Partnering with ANSF to Protect Andar

06/16/2011

Soldiers from C Company, 3-187th Infantry Regiment, 101st Airborne, and Afghan National Security Forces walk across a field after conducting a joint patrol in Andar District, Afghanistan, Jan. 6, 2011. The 3-187th also known as the Iron Rakkasans are partnering with ANSF to bring stability to the Andar District in eastern Afghanistan.

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ISAF Joint Command,1/9/11

  • In the second photo an Afghan Uniform Police officer sits in front of a chalk board at the Miray School as school leaders host a meeting with soldiers from C Company, 3-187th Infantry Regiment, 101st Airborne Division and Afghan Uniform Police officers at the school in the Andar District, Afghanistan, Jan. 6, 2011.
  • In the third photo, U.S. Army Capt. Justin Quisenberry, C Company commander, 3-187th Infantry Regiment, 101st Airborne Division looks on during a joint patrol with Afghan National Security Forces in Andar District, Afghanistan, Jan. 7, 2011.
  • In the fourth photo, U.S. Army 1st Lt. Chris Grauel, C Company, 3-187th Infantry Regiment, 101st Airborne Division looks on as sheep are herded during a joint patrol with Afghan National Security Forces in Andar District, Afghanistan, Jan. 7, 2011.
  • In the fifth photo, a  soldier from C Company, 3-187th Infantry Regiment, 101st Airborne Division provides security from a rooftop during a joint patrol with Afghan National Security Forces in Andar District, Afghanistan, Jan. 7, 2011.
  • In the final photo, the headmaster at the Miray School talks to soldiers from C Company, 3-187th Infantry Regiment, 101st Airborne Division and Afghan Uniform Police at the school in the Andar District, Afghanistan, Jan. 6, 2011.

Portuguese Commandos Support Afghan National Army

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NATO Training Mission Afghanistan, 1/12/11

  • In the first photo, from top to bottom left to right: Portuguese army commandos Pfc. Hugo Martins, from Algarve; Pfc. Helder Vale, from Viana do Castelo; Pfc. Eder Alves, from Lisbon; and Pfc.Mario Gordinho, from Algarve, pose for a photo in Kabul Military Training Center, Jan. 121. The commandos provide extra-security to advisors assigned to NATO Training Mission-Afghanistan. Advisors from several different countries, including Portugal help Afghan National Army instructors teach recruits at the center.
  • In photo two, Portuguese army commando Pfc. Eder Alves, from Lisbon, watches over advisors from atop a HMMWV at Kabul Military Training Center, Jan. 12.
  • In the third photo, the patch of Portuguese army commandos assigned to NATO Training Mission-Afghanistan help Afghan National Army instructors who teach recruit is shown.

Insights from the TACC

U.S. Air Force Airmen, assigned to the 451st Expeditionary Aeromedical Evacuation Flight, transport patients from a C-130J Super Hercules to an ambulance during an Aeromedical Evacuation mission to transport patients from Camp Bastion to Bagram Air Base (Credit: USAF 06/19/2010)

A Wrap Up Discussion with Captain Brockhoff

06/16/2011 – After an overview briefing and a visit to the Tanker Airlift Control Center (TACC) command center, Second Line of Defense sat down with Captain Brockhoff to focus on several items highlighted in the morning briefing. Captain Justin Brockhoff is the Chief of Public Affairs for the Tanker Airlift Control Center.

Operations Floor TACC (Credit: TACC)Operations Floor TACC (Credit: TACC)

SLD: The argument presented around the table was basically that the C2 capability of the Command gives you an ability to deliver capability worldwide and allows you also to deploy assets up against shifting priorities.

Captain Brockhoff: The same way in your writings on SLD where you talk about the 5th generation capabilities forcing us to radically re-look at our con ops, look at our approaches, the honeycomb vice, the network way of looking at things, the TACC is always looking for ways to maximize the effectiveness of our global airlift, air refueling and aeromedical evacuation operations.

SLD: In the briefing, the team discussed the significant shift in how aeromedical evacuations trans-theater is approached.  Could you discuss this shift?

Captain Brockhoff: One of the real changes over the past decade is that we have gone from a dedicated aeromedical evacuation platform, the old C-9 Nightingale, to modular insertion into a wide range of available lifters.  We went from one airplane doing that kind of mission to a structure where really any Mobility Air Force aircraft can be converted to be an aeromedical evacuation platform.

Today, primarily, we use the KC-135s and the C-17s, because the equipment in the back end for the air medical evacuation mission can be moved from airplane to airplane.  The equipment is not hard built into the airframe itself.

SLD: So the aeromedical evacuation equipment is configured as modules?

Captain Brockhoff: Correct. And they are tailorable modules based on the patient requirements.  So if we just have a flight with routine patients, the ones that have to move within 72 hours but do not have a threat to life, limb or eyesight, we’ll usually have a standard aeromedical evacuation crew on that mission.  And that usually involves a nurse, two medical techs and two respiratory technicians to care for the patients in flight.

Taking it a step further, if there is a patient that is either a priority patient, they have to move within 24 hours, or an urgent patient who has to move immediately, that’s when we step it up and the patients can require what we call a critical care air transportability team; where we add on a flight surgeon and additional flight nurse and more respiratory and medical technicians.  And they’re there to care for that specific patient who is in such a dire circumstance that they need to move immediately.

U.S. Air Force Airmen, assigned to the 451st Expeditionary Aeromedical Evacuation Flight, transport patients from a C-130J Super Hercules to an ambulance during an Aeromedical Evacuation mission to transport patients from Camp Bastion to Bagram Air Base (Credit: USAF 06/19/2010)
U.S. Air Force Airmen, assigned to the 451st Expeditionary Aeromedical Evacuation Flight, transport patients from a C-130J Super Hercules to an ambulance during an Aeromedical Evacuation mission to transport patients from Camp Bastion to Bagram Air Base (Credit: USAF 06/19/2010)

The flexibility that is provided by being able to use any aircraft in the mobility fleet is extremely helpful because we can use an airplane that’s already in the area instead of being in a situation where the nearest dedicated airplane might be a couple hours away.  We can reduce the response time by just converting the airplane that we have available into an aeromedical evacuation mission.

 

SLD: In the earlier meeting, there was a case study of an army officer who’d been stabbed in the head in Iraq cited as an example of the system operating.

Captain Brockhoff:  The case was that of army Sgt. Dan Powers who was on a foot patrol in Iraq and was stabbed by in insurgent with a knife that actually went through his temple about three to four inches into his head.  Amazingly, he stayed conscious, and was moved to a field hospital in Balad, where doctors were able to remove the knife from his head.

The next step was Sergeant Powers’ follow-on care.   The doctors on the ground determined that he had be moved back to the United States in order to receive that follow on care to sustain the life saving that they had already done. From the TACC perspective, we got involved as soon as the doctor said this person needs to fly straight from Iraq back to the US.

The first step by our aeromedical evacuation experts on the operations floor was to see was what assets were available.  And since we can reconfigure almost any mobility aircraft to fly an AE mission, we found a C-17 that was relatively near to Balad, and we re-tasked the air crew from a cargo mission into Afghanistan to move Sgt. Powers from Balad back to the US.

Within three hours of getting the call at the TACC, and because of the flexibility that we have, that aircraft arrived to Balad, and was reconfigured by adding all of the equipment for the aeromedical evacuation mission.  Sgt. Powers was loaded on the aircraft shortly after it was reconfigured, and they were airborne.

At the same time, the doctors placed a restriction on the mission because of the pressure that was involved with Sgt. Powers head injury.   The C-17 was going to be limited to about 27,000 feet, and since it was already a long flight anyway, we knew a non-stop trip would require air refueling.

Our tanker cell on the operations floor contacted the tanker unit in the UK where the Air Force has KC-135’s and we coordinated with them to launch one of their KC-135’s that met up with the C-17 over the Atlantic to provide in air refueling.

The result was that Sgt. Powers wheeled into the hospital room in the Washington D.C.-area in under 20 hours from the point that we got the phone call.

SLD: And the result ultimately was that Sgt. Powers returned to his unit; and celebrated his return to his unit by joining a parachute jump.  The case of Sgt. Powers certainly highlights personal courage and team support.  The best of what the U.S. military brings to the table.   Also discussed at the briefing was a good example of the fuel savings of the M vs. the C5-A.  Would you go back over that?

Captain Brockhoff:  That involved what we call a multimodal operation.  In this case it was rotating a combat aviation brigade and their helicopters into Afghanistan to replace their sister brigade that was re-deploying back to the U.S.

The trip started with about a hundred army helicopters being loaded onto ship here in the U.S.  The ship then went to a location in Western Europe where the helos were offloaded from the ship and transloaded onto C-5’s.  We had two C-5 M’s and two C-5 B’s dedicated to this swap out.

From there, once the helicopters were loaded onto the C-5s in Europe, the aircraft would fly to Afghanistan where they would offload the in-coming helicopters and then onload the ones rotating out.

After that swap out in Afghanistan, the C-5 B’s would have a scheduled fuel stop in Iraq on the way back to the operating location out of Western Europe.  But the C-5 M’s, because of the newer engines were able to over fly that fuel stop that was required for the B’s.

(For a discussion of the C-5M see https://sldinfo.com/?p=3483).

Soldiers spot a UH-60L Blackhawk while it is being loaded onto a C-5 Galaxy, Mar. 2, 2011, at Kandahar Airfield, Afghanistan. The Blackhawk upload was part of a change out; the old helicopters are being replaced by new airframes. (Credit: USAF, 03/02/2011)Soldiers spot a UH-60L Blackhawk while it is being loaded onto a C-5 Galaxy, Mar. 2, 2011, at Kandahar Airfield, Afghanistan. The Blackhawk upload was part of a change out; the old helicopters are being replaced by new airframes. (Credit: USAF, 03/02/2011)

SLD: One more thing would which you mentioned was what I will call the self-healing maintenance system. The fact that you have within the system the ability to get information about folks maintaining your fleet, who can be requesting parts and then you can actually schedule the parts to go out to where ever the location is.  Could you just go back over this?

Captain Brockhoff:  On our operations floor, we have a dedicated cell of maintenance experts.  Here at the TACC, they’re all senior NCO’s; so they are very experienced maintainers themselves who have either seen the issue or the guy next to him has probably seen the issue that whatever the maintainers actually fixing the airplane are facing.

For example, let’s say we have an aircraft at Bagram Air Base in Afghanistan which needs repair.  The maintainers on the ground are the primary guys to work the issue, but through the command and control systems and direct interaction through phone call they report to us what the problem is, when they think the airplane’s going to be fixed, and importantly any parts or additional maintenance personnel that they’re going to require to fix that airplane.

If there is a need for additional parts or maintenance personnel, from the TACC, we can look into the system and see where the nearest part is located, we’ll say for example it’s at Ramstein.  From there we can reserve a pallet position on the next available mission going from Ramstein to Bagram, and now we have a pallet position to put that part or that maintenance team that needs to go forward.

And then we put it on the aircraft, get it to where the part and the people need to be to make a difference to fix that airplane and because of that command and control structure we have from here, in over 90% of the cases, our aircraft are fixed within 48 hours.

Crafting Solutions at the TACC in Dialogue with USTRANSCOM

The Planning Piece

An Interview with Major Fuller

Major Fuller During the SLD Interview (Credit: SLD)
Major Fuller During the SLD Interview (Credit: SLD)

06/16/2011 – Major Christopher Fuller of the Tanker Airlift Control Center (TACC) kicked off the roundtable by discussing airlift planning for missions into Iraq, Afghanistan and for humanitarian operations.  A core part of the discussion was the challenge of plans being affected by the chaos of reality.

 

Major Fuller: I’m the Chief of the Global Readiness Directorate’s Central Asia Planning Division. Really what we do is interface with TRANSCOM.  When a user (including all of the COCOMS, various government agencies, etc.) has a need from airlift, their request first goes to TRANSCOM, where the requirement is validated and vetted.  Once TRANSCOM approves the request, the requirement then comes to us in the TACC to plan, task, and execute.

We have feasibility experts in TRANSCOM who are actually located in our fusion center who will look at the requirement first. They’ll recommend what they call a ‘T’ on that requirement that means it is air transportation feasible.  They’ll determine if the requirement meets certain criteria to qualify for airlift on one of our gray tail assets.

Once TRANSCOM makes that determination, they’ll send it over to us in a news group; we’ll then shape that requirement and determine into which airframe it needs to fit. 99% of our airframes are always C-5 or C-17.  On the rarest of occasions, we can task a C-130.  Being a strategic global mobility enterprise we usually operate in larger aircraft lanes.

SLD: The requirements come in to you from TRANSCOM and then you map that up against availability in readiness assets?

Major Fuller: Yes, and that’s always a challenge for sure. We try to advertise what capacity is available but we are somewhat at the mercy of what the barrel has available to give us when we put that request in.

The user will give us a window to move with an available to load date to a latest arrival date.  That window is usually no less than three days but it can be longer depending on the size of the movement. Once we have an idea of the user’s requested timeline, we’ll put in a tail request with the barrel and then the barrel will allocate us aircraft based off of global capacity.

SLD: If you have a shortfall or significant shortfall, does this get communicated back to TRANSCOM?

Major Fuller: It does. We have instituted a process known as a projected closure date and it is based on the availability of assets. And many times that’s measured in days, not hours, so we’ll say, ‘you know right now we’re looking at our forecast’, and when it looks like we’re exceeding what we can move, we’ll put a projected closure date out to the customer. We’re communicating to the user that, ‘yes, I understand that you want it on this date but it looks like due to global demand it’s going to be a 7 day wait.’

Coordination on TACC Operations Floor (Credit: TACC)Coordination on TACC Operations Floor (Credit: TACC)

SLD: And presumably you have to have some decent transparency on maintenance and readiness situations because you have a lot of older aircraft so the routine maintenance is one thing, but in-flight maintenance or problems that develop in flight, you’ve got to address and you’re looking for fairly accurate information from folks when that aircraft becomes available.

Major Fuller: That kind of plays into the barrel and maintenance withholds.  For example, the Air Force has so many C-17s, and a certain number are set aside for training purposes, another number are set aside for long-term maintenance, and so on.  So you subtract out those training and maintenance holds and that leaves you with the number of assets we have available day-to-day.

This means that we’re always in constant dialogue with TRANSCOM and the users and communicating to them what our capacity looks like and what their particular movement is going to be met and when.

An Update on the A400M Program

06/16/2011: Cédric Gautier, head of the A400M program, provided an update on the program at the Airbus Trade Media event in mid-May 2011.

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Photo Credit: Airbus Military

Gautier started by providing an overview on the aircraft itself.  He argued that this is “a new modern aircraft with modern design, fits the character of this century.” He then explained that the program meets three objectives for its military customers: strategic, tactical and tanking. “In terms of strategic capability, the aircraft is flying higher, faster, and further than its closest competitor. The capabilities of the loads are huge.  The capability is twice with respect to our most direct competitors. In terms of tactical objectives, the aircraft is able to make routine low-level flights and to perform short and soft-landing and takeoff on unprepared runways.

“The aircraft is able to perform rapid unloading and loading of the aircraft; and is able also to perform humanitarian missions, rescue missions, and military transportation missions across the spectrum of operations. The aircraft is of modern design with very good survivability capabilities.”And the last main mission is tanking.  “It is able to fuel fighters, other large aircraft and even helicopters.”

He indicated that the aircraft has been on track from a program perspective over the past two years.  He indicated as well that flight simulator would arrive at about the time the first production aircraft will be in final phases of preparation for the first customer. Gautier indicated, “We are just achieved more than 500 flight tests with more than 1,600 flight test hours.”

MSN-6, the first serial production aircraft, will be tested later this year and then MSN-7, the first aircraft to be delivered to the French air force will be built shortly thereafter. “With regard to MSN-6, all the components, mechanical assembly, have been made on the station 40 for February this year, and now we are in station 35 for the system testing.  This should be complete by the end of May. The start of final assembly, as I said, will be made this year, and with the first flight, middle of next year at the latest, third quarter of 2012.  And not only the MSN-7, because now in Filton we are starting the assembly of the MSN-8.”

He underscored that the plan was to deliver the first planes to the French Air Force in early 2013 followed by deliveries to the Turkish Air Force that year.  The year after deliveries are scheduled for the British Air Force, German Air Force, and Malaysian Air Force, and the year after that or 2015 for the Spanish Air Force.

A400M Air Refueling

06/14/2011

06/14/2011: The A400M can both be refueled in the air and function, itself as an air tanker.  This will allow it to be a key part of any task force. As Pablo Quesada Ramos, Head of Market Development, MRTT and other Airbus platforms derivatives, noted in an interview:The A400M can be a tanker as well, which can allow an interesting combination of tactical and strategic refueling capabilities over a long distance, which can then operate at low altitudes via the A400M to refuel tactical assets. In terms of complementarity with the A400M; the A400M is easily configured to refuel a wide range of types from helicopters to fighters, and by taking advantage of the great stability it provides in flight, it is a very effective tanker for lower altitude refueling to the last tactical mile – from a forward operating base, for instance.

In terms of transport, the complementarity of the A400M and A330MRTT is also clear. The A400M is a superb transport aircraft, which combines tactical and strategic capabilities in a single aircraft.  It could be effectively used in long-range deployment missions either with refueling or with stopovers.  But the combination of the operation of the A330MRTT with its true multiple capabilities, plus the tactical capabilities of the A400M will provide a very effective insertion force for either humanitarian or military operations. Although, either one of them in isolation is also able to fulfill the kind of missions that you are mentioning, the combination of the tactical features of the A400M or the strategic and global reach of the A330 MRTT, could allow one to craft an extremely capable task force.https://www.sldinfo.com/?p=13875

[vimeo id=24592353]

Video Credit: Airbus Military: 2011

An Update on the Evolution of the Tanker Boom

06/13/2011

Miguel-Angel Morrell Fuentes, Senior Vice President Engineering, provided an update of the evolution of the Airbus Military tanker technology during the Airbus Trade Media event in mid-May.

06/13/2011 – Although the company is working on elements for a next generation boom, the focus of the briefing was upon changes in the boom associated with this year’s activities. Here Morrell discussed changes, which are funded by the company as well as requests from the A330MRTT customer base.  This customer base is diversified and includes the UK, Australia, the UAE, and Saudi Arabia.   A key foundation for boom changes is associated with the fact that the boom is operated at the front of the aircraft from the flight deck.  As a result, changes are in process for allowing the operator to have more accurate VISUAL information by which to manage his tasks. Improvements in boom dynamic overlays are a key element of the development process.  The company is working on improvements, which allow for better display of relevant boom information.  Such information is associated with the operation of the telescope boom during deployment and the actual flight conditions affecting boom deployment.  The effort is to provide better direct image appreciation of the boom flight situation.  Obviously, such information will improve boom operational security as well.

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Photo Credit: Airbus Military

Another development of note is improving the ability of the flight crew to avoid landing with the boom deployed.  The company is developing a secondary hoist to work as a backup to the main boom hoisting system.  This new system will increase the reliability of the system and reduce as well the risk of landing with the boom mast deployed.  The new system will be controlled through the Boom Control Unit or BCU, which will use dedicated functions to manage the boom.

A secondary motor that has been installed to avoid landing with the boom fully engaged. It’s something that we have developed, and it’s already installed in one of our aircraft for one of our customers; and all of this is monitored by the boom control unit and provides additional functionality. And it has been developed in the last year, and now it’s ready to be embodied in the aircraft.

There is also an extension retraction stick improvement for the boom.

There have been mechanical and software modifications designed to improve the Human Machine Interface (HIM) characteristics as well.

Another development effort of note is shaping a new approach to training boom operators.  Here the effort is to forge virtual links between the center at Airbus Military in Spain and customers, such as those in Australia for training and simulation purposes.

There is also the development of a new in-flight training simulator.  This is an augmented reality application, which allows new training concept operations with a real boom in the background and inserting virtual or synthetic receives in real time for the training process.

And as a measure of boom development progress, he noted, “We already have more than 35 patents already to protect our products related to the boom.”

NATO’s Tactical Nuclear Dilemmas

06/12/2011

By Richard Weitz

06/12/2011 – The role of nuclear weapons in NATO’s defense and deterrence policies is clearly declining. The alliance’s Strategic Concept adopted last November clearly states that NATO will retain nuclear weapons as long as they exist, and that NATO wants its nuclear deterrent to be credible and effective.

But the thrust of the new document, as well as NATO statements and discussions since then, is to see how missile defenses, conventional forces, and arms control can reduce the alliance’s reliance on nuclear weapons. The current focus on meeting current and emerging threats contributes to this trend since many of these challenges—cyber threats, maritime piracy, etc.—are not addressed well by nuclear options.

NATO’s collective defense policy has always preserved the option of employing nuclear weapons, including using them first for purposes of deterrence, defense, and retaliation. Although Britain, France, and the United States are the only NATO members that have their own nuclear forces, long-standing NATO policy allows other members to host U.S.-made nuclear weapons in peacetime and, during war, employ them using their own nuclear delivery systems (currently specially equipped combat aircraft that are capable of delivering nuclear as well as conventional weapons). In peacetime, American soldiers stationed at their storage sites—specially constructed vaults on certain airfields—keep them under their control while host-nation pilots train with dummy warheads. In wartime, the American president can authorize their release, as well as the codes for detonating them, to the host-nation’s military command. In turn, the NATO nations hosting U.S. nuclear weapons equip and train their air forces to deliver them.

The U.S. government refuses as a matter of policy to confirm or deny the location of its nuclear weapons, but analysts consistently report that the number of NATO countries hosting U.S. nuclear weapons, as well as their total number, has decreased considerably since their Cold War highs. Whereas the United States had thousands of various types of nuclear weapons stationed in Europe during the Cold War, the total TNWs under NATO’s nuclear-sharing agreement is now estimated at less than 200 B-61 nuclear gravity bombs stored in 87 specially designed aircraft shelters at six bases in five NATO countries: Belgium, Germany, Italy, the Netherlands, and Turkey.

Until last year, the Global Nuclear Zero movement and the commitment of newly elected U.S. President Barack Obama to eliminate all nuclear weapons eventually encouraged opponents of the U.S. nuclear weapons in Europe to call for their rapid removal.

At the same time, many of the governments of the newest NATO members called for their retention to balance Russia’s larger TNW stockpile. In early 2010, the Obama administration ended this debate by decisively calling for continuing NATO’s nuclear sharing policy for the time being. The April 2010 U.S. Nuclear Posture Review (NPR), while acknowledging that NATO’s nuclear weapons policies were a collective alliance decision, nevertheless argued that “the presence of U.S. nuclear weapons … contribute to Alliance cohesion and provide reassurance to allies and partners who feel exposed to regional threats.”  The NPR called for including TNW in any future Russia-U.S. Arms control agreements. The November 2010 NATO summit endorsed this position.

Perhaps the most important factor keeping NATO in the nuclear business is concerns about Russia. No one anticipates engaging in a nuclear war with Russia anytime soon, but NATO policy makers are reluctant to eliminate their dwindling supply of shared nuclear weapons until Russia agrees to reduce the imbalance in so-called non-strategic or tactical nuclear weapons (TNW) between NATO and Russia.

It is understandable why NATO leaders have cited Russia’s TNW as the reason to retain the alliance’s nuclear weapons until Russia reduces its own holdings. The Russian government has eliminated many of the TNW it inherited from the Cold War and removed others from operational deployment.

Nevertheless, analysts estimate that the Russian military still retains thousands of such weapons, most likely from 2,000 to 4,000, or up to ten times more than the United States is thought to deploy in Europe. These TNWs can be launched by short-range surface-to-surface or air defense missiles, dropped from the air as gravity bombs, loaded onto torpedoes or other tactical naval weapons, or otherwise delivered by non-strategic systems (generally defined as having a range of less than 500 miles).

No existing arms control agreement directly applies to European TNW. The most important measure constraining these weapons occurred in 1991 and 1992, when the Russian and American presidents agreed to a series of parallel and reciprocal reductions. Yet, these Presidential Nuclear Initiatives (PNI) are not a formal arms control agreement and do not entail provisions to verify compliance. Neither Russia nor the United States has allowed foreign monitors to conduct technical inspections at their TNW storage sites. The two governments also do not exchange data about their remaining non-strategic weapons.

Arms control experts worry that many Russian TNW are dispersed at remote, hard-to-defend storage facilities and that the weapons appear to lack strong electronic locks that would preclude their unauthorized use by terrorists. Those advocating reducing or eliminating TNW also fear that Russia or the United States are more likely to employ a TNW than a strategic nuclear warhead. In addition to their generally lower yield, their battlefield missions encourage commanders to see them as weapons for warfighting rather than deterrence.

Given these uncertainties and disputes, some analysts consider this informal regulatory regime insufficient and call either for the total elimination of TNW or bringing them under more formal agreements designed to promote greater transparency (including obligatory data exchange and verification procedures) regarding the number and location of both parties’ TNW than the existing PNI, which lack a legal basis and do not entail obligatory data exchanges and other verification procedures. A November 2005 report by the NATO Parliamentary Assembly and a February 2006 report by a Council of Foreign Relations task force offered such recommendations. Proposals to reduce and better control Russian and American TNW regularly arise at NPT-related meetings, including the formal NPT Review Conferences that occur at five-year intervals and the more frequent preparatory meetings.

Unfortunately, Russian officials have not shown interest in negotiating formal limits on their TNW, which Russian writers profess to see as making valuable contributions to Russia’s security.

First, they deter other countries from launching a nuclear strike against Russia by adding additional strength to Russia’s nuclear deterrent.

Second, Russia’s TNWs help compensate for weaknesses in Russian conventional forces by contributing to both deterrence and defense. In this respect, Russian TNW can help negate NATO’s qualitative conventional advantages in the west as well as China’s quantitative superiority in the east.

Third, tactical nuclear weapons could help Russia overcome NATO’s ballistic missile defenses through saturation by effectively doubling or tripling the potential number of Russia’s nuclear-armed missiles capable of striking western targets.

Fourth, TNWs represent one of the few military categories in which Russia has a clear advantage over NATO militaries. This superiority enhances Russia’s bargaining position in certain arms control negotiations and perhaps enhances Moscow’s status in some circles.

Finally, concerns about deterring a potential pre-emptive attack against Russia by NATO forces leads Russian military strategists to value precisely those characteristics of their TNW—their mobility and ease of concealment—that most worry arms control advocates concerned about the diversion of TNW to terrorists.

In the view of Russian military commanders, uncertainty regarding the number and location of Russia’s non-strategic weapons limits the confidence of Western militaries that they can destroy them in a first strike. Such considerations weigh against proposals to consolidate Russia’s TNW in a few highly secure locations, even if dispersal makes them more vulnerable to terrorists.

The debate over the appropriate negotiating terms also relates to how one defines a tactical nuclear weapon, which are also variously referred to as “theater,” “sub-strategic,” “short-range,” and “battlefield” nuclear weapons. The yield of the weapon’s explosive power may not be a good indicator now that many countries are developing low-yield nuclear weapons. Range is therefore more often used as a classifying category, but many nuclear warheads can simply be moved from a short-range launcher to a longer-range one. Yet, relying on non-physical properties—such the weapons intended use—is difficult when some countries, such as Russia, intend to use TNW for both tactical battlefield purposes and strategic ones.

In any case, given the many benefits that the Russian government derives specifically from its TNWs, Russian officials would likely require major NATO concessions to reduce or restrict them. Perhaps the most likely Russian goal would be similarly constraining U.S. non-strategic nuclear weapons based in Europe. Russian leaders have long complained about the continued deployment of these U.S. systems, noting that all Russian TNW now lie exclusively in their own territory. Even an American offer to redeploy all U.S. nuclear weapons in Europe to the United States might prove insufficient to convince the Russia government to agree to additional TNW arms control measures. The United States could return its short-range nuclear weapons to Europe in a few hours unless their storage sites and related infrastructure had also been destroyed.

In light of the continued decrease in NATO TNWs, and strong public support for eliminating the remaining weapons, some Russian analysts could plausibly anticipate that European governments might at some point request their removal regardless of Moscow’s response. This perception naturally diminishes still further Russian interest in making TNW-related concessions without compensation in other areas.

What might spur Moscow’s interest in talking, however, are U.S. BMD plans and programs. Both NATO and Russia see the TNW and missile defense issues as closely related. NATO officials and governments argue that, while tactical nuclear weapons serve as a means of deterrence, missile defenses—besides bolstering deterrence by reducing the probable success  of any attack–are needed to protect allies if deterrence fails.

In contrast, Russian officials see their TNW as an important instrument for overcoming NATO BMD systems and thereby negating NATO’s potential to disarm and defeat Russia through a successful first strike.

If Russia and NATO are able to work out an agreed means of cooperating on missile defense, then resolving their differences over missile defense might become much easier.