The President’s Asian Journey

11/23/2009
By Harald Malmgren
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President Obama in China (credit: The White House, November 2009)

As President Obama began his Asian journey, his White House aides said he viewed China as “America’s most vital partner in tackling the globe’s most intractable issues.”  The President himself said  “We meet at a time when the relationship between the United States and China has never been more important to our collective future.”  His words suggest that Asia is the new focus of US economic and security policy.  To rephrase Donald Rumsfeld’s dismissal of Continental Europe as “Old Europe,” this sounds like Obama’s dismissal of Europe as “The Old World,” and embracing China-centric Asia as “The World of the Future?”

Chinese Communist Party leaders were no doubt happy to receive such US recognition.  This is a dicey time for Chinese leaders, confronted with growing unemployment and social unrest made much worse by last year’s collapse of the Chinese export engine.  The Olympics were supposed to be the “biggest ever coming out party.”  In retrospect, there is risk that history may judge the 2008 Olympics to have been the “biggest going away party” ever.

China’s economy has long been driven by external demand, with exports constituting two-fifths of GDP.  When export orders literally vanished more than a year ago, the economy ground to a halt.  The Chinese government issued artfully deceptive figures which suggested that China’s economic growth had merely slowed to a 6 or 7 percent annual growth rate, and much of the world press naively accepted these numbers.  It was not until much later this year that the leadership reluctantly admitted that growth in the final quarter of 2008 figures had actually fallen to zero, and only a little more than zero in the first quarter of 2009.  Political leaders had no choice but to initiate massive economic stimulus:  roughly $600 billion in fiscal stimulus and $1.4 trillion in new, politically mandated bank lending.  That’s a $2 trillion stimulus – more than half China’s total GDP.  Yes, the economy gives the appearance of regaining momentum, but most of the recent rebound has been levitated by government spending and a huge expansion of bank loans ordered by the Communist Party leadership.

By late 2009, Chinese authorities claim that GDP rate of growth is back to near double digits.  Markets around the world gleefully concluded that China had successfully “decoupled” from the US engine of growth and would now help lead the world out of the deepest, longest recession since the 1930s.  Yet these astonishingly robust calculations seemed somehow inconsistent with internal data.  For example, auto sales inside China are said to have grown by nearly 80 percent this year – yet sales of gasoline have remained flat.  Have the Chinese invented miraculously fuel-efficient engines?  Or are most of these vehicles parked in storage at state owned enterprises?  Where did the purchasing power come from as unemployment soared?  Most likely from bank loans, without any concern for credit worthiness of borrowers.  This was a uniquely Chinese version of the infamous “no documentation” home mortgage loans that led to the collapse of subprime lending in the US.

Chinese economic statistics eerily remind us of the overoptimistic figures that continuously flowed from Gosplan in the days before the Soviet Union collapsed.   Consider reports of ever-growing Chinese imports of coal, iron ore, and copper during the global economic downturn.  When imports of raw materials regained upward momentum, market analysts in New York concluded that the Chinese economy was humming again.  Yet, electrical energy consumption in China grew only slowly, suggesting that manufacturing remained near standstill.  What happened was that Chinese companies could easily get large loans, but there was no demand for their export-oriented manufacturing output.  Instead of restarting their manufacturing plants, government loans were used to stockpile huge quantities of raw materials sourced from other countries.  Stockpiling was encouraged by Party leaders who bet on a V-shaped recovery in the world economy, early rebound in Chinese exports, and return of world inflation.  By using stockpiles to get a head start, this also presented an opportunity for China to corner world supplies of rare earth metals and other key commodities, to give Chinese enterprises pricing power in global competition.

In recent years China’s economy thrived by relaxing central government control.  The huge, new lending binge mandated by Party leaders in 2009 enabled large state owned enterprises to gobble up smaller, innovative, successful firms.  Thus, the Party stimulus measures are effectively helping to recentralize the economy, making it less resilient in meeting rapidly changing world market dynamics.

Many analysts still see China as the rising hub of global manufacturing after the current world recession fades.  This characterization of China is not consistent with what many global corporations have learned from hard lessons in China:  Official wage hikes and mandated unionization of foreign enterprises have made China’s labor far less competitive.  Quality control is difficult to achieve and almost impossible to sustain in Chinese manufacturing operations.  Bringing to China advanced technology opens the way for Chinese technology piracy and cloning of foreign products and production facilities.  Increasingly, Japanese, European, and US companies see some opportunity for production inside China for sale to Chinese consumers, but have fading appetite for using China as a production base to serve the rest of the world.

Most important, China’s decision makers seem fixated on a return to the boom years before the world financial crises of 2007 and 2008, and before the current world recession.  For the last 50 years, world trade grew at roughly twice the rate of growth of world GDP.  China grabbed onto this hurtling momentum and built its economy and its currency policy accordingly.  Looking forward, the hard reality is that world economic growth will most likely be sluggish for the next few years, as unemployment rises in the US, EU, and many emerging market economies.  China is not the only export-dependent economy.  A wide range of advanced (e.g., Germany and Japan) and emerging market economies were enabled to grow fast in recent decades by hitching on to strong growth in world trade, with the US consumers constituting the primary source of momentum.  With high and rising unemployment, no growth in personal income, credit contraction, decimated household wealth, and rising debt service obligations, American consumers are likely to spend less and save more for the next several years.  Confronted with huge deficits over the next ten years or more, the US Government will not be able to compensate for slow consumption with dramatic increases in government spending.  The world will have to get used to slower US growth, which in turn will mean slower growth in world trade.  Subdued economic growth in the US means anemic economic performance for all the export-dependent economies around the world.  The recent collapse of world trade also means that the world will continue to experience industrial overcapacity for several years ahead.  This will like result in a slowdown in foreign direct investment in many of the emerging markets.

In other words, China is not about to “eat our lunch.”  The present Chinese leadership will continue its struggle to choose new Party leadership in 2012, with underlying domestic economic weakness roiling the succession process.  As in many other countries, incumbent leaders will face challenges to their own political survival.  Domestically generated demand will be needed to replace robust export demand, but a transition to domestic-led growth will take years.  The Chinese government will face bad choices of either pricking the growing stock market and real estate bubbles which have been made bigger by limitless lending, or let the bubbles burst by themselves, and try to cope with a financial crash and capital flight from China.  Party leaders will also be challenged by an aging society, with shrinking numbers of young people supporting a growing array of elders.  As has been remarked, “China will most likely grow very old long before it becomes very rich.”

When President Obama visited China, it was not clear what his agenda was.  He wanted to demonstrate greater US interest in Asia, and build personal relationships, but he did not seem to come with a strategy for economic and security engagement.  He did complain about Chinese currency policy, but without making that a core issue.  To the Chinese, advised by sophisticated Washington lobbyists, President Obama looked vulnerable to Chinese counterpunches.  The Chinese, sensing that the world’s recession is far from over, chose to take the offensive and criticize US fiscal and monetary policy as reckless in its encouragement of a weakening of the dollar and growing bubbles in stocks, commodities and oil.  It could be said that instead of climbing the Great Wall of China, President Obama hit that wall.

What Chinese policy makers fear most at this time, close to the end of 2009, is that the US economy will not rebound vigorously, leaving China and other export-dependent economies struggling.  Behind the curtain, they also share the growing world market apprehension that stock markets, commodities, and oil are “bubbly” and that a serious negative correction, or even a broad market crash may loom ahead.   If bad things happen to world markets, better to be seen blaming US leadership than to acknowledge that Chinese policies were mistaken.

Of course, President Obama’s Asian journey included other destinations.  In Singapore, he met with all 10 ASEAN leaders, and with the wider 21-nation APEC group which met to discuss greater cooperation.  He agreed to increase US collaboration with ASEAN in exploration of regional economic integration efforts.  In South Korea, President Obama put emphasis on seeking resolution of the nuclear power challenge of North Korea, but he also surprised observers by offering to “reexamine” the US-South Korea FTA which had long lain dormant in Congress.  To avoid confrontation, the South Korean President also expressed willingness to have another look at the FTA, even though his predecessor warned that any changes were non-negotiable.  In reality, this was political theater on both sides.  Neither the Congress nor the South Korean legislature is ready to consider a re-negotiated bilateral FTA agreement.

In Japan, President Obama and his team sought opportunity to establish a more intimate relationship with Japan’s newly elected government, but his counterparts in Tokyo had no experience in governance or in managing economic and security affairs.  Japanese voters had not given a policy mandate to the newly elected DPJ – rather, they had simply vote to kick out what they believed to be a failed LDP ruling party, ending its decades-long domination of Japanese politics.  Today’s DPJ Diet majority is even more divided about policy choices than the Democrats in the US Congress. There is no core leadership consensus about what to do about recession and deflation, or Japan’s exploding government debt relative to GDP (soon to exceed 250 percent of GDP), or Japan’s failing social support system for its aging society.  The DPJ has no coherent foreign policy either.  The new Japanese leadership fears losing the security umbrella of the US, but also fears the looming dark shadow of China, its close neighbor.  There is anxiety about how to replace dependence on exports of capital goods and autos with some new growth engine.  There is acute apprehension about the unwelcome strength of Japanese currency, which is threatening the sustainability of the corporate sector.  Obama had nothing new to suggest, and Japan politicians had little expectation that he would bring anything useful for the DPJ.  As for average Japanese people, they have learned to expect little from government during the last two “lost” decades, and have low expectations of any kind of engagement with other nations.  The new American President was a public affairs novelty, but there was little belief the visit had any consequence for daily life.

During and after the President’s Asian journey, press and media commentators struggled to identify key themes underlying the trip. Was it just a just a typical “meet and greet” trip?  If the President was shifting America’s focus to China and its neighborhood, what did this mean for India?  Or for Europe?  Or for relations in the Western Hemisphere?  Or for the architecture of NATO and overall military security?

In response to the growing array of questions, President Obama tried to explain that is trip was about trade.  He said he was seeking ways to encourage increased US exports, to help generate US jobs, through greater engagement with China and the rest of Asia.  He warned the Asians that “the US cannot any longer be the consumer of last resort,” and that Asians needed to substitute domestic demand for export driven economic growth.

Country

Total in Billions of US $ Year to Date Total in Billions of US Dollars
Canada 38.37 311.00
China 33.73 259.86
Mexico 27.74 217.51
Japan 12.98 105.04
Germany 9.38 82.16
UK 8.12 68.41
South Korea 5.95 49.40
France 4.25 44.70
Netherlands 4.25 36.10
Brazil 4.10 33.57

Top Ten Countries with which the US Trades For the Month of September 2009
The values are for Imports and Exports Added Together
These 10 countries represent 65.20% of US Imports and 62.66% of US exports in goods (Bold added by Sldinfo)
Source: 
http://www.census.gov/foreign-trade/Press-Release/2009pr/09/

This focus on a desire to change the dynamics of trade across the Pacific reveals Obama’s hope that exports can help pull the US out of its economic slump.  For any US President, trade is one of those issues over which the President has very limited influence.  World trade depends upon global growth, global capital flows, exchange rates, differences in economic capabilities of each nation, etc. World trade began to contract last year – this was the first time there was sustained contraction since the end of WWII.  It is still not clear whether trade will start growing again, and at what speed.  As for day to day management of imports, the President must yield to US trade laws governing “unfair trade practices” and to past agreements with other governments.  This is a realm governed by lobbyists, lawyers, and members of Congress representing trade-sensitive districts.

In Congress, Japan was viewed as the great threat 20 years ago, until the Japanese economic bubble burst at the end of the 1980s.  Now, China is perceived as the primary threat to American jobs, and “unfair” Chinese currency policy is viewed as the lever which enables China to “steal” US jobs.  While the President might like to stand tough and demand a change in Chinese policy, he must be mindful that the US federal budget deficit is growing rapidly and that the US Government will need to borrow from foreigners to help finance growing debt.  He cannot risk confronting the governments of China and Japan, which are the primary creditors of the US.

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source: U.S. Department of the Treasury/Federal Reserve Board
November 17, 2009


If the governments of those two nations decided to stop buying US debt and to reduce their present holdings of Treasuries, the President would be confronted with sharply rising US interest rates – threatening to choke off the US economic recovery and ensuring more unemployment.

There is a more basic flaw in President Obama’s focused attention on the promise of trade as a potential generator of new jobs.  For the US, exports are a small fraction of GDP.  World trade has stopped growing, and may remain subdued for a long time.  The only way to increase US exports would be to take market share away from other exporters around the world.  That would not only need foreign governments to change their economic policies; it would also need a weaker US dollar.  If the dollar continues to fall, then other currencies will have to appreciate even more.  The outcome will be collapse of the export sectors of the Eurozone, Japan, and many emerging market countries.  This in turn would bring a second and even more powerful tsunami of recession and unemployment throughout the world – with uncertain but negative consequences for US export industries.  Moreover, if the world becomes convinced that Obama wants a weaker dollar, then foreign governments and business people will want to dump the dollar and flee to other currencies, or commodities, or gold.  The outcome could include much higher oil prices, inflation in raw materials, and much higher interest rates for American business and households – a really evil political and economic brew that would endanger the incumbent President and his majority in Congress.

Exports as a % of US GDP (Source: World Bank, World Development Indicators, 2009)

Exports as a percentage of U.S. GDP
Source: World Bank, World Development Indicators, 2009

Now that the trip is over, President Obama will have to spend time reassuring other friends of the US that they still matter.  He will have to figure out how to explain to the leaders of India that a strategic partnership is vital as a counterweight to long-term power projection by China.  In the meantime, leaders in Berlin will likely take this shift in American attention as yet another justification for intensifying German cooperation with Russia on all matters, regardless of the consequences for the rest of the European nations, especially those in Eastern Europe.  The economic dynamics being set in motion by Washington with Asia will likely alter the security dynamics of much of the rest of the world, unless there is a deeper, more complex, secretive strategy behind that is not yet visible.  Doubtful – but possible.

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Harald Malmgren was a key trade official in the Johnson Administration and chief US trade negotiator in the Nixon and Ford Administrations, as well as special advisor to the Senate Finance Committee.  He is now strategist for large financial institutions and sovereign wealth funds in Asia, Europe, the Middle East and North America. Dr. Malmgren is a regular contributor to Sldinfo.com.

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***Posted November 23rd, 2009

European Air Transport Fleet: Fleet or Framework?

11/22/2009
By Dr. Hilmar Linnenkamp, Former Deputy Chief Executive, European Defense Agency
 
On November 17th 2009, the European Defence Agency’s Ministerial Steering Board noted a Letter of Intent (LOI) on the establishment of a European Air Transport Fleet (EATF). The LOI was signed by 14 Member States of the EDA. Among others, the UK does not participate. The LOI is based on a 12 Member States Declaration of Intent (DoI) signed on 10 November 2008. Finland and Sweden have since acceded to the endeavour (indeed, the launching of the initiative was in 2008).
Progress between 2008 and 2009 has been slow and not very substantial. The LOI repeats the basic instruments of enhanced co-operation as mentioned already in the DoI : “…among others: making available military transport aircraft; purchasing flying hours; providing or exchanging flying hours; providing and benefiting from shared and/or pooled aircraft and/or support functions.”

The LOI describes the fleet in its vision and scope paragraphs in three different ways:

  • first, as a “flexible and inclusive partnership between national and multinational military air transport fleets and organisations in Europe…”;
  • second, as a “networked fleet linking various European air transport fleets …” and,
  • third, as an “innovative concept to enhance the airlift capacities”.

There is obviously a large degree of uncertainty around the project. The EATF concept is but one (though a rather inclusive) element in the European efforts to improve military airlift capacities.
Others are, in execution of the cherished principle of variable geometries:

  • the European Air Transport Command (EATC), foreseen to take up its duties in Eindhoven (NL) from 2010 and which includes Belgium, France, German, Luxemburg and the Netherlands;
  • a multinational A400M unit composed of BE,FR,GE and LU aircraft and agreed in a DoI in 2008;
  • and a 21 member Movement Coordination Centre (MCCE) created in 2007 as a merger of the 2001 European Airlift Coordination Cell (EACC) and the 2001 Multinational Sealift Group (MSG), both offspring of NATO efforts to counter shortfalls in strategic transport capabilities.

Lots of process and organisations. But where is the beef ?

The A400M is not around the corner : the first test flight is scheduled for this November or December. Deliveries are 3 to 4 years off. C130s and C160s are reliable, but aging aircrafts and limited in payload and range.

A400M

A400M First Engine Test
(credit: EADS, November 2009)

The good news so far  – in multinational terms, anyway – are NATO’s C17-fleet operating from Hungary (3 aircraft, commonly funded by 12 nations) and the 18-nations Strategic Airlift Interim Solution (SALIS) contract providing up to 6 AN 124-100 operating from Halle-Leipzig in Germany.

Looking at all the confusing alphabet soup and the multitude of activities in the EU and in NATO – how likely is it that the 17 November European Defense Agency Steering Board will be a robust starting point for the timely establishment of a much-needed European fleet – the EATF ?
The past 12 months (from the DoI to the LOI) have shown that the debate on a “governance system”  for the EATF, or on the question whether the “F” in EATF means fleet or framework, has consumed more administrative energy than a thorough analysis of current and future resources and their co-ordinated usability would have required.
There is clearly an obsession with process and with pre-existing authority and turf. Here is a paragraph of the “governance”  part of the 17 November LOI : “A Steering Board will be created to provide high-level guidance with the support of all available expertise. The first initial task will be to define a strategy towards the implementation of the EATF network, including a roadmap consistent with the imperatives of other existing and future air transport organisations.”

Question : How can there be a breakthrough if all walls remain intact ?
But there is some hope. While the LOI does not spell out a date when a EATF should have Initial Operational Capability, working groups will be created in order to specify legal and financial aspects of the project.

So far, EATF is still a framework, not a fleet yet.

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***Posted November 22nd, 2009

Support at the Heart of the French Acquisition Process Restructuring

dgaOfficially announced on October 6th, 2009, the French DGA (Délégation générale de l’armement) is going through the same massive reorganization as the rest of the government main defense bodies: it follows the same philosophy and the same logic as the overall reforms launched over the past several years, which can be articulated into two major axis:

  • A re-centering of the DGA – which becomes the “Direction générale de l’armement” – on its core functions, reflected in the simplification of its organization into six main branches (strategy; acquisition operations; technical direction; international development; plans, programs and budget; human resources);
  • The streamlining and pooling of resources affected to support: overall the DGA is cutting 24% of its manpower by 2014 (from 13.000 to 10.000 people), but support is to be reduced by 40% mirroring the overall concentration of means and structures underway in the sector accross the French MoD.

DGA technical facilities are going to be gathered into 9 centers (vs 15 today) located in 15 different sites (vs 22 today): equipment testing is in particular going to be simplified, as it used to be spread all over France, translating into a staff reduction of 17%.

Overall technical expertise is however going to be boosted with a 4% increase in personnel to fit the primary DGA strategic axis, i.e. being “an informed investor; a daily partner to the armed forces; a  catalyser for European construction and a center of expertise”.

Both the economic recovery package launched by President Sarkozy in the aftermath of the economic crisis (new military equipment has been ordered, for a value of 110 millions Euros, in that context since September) and French increased commitment in Afghanistan have prompted a renewed sense of reactivity within DGA, in particular with the accelerated acquisition process characteristic of the Operational Urgent Requirements. Says Brune Delor in charge of modernization within DGA in the  October issue of Armées d’aujourd’hui: “From the need to protect the soldiers against IEDs (Improvised Explosive Devices)  to the management of  the defense side of the government stimulus package, we must be in a position to best adapt to the priorities of the moment“.

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***Posted November 22nd, 2009

USAF Tanker Competition: “Get on with it”

George Talbot, political editor of the Mobile Press-Register has written a powerful column about the desire of the mother of a fallen hero in the wars in South West Asia to see the new tanker provided to the troops.

“Get on with it,” says Connie Gibson . “Whatever it takes.”

She’s talking about the U.S. Air Force tanker contest. She’s lost her patience with the endless delays. The Air Force’s decade-long quest to replace its old tankers has been stymied by lawyers, lobbyists and weak-willed bureaucrats. The political drama continues. And with each passing day, the country sends more young men and women into combat in decrepit airplanes.

“It’s shameful,” Gibson says. “They’re risking their lives for us. They deserve better.”

Gibson, of small-town Repton, has a unique perspective. One that, if we’re lucky, none of us will ever share. She lost her son to the war.

Talbot then quotes the mother with regard to the fear of her son – brave enough to sacrifice his life by jumping on a bomb – to ride on the antiquated air force tankers.

Gibson said her son made numerous trips on KC-135s. She said he often joked that he was more afraid of the rickety planes than he was of combat.

But Gibson never laughed. The stress of deployment, she said, is hard enough without putting soldiers on a harrowing flight over the ocean. The KC-135s are leaky and uninsulated, swinging from frigid cold to stifling hot on a given flight. They’re windowless, noisy and prone to corrosion. It is, according to former Air Force officials, just a matter of time before one falls from the sky.

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***Posted November 22nd, 2009

Vertical Lift Industry:Shaping a Way Ahead on R&D

11/16/2009

The Administration Proposes a New Model for the Vertical Lift Industry: Shaping a Way Ahead on Research and Development

On October 27, 2009, a vertical lift aviation industry day was held by DOD to try to set in motion a new approach to the industry . The approach was legitimized by an October 26, 2009 memo from Ashton Carter, Undersecretary for Acquisition, Technology and Logistics which set about establishing “an initiative to improve the long-term state of military vertical lift aircraft and the U.S. vertical lift industrial sector.

vertical lift

Vertical Lift Aviation Industry Day, slide 13
[Download the Complete Presentation as a PDF]

The initiative is designed to re-organize the scattered Research and Development money within the DOD budget for vertical lift platforms, and to provide a central clearing point for shaping the way forward for the industry and the government. According to the key government speaker at the industry day, “for the purposes of this meeting, the US Vertical Lift Aviation Private Sector is defined as: US companies, including US companies under foreign ownership, control or influence (FOCI), that are both ‘FOCI-mitigated’ and possess a facility clearance level (FCL) for the appropriate classification.

Vertical Lift Aviation Industry Day, slide 19

According to the briefing provided by Mike Walsh from the Office of the Secretary of Defense (A, T and L), there is a steady if not growing demand for rotorcraft, and yet industry faces an uncertain future. For industry, production programs end about 2018-2020, which will lead to eroding infrastructure and engineering expertise and with limited R and D alternatives for transformation opportunities, new business, or technology upgrades. The briefing in particular underlines the upcoming shortages of skilled workers in the aerospace sector:

  • Aerospace industries face acute shortages of skilled workers in the future
  • No active US rotorcraft RDT&E after Apache Bik III and Ch-53K
  • Talent at home will be shrinking – but will be expanding globally
    – Void in experience & knowledge
    – Qualified labor will be in high demand and hard to attract
    – Most future post graduate students will be overseas
  • Global industry trends will impact defense contractors and their supply chains

This can only be fixed by shaping a new approach to government and industry working together. And Walsh underscored that absent government investment, and a clear path towards government investment, industry would not invest as well. Or as Walsh’s presentation put it: “major industry initiatives were unlikely without DOD investment.

Capability Choices

Vertical Lift Aviation Industry Day, slide 23

Indeed, one of the more refreshing aspects of the Walsh presentation was a very clear recognition of the impact of lack of clarity in government acquisition upon industrial development. His presentation had a fascinating slide entitled “Decision-oriented approach to Capability Choices, Programming Options, and Acquisition Alternatives” which nicely captured the crossover impact of government acquisition decisions upon industrial development.

The problem or challenge was clearly identified: the need to shape a more effective partnership between industry and the government to delivery the capability which the services need from rotorcraft. To do so, OSD is proposing to do the following:

  • Establish a formal, long-term (~20 year) mechanism to facilitate teaming, networking, planning, and technology development;
  • For the Government: OSD-led; broad membership including all Services and cognizant functional organizations; open to NASA and the Coast Guard;
  • For Industry: an open consortium including traditional rotary wing industry, non-traditional contractors, academia, and associations;
  • For the Nation: a forum to establish U.S. leadership in the advancement of vertical lift technologies, and in the development and production of vertical lift aircraft;
  • How: by establishing a simple contracting relationship with a single U.S. consortium using 10 USC 2371, Other Transaction Authority.”

At the heart of the government’s proposal is to establish a mechanism for coordinating the Research and Development money, which would go to industry. Currently, there are multiple S and T plans affecting rotorcraft, administered by the services, multiple government labs and multiple outlet agencies, including DARPA. This creates a situation where there are multiple requirements with very little money, for approximately the $110 million in rotorcraft S and T becomes fractionated across an organizational maze. And much of this pays for S and infrastructure rather than real research. If the government through the consortia approach can corral the S and T money and channel to real research, this would be a major plus.
But the challenge will be precisely to both establish a central clearing point AND control the money. If this does not happen, the approach will not succeed. An OTA or Other Transaction Authority will govern the consortia rather than by the Federal Acquisition Regulations (FAR), so contracts would be negotiated on a case-by-case basis. The Intellectual Property (IP) of the companies could then be protected on a case-by-case basis.

If this approach works, the consortia could set in motion a process, which could play the role of a forcing function for the industrial base. And the government would also be seeking a way around the FAR sanctioned protest process. OTAs are not subject tot eh FAR and therefore not subject to protest. The consortia approach is clearly designed to try to reduce the paralyzing impact of the protest process on acquisition policy.

vertical-lift-4

Vertical Lift Contracting Overview, slide 6 [See PDF]

The government hopes to move rapidly on this approach. The presentation on the contracting authority clearly laid out how rapidly the government wished to go, with dealines set for Decmber 7th, 2009 for the submission of a Consortium Membership Agreement to the Government for Review and a CMA in place by the 23rd.

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***Posted November 16th, 2009

Exclusive Feature – Going to Afghanistan:The Osprey Squadron Prepares

11/15/2009

[slidepress gallery=’Osprey_Afghanistan’]

These photos are of the VMM-263 arriving in Afghanistan. All of the squadron’s Ospreys landed at Camp Bastion, Afghanistan. It is situated northwest of Lashkar Gah, the capital of Helmand Province.


A Whole Different Animal”

In an interview just prior to the deployment of the Osprey squadron from North Carolina to Afghanistan, several members of the squadron talked with sldinfo.com about their upcoming deployment.[1] The Osprey team discussed their preparation, some of their expectations and some of their thinking about how the Osprey could be used to benefit the MAGTF and the joint and allied forces.

Above all, the core view was that the unique capabilities of this aircraft would provide some tools, which the MAGTF commander would be able to use in the context of the topography of Afghanistan and the demands of shifting strategy. The speed and range of the aircraft and its ability to support MAGTF team members widely dispersed in Afghanistan was often cited in the interview. Also, underscored was the ability of the Osprey to fly at a much greater height than traditional rotorcraft to which it is often compared, and to be able to use “vertical sanctuary” by operating at higher altitudes.

The Afghan deployment is the second for the Osprey. The Osprey has first been used in Iraq, and its “baptism” has been drawn upon for lessons learned in preparing for the new deployment. When asked whether the Marines had drawn such lessons, one squadron member commented: “Absolutely, we’re, you know, the Marine Corps. We pass it on.

Specifically, the Marines underscored that some members had previous Osprey experience in Iraq, many had Iraqi combat experience and some had Afghan combat experience. Also emphasized was the wide-range of backgrounds of members of the squadron in working air issues within the MAGTF. As the Squadron Commander commented: “We have guys from every background: Hornet, Harriers, Prowlers, CH-46s, CH-53s, you name it.

And the ability to learn from operating the Osprey in Iraq to improve maintenance performance was also underscored. The challenges of terrain and climate in both Iraq and Afghanistan are formidable and shape the maintenance challenge.

As one Marine commented with regard to maintenance: “You had mentioned maintenance before, and that’s my part of it; but, you know, as far as maintenance on the aircraft is concerned, I’ve seen lots of stuff out there about how hard it is and everything else. But, as we get better on this machine learning how to fly it and fix it, it’s really becoming second place on how to maintain it. And I have seen many gouge out there about how hard it is to maintain this aircraft. It’s really just that, it’s bad gouge. You know, as the Marines learn, it just gets easier. It’s still a new platform.

Another Marine added: “As far as the maintainability of the aircraft, the aircraft is not hard to work on. It’s not difficult. It is a complicated piece of engineering, but the parts are there when we need them. The issue right now is the maturing of the supply system. You know, so many things are still going into building the aircraft and fielding them, even when we go forward, and we are at the top of the food chain as far as support, support is not quite the same as it was in Dad’s old Buick. So that’s coming along. As it matures I think we’ll see a big turnaround in maintenance, and the cost of operating the aircraft will all start coming down because of that.

With regard to operations, the Marines discussed the challenge of getting folks to understand the impact of the new machine on operations. A common point is that “we are not a rotorcraft; we are operating a tiltrotor craft”. As such, we can do the operations of a CH-46 but we are not simply a CH-46. “Do not confuse our abilities to mimic the CH-46 with the much more limited capabilities of the CH-46 when compared to the Osprey.

As one Marine put it: “And you can call it a rotorcraft, it’s a form of rotorcraft, but it’s a tiltrotor; that’s the distinction that gives you the speed and the altitude that a normal rotorcraft doesn’t have.

Another Marine underscored that getting folks to understand the difference is essential to understanding how to use it differently from a rotorcraft.

It’s a whole different animal and we’re still ten years later struggling with what exactly does that mean? Let me give you a practical example in CONUS. When we land in the D.C. area, we kind of challenge the FAA controllers to understand how we operate. We kind of surprised the Washington Terminal area controllers because, you know, why can’t I get in the pattern with that guy up there? I’m moving at the same speed. Because then you have to take the runway. Well, no, I don’t need to take the runway, I can get off and fly helo route, too, if you want me to do that. And that just blew their minds, and we couldn’t find a way to really, you know, work that out. So it is not just us, the military, who are challenged to understand the unique characteristics of the Osprey; the FAA controllers are as well. We’re going to have to figure out this tiltrotor piece out because it is far more versatile and gives you a lot more options, and the rules aren’t really written for it.

And bringing the unique qualities of the Osprey to the fight are especially important in Afghanistan. This is true for several reasons.

  • First, the adversary has decades of experience of tracking and combating rotorcraft. The con-ops of the Osprey are different and can provide a counter to the years of experience of the adversary in countering rotorcraft.
  • Second, the combat operations in Afghanistan will be able to draw upon the unique capabilities of the Osprey.
  • Third, the ability of the Osprey to support ground forces which are not organically linked to the Osprey will become drawn upon as well in Afghan operations.

The ability to carry it all in one load and to skip a refueling will be especially important in Afghanistan. This means that the aircraft can move in areas not covered by traditional rotorcraft without using multiple Forward Operation Bases (FOBs), and moving in the directions of relatively direct flight which rotorcraft need to use. As one Marine commented on the critics of Osprey: “They simply do not take into account the operational advantages of the ability to skip a refueling or its ability to carry it all in one load.

Another Marine emphasized the joint impact of enhanced security for the force and increased ability to surprise the enemy. “If you’re flying a helicopter, you pretty much have to take a straight line in a lot of situations, but we could come from really any direction, which could have a big impact as well: that is what you called surprise factor.

The range of the aircraft means you can cover the entire theater. An example of how range came to folks attention was when VIPs came to Iraq and wanted to get around Iraq in a day.

MV22 Range

As one Marine underscored:

The minute they get there and everybody realizes that you can cap all six FOBS in less than six hours if you’ve got the speed and the legs to do it, the next thing you know, well then, you just became the platform of choice. Why? Because I have to get to every one of these places before the sun sets today. And no other machine can do that for you except the V-22.

The infrastructure piece is key to the Osprey advantage, given the lack of it in Afghanistan. The Osprey can operate from a single base, but its ability to operate all-over the AOR means that it can go where it is needed: it is not limited by its base location.

As one Marine put it:

We’re not married to the base and ground infrastructure the same way a traditional aircraft can be. You can’t do it in Afghanistan. You couldn’t… You wouldn’t be able to effectively maintain aircraft and maintain the maintenance or the operation of infrastructure for a relatively small air element in so many different locations and FOBs, you know, from the company level, in some cases down to platoon level. But if you put them all in one place with their ability to quickly dash out and get to that guy and do whatever he needs you to do, then return to that same central base, we’re in effect doing distributed operations.

A tempo-generating and combat multiplier asset

The ability of the Osprey to move rapidly to support dispersed forces is central to tempo-setting.

As one Marine noted:

The mission of support, which people often lose sight of, isn’t just to move things around the battlefield in a circulatory motion like we’ve seen become encapsulated in Iraq, it is the ability to provide mobility to the MAGTF Commander anywhere, anytime, anyplace, any payload; that’s the key. I can be wherever the enemy is, and I can be there faster than the enemy can respond to me. That’s tempo-generating. That’s basic maneuver warfare. I can move faster, farther, with more stuff than you can, and you can’t get away from me; and you can’t catch me.

The ability to quickly move ground forces from one area where they are not needed to reinforce in areas under attack will be essential in the Afghan theater. One Marine underscored the significance of the Osprey contribution to this con-ops capability.

I see the V-22 as a real combat multiplier with its ability to reinforce ground forces over great distances. So right now, in the traditional deal that we’re in where we have platoon-size elements spread over hundreds of miles, it’s likely to be very quiet in one area, and there be a tic in another area. And at the ground commander’s request, we could take troops from a regionally quiet area to an area where something’s going on, and that’s a real combat multiplier, the ability to do that with the speed the Osprey is capable of. That, I think, is the crux of it all: the ability to reinforce, cover great distances in very short periods of time, and then return those troops to their base, which might be 200 miles away, at the conclusion of an operation.

Another key aspect is the ability to fly higher and quicker as a means of providing enhanced security and greater capability to operate envelopment operations.

As one Marine encapsulated the Osprey advantage:

Obviously Afghanistan has terrain that we’re all familiar with over there: the altitude is what creates the difference, but this airplane’s got the highest altitude capability of any vertical lift aircraft. It’s the only vertical lift aircraft that has an oxygen system onboard. So our ability to fly more than 20,000 feet does a lot of things for us. Now obviously, we can’t carry passengers at our highest altitudes, we can certainly carry cargo. We can go to get passengers and we can carry passengers down at lower altitudes. But flying at higher altitudes makes you a whole lot faster.

And I see that really glossed over when this airplane is briefed. The average ground person, or someone who’s not a pilot, or even a rotary pilot, may not fully understand it. At higher altitudes, you’re about a hundred knots faster than you are on the surface, in any airplane, Tiltrotor or otherwise.

So the ability to go higher definitely makes you faster, too, you get vertical sanctuary when you do that, so the ability of the enemy to try to shoot you or channelize you through some terrain. So you may have a helicopter that fly at 13- or 14,000 feet, a very powerful lightly-loaded helicopter; but, he’s still going to have to fly through passes where there could be an obvious place for the enemy to establish some type of threat system. Our ability to fly at more than 20,000 feet empty, or 13,000 feet full of people, gives us the ability to fly in straight lines from Point A to Point B without having to go around mountain ranges in certain cases, and gives us vertical sanctuary and speed while doing so. That’s often not captured in discussions about the airplane.

One Marine really provided the best conclusion to this article and the interview:

With the range and speed of the Osprey, we can reach areas where we have had only two choices: drop a bomb or do nothing. We now have the capability of having casualty reductions in by putting a man on the ground who can actually knock on the door, flash the guy his ID card, and then determine whether that person is bad or not, as opposed to think “Okay, well, we think he’s bad, we’re pretty sure he’s bad; we took a look at all the data and then we’re going to pop a bomb on him.

So there are all sorts of tactical applications which we haven’t explored. Part of that, also, is getting the culture of the Marine Corps, the ground side, to open up to these new things and, you know, be accepting of our reliability that we’re going to be there for them when we need to be there. So all of these things kind of encompass, I think, one of our biggest challenges.


[1] The Osprey squadron came from VMM-261 headed by Lt Col Bianca (CO); the ships came from VMM-263 off of the USS Bataan. http://www.2maw.usmc.mil/MAG29/VMM261/default.asp

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***Posted November 15th, 2009

French Land Forces Support:Looking For the Best Business Models

IN THE EYE OF THE HURRICANE

This article follows one published in the September-October 2008 Issue of Military Logistics International and  entitled “In the Eye of the Hurricane: French Army Support on the Move” [See pages 29 to 34]. The latter described the broad range of reforms under way within the French Army support organization and structures, while the focus of the following article is to assess the evolution of the new deal in the making between the militay and their land forces MCO (“Maintien en condition opérationnelle”, i.e. Maintaining in Operational Conditions) suppliers.

Since the Fall 2008, the context of reforms set up by the Sarkozy government seems to have fast-forwarded both process and outcome with the single-minded concern of promoting innovation, reactivity and efficiency in the way business is being done all across the defense board. Two major events have been crystallizing such an evolution, i.e. the French increased Afghan commitment, with the reintegration within NATO’s Command structure in the background, on the one hand; the economic crisis and the sense of urgency which emerged from it on the other hand. Both have been prompting the Ministry of Defense under Hervé Morin to take action and search for the best available solutions in town as far as acquisition and MCO are concerned. It is especially true for the Army, as it builds its new processes while providing the bulk of deployed forces across the board and being on the forefront of a slightly different type of ground war in Afghanistan for French troops…

[Read the Full report in PDF Format]

A longer version of both articles – Part I and Part II – are also available in French at: http://www.ttu.fr/francais/TTUonline.html .

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***Posted November 15th, 2009

The Challenge of Maritime Security in a Globalized World: The Case of Securing the Suez Canal

11/09/2009

The Danish firm Risk Intelligence provides regular assessments and consulting services to support governments and maritime firms in providing for enhanced maritime security. In their regular subscription publication Strategic Insights, the firm provides assessments of maritime security challenges and approaches to dealing with those challenges. The CEO of the firm, Hans Tino Hansen, will be shaping a regular contribution to our website and providing assistance to our readers in understanding the challenges of maritime security in a globalized world.

In this month’s contribution entitled “The Suez Canal: Strategic & Operational Security Realities- Past, Present, & Future“, Rupert Herbert-Burns, a senior analyst with the firm, provides an assessment of the challenges of securing the Suez Canal in the evolving maritime security environment.

Credit: Luigi Cotrufo
Credit: Luigi Cotrufo

As Herbert-Burns argues:

The Suez canal itself is vulnerable to blockage either via the deliberate foundering of a transiting vessel, mining of the approaches and entrances to the canal at Port Said and the SCCT or at Port Tawfiq, or via the destruction (felling) of one of the canal’s very conspicuous overhead crossings.

Vessels themselves are vulnerable to attack by VBIEDs at the waiting anchorages off Adabiya and the Port Said Roads, and in the convoy waiting area in the Great Bitter Lake. It must be stressed that whilst this means of attack has shown to be highly effective against anchored or very slow moving vessels (including warships), there is currently no elevated identified threat to vessels in these areas at this time by this means….

There has been some recent, unsubstantiated postulating that Iran has initiated a project during the last several years to develop a presence in the Canal Zone, through the acquisition of proximate real estate in order the monitor the canal and transiting vessels. During the very brittle relations between Iran and the US during the Bush administration, it was suggested that Iran (with possible assistance from Hezbollah) was engaged in this project in order to create a long-range ability to interrupt the U.S. logistic chain supply the Persian Gulf in the event of hostility between the two countries. As mentioned above, there is no evidence for this; however, the allegation once again highlights the clear value of the canal as a geopolitical feature and as a potential strategic-level target in time of conflict.

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***Posted November 9th, 2009