Manufacturing the CH-53K: The Development Process is Not Just for the Air System

02/08/2018

2018-01-30 By Robbin Laird

For 21st century digital military systems, the development process is both about how you build the evolving aircraft as well as testing the product and evolving the lessons learned into the evolving production process.

It is an open-ended learning process.

And one, which will characterize the flow of data and lessons, learned from the digital maintenance systems back into the build process and the supply chain.

In the early days of the CH-53K program, a 2011 press release by Sikorsky highlighted the new approach.

According to Dennis Jarvi, then vice president, Navy and Marine Corps Programs for Sikorsky, “As we commence assembly line operations at FAFO, we are witnessing the dawn of a new age in rotorcraft development and construction.

“The CH-53K helicopter is being digitally designed and manufactured. We have created ‘virtual tools’ that will improve the learning process and identify and solve issues before they become costly delays in manufacturing.

“The CH-53K helicopter stands to become a model of innovative technology and capability when it takes its role in the fleet.”

https://www.prnewswire.com/news-releases/ch-53k-helicopter-assembly-line-opens-at-sikorsky-florida-facility-118449279.html

During my visit to the West Palm Beach Sikorsky facility on October 26, 2017, I had a chance to visit the final assembly line at the facility, a line that is moving to Connecticut when the full rate production commences.

I met with David Wilcox, the Senior Manager, Florida Assembly & Flight Operations, and toured the line. 

Wilcox explained that unlike the Blackhawk, the K was built with the workers using a digital 3D CATIA model to define their work instructions.

“I think the greatest innovation of the manufacturing side that we have been using on the K-line versus say the Blackhawk is the shift from using two dimensional flat blueprints and work instructions to using a 3 D CATIA model for defining the work instructions.

“We use a system called Right Hemisphere which provides the 3D Catia projection.

“The installer has a tablet, and he selects his install and out comes a 3D model of his install.”

http://www.nvidia.com/object/right_hemisphere_success.html

“And it shows him his components and it shows a component being applied to the aircraft or to the mating component.

“And the image is 360 degress, so the worker can turn the projection however he wants to see it.

“It shows him how it’s attached, where it’s attached, what tools you’re using, what torque values you’re using, what hardware you’re using.

“And it’s all at the employee’s fingertips.”

Such a system provides better accuracy and better repeatability than using the classic blueprint approach.

“There is a great learning advantage as well from the 3D visualization of the work order instructions.

“For example, when you’re doing the 3D modeling through the CATIA programming, you’re seeing the interface issues before you do the physical install.

“My experiences with the older approach using blueprints are that you only find those kind of issues as you’re building the product.

“But when using the Right Hemisphere system and CATIA, you should see it before you attempt to build it. You should see the interface issues prior to that, through the modeling.”

We then discussed the build process on the final assembly line and what the FAL process had already received as it began its final build process.

Sikorsky receives from Spirit the airframe for the aircraft, in other words, the skin and skeleton of the aircraft.

On the final assembly line they turn it into a K as an operational aircraft.

“We install all of the operational components and build an aircraft that is ready to go into the flight program and then put on the main rotor blades and the fuel and fly the aircraft.

“Everything else is done here on the FAL.”

Sikorsky is following a four station build process and as they build aircraft they are designing the process to have accurate projections of the build time in each station.

That is also part of the development process.

“When we get into production, we’ll have a much better idea of what the level loading and the flow should be. Part of the development of the aircraft is indeed building the production line to produce operational aircraft.”

The K is a very big helicopter.

The question then naturally is raised about what special problems building such a larger rotorcraft poses?

Wilcox indicated that there are pluses and minuses to building a large rotorcraft.

On the plus side, is that the space ergonomically is easier for a number of the build functions for the installers.

Simply, put there is more room in which to work.

“But our main challenge with the size of the aircraft is simply the size of the components and the tooling.

“You need much greater additional space given the footprint of the airframe itself.

“How do you get 2 ½ stories up to put the tail blades on, for example?

“We have had to build some ergonomically challenging tools as well for production which is part of the development process as well.

“Through development process, you are determining if this is right tool?

“Do we need to modify it somewhat in order to be able to utilize the full use of it?

“And how do we make it ergonomically friendly to the workers building the aircraft?”

There is also the question of the work stands and moving them in the build process.

“As we build the Blackhawk, we can manually move work stands and even the aircraft if you need to.

“But the K is too big to do this.

“We have had to develop air bearings, which allow us to put air into the stands and to the fixtures, and they’ll then just scoot across the floor.

“We need to use air bearings and air compression, rather than try to manually moving the work stands.”

One theme which we have developed on Second Line of Defense is how the nature of 21st century military aviation programs is different from legacy ones.

A key aspect of the shift from legacy to 21st century military combat systems is the digital nature of the production and maintenance process as well as the role of software upgradeability providing tools for further modernization.

It is crucial to understand this shift in under to fully understand the nature of the generational break within these systems.

The shift from the E to the K is not simply a shift in the last letter. It is a shift in generations for the production process as well.

Development is not about shaping a prototype; testing the prototype and then building the next prototype and so on until initial operating capability and then off you go with the first production aircraft.

Development is a cycle in which build aircraft are tested, software modified and the digital process and learning process flowing directly into the build process.

With an IOC declaration, the service has an operational aircraft, which the manufacturer knows how to build and replicate, but also to be able to fold into the digital learning process lessons learned from the filed operations and maintenance of the aircraft.

There is a lot of modernization already built into the aircraft as it first deploys, rather than being a costly add in requiring significant hardware and software surgey at a later date.

In short, the shift from the CH-53E to the CH-53K it is a shift in generations in how the aircraft is produced, maintained, operated and sustained.

Editor’s Note: The photos in the slideshow above were provided by Sikorsky and show the aircraft during test flights last year. 

France Acquires C-130Js as Part of a New Franco-German Squadron

1/31/18: In a deal made prior to President Maron becoming President, France and Germany agreed to join forces and share costs of the new squadron.

There will be 4 C130Js on the French side to be acquired by 2019 and 6 on the German side after the Bundestag’s expected green light in 2019.

The IOC (Initial operational Capability) is planned for 2021 and the FOC (Full Operational Capability) by 2024.

France Acquires C-130Js as Part of a New Franco-German Squadron from SldInfo.com on Vimeo.

In a recent piece by Murielle Delaporte published on Breaking Defense, the acquisition of the aircraft and its importance is highlighted.

To some French observers, purchasing American military transport aircrafts seems like heresy.

It’s an admission of failure of the A400M European adventure, many argue.

But this nascent fleet of C130Js is really the stepping stone towards a new Franco-German bilateral unit (some refers to it as a squadron) to be based in 2021 at FAB Evreux and symbolizes the drive towards the dream of a true European defense both French President Macron and German Chancellor Merkel aspire to.

It also marks one of the fastest major military acquisition in French history. 

Barely two years passed between approval of the actual FMS contract in January 2016 and the delivery of the first C-130J-30 to France last December at the Lockheed Martin facility in Marietta, Ga.

The contract includes support, spares and a two-year maintenance program, as well as training in the US centers consisting in 10-month periods for pilots ad loadmasters, and two to three month periods for non-flying staff.

The training for loadmasters is especially important, as, the same way than on A400M,  that profession is changing while taking over more responsibilities in flight.

This move was decided with the signing of a pooling and sharing agreement by former French minister of defense Jean-Yves Le Drian and his German counterpart Ursula von der Leyen in April 2016 (hence before Emmanuel Macron became president last June); it was then reinforced with a bilateral cooperation agreement signed between Maj. Gen. Philippe Coindreau and Vice Chief of Defence Vice Adm. Joachim Ruhle in October 2017.

Concretely, the deal is for both nations to join forces and share costs, i.e. respectively 4 C130Js on the French side to be acquired by 2019 and 6 on the German side consequently to the Bundestag’s expected green light in 2019.

First C-130J for the French Air Force, October 2017. Credit Lockheed Martin.

The IOC (Initial Operational Capability) is planned for 2021 and the FOC (Full Operational Capability) for 2024….

Having several assets with different strong points is actually a bonus in military planning as it offers more options at a time when allied armed forces are especially in demand on very harsh territories.

For the French Air Force, which has been operating for several years in the Sahara-Sahelien region (with the Barkhane Operation) and over Syria and Irak against terrorist groups (with the Chammal Operation), the A400M, which can carry 30 tons in 6 hours on a flight between Orléans and N’Djamena in Chad, the C-130H-30, which can carry 7 tons in 8 hours, and the C-130J-30, which can carry 10.5 tons in 7 hours, are all complementary.

They offer self-deployable and self-sustainable assets which France can use on its own or within a coalition of allies, such as Germany and the United States.

This piece is the initial launch of a new focus of Breaking Defense as well

With this article we begin regular coverage of the French military, NATO and a wide variety of European defense issues by Murielle Delaporte, a deeply experienced and knowledgeable expert on French strategy and acquisition.

Murielle, who travels regularly between Washington and Paris and to the traditional haunts of the French military, is editor of Opérationnels, a French-language defense magazine.

This marks the beginning of a measured but marked expansion of Breaking Defense’s coverage of the US and foreign militaries. Read on! The Editor.

New French C-130J Not A Blow To Europe’s A400M

The CH-53K Preparing to Enter the Force: The Perspective the Chief Government Test Pilot

2018-01-31 By Robbin Laird

The CH-53K is in the final phase of getting ready to enter into service.

The final phase of preparation includes the wrap up of testing at West Palm Beach, the conclusion of testing at Pax River, and the validation of maintenance procedures at the base, which will first receive the new aircraft, New River.

In September 2017, NAVAIR and Sikorsky signed their first production contract.

According to a PMA-261 story:

During a ceremonial signing at NAS Patuxent River Sept. 7, contract officers from NAVAIR and Sikorsky Aircraft Corporation, a Lockheed Martin Company, signed the Lot 1 Low-Rate Initial Production (LRIP) contract for the CH-53K King Stallion.

The contract action, valued at nearly $304 million, provides the funds for two CH-53K helicopters along with engineering and integrated logistics support, spares and peculiar support equipment (i.e., unique tools and support equipment specific to the aircraft).

“This is a pivotal moment in launching the next generation of heavy lift helicopters,” said Col. Hank Vanderborght, PMA-261 program manager. “The significance of this milestone has not gone unnoticed and I am certainly proud of what this team has accomplished.”

The contract signing follows the Milestone C decision this past spring, approving the Navy’s request for the CH-53K King Stallion program to enter the production and deployment phase. Initial deliveries from Lot 1 are expected to begin in 2020, with the logistics support activities ending in 2021.

Earlier this month, the program hosted a family flight line event for the local team responsible for the development and test of the CH-53K. On Sept. 1, team members had the opportunity to see the new aircraft up close and meet with test pilots who have flown the aircraft.

During the event, Rear Adm. G. Dean Peters, program executive officer for Air Anti-Submarine Warfare, Assault and Special Mission Programs (PEO(A)), and Col. Vanderborght thanked the government-industry team for their work.

Earlier this summer, the aircraft arrived at Naval Air Station Patuxent River, Maryland; the first of seven assets scheduled for relocation from Sikorsky’s Development Flight Center in West Palm Beach, Florida.

The transition supports further testing required for upcoming acquisition milestones, specifically Initial Operational Test and Evaluation (IOT&E) and Initial Operational Capability (IOC).

http://www.dcmilitary.com/tester/tenant_profile/navair-sikorsky-sign-ch–k-production-contract/article_eeef9e0d-f366-536d-b282-658262eee1a2.html

In my discussion with LtCol Jonathan Morel, USMC, the CH-53K Government Chief Test Pilot and the first Marine to fly the CH-53K, during my visit to West Palm Beach on October 26, 2017, we discussed how the test process was readying the aircraft for its operational role.

In particular, we discussed the involvement of VMX-1, formerly VMX-22, in the process.

VMX-22 was set up to prepare the Osprey for its first combat engagements and has been a key player in the evolution of that aircraft. VMX-22 was based at New River, where I visited it several times, including flying on the Osprey with them as well.

The unit has been relocated to Yuma Marine Corps Air Station where they work closely with other key elements, such as MAWTS (Marine Aviation Weapons and Tactics Squadron One) to work not only the evolution of the new air assets but their integration into the evolution of the MAGTF.

LtCol Morel highlighted that the Integrated Test Team has included Sikorsky, the US Government, notably NAVAIR, and VMX-22 and then VMX-1.

This meant that the approach to preparation of the aircraft for service has built into it greater confidence in the aircraft not just meeting the test requirements set by the buyer, but the operational requirements of the user.

This means as well that the aircraft getting ready to join the operational force is not a prototype but a combat ready asset.

“We have already done the first operational assessment last year and this assessment fed into the milestone C decision. This operational assessment was done by VMX-1.

“We have been focused not simply on meeting the government set requirements but assessing whether we are on track to meet all our Key Performance Parameters (KPPs) as well.

“We flew the aircraft with an all government crew which included an operational test pilot from VMX-1 and myself to treat it more or less like an operational aircraft within any known constraints as part of the input to the Milestone C decision.

“We’re already doing the operational testers job to a large degree. And so, we actually end up with a lot of overlap on that regard with the operational testers and delivering a more combat ready aircraft.”

Milestone A is the process of initiating technology maturation and risk reduction.

Milestone B initiates engineering and manufacturing development.

Milestone C initiates production and deployment of a program.

https://fas.org/sgp/crs/natsec/RL34026.pdf

http://news.lockheedmartin.com/2017-04-04-CH-53K-King-Stallion-Program-Achieves-Milestone-C#assets_117:19309

LtCol Morel added that “everything that we’ve done for years, everything that we evaluate on the aircraft and looked at the aircraft, has been through the lens of, how is the aircraft going to work for us?

“If I were to leave this job and go back to the operational squadron with this aircraft, how is it going to help do the things that we need to do and how is it going to help us do them better?”

I then asked him to answer his own question.

And his answer underscored how the core function of heavy lift, which is to deliver Marines to the fight and to sustain them in the fight and to move them out of the fight, was going to improve with this aircraft.

The mission of a heavy lift helicopter for a ground force is pretty straightforward – it is to move people, equipment and supplies to where they need to be.

“I have to be able to get people and materiel to the area of interest in a timely manner and then I have to get them in safely and extract them when the time comes safely and securely as well.”

Reliability and availability of aircraft is a key consideration, and one which is a serious problem for the legacy fleet.

The K will be a much more reliable aircraft with the new maintainability built in as well as being built with modern systems and materials.

The engines and digital management systems onboard the aircraft will allow the Marines to operate the aircraft in extreme heat and altitude environments and carry up to three times as much usable payload with the aircraft.

“We’ll be able to go faster, we’ll be able to get there more reliably because of the avionic systems that are helping us get from point A to point B.

“But at the end of the day, we’re carrying more stuff.

“That means we’re using fewer aircraft to get there, I have a smaller footprint, I can act more distributed, I don’t need six aircraft in order to move this amount of stuff. I can do it with a section of two aircraft.

“Or I have to make fewer round trips back to the ship. I can minimize exposure, and build up combat power faster. To me, that’s what payload and speed give us.”

The safety aspect was underscored throughout the discussion.

LtCol Morel emphasized that with the E to perform safely required hundreds of hours of training and deploying the right people to get the job done.

“But that is not a recipe for predictable success.

“The fly by wire system delivers levels of automation and control, which provide for much great built in safety performance capabilities.

“The aircraft enables us to do the mission properly as opposed to waving off, taking several chances to get in, not being able to land where I wanted to because there is too much of a dust cloud and I have to land over there and the troops are scattered throughout the area of interest.

“With this aircraft, I can deliver the load the exact spot required, safely, and every single time.

“And that’s because of the fly by wire system of the aircraft.

“We can be in quickly and out.

“Quite honestly, other than getting aircraft out of the hanger and onto the flight line ready to launch, the hardest thing we do is land our cargo and troops in the desired location under any conditions.”

I asked him what was his single most pleasant surprise operating the aircraft?

“How well the aircraft flies itself.

“We say that in the simulator, but what you get in the sim is what we are seeing as we test and operate the aircraft.

“The position-hold capability of the aircraft is amazing.

“It’s unbelievable to me how perfectly still the aircraft sits on a normal ambient, normal weather day outside in the hover mode.

“There’s not a pilot out there who can actually hover better than what the aircraft’s doing by itself right now.

“The aircraft can hover over a spot, just perfectly still.

“The guys are hooking up the load, giving you the thumbs up. It’s really unbelievable.

“This means that the tasks which we need to do that requires a steady platform, whether it’s taking off or landing on the ship, coming in to pick up external cargo and dropping off cargo in tight spaces or simply stabilizing the aircraft and getting on the ground quickly to drop the ramp instead of wasting time trying to stabilize, all of these tasks will be enhanced by the capabilities of the K.”

In a March 24, 2016 NAVAIR press release, the comments of the VMX-22 now VMX-1 pilot were highlighted:

LtCol Foster Carlile took his place in Marine Corps aviation history as the first operational tester to fly the CH-53K helicopter Mar. 23 at Sikorsky Aircraft Corporation’s Development Flight Center in West Palm Beach.

Carlile, a Naval Test Pilot School graduate, is currently with Marine Operational Test and Evaluation Squadron (VMX) Twenty-Two in New River, N.C. and has been a CH-53E pilot for 16 years, primarily with Marine Heavy Helicopter Squadron (HMH) 464.

He took off at 12:15 p.m. in Engineering Development Model (EDM) 1 to experience the direct mode flight control system, as well as the primary flight control system (PFCS) maneuvers. This marked the last test flight in direct mode, which included hover points and out to 140 knots with 15 degree angle-of-bank turns.

The PFCS work up included 120 knots, climbs and descents, and hovering pedal turns.

“What an experience; I’ve been looking forward to this day for a long time,” said Carlile. “I’m honored to have been able to fly the aircraft at such an early stage of the test program.

“All in all, the aircraft flew very well. I have no doubt the CH-53K will carry on as the work-horse of the fleet Marine force. I was very impressed with the direct mode system. It was much easier to fly than the comparable mode in the CH-53E. The aircraft vibration levels and the feel of the aircraft seemed very similar to the CH-53E.”

 The flight test ran for one hour, taking EDM1 over the 30-flight hour mark since it first took to the skies on Oct. 27, 2015.

 http://www.navair.navy.mil/index.cfm?fuseaction=home.NAVAIRNewsStory&id=6209

Editor’s Note: The CH-53K images were provided by Sikorsky.

 

 

 

“Trumpism” and the Retooling of American Politics

02/07/2018

2018-01-30 By Danny Lam

Donald J. Trump was the first candidate to become president of the United States without prior experience as a military leader, a politician or ever having held a senior government post.

As he delivers his State of the Union address this week, the president has the lowest approval rating of any modern-day commander-in-chief.

Yet he carries enough appeal to illustrate that what people say to pollsters isn’t always how they cast their ballots. After all, polls overwhelmingly predicted Trump’s electoral defeat in 2016, yet he won handily.

Polls are now indicating a failed presidency.

Is it?

U.S. President Donald Trump speaks to reporters upon arrival at the White House from the World Economic Forum in Davos, Switzerland. (AP Photo/Manuel Balce Ceneta)

Election rhetoric, more often than not, withers in the face of reality once a candidate becomes the sitting president. Not the case with Trump.

Henry Kissinger noted that Trump is different from most because he owes very few favors and debts to others. In that regard, Trump has had a freer hand than most politicians.

The Trump administration has seen more than its share of problems, not surprising given that an outsider group — separate and distinct from the political class of both dominant parties — has taken power.

Candidate Trump went through three sets of top campaign officials, and two top transitional team leaders, before he assumed office. He’s now on his second set of White House staff and cabinet members. And today’s Team Trump is beginning to deliver eyebrow-raising change in many areas, from defense to the economy.

Trump’s message unfiltered

What has stayed constant, however, is Trump’s approach to governing by bringing his message directly to his constituents by means that include Twitter and political rallies.

His speech and mannerisms not only reflect the aforementioned free hand, but also a fundamental break from the carefully crafted, controlled politician-speak that became dominant in the late 20th century in most industrialized democracies.

Trump-speak has barely changed since his campaign began. It’s not classical politician-speak, which prioritizes an avoidance of publicly offending anyone. Making offensive comments, after all, can cost votes that could tip an election or derail a legislative agenda. Internationally, if a president routinely offends the country’s foes and allies alike, delicate relationships are put at risk.

Measured and controlled speech that carefully avoids upsetting anyone and not playing fast and loose with readily disproved facts is what politician-speak is all about.

Politicians usually deal with any significant, legitimate domestic concerns by appeasement: Using “motherhood and apple pie” references in public statements, and delivering speeches that more often than not don’t result in any substantive action unless it’s a bona fide priority of their administration.

As long as not openly spoken of approvingly by those in authority, many alleged universal evils, like systemic racial discrimination, can quietly continue.

No spit-and-polish

Other ongoing concerns, like the investigation into Trump’s alleged ties to Russia, allow opposing politicians to appear righteous and therefore exempt from the civility of politician-speak. Their targets can be openly denigrated, insulted and vilified.

Candidate Trump, and now President Trump, made a clean break from this 20th-century tradition by speaking to Americans and the world in a plain-spoken, homey and at times explicit manner free of the spit-and-polish that all democracies have come to expect of their politicians.

Frank Bruni, the New York Times columnist and no friend of the president, termed him a radically honest politician in some ways. Bruni observes there is more transparency into the president’s beliefs and ideas, and his thought processes —however wrong or misled he might be — than there has been for any previous president in recent memory.

We know that some politicians aren’t much different from Trump privately because there is a long trail of what they really thought and said during unguarded moments.

On tape, Richard Nixon was profane and angry about his perceived enemies, including Canada’s Pierre Trudeau. Lyndon Johnson was much warier in private comments about the Vietnam war than he was in public.

The difference is that past presidents and establishment politicians hid their true beliefs better, and a less critical media helped.

Trump, on the other hand, has faced hostile media worldwide that amplify every “misstep.”

Trump’s “open source” thoughts are unprecedented in any modern politician. This radical transparency allows us to understand the president in a way that no other modern politician can be understood.

Trump supporters hear and see a man whose thoughts and beliefs are similar to theirs, whom they know expresses ideas that they cannot speak out loud unless in safe, like-minded and trusted company — or they risk being branded racist, sexist, homophobic and xenophobic, or, as Hillary Clinton termed them, “deplorables.”

Such accusations are not just rhetorical. In the #MeToo era, they’re now more than sufficient grounds to cause careers and lives to go up in smoke, to cause politicians to be forced from their posts, to be denied equal protection under the law and to be vilified in public in a way that can never be erased in the age of the internet.

The internet-amplified accusations, often dating back decades, are enough to derail many prominent people’s careers, whether they’re guilty or not.

Trump’s tweets, comments are a goldmine

Trump-speak, therefore, is a goldmine for those making accusations. The president’s unfiltered, often anger-fueled tweets and public remarks have lead to charges that, to name just a few examples, he’s an enemy of prosperity due to his protectionism, that he’s racist, sexist, Islamaphobic or just plain boorish.

But to date, none of these accusations have bothered his base — or the American economy. Business confidence in America is at an all-time high since 2008, while unemployment is down.

Trump, by breaking from the “offend no one” style of political discourse, still appeals to those Americans who share beliefs with him that are largely overlooked by the incumbent political class that the president is dismantling.

But it is not “populism,” per se. Most populists, like the Nicolás Maduro regime of Venezuela, do not have an agenda for radical change. Trump, on the other hand, insists he’s all about remaking America.

The question is, remake America in what way?

Trump’s beliefs do not fit neatly into existing and established factions of the Republican or Democratic party. His ideas are a mix from both parties that is more than pragmatism — defined as expedient ad hoc solutions that most politicians end up practicing with a slight tilt to the traditional “left” or “right.”

Trump is about more than muddling through, or incremental change. He is a president of radical change.

His takeover of the Republican Party was a hostile one that paid lip service to most of the party’s ideological dogma.

That’s why it’s been so difficult for any political class to coalesce around Trump. He is not really a Republican or a Democrat, but a cross-dresser with new, radical ideas.

Remaking politics

As we may see once again when the president delivers his State of the Union address, what Trump is about is remaking the American body politic. And it is happening, subtly, behind the scenes; it’s beginning to emerge how radical the changes are that he’s bringing about in defense, taxation and regulation, to name a few. No wonder the political class, tied to the perquisites from the established order, is revolting.

Trump is attempting to remake government in a manner that has not been done since President Franklin D. Roosevelt. And Trump-speak is a key component of that overhaul, because it allows for the open discussion of the many problems America and the world is facing but are usually only spoken about in whispers behind closed doors.

Trump’s greatest achievement is breaking the old political order — its stranglehold on power and its control of political discourse.

This will be the legacy of Trumpism as it reinvents how politics is conducted in the 21st century.

This article has been republished with the author’s permission and first appeared in the following:

https://theconversation.com/how-donald-trump-is-retooling-politics-for-the-21st-century-90836

Please also, see Harald Malmgren’s recent piece as well on the Trump effect:

Changing Political Dynamics in the United States: Trump as a Political Icebreaker

 

 

 

 

 

Super Stallions Supporting 31st MEU

02/05/2018

02/05/2018: The “Dragons” of Marine Medium Tiltrotor Squadron (VMM) 265 load up Marines of the 31st Marine Expeditionary Unit (MEU) onto CH-53E

Super Stallions in support of exercise Talisman Saber 17 during a routine deployment with the amphibious assault ship USS Bonhomme Richard (LHD 6).

SASEBO, NAGASAKI, JAPAN

08.16.2017

Video by Petty Officer 2nd Class Diana Quinlan 

USS Bonhomme Richard (LHD 6

Washington Should Welcome Tashkent’s New Course

02/03/2018

2018-01-26 By Richard Weitz

Remarkable changes are occurring in the heart of Eurasia—specifically in Uzbekistan.

Shavkat Mirziyoyev, who became president a year ago, after serving as prime minister with previous President Islam Karimov for more than a dozen years, has launched a new foreign policy course.

While still prioritizing the pursuit of national autonomy, the Mirziyoyev administration has launched novel initiatives to secure business deals, raise the country’s diplomatic stature, and bolster Uzbekistan’s national security in cooperation with other countries and international organizations,

One driver of this new course is that Uzbekistan pursues greater integration with neighboring states to leverage its natural assets as the region’s most populous and centrally located country.

Uzbekistan uniquely borders all other Central Asian states as well as Afghanistan—but does not have frontiers with Russia or China due to intermediary buffer states.

In the last year, the new government has taken a comprehensive approach toward improving political, security, economic and cultural ties with bordering states.

Besides prominent reciprocal presidential visits and summits, broadened neighborly ties have extended to encompass regional authorities and nongovernmental actors.

Uzbekistani officials have assumed a more conciliatory approach to many regional issues like water management, energy sharing, cross-border travel, and border demarcation. They have stressed the need for greater multinational cooperation to address these common transnational issues.

Moreover, the authorities now supplement their traditionally strict internal controls against extremism with novel reform measures. These measures include promoting enlightened Islam, removing the number of blacklisted terrorist suspects, and limiting the security agencies.

The government also pursues deeper international anti-terrorism partnerships, both bilaterally and within the scope of the Shanghai Cooperation Organization (SCO).

The ethnic Uzbeks involved in the recent terrorist incidents in Russia, Europe, and the United States left Uzbekistan many years ago. Meanwhile, few major terrorist incidents have occurred within the country in recent years.

While the prior administration closed and fortified (including using landmines) the country’s frontiers to prevent terrorist infiltration, Uzbekistan is now easing entry restrictions to achieve economic and political gains. The new government has also signed defense cooperation agreements with Turkey, Russia, and several other countries.

In terms of specific bilateral partnerships, economic, diplomatic, and security exchanges with each Central Asian neighbor have grown.

In the case of Kyrgyzstan, the two states have delineated most of their previously disputed 1300-km border, expanded cross-border trade and tourism, and mitigated their conflict over shared water bodies.

Uzbekistan, which uses regional water supplies mainly for irrigation, has also downplayed its opposition to Tajikistan’s hydropower projects and ended punitive restrictions on Tajikistan’s foreign economic ties. The two governments have announced they will reduce mutual visa requirements and expand bilateral trade and travel.

Uzbek President Shavkat Mirziyoev (left) and his U.S. counterpart Donald Trump. (composite file photo) In a December 19, 2017 call, the two presidents discussed “Uzbekistan’s role in Central Asia, including its support for President Trump’s South Asia strategy and United States efforts in Afghanistan.” Credit: Radio Free Europe

Mirziyoyev chose Turkmenistan for his first official foreign visit as president. Uzbekistan and Turkmenistan representatives have discussed new energy projects such as the proposed Turkmenistan-Uzbekistan-Tajikistan-Afghanistan-Pakistan project and the Turkmenistan-Afghanistan-Pakistan-India natural gas pipeline.

Although relations with Kazakhstan have changed less than with other partners, this stability has been an achievement since the two countries have at times competed for regional primacy. Though Uzbekistan has a bigger population, Kazakhstan has a larger economy and, until recently, a more prominent diplomatic profile.

Uzbekistan has launched a new approach to Afghanistan.

Uzbekistani officials now describe the country as a regional partner rather than threat. The Mirziyoyev administration has appointed a special envoy to the country, is building new bilateral and regional transportation links encompassing Afghanistan, and has established a bilateral security commission to supplement regional security initiatives.

Even beyond Central Asia, Uzbekistan has taken steps to improve its foreign economic relations.

The national development strategy for 2017-2021 sets the goals of enhancing Uzbekistan’s macroeconomic stability, economic competitiveness, business investment environment, and international cooperation.

Recent initiatives toward these ends include:

  • Diversifying exports beyond raw materials to include industrial and high-technology goods
  • Using energy and water more efficiently
  • Modernizing the national energy grid through greater use of renewable sources
  • Relaxing restrictions on foreign currency transactions
  • Encouraging inward foreign investment and tourism, and
  • Striving to transform Uzbekistan from a land-locked country to a Eurasian transit hub.

Despite many departures from the former administration’s policies, Uzbekistan continues to pursue balanced ties with the great powers.

Uzbekistan still rejects military alliances, foreign bases, or extraterritorial deployment of Uzbek soldiers.

Relations with NATO remain limited, while the government insists it will not join Moscow-dominated regional institutions, such as the Collective Security Treaty Organization or the Eurasian Economic Union.

Russia and China remain Uzbekistan’s largest trading partners. Though trade with Russia is greater, Uzbekistan sees Beijing’s Belt and Road Initiative as a rare opportunity to secure massive foreign loans and infrastructure investment.

Tashkent’s new foreign-policy course offers Washington opportunities.

Policy makers in Tashkent seek continued U.S. support and partnership to help balance Russian military power, China’s rising economic presence, and uncertainties regarding Iran and Afghanistan.

Uzbekistani and U.S. officials, including Presidents Mirziyoyev and Trump, have pursued commercial deals and cooperation regarding Afghanistan and regional terrorism.

U.S. Special Forces have been training hundreds of Uzbekistani Special Forces, while U.S. Central Command has applauded Uzbekistan’s new course as “a promising development given Uzbekistan’s central and strategic geographic location, in the heart of Central Asia and bordering Afghanistan.”

According to CENTCOM, “bilateral mil-to-mil efforts are focused on helping the Uzbeks improve border security, enhance their counter-narcotic and counter-terrorism capabilities, and prevent the return of foreign fighters into the country…We also are helping the Uzbek military, which is the largest military in Central Asia, to professionalize its forces through advisory support and assistance to its professional military institutions.”

The United States can also help Uzbekistan deal with such major challenges as international terrorism emanating primarily from Afghanistan, unresolved border and water access disputes, and underdeveloped regional transport and logistic networks.

Still, Washington needs a steady but determined hand to sustain a positive and prominent regional role in coming years.

Baltic Air Policing Mission

02/01/2018

2/01/2018: Interviews with Lt. Col Cody Blake and Lt. Col Clint Guenther regarding the Baltic Air Policing Mission and the Intercept procedures that happen during these events.

Baltic Air Policing Mission from SldInfo.com on Vimeo.

RAF LAKENHEATH, UNITED KINGDOM

01.04.2018

Video by Senior Airman Elizabeth Taranto and Staff Sgt. Taylor West

48th Fighter Wing Public Affairs

The Israeli Air Force Declares IOC for Its First F-35 Squadron: Writing the Next Chapter in Airpower History

01/31/2018

2018-01-23 by Edward Timperlake

A recent piece by Yissachar Ruas published in Aviation Photography Digest on January 16, 2018 highlighted the coming of the F-35 to the Israeli Air Force.

Following a series of rigorous inspections, the Israeli Air Force’s “Golden Eagle” Squadron which flies the F-35A “Adir” Lightning 2 was declared IOC during the first week of December ‘17.

If there was any question regarding which country took delivery of the F-35 outside of the US first, following the Italians pulling a fast one on the Israeli Air Force F-35 ferry flight through Italy last year, its pretty clear which Air Force has been ramping up its F-35 activity and pressing the aircraft’s capabilities to the max.

Incoming Israeli Air Force chief Maj. Gen. Amikam Norkin, right, shakes hands with outgoing IAF chief Maj. Gen. Amir Eshel salutes during a ceremony at the Tel Nof Air Base on August 14, 2017. (Israel Defense Forces)

The declaration of IOC for the IAF F-35 Squadron was made by Israel’s Air Force Commander General Amikam Norkin in a letter circulated to all IAF units, this is the first step towards its growing operational use.

Having received the first 2 aircraft on December 12 2016 (SN 901 + 902), the race was on to implement and integrate as much of the F-35’s capabilities as possible.

The sense of urgency may be related to foreign reports that the Israeli Air Force is currently engaged in an ongoing aerial campaign against Iranian Revolutionary Guard forces attempting to enlarge their footprint in Syria and Lebanon….

Norkin’s predecessor Gen (ret) Amir Eshel planted the directive that the IAF is to match itself to the “Adir” not the other way around.

What exactly this entails is still highly classified. Russia’s presence in Syria may well affect how the F-35 is employed. Russian SAM radars are capable of covering most of Israeli Air Force bases and this means that Israeli non stealth platforms are probably exposed from the second they take off.

With the Russian Air Force seeking a long term presence in Syria, this could be a driving force behind acquiring additional stealth or low visibility platforms over the next decade.

The skillfulness and success of fighter pilots in aerial combat is an extensively researched yet modestly understood and fundamentally complex concept.

Innumerable physical and psychological factors along with chance opportunities affect a pilot’s facility for success in air combat.

Perhaps the best narrative of the intangibles of the skill and courage of a fighter pilot was captured by the author Tom Wolfe in his seminal work The Right Stuff.

From the first day a perspective fighter pilot begins their personal journey to become a valuated and respected member of an elite community, serving as an operational squadron pilot, the physical danger is real.

But so is the most significant force for being the absolute best that a fighter pilot can feel which is day in and day out peer pressure by those they really and truly respect, their squadron mates.

“In 1948, a group of World War II pilots volunteered to fight for Israel in the War of Independence.

“As members of ‘Machal’ — volunteers from abroad — this ragtag band of brothers not only turned the tide of the war, preventing the possible annihilation of Israel at the very moment of its birth; they also laid the groundwork for the Israeli Air Force. ABOVE AND BEYOND is their story.

“The first major feature-length documentary about the foreign airmen in the War of Independence, ABOVE AND BEYOND brings together new interviews with pilots from the ’48 War, as well as leading scholars and statesmen, including Shimon Peres, to present an extraordinary, little-known tale with reverberations up to the present day.”

http://www.imdb.com/title/tt2704752/

https://www.sldinfo.com/above-and-beyond-the-birth-of-the-israeli-air-force/

The partnership between the IAF and US combat fighter pilots is a bond that stretches from generation to generation.

A pilot featured prominently in the founding of IAF was Leon Frankel, a US Navy WWII Carrier Pilot who was awarded a Navy Cross:

His heroic efforts during World War II culminated in the sinking of the Japanese cruiser, the Yahagi.

http://militarytimes.com/citations-medals-awards/recipient.php?recipientid=19150

Another pilot discussed is Lou Lenart who was a USMC WWII F-4U Pilot.

“The Man Who Saved Tel Aviv” for his exploits fighting against a superior Egyptian force in May 1948:

“I owe so much to the United States and the Marine Corps, which gave a young Jewish immigrant sanctuary and an opportunity to excel,” he said. “This climax is beyond my wildest fantasies.”

Lenart flew an F4U Corsair in the battle of Okinawa and took part in numerous attacks on the Japanese mainland.

http://www.jta.org/news/article/2010/06/27/2739772/ex-marine-israeli-air-force-pioneer-to-get-his-due-in-dc

American and Israeli fighter pilots became very close, especially in the formative years of Top Gun.

The IAF was very generous in sharing their proven aerial battle tactics paid for in their blood, to help the US training syllabus. Top Gun, the Navy Fighter Weapons School, trained students on unique and successful tactics pioneered by the IAF — especially during the F-4 period.

Top Gun grads would then carry that knowledge out to the fleet.

The Marine counterpart to “Top Gun,” Marine Air Weapon Training Squadron or MAWTS, went as far as to purchase the Israeli Kfir fighter to use as a realistic adversary.

http://www.americanthinker.com/2009/07/f22_to_japan_and_israel_a_debt.html#ixzz551idssS8

Now two generations removed from the founders of the state of Israel, the next chapter is being written by the Squadron Pilots of the Israeli Air Force, lead in the air by their IAF Commander, and his full embrace of the F-35.

On Aug. 14, Maj. Gen. Amir Eshel resigned as IAF commander, after five years in that position.

Eshel was one of the most esteemed IAF commanders in recent decades.

He also led the process for acquiring the F-35s.

Eshel flew the jet many times and fell in love with it.

The IAF is the first force outside the United States to put F-35 jets into service.

Everyone is keeping an eye on the operational experience that the stealth jets are starting to accumulate in the Middle East.

According to a senior Israeli Air Force source, speaking on the condition of anonymity:

“It’s all concentrated on one table for us.

“As we all know, the F-35 can reach places in a way that others can’t.

“But in addition, it integrates high-level operational capabilities as well as the ability to read and analyze a battle map.

“The earlier, fourth-generation jets are excellent at maneuvering and activating sophisticated weapons systems, but they are not able to collect intelligence and independently analyze battle movement.

“The F-35 can do all this by itself in real time, with only one pilot sitting in the cockpit.

“We have never had such an operational capability until today.

“Until now, attack aircraft were operated independently of air support aircraft.

Photography: Celia Garion

“The former waited to receive analysis of the battle picture that came from the latter.

“But in the F-35, everything is on the same platform, and this is no less than amazing.

“When you connect that to several aircraft, you receive strategic capability for the State of Israel.”

The Israeli Air Force is an elite body with first call privilege for selecting from a highly-motivated population where military service is mandatory.

A nation serious about their true life and death constant struggle for survival are very serious warriors and especially world leaders in thinking about fighting and winning in the air –always.

There is no margin for error and their technology choices for fighting can never be second class.

The take away from the article about the IAF is that the combat insight by their most experienced pilot is the total theater threat cockpit situational awareness right after takeoff.

The important point is that with the F-35, even the least experienced Squadron Pilot will also have the same intelligence in that cockpit.

An enemy cannot kill the necessary information so essential to setting up 5th gen aircraft enabled kill webs.

A stealth enabled F/A/E-35 let lose in combat by the best plots will be a huge war tipping advantage for the entire Israeli Defense Forces (IDF).

Other countries, the US included will learn a lot because of the F-35 Global Enterprise of 16 additional nations in the consortium.

Editor’s Note: In this Israeli Air Force article published on December 19, 2017, Carmel Stern and Nadav Shaham wrote about F-35 training:

In the past few months, “Adir” (F-35I) pilots have begun performing sorties in the advanced simulator established in Nevatim AFB. An instruction center for the technicians responsible for maintaining the aircraft now operates under the same roof as well.

“This instruction center is the first of its kind in the technical division. It allows us to do things we haven’t done before in training. We teach 25 different professions that have to do with the ‘Adir’ aircraft division here”, shared Maj. Tsahi Gino, Commander of the “Adir” Technician Instruction Center.

Every “Adir” (F-35I) technician is chosen for the role ahead of time, for prior knowledge of the English language, among other things. The qualification process includes a ten week-long course in the instruction center.

“The fact that we operate from an operational base contributes to the quality of our instruction. We visit the squadron every day; feel the aircraft and the connection with the squadron”, added Maj. Gino.

Paper-Free Instruction

The simulator was integrated by the IAF as part of the aircraft acquisition deal with the “Lockheed-Martin” company, which is also responsible for its maintenance.

The simulator is comprised of personal computer stations in which the aircraft’s routine maintenance work is demonstrated and explained to the technicians via various technological means. The center is also equipped with classrooms, and its personnel are currently working on establishing a unique lab to train technicians responsible for the aircraft’s ALIS (Autonomous Logistics Information System).

Photography: Mor Tzidon

From their classrooms the technicians-in-training can hear the sounds of the HAS (Hardened Aircraft Shelter), look into the cockpit, check the fuel flow or oil in the systems, disassemble a panel or wheel and put it back.

They study technical literature with the help of advanced educational software and their instructors can see the trainees’ work from their own computers and examine their mistakes.

“Training in the simulator is completely computerized and paper-free. We are currently integrating new capabilities into the instruction center that will allow the technicians to train for additional tasks such as mounting armament.

In addition, we have already performed a pilot of a basic training program for officers from HQ, with the goal of exposing them to the ‘Adir’”, explained Master Sergeant Haim Sabah from the Material Directorate.

End-to-End Training

The center holds a number of courses simultaneously.

“The center provides end-to-end instruction. The technicians arrive when they draft and we escort them throughout their service. After completing a basic training period, they can sign off on an aircraft in their first week in the squadron”, emphasized Maj. Gino. “

Thanks to advanced simulation technology we can train the technicians with minimum interaction with the aircraft”.

Editor’s Note: An interview with the retiring COS of the IDF with Amos Harel highlighted a number of key takeaways on how the IDF was looking at the challenges and shaping a way ahead.

Major General Eshel commented:

“I don’t look at it just as a plane and capability, he explains.

Maj. Gen. Amir Eshel in 2015. IDF Spokesperson’s Unit.

“Before the plane was received, we thought about how to change the air force and adapt it to a fifth-generation fighter, and not the opposite.

“If we had done the opposite, we would have only diminished the planes capabilities.

“You need to look at it at a system-wide level – not of the plane, of the whole air force.

“How the F-35 makes the other planes far more effective, the information it shares with them and with our information centers, how they can then do so much more thanks to that information.

“It goes far beyond the fact that it can operate in places that no other plane can”

Major General Eshel was then quoted as underscoring a unique quality of what the aircraft provides the IDF.

“When you take off in this plane from Nevatim [base], you can’t believe it.

“At 5,000 feet, the whole Middle East is there for you in the cockpit.

“You see things, its inconceivable.

“American pilots who visit us haven’t seen anything like it, because they fly over Arizona or Florida, and here they suddenly see the [entire] Middle East as a combat zone – the threats, the different players, at both close range and long range.

“Only then do you grasp the enormous potential of this machine.

“We’re already seeing it with our eyes”

Squadron Fighter Pilots: The Unstoppable Force of Innovation for 5th Generation Enabled Concepts of Operations