios and never before from the RAAF aircraft over a war-zone.

The RAAF KC-30A aircraft’s captain, Squadron Leader Jamie, said the situation demanded some brainstorming and clever flying.

“The hardest part was that the Hornet couldn’t maintain the required altitude or speed that we normally refuel at due to the hostile environment over Iraq,” Squadron Leader Jamie said.

“The first option was to accept refueling at a reduced speed, lower than normally required, and refueling at that speed had never been done by me or my crew.

“The other option was to do what we call tobogganing, where we refuel while descending to allow the Hornet to gather more speed. This option would have brought us below a safe altitude, so we went with the first option.”

F-18

Squadron Leader Jamie said the USMC pilot demonstrated incredible skill and the RAAF KC-30A and USMC Hornet were able to conduct the complicated maneuver in order to enable the jet to refuel, fly out of Iraq and land safely.

“The Hornet had also dropped bombs from one of its wings, making his aircraft already less stable, which when combined with the loss of an engine, makes refueling in mid-air a real challenge.

“He did a great job in the end and it was a good feeling to help him out.

“If we hadn’t been able to assist, he would certainly have had to make a less than ideal landing in Iraq.”

The Australian Air Task Group comprises six F/A-18A Hornet aircraft, a KC-30A Multi-Role Tanker Transport and an E-7A Wedgetail airborne early warning and control aircraft.

As part of Operation OKRA they participate in close air support operations, air to air refueling and airborne command and control in Iraq and Syria as part of the international coalition formed to disrupt and degrade the Daesh threat.

And with regard to the Wedgetail, the software upgradeable C2 aircraft is looking to evolve its capabilities by working with other assets in an integrated battlespace.

KC-30A refueling Wedgetail over Iraq. Credit: Australian Ministry of Defence
KC-30A refueling Wedgetail over Iraq. Credit: Australian Ministry of Defence

One of those assets is the F-35 coming to the RAAF in the predictable future.

In an interview with the Reconnaissance Strike Group, the evolving synergies were higlighted.

Group Captain Antony Martin, Officer Commanding No 42 Wing which includes the Wedgetail squadron, provided an update on the Wedgetail and discussed the thinking about the way ahead.

“We have been in the Middle East for almost 12 months. We have flown about 1300 hours on station….

 And the USAF has shown clear interest in our experience, as the AWACS is getting old and E-7 could be part of the post-AWACs transition.” The Wedgetail is doing the traditional fighter control but has encompassed a broader approach to management of combat assets within the battlespace, including ground elements as well.

The Wedgetail is working with the F-22s and in so doing is shaping tactics to work the relationship between fifth generation aircraft and a non-fighter battle management system.

“We are starting to draft a new E-7 con-ops to work with fifth generation aircraft, notably with the coming of the F-35, and shaping IP chat as a tool within the battlespace is part of the Jericho approach as well…..”

Wedgetail is largely a software upgradeable platform so ongoing spiral development with regular interaction namely from users to application engineers will be key for the future development of the capability.

And the USN is working with the RAAF with regard to the Wedgetail working with the new Hawkeye C2 aircraft as well providing both the U.S. and the Aussies with expanded reach into the battlespace. 

KC-30A to the Rescue

Posted on | by Robbin Laird
10/30/2015

2015-10-30  The KC-30A has become a key element of the Australian expeditionary force.

And the plane is a key enabler of Plan Jericho where the Royal Australian Air Force is focused upon shaping innovative 21st century concepts of operations.

F-18

One of those changes is battlespace awareness and moving the tanker to the fight.

In an interview with recently retired RAAF Chief of Staff Geoff Brown, the role of the KC-30A was highlighted.

Question: Clearly, when you launched Plan Jericho, you were focused on tapping into the operational community and unleashing creativity inherent within that community.

Could you discuss your thinking in that regard?

Air Marshal (Retired) Brown: I think the KC-30A operators are a good case in point.

It is about changing what you call the mental furniture.

Here the KC-30A operators were looking at their role in the battlespace and working out new ways to execute the mission rather than the traditional way of flying around in tanker tracks and operating as a flying gas station.

They understand that they were not simply flying gas stations but a key asset in the battlespace enabling the fighters and all air assets for that matter.

The crew looked at their operational situation and determined ways to move closer to those fighter assets and anticipated when the fighters would need to be refueled BEFORE those fighters even asked for fuel.

When I was onboard the KC-30A over Iraq, and saw the operators determine that Marine Corps F-18s engaged over an area of interest, and the tanker crew then determined when they thought the Marines would need fuel and moved closer to them and picked a refueling spot and put out the hoses to get ready to tank the USMC Hornets BEFORE the Marines even had requested refueling.

That is the kind of change which we want to encourage in the RAAF.

The Marines were expecting to need 112,000 pounds of fuel for the mission but because of the repositioning of the tanker, they only needed 84,000 pounds.

 You clearly are not always going to operate the tanker that way, but the point is that our tanking crew is involved and integrated into the battlespace and are thinking in terms of dynamic operations, not in any static sense.

In a real world warfighting perspective, the KC-30A with the crew’s battlefield awareness and operational agility has come to the aid of a UMSC F-18 over the skies of Northern Iraq.

In an Australian first, a RAAF KC-30A Multi-Role Tanker Transport has refueled a United States Marine Corps (USMC) F/A-18C Hornet with engine trouble over Iraq.

The USMC Hornet was flying a combat mission against Daesh over Northern Iraq when it was forced to shut down one of its two engines due to a mechanical issue.

Short on fuel, the Hornet requested air-to-air refueling support from the RAAF KC-30A.

A challenging feat at the best of times, air-to-air refueling with an engine-out Hornet had only ever been conducted in flight testing scenarios and never before from the RAAF aircraft over a war-zone.

The RAAF KC-30A aircraft’s captain, Squadron Leader Jamie, said the situation demanded some brainstorming and clever flying.

“The hardest part was that the Hornet couldn’t maintain the required altitude or speed that we normally refuel at due to the hostile environment over Iraq,” Squadron Leader Jamie said.

“The first option was to accept refueling at a reduced speed, lower than normally required, and refueling at that speed had never been done by me or my crew.

“The other option was to do what we call tobogganing, where we refuel while descending to allow the Hornet to gather more speed. This option would have brought us below a safe altitude, so we went with the first option.”

Squadron Leader Jamie said the USMC pilot demonstrated incredible skill and the RAAF KC-30A and USMC Hornet were able to conduct the complicated maneuver in order to enable the jet to refuel, fly out of Iraq and land safely.

“The Hornet had also dropped bombs from one of its wings, making his aircraft already less stable, which when combined with the loss of an engine, makes refueling in mid-air a real challenge.

“He did a great job in the end and it was a good feeling to help him out.

“If we hadn’t been able to assist, he would certainly have had to make a less than ideal landing in Iraq.”

The Australian Air Task Group comprises six F/A-18A Hornet aircraft, a KC-30A Multi-Role Tanker Transport and an E-7A Wedgetail airborne early warning and control aircraft.

As part of Operation OKRA they participate in close air support operations, air to air refueling and airborne command and control in Iraq and Syria as part of the international coalition formed to disrupt and degrade the Daesh threat.