February/march 2020. Issue 01.
LAND AND AIRLAND DEFENCE AND SECURITY EXHIBITION
08-12 JUNE 2020 / PARIS THE UNMISSABLE
WORLDWIDE
EXHIBITION 1,802
exhibitors
+14,7%
from 63 countries 65,9% of international
65 startups at Eurosatory LAB
98,721
Total attendance (exhibitors, visitors, press, organisers)
227 Official delegations from 94 countries and 4 organisations (representing 760 delegates)
696
journalists
from 44 countries
75 Conferences 2,102 Business meetings made 2018 key figures
FEBRUARY/MARCH 2020 www.armadainternational.com
10 sea POWER
06 Commander's Intent
ARMY ROBOTICS WILL REINFORCE FUTURE RIFLEMEN CAPABILITIES Stephen W Miller talks to Donald Sando, director of Manoeuvre Capabilities Development and Integration, US Army.
SEARCHING FOR THE SILENT SERVICE Dr Lee Willett reviews the Royal Australian Navy's requirement for multinational anti-submarine warfare exercises.
12 air power
18 LAND WARFARE
22 TECHNOLOGY FOCUS
26 Defence Insight
30 Regional Analysis
34 armada commentary
VIBRANT TIME FOR ADVANCED JET TRAINERS Mark Ayton discusses the new and current options suitable for fifth generation pilot training.
HEARING AIDS Martin Streetly takes a look at UAVs being used by Asian military operators for SIGINT.
UBIQUITOUS MOBILE FIREPOWER Remote weapons stations and manned turrets are now supplied for a range of armoured and support vehicles. Insight by Christopher F Foss.
ICELANDIC GAP GUARDIANS David Oliver examines how NATO air forces are taking it in turns to patrol the air and sea off Iceland.
SPACE ON A BUDGET Entering the space domain is an expensive business, but Thomas Withington investigates how costs might be mitigated for smaller players.
AI MAY BE THE SOLUTION TO DEFENCE INDUSTRY CYBERSECURITY Andrew Hunter analyses the challenge ahead.
armadainternational.com - february/march 2020
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February/march 2020. Issue 01.
ARMADA 01 Cover Feb/Mar 20.indd 1
2/17/2563 BE 10:03 AM
ON THE COVER: SpaceX’ pioneering design to satellite launch, which helps to reduce launch costs though using a reusable spacecraft offers potential to military customers in alleviating the high launch costs for military satellites. (Photo: SpaceX)
INDEX TO ADVERTISERS
Volume 44, Issue No.1, FEBRUARY/MARCH 2020 Published bi-monthly by Media Transasia Ltd. Copyright 2012 by Media Transasia Ltd. Publishing Office: Media Transasia Ltd., 1603, 16/F, Island PL Tower, 510 Kings Road, Hong Kong Editor-in-Chief: Andrew Drwiega General Manager: Jakhongir Djalmetov International Marketing Manager: Roman Durksen Digital Manager: David Siriphonphutakun Sales & Marketing Coordinator: Wajiraprakan Punyajai Art Director: Hatsada Tirawutsakul Production Officer: Nuttha Thangpetch Circulation Officer: Yupadee Seabea Chairman: J.S. Uberoi President: Egasith Chotpakditrakul Chief Financial Officer: Gaurav Kumar Advertising Sales Offices France/Spain Stephane de Remusat, REM International Tel: (33) 5 3427 0130 E-Mail: sremusat@rem-intl.com
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LEONARDO
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ROTOCARFT / UNMANNED SYSTEMS ASIA
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THIS MONTH ON ARMADAINTERNATIONAL.COM
Germany Sam Baird, Whitehill Media Tel: (44-1883) 715 697 Mobile: (44-7770) 237 646 E-Mail: sam@whitehillmedia.com TURKEY/EASTERN EUROPE/UK Zena Coupé Tel: +44 1923 852537, zena@expomedia.biz Nordic Countries/Italy/Switzerland Emanuela Castagnetti-Gillberg Tel: (46) 31 799 9028 E-Mail: emanuela.armada@gmail.com Russia Alla Butova, NOVO-Media Ltd, Tel/Fax: (7 3832) 180 885 Mobile : (7 960) 783 6653 Email :alla@mediatransasia.com USA (East/South East)/Canada (East) Margie Brown, Blessall Media, LLC. Tel : (+1 540) 341 7581 Email: margiespub@rcn.com USA (West/South West)/Brazil/Canada (West) Diane Obright, Blackrock Media Inc Tel : (+1 858) 759 3557 Email: blackrockmediainc@icloud.com
■ Stay Vigilant
■ Lorient Express
Already in service with the Royal Navy, new deliveries of Thales’ Vigile-D naval electronic support measure are on the horizon.
As the French Navy cuts the steel on its first ‘Admiral Ronarc’h’ class frigate, Armada Analysis examines the vessel’s radar, electronic warfare and communications equipment.
All Other Countries Jakhongir Djalmetov Media Transasia Limited Tel: +66 2204 2370, Mobile: +66 81 6455654 Email: joha@mediatransasia.com Roman Durksen Media Transasia Limited Tel: +66 2204 2370, Mobile +66 83 6037989 E-Mail: roman@mediatransasia.com
Controlled circulation: 26,050 (average per issue) certified by ABC Hong Kong, for the period 1st January 2018 to 31st December 2018. Printed by Media Transasia Ltd., 75/8, 14th Floor, Ocean Tower II, Soi Sukhumvit 19, Sukhumvit Road, Bangkok 10110, Thailand. Tel: 66 (0)-2204 2370, Fax: 66 (0)-2204 2390 -1 Annual subscription rates: Europe: CHF 222 (including postage) Rest of the World: USD 222 (including postage) Subscription Information: Readers should contact the following address: Subscription Department, Media Transasia Ltd., 75/8, 14th Floor, Ocean Tower II, Soi Sukhumvit 19, Sukhumvit Road, Bangkok 10110, Thailand. Tel +66 2204 2370 Fax: +66 2204 2387 Email: accounts@mediatransasia.com
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■ Protecting Finland’s Fighters
■ Winning Accolades
The Ilmavoimat (FAF/Finnish Air Force) is to acquire new combat aircraft via its HX fighter programme, creating opportunities with hundreds of millions of dollars for electronic warfare vendors.
The North Atlantic Treaty Organisation (NATO) is deepening its interest in off-board active RF (Radio Frequency) decoys to protect vessels against AntiShip Missiles (AShM).
armadainternational.com - february/march 2020
Editorial COVID-19 CAUSES CONCERN, BUT DARKER THREATS REMAIN
H
aving just returned from the Singapore Airshow (1116 February), it will be of no surprise to learn that trade visitor numbers were significantly down due to concerns over the spread of the coronavirus (COVID-19) from its starting point in Wuhan, capital of Hubei province in China. The organisers, following the general advice of the Singaporean Government, quickly banned 12 Chinese organisations from exhibiting, and this was further reinforced by the general ban on Chinese citizens from entering or transiting through Singapore. Some of the world’s leading American defence companies were next to withdraw from exhibiting, including Lockheed Martin, Raytheon, Northrop Grumman, Honeywell and CAE. Italy’s Leonardo halted its participation on the eve of the show. The organiser stated at the beginning of the event during its media briefing that around 70 companies had pulled out - around eight percent of the total. At time of writing (the week after the show), no confirmed cases of coronavirus have been reported that are linked to the airshow. With the method of communicating the virus from one person to another still to be determined, and with a vaccine unlikely to be available for large scale distribution for,
at best, over a year, there is a good chance that it will remain in international circulation for some time. Taking the example of the Diamond Princess cruise ship, docked and isolated in a Japanese harbour with the number of new cases of infection being reported almost daily despite the passengers ensuring enforced isolation; what if a case of coronavirus was detected on an aircraft carrier. Perhaps a crewman with relatives who had just visited from one of the countries with the infection - it need not be China as currently cases have been reported in around 28 countries - contracted the virus. But as the virus is currently believed to develop between two and 14 days, then his/her ship may have already sailed before symptoms occur. In such an enclosed space as an aircraft carrier (or even on a small ship such as a frigate), the opportunity for that one person to infect other crew members would be high. Once onboard, isolating the crew while still running the ship would be virtually impossible and that vessel in all likelihood would have to return to port. Not that this scenario is currently likely. Virtually every case so far has had a connection with someone from Wuhan, or China. But there is a warning for the future, in terms of the appearance of a more virile virus (by accident or by deliberate intent) that spreads across international borders much
faster, or is much more deadly than the coronavirus has proved to be. This also serves as a reminder that a biologically ‘weaponised’ virus is still a potential threat which could be used by a ‘rogue” nation state or non-state terror groups, should they be able to develop or obtain the capability. Chemical threats are also real, remembering the Tokyo subway sarin attack in March 1995 that killed 13 people with hundreds more being effected, and the anthrax attacks in the US beginning in September 2001 that killed five people including two US senators, and infecting 17 others. Nerve agents also have the potential to cause unlimited casualties if allowed to perpetuate, as was demonstrated in the alleged attack by two Russian intelligence operatives on the double agent Sergei Skripal and his daughter in Salisbury, on 4 March 2018, using the nerve agent Novickok. In terms of strategic threats to nation states and their populations and even armed forces, the spread of viruses and the threat of pandemics serve as a reminder to what is ultimately possible in terms of either targeted or widespread use of biological or chemical weapons, however unlikely that may currently seem.
Andrew Drwiega, Editor-in-Chief
armadainternational.com - february/march 2020
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US Army
Commander's Intent
The Capabilities Development and Integration Directorate (CDID), of the Manoeuvre Center of Excellence (MCoE) at Fort Benning, Georgia, hosted a robotics and autonomous systems industry day at the MCoE headquarters 30 August, 2018.
ARMY ROBOTICS WILL REINFORCE FUTURE RIFLEMEN CAPABILITIES The US Army is conducting robotics programmes to establish how this technology will benefit solders and their capabilities in future operations. By Stephen W Miller 6
armadainternational.com - february/march 2020
‘“The question remains as to what is the best way to deploy robotic systems so that ‘they are available when and where needed on the battlefield’”. Donald Sando is the deputy to the Commanding General and director of Manoeuvre Capabilities Development and Integration for the Manoeuvre Center of Excellence at Fort Benning, Georgia.
Systems falling within this range include individual micro unmanned aerial vehicles (UAVs) like the tiny Black Hornet from FLIR for squad short range reconnaissance, to the Small Multipurpose Equipment Transport (S-MET) for logistics resupply and the Unmanned Combat Vehicles intended to operate in conjunction with manned main battle tanks and infantry fighting vehicles. Sando explained a key consideration in CDID’s effort has been “determining the most suitable unit level at which these robotic systems can be most effectively
employed but also where they can be adequately maintained and supported.” The question remains as to what is the best way to deploy robotic systems so that “they are available when and where needed on the battlefield”. This is undoubtedly complicated by the increasing presence especially in peer and near-peer conflict of targeted electronic warfare (EW) and cyber assets as became evident in for example the Ukraine. An approach to addressing these threats that has been suggested in experiments would be through applying these technologies at the small unit level and to do so within a more limited area. Doing so offers immediate and direct contribution to tactical capabilities while complicating the ability of EW to effectively target these dispersed units. “Achieving the optimum return from robotics goes beyond that of a single soldier operating a single unmanned system. This is the case whether the robot is an armed ground combat unit, a logistics resupply vehicle, or an unmanned aerial reconnaissance vehicle. The far greater value would be for the operator to be able to direct multiple robotic systems. To accomplish this Sando said, “requires the application of artificial intelligence (AI) in some form.” US Army
C
urrent robotics programmes being explored by the US Army’s Capability Development Integration Directorate (CDID), part of the Manoeuvre Center of Excellence (MCoE), could well contribute to five areas of Army operational requirements, according the US Army’s Don Sando, deputy to the Commanding General Manoeuvre Center of Excellence and director of CDID, based at Ft. Benning, Georgia. Speaking exclusively to Armada International, he explained: “These include improving situational awareness, lightening the physical and cognitive soldier load, facilitating battlefield manoeuvre, forward sustainment, and force protection.” Sando is responsible for developing the concepts and requirements for the US Army under the areas of Soldier Systems, Manoeuvre Systems, and Robotics and Autonomous Systems. He served for 26 years in various positions in the infantry with his last as director of the Infantry Futures Group. CDID takes its direction and reports to the Army Futures Command which is headed by Gen ‘Mike’ Murray with Lt Gen Eric Wesley as both the deputy Commanding General of Army Futures Command and the director of Futures and Concepts Center. In his position he is directly influential in defining the performance for both new equipment acquisitions and how these fit into the future force structure. He is specifically focused on the direction, objectives and initiatives being undertaken in the roles, needs, applications and employment of robotic systems in future Army combat and support operations.
Commander's Intent
The RS2-H1 system from Howe and Howe Technologies, top left; the Hunter Wolf system from HDT Global, top right; the MRZR-X system from Polaris Industries, Applied Research Associates and Neya Systems, bottom left; and the Multi-Utility Tactical Transport, or MUTT, from General Dynamics Land Systems, bottom right, have all been considered by the Army to fill the role of the Squad Multi-Purpose Equipment Transport (S-MET).
armadainternational.com - february/march 2020
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US Army
Commander's Intent
Leaders from CDID held a panel on robotics and autonomous systems at Columbus State University in Columbus, Georgia, 23 March 2018, at the same time as the Georgia First Robotics Competition.
AI Alternatives The objective is to allow these unmanned systems to be employed in the same manner as current manned systems. CDID is reaching out to industry and academia to identify AI approaches that might be applied to the various robotic scenarios. Under the 10X Robotic and Artificial Intelligence Dismounted Infantry Platform effort the Army has issued a Request for Prototype Proposals (RfP) which will be considered for selection for demonstration and evaluation in late 2020. Based on previous preliminary submissions somewhere around 30 entries are anticipated in the demonstration. Areas addressed include AI architectures, narrow platform AI, autonomous systems, and communications. Reflecting on current technologies that
8
have the potential to significantly change the nature of future battle space, Sando suggested that “the capability to share information across the various platforms holds the potential to truly revolutionise combat and the understanding of the battlefield. The autonomous exchange of everything of a rifleman’s sight image to that of an infantry fighting or reconnaissance vehicle or a UAS will all be possible without a deliberate action on their part.” This might be held in a Tactical Cloud or distributed through a network. “This offers the possibility of achieving a significantly more comprehensive view of the battle area. In doing so it represents a new dynamic in warfare.” Given that this development information will be increasing “demand based rather than supply based”, each
armadainternational.com - february/march 2020
command level will draw on that which is most relevant to their particular need and focus. In fact, one of the upcoming 2020 CDID planned experiments will be examining the possibilities of using the ‘tactical cloud’ by the small unit. Although robotics and autonomous systems of some variety will clearly have some roles to perform both on the frontline and in support of combat forces, Sando suggested that “exactly where and how these may occur remains to be determined. The objective of our efforts is to both explore the possibilities and access their potential contribution in a manner that allows for sound decisions by Army leadership to achieve the essential dominance in future battles where ever they occur.”
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sea power
SEARCHING FOR THE SILENT SERVICE Royal Australian Navy is honing its anti-submarine warfare skills with the help of Allies including the US Navy.
T
By Andrew Drwiega and Dr Lee Willett
he role of submarines during World War II had a huge impact on those fighting in the North Atlantic and Pacific oceans. Kriegsmarine U-boat attacks on convoys from the United States to the United Kingdom sank millions of tons of shipping carrying vital supplies to keep Britain’s war effort going - and at one point nearly brought the country to its knees during the ‘happy period’ between 1940 and the end of 1942, before anti-submarine warfare technology and tactics evolved sufficiently to begin to turn the tide against the U-boats. In the Pacific, the sighting of the USS Nautilus near the Japanese Navy’s aircraft carrier group was enough to persuade Admiral Nagumo to send one of his destroyers, the Arashi, to keep the submarine submerged in order to let his fleet escape. The tragedy for the Japanese was that Air Group Commander Wade McClusky’s dive bombers had spotted the destroyer racing to rejoin the main force and, on a hunch, following its direction which let straight to the four aircraft
carriers of the attacking fleet. Three dive bombing squadrons made a coordinated attack and the rest is history. Anti-submarine warfare has been a traditional requirement for NATO members in the Northern Hemisphere, originally to keep the North Atlantic open for the reinforcement of Europe should war have occurred with the Soviet Union, now the Russian Federation, but in recent decades exercises such as Dynamic Mantra have brought together multinational combined forces to how learn how to combat hostile submarines from the air, surface and underwater. Outside of NATO, other major naval operators such as the Royal Australian Navy (RAN) are looking at the rapidly growing challenge being offered by the Chinese and are examining their own ASW capabilities. While the South and East China Seas for been the ‘close-in’ focus of the Chinese Navy’s surface fleet, it is now beginning to roam across all of the world’s oceans and its submarines must be expected to be similarly tasked.
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RAN ASW “There is a renewed emphasis on antisubmarine warfare (ASW) at all levels, and the Royal Australian Navy (RAN) is seeking to strengthen its technical and operational capabilities,” said James Goldrick, a retired RAN rear admiral and currently a fellow at the Australian foreign policy and defence ‘think tank’ organisation, the Lowy Institute. More broadly, Goldrick continued, “ASW has to be considered as a theatre problem, not as a ‘task group’ or even ‘unit’ one.” While individual navies are developing improved platforms and are integrating these more coherently into task groups, what consideration of ASW as a theatre issue means is there needs to be increasing development of multinational cooperation. Goldrick points to the importance of such cooperation, including the sharing of surveillance information, as key to building future ASW capability. Certainly, the RAN and its partner navies such as the US Navy (USN), UK Royal Navy (RN), and Japan Maritime Self Defence
Saab Kockums Australian MoD
sea power
HMA Ships Canberra, Newcastle and Success are joined by three MH60-Romeo, an MRH-90 Maritime Support Helicopter and a P-8A Poseidon maritime patrol aircraft for antisubmarine warfare exercises.
Force (JMSDF) are already doing this by building different bilateral and multilateral ASW links between them. One such exercise in February 2019, saw the RAN’s HMAS Collins, Dechaineux, Farncomb, and Sheean joining with the USN’s 688/Los Angeles-class nuclearpowered attack submarine USS Santa Fe off Western Australia to participate in various activities and exercises, the latter including Ocean Explorer and Lung fish. Exercise Ocean Explorer, part of the RAN’s Ocean exercise series, trains high-end, blue-water warfighting capability including ASW. The Ocean Explorer Task Group comprised HMA Ships Canberra, Newcastle and Success. The airborne anti-submarine elements comprised Royal Australian Air Force (RAAF) Boeing P-8A Poseidon aircraft with an AN/AAQ-2(V)1 acoustic system partnering with Navy Sikorsky MH60R ‘Romeo’ maritime combat helicopters from HMAS Canberra and Newcastle. The MH060Rs are equipped with Raytheon AN/ AQS-22 Airborne Low Frequency Sonars (ALFS) Commander of the Australian Maritime
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Task Group, Captain Andrew Quinn stated: “Submarines complicate the manoeuvre of a maritime surface task group,” adding that “the world-leading identification, location and tracking capabilities offered by the Poseidon and Romeo aircraft provide a potent response to the growing proliferation of potential submarine threats in Australia’s near region.” Aviation Warfare Officer, Lieutenant Commander Damian Liberale from 816 Squadron’s Flight 4 (Parramatta), who was embarked in Canberra, was responsible for anti-submarine mission profiles. “Currently the Romeo operates mainly from Anzac class and Adelaide class frigates, and in the near future Hobart class destroyers, and it is exciting to see them embarked in the Canberra class amphibious assault ships to augment other anti-submarine warfare assets,” he said. “The sophisticated combat systems in the aircraft allow us to accurately locate a submarine using organic sensors and engage with anti-submarine warfare weapons during the prosecution of a hostile adversary,” Liberale added.
Boeing
air Power
Boeing’s model ATX-1 won the US Air Force T-X advanced pilot training system and is already gaining attention from allied air arms. The type has been designated the T-7A Red Hawk in tribute to the US Army Air Corps’ Tuskegee airmen.
VIBRANT TIME FOR ADVANCED JET TRAINERS Legacy jet trainer aircraft are lagging front line requirements of air arms around the world: what’s on offer to meet the flight training needs of fifth-generation fighters?
T
he advanced jet trainer market changed considerably on 27 September, 2018 when the US Air Force (USAF) selected Boeing’s model ATX-1 for its T-X advanced pilot training system. On 16 September, 2019, acting Secretary of the Air Force, Matthew Donovan announced the T-X trainer had been designated the T-7A Red Hawk in tribute to the US Army Air Corps’ Tuskegee airmen. Boeing T-7 Red Hawk The Boeing-led team, which includes Collins Aerospace (ACES ejection seat), GE Aviation (F404 engine), L-3 Technologies (navigation and surveillance systems), Triumph Aerospace Structures (wing, vertical tail and horizontal tail structures) and Saab (aft fuselage), was awarded an initial contract valued at $813.5 million. This contract supports the engineering and manufacturing development (EMD) phase of the T-7 programme, and includes
By Mark Ayton production and delivery of five T-7 flighttest aircraft, one static and one full-fatigue test articles, and seven flight training systems, all for flight test and certification. The first of the five EMD aircraft will enter production in 2020, and all seven airframes should be delivered by the end of 2021. Saab, the only other aircraft manufacturer in the team, is producing the aft fuselage and associated systems with a team of structural and system engineers, logistical specialists and production engineers assigned to a joint team with Boeing. Saab is under contract to manufacture components for all five EMD aircraft in Sweden, as per the two prototype ATX-1 aircraft. Low rate and production series Saab components will be manufactured at the company’s purpose-built production facility at West Lafayette, Indiana. According to the official news release, the USAF originally estimated the T-X programme would cost $19.7 billion, though the source of that estimate remains
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unknown. With a contract award priced at a mere $10.5 billion less than the Air Force estimate, no wonder both parties remain tight-lipped about the specifics of the $9.2 billion winning bid. So what kind of capability will the T-7 provide the Air Force with? According to Boeing it must meet five major requirements: be safe to fly, longitudinally stable, include the latest fly-by-wire technology and employ a proven engine; allow for multivariate cases 1-7 for human cockpit accommodation; have fighter like performance so student pilots selected to fly the F-22, F-35 and future fighters can train with a high-performance experience including high G, sustained turn rate, and high angle-of-attack; meet high level support requirements with many features and capabilities designed in from the start; and lastly allow for growth to enable future upgrades. The T-7 Red Hawk features many systems, not least a large display in the
air Power
the training system are being used for the ongoing flight test programme Not only is the T-7 Red Hawk a major USAF acquisition programme, it is also a prime export product. Potential export customers are likely to gain assurance from its USAF credentials, a multiyear production run, and an associated sustainment programme. After the selection announcement, Leanne Caret, president and CEO of Boeing Defense, Space and Security said she expects T-X to be a franchise programme for much of this century. Preliminary and critical design reviews of the T-7 aircraft were successfully completed in September 2019, the groundbased training system’s preliminary design review took place last year, and the critical design review is imminent. By early December Boeing’s two prototype aircraft had completed nearly 150 flights. BAE Systems Hawk When the first Hawk T1 aircraft entered service with the Royal Air Force (RAF) in 1976 few people would have expected the type to be in production some 43 years later. Today the Hawk remains in production for the Royal Saudi Air Force (RSAF) and the Qatar Emiri Air Force (QEAF). Further production may follow from both new and existing customers especially if BAE Systems defines a future development path for its Hawk trainer. The BAE Systems
front and aft cockpits which enables different display formats to be used for different student training needs. it features embedded synthetic capabilities common to the ground-based training system. Both operate with common software so both the simulators and the aircraft cockpit displays appear the same. It has a data link to enable connectivity for live constructive training and its ground-based training systems range from tablets loaded with courseware to high-fidelity full motion simulators, all of which enable the training organisation to download and offload training to the least costly device in support of instructional objectives. Once the T-7 flight test and evaluation programme is complete, contracts for two low rate production lots are expected. The main bulk of Air Education and Training Command’s fleet will be delivered from eight production lots. T-7 aircraft will be used for the USAF’s Specialised Undergraduate Pilot Training programme, and assigned to Flying Training Wings based at Columbus, Mississippi; Laughlin, Texas; Sheppard, Texas; and Vance, Oklahoma. Initial operational capability (IoC) is expected in 2024 with full operational capability declared in 2034. Boeing’s current focus is to successfully carry out its $813 million EMD contract. The Boeing-led team produced two prototype aircraft and elements of the training system with their own funds. Those aircraft and
BAE Systems’ Advanced Hawk technology demonstrator conducted a flight test programme in 2018-2019 to validate a large display in the front cockpit and aerodynamic improvements to the wing.
company has completed flight trials with its Advanced Hawk technology demonstrator aircraft fitted with a new, smaller headup display, a large display in the front cockpit and aerodynamic improvements to the wing. Flight trials were necessary as the display and wing modifications required significant changes to the mission computers because of their respective potential levels of risk to flight safety. BAE Systems engineers and test pilots used the Training Simulation Integration Facility (TSIF) at the company’s Warton facility to determine the requirements, appearance and functionality of the large display, and its optimisation for pilot training. The display comprises two high definition infrared beam screens configurable with all instruments, scalable portals, and dual redundant power supplies. Information can be dropped down on to the display by a single touch a tell-back button without the need to look down into the cockpit to select different menus. Another display tool enables the pilot to fade in a tactical display simply by touching the screen, and a swipe for its removable; providing quick and accurate interaction with the aircraft. Aerodynamic improvements to the wing enable the aircraft to fly at greater angles-of-attack and give better up and away performance with better bring back capability. The Hawk’s standard wings were modified in two ways: each wing was extended by 9.5-inches (240mm), and fixed leading-edge slats were added giving a nine percent increased wing area. Future production Hawk wings will have a fully automated slat and slot. BAE Systems has validated and de-risked each system for two potential products; an upgrade package and a future variant of the Hawk-based flying training system. A new development simulator at the TSIF is currently being used to develop gesture controls, eye tracking and what BAE Systems describes as new concepts for an aft cockpit. All three could be used on future Hawk training options giving BAE Systems confidence that its development path for the Hawk is viable for the next two decades. Aero Vodochody L-39NG Czech air framer Aero Vodochody rolled out the first L-39NG prototype 7001 on 12 October, 2018. Aero Vodochody is marketing the new generation Albatros as
armadainternational.com - february/march 2020 13
Aero Vodochody
air Power
Aero Vodochody’s roll-out of the first pre-series L-39NG jet trainer took place on Friday 12 October, 2018.
an affordable, high performance trainer aircraft with state-of-the-art simulation capabilities suitable for advanced and lead-in fighter training. Aero Vodochody is pitching the L-39NG against the Embraer EMB-314 Super Tucano and Pilatus PC-21 turboprops. According to the manufacturer, the L-39NG has a comparable price tag to the EMB-314 and PC-21, offers higher, jet engine performance and lower operating costs thanks to the fuel-efficient Williams International FJ44-4M turbofan engine. The L-39NG features a redesigned lighter airframe featuring composite components, a new wing with integral fuel tanks, an electronic flight instrumentation system with two NVG-compatible 6x8inch (150x200mm) colour displays, and a Genesis Aerosystems digital avionics suite. Because the L-39NG does not have wingtip fuel tanks, the aircraft’s wing loading is reduced and its roll rate increased. Aero Vodochody rates the L-39NG with a 15,000hour airframe service life and a 10,000-hour engine life. Aero Vodochody has built four prototype aircraft. The first and fourth (7001 and 7004) are conducting the flight test programme, the other two are both ground test articles; 7002 dedicated to static testing, 7003 to fatigue testing. Launch customer LOM Praha will operate its L-39NGs from the Centrum leteckého výcviku at Pardubice Air Base to train Vzdušné síly armády České republiky (Czech Air Force) pilots through all phases
of the flight training syllabus. LOM Praha runs the centre under contract with the Czech Ministry of Defence. Two L-39NGs are expected to arrive at Pardubice during the third quarter of 2020 once certification of the full trainer configuration is released. Two other contracted air service providers have placed orders for the L-39NG; Portuguese company SkyTech based in Lisbon (10) and RSW Aviation based at Deer Valley Airport near Phoenix, Arizona (12), in addition the Senegalese Air Force (4). Aero Vodochody holds one distinct export advantage with its L-39NG; the aircraft’s engine and avionics are not controlled by International Traffic in Arms Regulation rules, which allows the company to export the jet to nations around the world without restrictions. Leonardo M-345 Leonardo’s M-345 High Efficiency Trainer was launched in 2012 by the then Alenia Aermacchi as the replacement for the Aeronautica Militare’s MB339A. The M-345 traces its roots to the SIAI-Marchetti S211A, later M-311, but is a completely reconfigured aircraft featuring a Williams International FJ44-4M turbofan engine, avionics and sub-systems. Leonardo claims the M-345’s procurement and operating costs are similar to high-end turboprop aircraft like the Embraer EMB-314 Super Tucano and Pilatus PC-21, hence its straightforward
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design. The company claims near 50 percent reduction in operating costs compared to the MB339. According to Leonardo, the M-345 is able to operate in flight regimes close to those flown in the lead-in fighter training phase and offers the ability for an operator to download some syllabus events to this more cost effective platform. Basic fighter manoeuvring, low-level navigation, basic attack and intercepts are some examples. The M-345 features NVG-compatible cockpits each with HOTAS controls and three colour 7x5-inch (175x125mm) multifunction displays; the forward cockpit has a raster/stroke head-up display, replaced by a repeater in the aft cockpit. An embedded GPS/INS, radar altimeter, two VHF/UHF radios, an IFF transponder, and a digital moving map are all included in the Leonardo Divisione Elettronica avionics suite. Nose sections and panels, air intakes, the aft section and dorsal spine are all made from composite materials. Airframe fatigue and stress levels are monitored by a health monitoring system for predictive maintenance which in turn helps reduce the number of overhauls or depot inspections. As with all current trainer aircraft, the M-345 is part of an integrated training system which uses a modified version of Leonardo’s embedded training simulation (ETS) system developed for the M-346. Ground-based elements of the ETS include computer-aided instruction, basic simulators and mission planning and debriefing stations. The ETS can be used in standalone mode for single aircraft missions or in integrated mode for multi-ship training during which all aircraft and simulators involved are linked in real time via datalink. Italy’s military aviation procurement agency ARMAEREO signed a contract for five M-345 HET aircraft on 13 January, 2017, destined for the Aeronautica Militare. Two squadrons will operate the type; 213° Gruppo tasked with basic jet training at Lecce Air Base, and 313° Gruppo, the operating squadron of the Frecce Tricolori national aerobatic team, based at Rivolto Air Base. The first production standard M-345 made its maiden flight at Venegono on 21 December, 2018 and is expected to be delivered to the Aeronautica Militare in the first quarter of 2020; the first of a 45 aircraft requirement.
Leonardo’s M-346 in an all-red colour scheme during a demonstration tour of the Middle East. To date, Leonardo has received four contracts for its lead-in fighter trainer from Italy, Israel, Poland and Singapore.
Leonardo
Leonardo M-346 Leonardo’s M-346 is an aircraft designed for the lead-in fighter trainer (LIFT) role and is part of an integrated training system. Leonardo’s embedded training simulation (ETS) system featuring radar, electronic warfare, data link and air-to-air and air-tosurface capabilities is included. In addition to the LIFT role, the M-346 has more than enough performance to substitute frontline aircraft for pilot continuation training, an attractive possibility for an air arm that seeks to save flying hours on front line fighters. The M-346 traces its roots back to a partnership between Aermacchi and Russian company Yakolev in 1993, and the launch of the Yak/AEM-130D. In 1999, cooperation finished and Aermacchi
The M-345 High Efficiency Trainer is expected to enter Aeronautica Militaire service during the first quarter of 2020.
launched the M-346 trainer aircraft. The first prototype (c/n P.001) made its maiden flight from Venegono on 15 July, 2004. Features include open architecture avionics, a dual MIL-STD-1553B digital data bus; two (forward and aft) full glass cockpits, each with a head-up display and three multifunction displays. Like other jet trainer aircraft manufacturers, Leonardo chose a light, reliable and fuel-efficient engine type for the M-346 in the shape of the Honeywell F124. Powered by two F124s, each rated at 6,280lb (28kN) thrust and coupled with the M-346’s advanced aerodynamic airframe gives the trainer excellent performance. Leonardo test pilots rate the M-346’s performance as being similar to an F-16 in some areas of its flight envelope with the ability to fly at 30 degree angle-of-attack. Leonardo signed its first M-346 contract with the Italian Ministry of Defence in November 2009 for six T-346A aircraft and an integrated training system for the type’s launch customer, the Aeronautica Militare. The first T-346A was delivered to 212° Gruppo at Lecce Air Base on 26 February, 2015, and the first training course started in August 2015. The M-346 has won a series of international contracts with the Republic of Singapore Air Force in September 2010 (12); the Heyl Ha’Avir (Israeli Air Force) in July 2012 (30); and the Siły Powietrzne Rzeczpospolita Polska (Polish Air Force) in February 2014 (8).
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Leonardo
air Power
Irkut
air Power
A Belarussian Air Force Yak-130 assigned to the 206th Flight Training Centre at Lida where all 12 Belarus aircraft are based.
Yakolev Yak-130 Unique to the Yak-130 is the fact that it remains the only Russian military aircraft introduced to production and service without Soviet origins. A prototype Yak-130 made the type’s maiden flight from Zhukovsky Airport near Moscow on 25 April, 1996. The Russian Ministry of Defence selected the Yak-130 for its new lead-in fighter trainer aircraft on 16 March, 2002. Three aircraft were subsequently ordered and were used for flight test trials, initially by Yakolev and subsequently state evaluation by the Russian Air Force. The latter phase was completed on 22 December, 2009; the formal clearance required for service production. The Yak-130 features a KSU-130 quadruple digital fly-by-wire flight control system; a K-130.01 avionics suite; a BTsVM90-604 mission computer; a RPKB LINS-100RS-02 laser inertial navigation system, an A737 satellite navigation receiver, a RSBN-85 TACAN, ARK-40 direction finder, A-053-06 radio altimeter, SUO-130 weapons management system and an IFF. Both the forward and aft cockpits are equipped with three 8x6-inch (200x150mm) MFTsI-0333M multifunction displays; the forward cockpit has an ILS-2-02 head-up display with a PUI-130 data-input panel in both cockpits. Power is provided by two Ukrainian Ivchenko Progress AI-222-25 turbofans each rated at 5,510lb (24.5kN) with full authority digital engine control. A Yak-130 has a
maximum 1,700kg (3,747lb) internal fuel load carried in three tanks (one in the fuselage behind the cockpit and one inside each wing). Two 590-litre (156-gallon) external drop tanks are fitted as standard. Yak-130s serve with Russian Aerospace Forces in three principal roles; advanced and lead-in fighter training, and aircrew continuation training with combat units as a replacement for MiG-29UB Fulcrums and Su-27UB Flankers. Between 2016 and 2020, 150 Yak-130s will have been delivered to units in the Russian Air Force and Russian Naval Aviation. The Yak-130 has won a series of international contracts; Algeria in March 2006 (16); Belarus on December 18, 2012 (4) and August 28, 2015 (4) and 2018 (4); Bangladesh in January 2014 (16), Myanmar on June 22, 2015 (12) and Laos in 2017 (at least 4). Delegations from Armenia, Azerbaijan, Iraq, Kazakhstan, Mongolia, Nicaragua, Uruguay and Vietnam have received demonstrations of the Yak-130. T-50 Golden Eagle Korea Aerospace Industries‘ T-50A was developed as a trainer aircraft, to replace the Northrop T-38 Talon in service with the Republic of Korea Air Force (RoKAF). Development was undertaken in partnership with Lockheed Martin, the main reason why the T-50‘s design shares about 70 percent commonality with the F-16 in terms of design, component and parts. The design team opted for a large touch screen cockpit display laid out in a similar
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format to an F-35 with slightly different portals which can be configured like the cockpit displays of either the F-16, F-22 or F-35. All controls and instrumentation are displayed on the screen enabling the instructor pilot to see every single thing the student pilot does on their display, and spot any mistakes. The forward and aft cockpits are linked which allows the instructor to set-up a training scenario, but to do so with no interference to the student or without the student knowing what is being done. This is especially beneficial during early syllabus events when the student lacks understanding of the whole concept of flying. By watching and monitoring the student, the instructor can coach them through the event. By decoupling the two cockpits the instructor can work on the aft display and place the important information on the student‘s front display, but the actual presentation, the pages and the menus being used do not show to the student. This capability allows the instructor to set-up an unexpected problem from the aft cockpit without the student seeing the set-up in advance. A simple re-link allows the instructor to once again observe the student‘s actions. A notable feature of the T-50 is its after-burning GE Aviation F404-GE-102 engine; a requirement of the RoKAF, which introduces each of its student to afterburner in the advanced phase of the syllabus when they learn how to fight with the aircraft, understand what afterburner power provides, what fuel consumption rates are, and push performance way up. Global demand The global market for jet trainers remains vibrant not least in Europe, the Middle East and Asia, largely because of the vintage of many incumbent types, the Alpha Jet, early model Hawks and L-39s are three examples. Future competitions will be contested by the all-new American T-7 Red Hawk and the European types, including Russia’s Yak-130. All manufacturers must offer their respective jet trainer aircraft as part of an integrated training system. In addition to providing advanced jet and lead-in-fighter trainer capabilities as part of their bids, manufacturers may well need to also offer light attack capability to meet the budgetary and multi-role requirements of air forces from around the world.
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Elbit
LAND WARFARE
Oshkosh Defence Joint Light Tactical Vehicle (JLTV) fitted with Elbit RWS armed with 12.7mm MG showing ammunition box on one side and sensor suite on other.
UBIQUITOUS MOBILE FIREPOWER
An increasing number of countries are now providing their tracked and wheeled armoured personnel carriers (APC), and in some cases protected patrol vehicles (PPV) and logistic support vehicles (LSV), with enhanced protected firepower. By Christopher F Foss 18 armadainternational.com - february/march 2020
LAND WARFARE
T
he norm has been for mobile platforms to be fitted with unprotected weapons or protected weapon stations (PWS) which are typically armed with an unstabilised 7.62mm or 12.7mm machine gun (MG) or a 40mm automatic grenade launcher (AGL). These have limited capabilities and cannot provide accurate firepower under all weather conditions or when the platform is moving. The new trend is to go for Remote Weapon Stations (RWS) with the advantage that the gunner is under full armour protection inside the platform and aims the weapon using a flat panel display (FPD) and associated controls. The alternative to this is to opt for fully enclosed and protected one or two person turrets.
Patria
REMOTE WEAPONS STATIONS Latest RWS are typically armed with a stabilised weapon with the sighting system consisting of day/thermal cameras and sometimes a laser rangefinder for increased first round hit probability against stationary and moving targets while the platform is stationary or moving.
These RWS can also be coupled to an acoustic gunshot sensor which picks up the incoming threat and, if confirmed as hostile, swings the RWS onto the target, with the gunner then having the option as to whether to engage the target or not. The RWS can also be fitted with banks of electrically operated grenade launchers. Many end users have a competition for the platform and another one for the RWS or turret with a trend now to have a common RWS across their whole vehicle fleet with this especially applying when a new fleet of vehicles are being procured. These RWS are often supplied to the end user as Government Furnished Equipment (GFE) as are the communications equipment. The market leader is the Norwegian company of Kongsberg Defence & Aerospace who have now supplied almost 20,000 RWS units to at least 23 countries. Kongsberg’s most widely used RWS is the Protector which is normally armed with a 7.62mm or 12.7mm MG or a 40mm AGL with the Danish Ministry of Defence and Acquisition and Logistics Organisation (DALO) being the latest customer having
placed a contract worth $39 million in December 2019 for installation on their new fleet of General Dynamics European Land Systems – MOWAG (GDELS) Piranha 5 (8x8) APC and variants. The largest user of the Protector is the US Army where the system is called the M153 Common Remotely Operated Weapon Station (CROWS II) with production undertaken in the USA. This is standard fit on their General Dynamics Land Systems (GDLS) Stryker (8x8) infantry carrier vehicle (ICV) and some variants and is provided with day and thermal cameras. More recently the US Army has taken delivery of the Stryker Dragoon (8x8) which is fitted with the Kongsberg Protector Medium Caliber RWS (MCRWS) armed with an Northrop Grumman, Armament Systems 30mm XM813 dual feed cannon and 7.62mm co-axial MG. In addition it can have a standard Protector RWS on top which would be used as a commander’s sight to provide a hunter/killer target engagement capability. Prime contractor for the Stryker Dragoon is GDLS who produced eight prototypes and 83 production vehicles with
Kongsberg Protector Medium Calibre Remote Weapon Station installed on an AMV. This is also fitted with a standard Protector RWS armed with a .50 MG and a Javelin anti-tank missile.
armadainternational.com - february/march 2020 19
12.7mm MG or a 40mm AGL with typical installations being the German Army Boxer (8x8) MRAV. There are two contractors in Israel supplying RWS, Elbit and RAFAEL Advanced Defense Systems, both of which have won significant home and export contracts. Following a competition, in December 2019 it was announced that a $35 million contract to supply Montenegro’s new Oshkosh Defense Joint Light Tactical Vehicle (JLTV) with a RWS had been won by Elbit with the contact running for three years plus logistic support for seven years. Elbit’s smaller calibre RWS are also used by many other countries including Austria and Slovenia. Their larger UT30 Unmanned Turret is typically armed with a Northrop Grumman, Armament Systems 30mm MK44 dual feed cannon, 7.62mm coaxial MG and option of anti-tank missiles (ATM) such as the RAFAEL Spike. UT30 is already deployed by a number of countries including Belgium, Brazil and Portugal. RAFAEL Advanced Defense Systems market the Samson family of RWS with the largest being the Samson MkII which can be armed with a wide range of weapons including a 30mm cannon and 7.62mm MG coupled to an advanced computerised fire control system (FCS). Unlike many other RWS, a key feature of this RWS is that the Christopher F Foss
first fielding in Germany 15 months after contract award. The French Army currently uses a number of older RWS but is now in the process of procuring a fleet of new wheeled AFV’s including the Jaguar (6x6) reconnaissance vehicle, Griffon (6x6) and Serval (4x4) APC and variants. Griffon is the first to enter service with 92 delivered by the end of 2019. These are fitted with a new generation of RWS developed under the leadership of Arquus called Hornet and there are three members which share many common components to reduce through life cycle costs. These are the T1 for Griffon armed with a stabilised 12.7mm MG, T2 for Griffon armed a stabilised 7.62mm MG and T3 for the Jaguar which is armed with a stabilised 7.62mm MG and also acts as the co-axial weapon for the 40mm Case Telescoped Armament System (CTAS) which is the main weapon of Jaguar. The German Army had a competition for a new series of RWS and this was won by Krauss-Maffei Wegmann with their FLW series which comprises the FLW 100 and FLW 200 and are both now deployed. The FLW 100 is the lighter one and typically armed with a 5.56mm or 7.62mm MG while the heavier FLW 200 can also be armed with heavier weapons such as the
The new French Jaguar (6x6) reconnaissance vehicle is fitted with a two person turret armed with a 40mm CTAS, roof mounted Hornet RWS and a pod of two MMP anti-tank missiles.
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Rheinmetall Defence
LAND WARFARE
weapons can be reloaded under armour protection. The Italian company of Leonardo (previously Oto Melara) have developed the Hitrole series of RWS which are already deployed by a number of countries including Italy were it is installed on the Iveco Defence Vehicles Light Multi-Role Vehicle (LMV) and this can be armed with a variety of stabilised weapons. Turkey is now firmly established as a leading manufacturer of tracked and wheeled AFVs and the local companies of Aselsan, FNSS and Otokar have all developed RWS and turrets for installation on not only AFVs produced in Turkey but also other customers platforms. MANNED TURRETS John Cockerill Defense (previously CMI Defence) has developed and placed in production the C3000 series of modular two person turrets which can be armed with a wide range of weapons from a 30mm cannon up to a 105mm high pressure rifled gun. Production has been underway for installation on the General Dynamics Land Systems Canada LAV (8x8) for the Kingdom of Saudi Arabia and more recently the C3105 has been selected for the Tiger medium tank developed by FNSS of Turkey and Pindad of Indonesia The French Nexter Systems T40 turret is being offered in manned and unmanned
LAND WARFARE
configuration and is currently armed with a CTAI 40mm Case Telescoped Armament System (CTAS) and a 7.62mm MG and there are a number of options including an ATM either side. The T40 turret is very similar to that fitted to the French Army’s new Jaguar (6x6) reconnaissance vehicle and this turret also has the Hornet RWS and a retractable pod of two MBDA Missile Moyenne Portee (MMP) ATM on the right side which enable targets to be engaged well beyond the range of the 40mm CTAS. Rheinmetall Defence have considerable experience in the design, development and production of RWS and turrets. Their Lance turret is being marketed in unmanned and manned versions armed with a Mauser 30mm dual feed cannon, 7.62mm co-axial MG and options of ATGM. First customer for Lance was the Spanish Marines for installation on a batch of their GDELS-MOWAG Piranha 3 (8x8) amphibious APC and more recently Lance has been selected for installation on some of the 211 Boxer (8x8) ordered by Australia as the replacement for their currently deployed GDLS LAV (8x8) reconnaissance vehicles. In addition to manufacturing RWS, the Italian company of Leonardo Defence Systems have also developed a range of two person turrets with their HITFIST 25 being deployed by the Italian Army on its Freccia
version of the AMV called Badger. The first customer for the MTS was however Malaysia for installation of their FNSS Pars (8x8) family of vehicles. A total of 257 Pars 8 are being supplied under the local name AV-8 Gempita of which 122 are the MTS with 68 armed with a 30mm CI30 dual feed cannon and 7.62mm co-axial and remaining in the anti-tank role also armed with 30mm CI30 dual feed cannon and a pod of Ingwe laser guided missile either side. The latest Turkish one person turret to enter production is the FNSS Savunma Sistemleri Saber-25 armed with a stabilised 25mm dual feed cannon and 7.62mm coaxial MG which are coupled to a digitalised FCS than includes day/thermal channels and an eye safe laser rangefinder. Lockheed Martin UK is one of the more recent contractors to enter the turret market and are currently involved in two major turret programmes for the British Army. They are prime contractor for the
Christopher F Foss
ARTEC Boxer (8x8) MRAV fitted with Rheinmetall Lance two person turret armed with Mauser 30mm dual feed cannon and 7.62mm co-axial MG
British Army Warrior IFV upgraded under the Warrior Capability Sustainment Programme includes a new two person turret developed by Lockheed Martin UK armed with a CTAI 40mm Case Telescoped Armament System (CTAS) and 7.62mm co-axial MG.
IFV (8x8) armed with a stabilised 25mm cannon and 7.62mm co-axial MG. Poland has fitted a locally manufactured version of the HITFACT 30 armed with a 30mm MK44 dual feed cannon and 7.62mm co-axial MG on their locally manufactured Finnish Patria Armoured Modular Vehicle (AMV) which is known as the Rosomak. Denel Land Systems of South Africa originally developed their Modular Turret System (MTS) for installation on their
new turret being installed on the British Army’s Warrior IFV as part of the Warrior Capability Sustainment Programme (WVSP). Under contract to General Dynamics Land Systems UK (GDLS) they are supplying 245 turrets for installation on the GDLS UK Ajax reconnaissance vehicle. In both cases main armament of this turret is a CTAI 40mm Case Telescoped Armament System (CTAS) which is provided as GFE under a separate contract.
armadainternational.com - february/march 2020 21
USAF
TECHNOLOGY FOCUS
Smaller spacecraft such as nanosatellites could significantly reduce the cost of developing and launching military communications satellites. Both the US and allied militaries have shown interest in this technology.
SPACE ON A BUDGET
Reducing launch and spacecraft costs could enable more countries to affordably develop military communications satellites.
irector Ridley Scott’s 1979 science fiction epic was publicised with the chilling warning that “in space, no one can hear you scream.” When it comes to satellites, a more fitting epithet might be that “in space, everyone can see you spend.” Getting into the heavens and staying there is not cheap. At the upper end of the scale it can cost up to $30,000 per kilogram (2.2 pounds) to launch a satellite into a Geostationary Equatorial Orbit (GEO): A GEO orbit follows the Earth’s rotation, with a satellite typically being positioned 19,322 nautical miles/nm (35,786 kilometres/km) above the equator. This gives the illusion that the satellite is always in the same place, when in reality it is merely following the same east-to-west movement of the Earth. The launch needs to be insured, which can be up to $22 million. Insurance will also be needed while the spacecraft is in orbit with similar costs, while it may cost circa $1 million per year to operate the satellite. Then there is the cost of the spacecraft itself. This can have a price tag upwards of $100 million per satellite. Assuming a lifespan of 15 years for a military communications satellite weighing 2,500kg (5,500llb), the accumulative costs would be upwards of $95 million for the launch
and launch insurance, $150 million for the spacecraft, $20 million for its in-orbit insurance and $15 million in operating costs, making a grand total of $300 million. As a means of comparison, this would cover the military aid that the US government has pledged to provide Ukraine in 2020. Such eye-watering prices make it unsurprising that all but a limited number of nations can operate dedicated military USAF
D
By Thomas Withington
22 armadainternational.com - february/march 2020
communications satellites; notably Australia, France, Germany, India, Israel, Italy, Japan Luxembourg, Mexico, Spain, the People’s Republic of China, Qatar, the Republic of Korea, Russia, the United Arab Emirates, the United Kingdom and the United States. Those nations unwilling or unable to make such investments can instead lease Satellite Communications (SATCOM) bandwidth from a host of firms. Several companies are in the business of providing such services. These can include wideband communications to handle voice and data traffic, which can be encrypted to provide communications security. ViaSat, Inmarsat, Iridium, Ligado Networks, Speedcast and Thuraya represent some of the businesses offering such services. Going for the leased option undoubtedly offers savings, with prices starting at circa $1,500 per megahertz (MHz) of bandwidth per month. This helps to satisfy some of the demand but leased satellite bandwidth is a finite resource. For all intents and purposes, there is only so much to go around. Further complicating matters is the fact that the space-fairing nations mentioned above may also lease SATCOM bandwidth to supplement their sovereign SATCOM assets. This reflects a demand for military SATCOM which for many nations cannot satisfy alone by using nationally owned assets. An April 2018 article in the US Department of Defence’s (DoD) Purview journal which examines space and missile defence affairs entitled At What Cost? noted that forces deployed with Two reusable rocket boosters touch down following the launch of SpaceX's Falcon Heavy Arabsat 6A in April 2019.
Chris Hazard
services to the Pentagon and on 25 June 2019 the STP-2 initiative used one of the company’s Falcon Heavy reusable rockets to launch a sextet of Cosmic-2/Formosat-7 satellites which perform radio occultation; the measurement of the Earth’s atmosphere using radio frequency remote sensing. Also joining the ride were seven nanosatellites. While the payload of this launch lacked a distinct military feel it did demonstrate the feasibility of using SpaceX’ vehicles for launching future spacecraft.
Virgin Orbit’s Cosmic Girl is a converted 747400 airliner which will be used to lift aloft the company’s LauncherOne rocket which will be fired from a pylon situated beneath the aircraft’s inner port wing.
US Central Command (CENTCOM) were using 4.54 megabits-per-second (mbps) of SATCOM bandwidth just prior to the invasion of Kuwait by Iraq on 2 August 1990. CENTCOM’s area of responsibility includes the Middle East and Central Asia. By the time Operation Desert Storm commenced on 17 January 1991 CENTCOM was using a total of 99mbps of SATCOM bandwidth; 67.65mbps of which was carried by military communications satellites with the balance of 31.39 carried by commercial spacecraft. Twelve years later when the US and her allies were invading Iraq on 20 March 2003 to remove Iraqi dictator Saddam Hussein from power CENTCOM was consuming 3.2 gigabits-per-second (gbps) of SATCOM bandwidth. This was used by a force less than half the size of that which had helped to liberate Kuwait but represented a 32-fold increase in SATCOM consumption for data. A BETTER WAY? Leasing bandwidth is a partial solution to the exorbitant costs of building and launching a satellite. Nonetheless this makes the nation leasing the bandwidth vulnerable. As mentioned above, bandwidth is a finite resource. It is restricted by the frequencies the International Telecommunications Union, the United Nations body responsible for regulating the radio spectrum, makes available for SATCOM. A nation maybe able to lease some, but not all, of the bandwidth they need because of simple limitations on bandwidth availability. Secondly, what does a nation’s armed forces’ do if the leased service becomes unavailable because the satellite, or part of its infrastructure, is damaged? Furthermore, if at war, leased services maybe switched off as a result of international sanctions. Ultimately, what does a country do if it needs military SATCOM, but cannot afford to purchase its own conventional capability and does not
TECHNOLOGY FOCUS
wish to rely on leased services? Help maybe at hand from a number of innovations in the space technology domain potentially yielding important cost savings. These include innovations in launch technology and satellite design. Let’s start with launching a satellite. Using conventional rockets is expensive. This has prompted a number of efforts to examine ways in which spacecraft can be sent aloft for less. Elon Musk, technology entrepreneur and chief executive officer of SpaceX has taken a disruptive approach to launching satellites. Musk’s company has developed the Falcon family of mediumand heavy-lift launch vehicles. What sets these apart from traditional rockets is that the launch vehicles are reusable. Not having to build a new rocket every time one wishes to launch a satellite is an important step forward in reducing the cost of launches. Reports have stated that the Falcon series can offer launch costs of under $6,000 per kilogram; a significant reduction from the circa $30,000 per kilogram charged for a conventional rocket launch. The cost savings offered by SpaceX have piqued the interest of the US military. During the Association of the United States Army’s (AUSA) exhibition and symposium in Washington DC in October 2010, SpaceX’s president and chief operating officer Gwynne Shotwell touted the potential of the company’s spacecraft as a means of delivering Low Earth Orbit (LEO) satellites (see below) into the cosmos on behalf of the US Army. Shotwell told delegates that the company’s Starship reusable launch vehicle and super heavy rocket combination designed to carry passengers or cargo currently under development and expected to make its first flight in 2021 could be suitable. Elsewhere, the DoD has already availed itself of SpaceX’ launch services via its Space Test Programme (STP) undertaking. The STP provides spaceflight
VIRGIN’S COSMIC GIRL A different approach has been pioneered by Virgin Orbit, part of the Virgin Group of companies. The firm has tricked up a Boeing 747-400 airliner known as Cosmic Girl named after the 1996 acid jazz hit by Jamiroquai to launch satellites. The jet will launch Virgin Orbit’s LauncherOne rocket, which can carry a payload of 400kg (880lb). The rocket is deployed from a pylon situated beneath the port side wing which Boeing’s designers originally envisaged for ferrying non-operational engines. Cosmic Girl performed her first launch drop test on 10 July 2019 over the Mojave Desert in California. Reports in late 2019 noted that the Cosmic Girl and LauncherOne could be making their first spacecraft launches in the early part of 2020. Launching spacecraft from aircraft offers several advantages compared to using conventional rockets. Rockets gulp down huge amounts of fuel immediately after launch as they fight to escape the Earth’s gravity and dense atmosphere at low altitudes. Air-launch sees the aircraft taking on much of the initial burden that a rocket’s first stage would perform by getting the rocket to more rarefied atmosphere thereby reducing the fuel the rocket needs to get a satellite into space. Unlike the first stages of conventional rockets launching aircraft can be used again. Reusability coupled with less fuel translates into launch cost savings for the satellite operator. A launch aircraft is not tied to a specific location unlike a rocket which requires a launch pad, saving the cost of having to ship a satellite from its manufacturer to the launch pad. This mobility also allows the launching aircraft to fly to areas of good weather, thus freeing the rocket from being a hostage to the meteorology in the launch pad’s locate. “LauncherOne can certainly help reduce launch costs for the military customer,” says Mandy Vaughn, president of VOX
armadainternational.com - february/march 2020 23
USAF
TECHNOLOGY FOCUS
Space, Virgin Orbit’s subsidiary catering for national security and government customers. She continues that the firm’s launch services “provide an avenue to orbit for low cost experimentation of new space capabilities and prototypes.” As far as the military customer is concerned, Vaughn says that the company’s philosophy is “about giving the government more flexible and responsive options for accessing space, which will reduce overall architecture and lifecycle costs.” She is upbeat regarding the DOD’s interest to date in novel launch approaches as typified by the STP-2 initiative: “It’s through this sort of thinking that the U.S. government can change the overall launch calculus, leading us toward a space architecture that is more adaptive and resilient while still being cost-efficient.” Beyond the US Vaughn highlights international interest in VOX Space’s launch services citing the company’s involvement with the Royal Air Force’s (RAF) Team Artemis. This will see the company working closely on this small satellite demonstrator initiative announced by the air force in July 2019.
that smaller satellites may be able to pack much of the performance of conventional military communications satellites into a spacecraft a fraction of the size. Anyone with a cellphone, a personal computer or a laptop will have noticed that electronics are getting smaller. The famous maxim of Moore’s Law, devised by the co-founder of the Intel Corporation, Gordon Moore, that the number of transistors which can adorn an individual chip doubles every 18 months, is making its presence felt in the satellite domain. The miniaturisation of electronics is enabling the reduction in size of satellites, reducing weight which in turn reduces launch costs. Small satellites weighing less that 500kg (1,000lb), microsatellites weighing under ten kilograms (22 pounds) and nanosatellites weighing between one kilogram (2.2lb) and ten kilograms all have the potential to be used for military communications. These designs are already being adopted by military SATCOM
Viasat
PINT-SIZED PERFORMANCE Currently launching aircraft are restricted by the weight of rocket that they can safely carry and deploy which could thus restrict the size of satellite sent aloft using this method: These weight restrictions may matter less in the future. Rick Lober, vice president and general manager of the defence and intelligence systems division of Hughes’ Network Systems division argues
A United Launch Alliance DeltaIV Medium+ rocket thunders aloft from Cape Canaveral airbase on 20 January 2012 carrying the fourth of the US DoD’s Wideband Global SATCOM spacecraft. These will provide the US and allied militaries with wideband SATCOM communications.
Viasat has teamed with Blue Canyon to develop cubesats which can act as communication relays for the Link-16 tactical data link, winning a contract from the AFRL to this end.
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providers: In August 2019 Viasat announced that it had contracted Blue Canyon to build a cubesat to carry Link-16 tactical data link communications. Cubesats are even lighter than nanosats typically weighing under 1.33kg (2.9lb). Blue Canyon will build the bus for the planned twelve-strong fleet of experimental satellites as part of the US Air Force Research Laboratory’s (AFRL) XVI initiative. The news followed a contract award by the AFRL to Viasat to demonstrate whether a Link-16 terminal could be hosted on a cudesat to serve as a communications relay. Lober states that another benefit of lowering satellite production and launch costs is that new spacecraft can be built and sent into space comparatively more frequently than their larger conventional cousins. This helps customers benefit from innovation as soon as it is available, as opposed to having to wait several years until a new satellite can be designed, built and launched. Not every nation will embrace lowering launch costs and cheaper spacecraft to commission constellations of communications satellites for their militaries at a reasonable cost. Nevertheless, these innovations will go some way into ‘democratising’ the military SATCOM club. Nations which take this step may get significant ‘band for their buck’, through the ownership of satellites which can also be used for government, commercial and civilian applications with bandwidth reserved for the military as and when required. However, while lowering prices could act as a powerful market driver, congestion in space may be a restraint. Nobody wants spacecraft to ‘run out of road’. The DOD is currently tracking 20,000 objects in orbit around the Earth. BIS Research’s 2019 report entitled Global Small Satellite Market: Analysis and Forecast 2019-2030 predicted that the market for such spacecraft could be worth $2.9 billion by 2030; a significant increase from the $513.6 million it was worth in 2018. This will translate into a growing number of small satellites orbiting the Earth, and this growth will have to be managed in such a way that these satellites do not become a hazard to space navigation. Assuming that rationality prevails, we could see a minor revolution in the uptake of sovereignowned military SATCOM this decade, providing long-range, secure and capacious communications for more soldiers, sailors and aircrew than ever before.
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GA-ASI
DEFENCE INSIGHT
General Atomic’s MQ-9B MALE UAV has been integrated with Raytheon Deutschland’s ARDS system and is being made compatible with Leonardo’s SAGE ES equipment
HEARING AIDS
T
Unmanned aerial vehicles now have the flexibility and endurance to deliver SIGINT to Asian military operators.
he idea of using unmanned aerial vehicles (UAVS) as platforms for SIGINT [1] collection is not new, with South-East Asia hosting one of the first modern era examples when the United States utilised what were then known as ‘drones’ to capture an electronic picture of the engagement sequence of the Russian SA-2 surface-to-air missile during the second Indo-China war in the 1960s and early 1970s. Today, medium- and high-altitude long-endurance (MALE and HALE) UAVs are becoming increasingly attractive in the
By Martin Streetly
SIGINT role as they provide persistence, deniability and, increasingly, the ability to function as multi-sensor surveillance platforms. These MALE and HALE systems are able to remain on station for extended periods (days in some cases) thereby providing continuous coverage with fewer assets than would be required for an equivalent manned capability and one which is ‘deniable’ in that there is no pilot and/or crew to
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be captured in the event of a shoot down. Advances in both miniaturisation and technological capability mean that there is increasingly more ‘bang per buck’ inherent in equipment that is small enough to fit the necessarily constrained space envelopes available in even the largest of UAVs. Elsewhere, miniaturisation has opened the possibility of multi-sensor payloads, although the SWaP (space, weight and power) straitjacket still constrains what can be carried, powered and used simultaneously with other onboard systems. SWaP considerations become less stringent when the collection equipment is carried by un-
DEFENCE INSIGHT
manned aerostats which can lift considerable weights and draw power and control instructions via their tethers. Taking these various factors together, it is not hard to see that UAV-based SIGINT collection is an increasingly attractive proposition in the Asia-Pacific region in view of its vast geographical spread and regional tensions built around status, territorial disputes and exploitation of the area’s natural resources.
that a capability such as that provided by ARDS or Leonardo’s SAGE system (see following) would be a most useful adjunct to this acquisition. For their parts, Elta’s ELK-7071 and ELL-8385 are UAV compatible COMINT/ DF and electronic support (ES)/ELINT systems respectively. Of the two, ELK-7071 is built around a 279(W)×208(H)×540(L)mm multi-channel COMINT sensor (MCCS) and makes use of calibrated interferometry for DF. Again, the MCCS weighs in at 30kg and the system as a whole has a power consumption of between 350-700W. Frequency coverage is given as being 20MHz to 3GHz (extendable up to 6GHz), with DF accuracy being claimed to be ‘better than’ 2° RMS. Again, ELK-7071 makes use of multiple ‘plate’ collection antennas; is supported by real-time/off-line analysis tools; can process both data and voice traffic and can direction-find against fixed frequency and frequency hopping emitters. For its part, the ELL-8385 is billed as covering the 0.5 to 18GHz frequency band (with 0.5 to 1GHz and 18 to 40GHz options) and as being designed
IAI
SIGINT SUPPLIERS As might be expected, a number of manufacturers around the world have produced SIGINT equipment that is suitable for installation aboard UAVs, with systems originating from countries as diverse as Germany (exemplified by Raytheon Deutschland’s Advanced Radar Detection System or ARDS), Israel (Elta Systems’ ELK-7071 and ELL-8385 equipments together with Elbits’s SKYFIX system), Pakistan (East West Infiniti’s ECOM WisperWatch), South Africa (Saab’s Electronic Surveillance Payload or ESP), the UK (Leonardo’s SAGE) and the US
(BAE Systems’ Tactical SIGINT Payload (TSP), L3Harris’ (formerly Exelsis) AR900, Northrop Grumman’s (NG) Airborne SIGINT Payload (ASIP) and the Sierra Nevada Corporation’s (SNC) AN/ZLQ-1 system). Looking at these in more detail, Raytheon Deutschland’s ARDS is a podmounted ELINT system that has been integrated with and tested aboard General Atomics’ MQ-9B Predator MALE platform and which can be configured to cover the one to 40 GHz frequency band; offers <100 kHz accuracy against pulsed signals (<10 kHz against continuous wave ones); has a 5kHz frequency resolution and a 1GHz instantaneous bandwidth and has sensitivity and direction-finding (DF) accuracy values of – 84dBm and <0.5° (antenna array dependent) respectively. Significantly, ARDS is also billed as being International Traffic in Arms Regulations (ITAR) - free. Looking specifically at the Asia-Pacific region, Australia has selected the MQ-9B to fulfil its Project Air 7003 requirement and it would not be unreasonable to speculate
This computer generated image shows the ELK-7071 COMINT system’s ‘plate’ antennas attached to the tail booms of an IAI Heron series MALE UAV 1 Signals intelligence (SIGINT) is an umbrella term that covers a number of sub-disciplines, the most important of which are communications intelligence (COMINT), electronic intelligence (ELINT) and telemetry intelligence (TELINT). In order, COMINT concerns itself with the interception of radio frequency (RF) communications links, while ELINT looks at non-communications signals such as those produced by radars. For its part, TELINT refers to the collection of RF data associated with the monitoring of weapons such as ballistic missiles during test campaigns.
armadainternational.com - february/march 2020 27
Although frequently forgotten in coverage of the UAV domain, tethered aerostats provide an effective platform from which to ‘fly’ SIGINT systems as part of an affordable air and/or coastal surveillance network
to provide ES situational awareness, early warning, passive air situation picture, real-time electronic orders of battle as well as intercepted signal analysis. Again, the system provides automatic radar emitter identification and makes use of scab-on lateral antenna arrays which are made-up of arrangements of four large and four small circular elements per array. The remaining cited Israeli exemplar - Elbit Systems SKYFIX - is (like Elta’s ELK7071) a UAV configured COMINT system that covers the 30MHz to 1.2GHz frequency range (expandable to 30MHz to 3GHz) and which can be configured for COMINT/DF and mobile/satellite telephone interception. As a COMINT/DF system, SKYFIX utilises correlative interferometry and a wide aperture, vertically polarised, ‘high precision’ antenna array for DF; provides 360° coverage in azimuth and –15° (–40° with degraded performance) to +2° in elevation; consumes <250W of power and weighs in at <35kg. At the time of writing, all three of the described Israeli systems were being promoted, with SKYFIX known to have been demonstrated on Elbit’s Hermes 450 air vehicle (AV), while Elta’s ELK-7071 and ELL-8385 have been associated with Israel Aerospace Industries’ (IAI) Heron family of UAVs. Within the Asia-Pacific region, the Indian Air Force, the Republic of Korea’s Army (RoKA) and Republic of Singapore’s
Air Force (RSAF) are known to have acquired Heron series UAVs, with at least two of the Singaporean examples being understood to be equipped with an as yet unidentified sensor fit beneath their bellies. LOW END SIGINT Marketed by the intriguingly named East West Infiniti concern of Islamabad, the ECOM WisperWatch SIGINT system is described as having been designed for armed forces who ‘cannot procure and maintain a high-end, manned SIGINT [platform]’. As such, the architecture can be packaged for installation aboard a ‘small’ UAV (ECOM WisperWatch UAV) or an aerostat (ECOM WisperWatch Aero). Again, WisperWatch incorporates a two to 10 channel scanning receiver (used for both search and monitoring); can either store acquired data aboard its host vehicle or download it to an associated ground station; covers the 0.5MHz to 4GHz frequency band; has a range of up to 130km when deployed on an aerostat that is being flown at an altitude of 3,281ft/1,000m (more than 225km when operated from a UAV flying at 9,843ft/3000m) and offers mission endurances of between six hours (UAV) and seven days (aerostat). As of this writing, no WisperWatch applications have been discovered and it remains uncertain as to whether or not East West Infiniti still
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includes ECOM WisperWatch in its ‘military electronics solutions’ portfolio. No such uncertainty surround’s Saab’s ESP system which the contractor describes as being ‘in service’ aboard a Seeker II UAV application (thought to be (but not confirmed as being) Algeria). As such, ESP covers to 0.5 to 18GHz frequency band and utilises phase and amplitude comparison and intra-pulse channel switching (‘single pulse’) DF. Other parameters include a frequency resolution of 1MHz; a 100MHz (narrow band) or 1GHz instantaneous bandwidth; 1° RMS DF accuracy at above 2GHz (3.5° RMS at 700MHz); angular coverage of 210° in azimuth (three sectors) and 70° in elevation and a system weight of 16kg (comprising a 10kg, 343×127×193mm control unit and a 6kg antenna array). Turning to Leonardo’s SAGE ES system, the contractor describes it as a scalable, multi-platform equipment that can cover the 0.5 to 40GHz frequency band and is designed to provide both situational awareness and ‘[ELINT] type analysis’. Other system features include interferometric DF (with a typical angle-of-arrival measurement accuracy of 1° RMS); single platform geo-location; a data recording facility and the ability to identify and categorise ‘complex’ emitter types. Within the UAV domain, SAGE applications are known to have been trialled aboard Leonardo’s fixed-wing Falco EVO and Schiebel’s rotary-winged S-100 Camcopter air vehicles and the device is further understood to be the subject of a partnership agreement between Leonardo and General Atomics with regard to a SAGE fit aboard the MQ-9B platform. Within the Asia-Pacific region, Pakistan is understood Northrop Grumman
CBP
DEFENCE INSIGHT
to have procured Leonardo’s first generation Falco UAV and it is not known whether or not these platforms incorporate an ES/ SIGINT capability. The remain four cited systems – the SNC’s AN/ZLQ-1, NG’s Airborne SIGINT Payload (ASIP), L3Harris’s (formerly Argo) AR-900 and BAE Systems’ Tactical SIGINT Payload (TSP) – all originate from America and are (collectively) applicable to both free flying and aerostat UAVs. Taking them in reverse order, BAE Systems’ TSP has been procured for use aboard the US Army’s MQ-1C Gray Eagle platform and is described as being a ‘sensor system [that is] capable of processing conventional, modern and standard military signals from a single payload’. Again, the device is described as being modular and scalable; as being a softwaredefined architecture and, as applied to the MQ-1C, is pod-mounted, with the housing being carried on the vehicle’s starboard inner wing pylon. Other system features include use of commercial off-the-shelf (COTS) hardware and remote operation at both line-of-sight (LOS) and beyond LOS ranges. For its part (and although originally intended for shipboard use and now approaching obsolescence), the AR-900 is included as an example of an aerostatmounted equipment. As such, it is known to have formed part of the sensor fit aboard Kuwait’s low-altitude surveillance system (KLASS). Digging down, AR-900 covers the 2 to 18GHz frequency band; has a frequency resolution and DF accuracy of 1MHz and between 1° and 3.5° and makes use of a 28kg, 37×59cm antenna assembly that incorporates eight broadband spiral elements for
Northrop Grumman’s MQ-4C Triton BAMS UAV is equipped with the SNC’s AN/ZLQ-1 ES system, the antenna array for which is housed in the small radome that can be seen beneath the air vehicle’s rear fuselage
Schiebel
DEFENCE INSIGHT
A take-off view of a Schiebel S-100 Campcopter rotary-winged UAV that is equipped with Leonardo’s SAGE ES system
DF. Turning to the cited NG product, ASIP is characterised as being a modular and scalable SIGINT payload that is currently in service aboard Lockheed’s high-altitude U-2 reconnaissance aircraft and NG’s RQ-4 Block 30 Global Hawk UAV. Functionally, ASIP is an open architecture that is capable of detecting, identifying and locating radars and other types of electronic and ‘modern’ communications signals in ‘dense’ environments. As applied to the Block 30 Global Hawk, ASIP is understood to take the form of a six chassis equipment that provides COMINT and ELINT direction-finding together with emitter geo-location and the ability to intercept telecommunications and ‘special signal’ transmission. Again, Global Hawk ASIP can operated at altitudes of up to 60,000ft/ (18,288m) and utilises COTS components in direct spray cooled multi-platform enclosures. At the time of writing, the Republic of Korea was in the process of acquiring four RQ-4 Block 30 (I) s with which to bolster its national surveillance capability. Here, onboard equipment is listed as including an electro-optic/infrared imager, a synthetic aperture radar and a ‘signals intelligence’ package. Elsewhere in the region, Japan is also known to be procuring a trio of RQ-4 Block 30 (I) air vehicles which can be assumed to be similarly equipped to those being acquired by South Korea. The remaining quoted system – the SNC’s AN/ZLQ-1 – is the ES system
installed aboard the US Navy’s (USN) persistent MQ-4C Triton Broad Area Maritime Surveillance (BAMS) UAV and is described as being ‘all digital’, as providing 360° coverage in azimuth, as being capable of specific emitter identification and as incorporating an antenna array that includes a ventral radome mounted beneath the air vehicle’s rear fuselage. Aside from any USN MQ-4C deployments in the region, the type is also being procured by Australia. Here, the requirement is for seven air vehicles, the second of which was ordered during April 2019. AND CHINA Mention should be made of activity within the People’s Republic of China’s wide ranging UAV industry. Here, Beihang’s BZK-005E MALE platform is described as being able to accommodate an ELINT fit, while members of the Aviation Industry Corporation of China’s (AVIC) Wing Loong family of multi-role MALE UAVs are said to be capable of housing ‘electronic surveillance’ payloads. Elsewhere, the China Aerospace Science and Technology Corporation’s (CASC) CH-4 vehicle has been photographed with a 1.5m long ‘electronic reconnaissance’ pod mounted on its ventral belly stores station. Equipped with an antenna array that includes four blade aerials, this payload is described as having been developed to ‘fulfil an unspecified customer’s requirements’.
armadainternational.com - february/march 2020 29
Crown Copyright
REGIONAL Analysis
RAF Typhoon FGR.4s take-off from a frosty Keflavik Air Base in November 2019.
ICELANDIC
GAP GUARDIANS Protecting NATOâ&#x20AC;&#x2122;s northern flank is a job not only entrusted to Norway, but also a rotation of Allied air force squadrons based in Iceland. By David Oliver
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REGIONAL Analysis
N
NH90 helicopters, and increased activity in air defence units will continue. In addition, preparation for the transition to and reception of five new Boeing P-8A Poseidon maritime patrol aircraft (MPA) to replace the RNoAF’s P-3C fleet from 2022 will continue. Norway has joined the NATO Multinational Multi-Role Tanker Transport Fleet (MMF) programme as one of the six nations that will jointly operate a fleet of eight A330 MRTT aircraft configured for inflight refuelling, the transport of passengers including VIPs and cargo, and medical evacuation flights. It is already a participant in the multinational Heavy Airlift Wing (HAW), a multinational military airlift organisation based at Papa Air Base in Hungary which was officially activated in July 2009 as part of NATO’s Strategic Airlift Capability (SAC) programme operating three C-17A Globemaster III aircraft.
In 2008 Norway selected the F-35A to strengthen its ability to operate on and monitor NATO’s Northern flank. The RNoAF has a requirement for 52 F-35A aircraft which will be the largest defence procurement in Norwegian history. Ørland Air Station has become the main operating base for the F-35A as well as the Raytheon/Kongsberg National Advanced Surface-to Air Missile System (NASAMS II) and the deployable base defence units. Evenes Air Station will house a NATO Quick Reaction Alert (QRA) detachment when the F-35 replaces the F-16 from 2022. As F-16 operations wind down in the early 2020s, Bodø Air Station will close. COVERING THE ICELANDIC GAP On 6 November 2019, Norway declared initial operating capability (IOC) status for its F-35As. Since receiving its first three
Lockheed Martin
orway is NATO’s northern guardian, whose continual military presence is a stabilising factor in the region as it maintains security on behalf of the northern European community. A Long Term Defence Plan (LTDP) covering the period from 2017 to 2020 was approved by Norway’s government in November 2016 calling for a significant increase of spending to strengthen NATO’s ability for collective defence. Entering the last year of the LTDP with its goals having been fulfilled, the defence budget for 2020 will amount to almost $6.84 billion (Kr61 billion). The Royal Norwegian Air Force’s (RNoAF) share of the budget, including the Rescue Helicopter Service, is about $770 million (Kr6.9 billion). In 2020, the introduction into service of the Lockheed Martin F-35A fighter aircraft and the new NH Industries
Lockheed Martin F-35A Lightning II are replacing the Royal Norwegian Air Force’s fleet of F-16As.
armadainternational.com - february/march 2020 31
REGIONAL Analysis
Federation and the conflict in Donbass, Ukraine. Fighter aircraft deployed to Iceland are accompanied by NATO Boeing E-3A Sentry AWACS aircraft to enhance the Iceland Air Defence System radar network as well as other supporting aircraft as required. In 2018, the deployments to Iceland came under the Allied Air Command and were controlled by NATO’s northern Combined Air Operations Centre (CAOC) at Uedem in Germany. An average of three deployments are made per year involving four to six aircraft, with each lasting from three to four weeks. Royal Danish Air Force Lockheed Martin F-16AM fighters deployed to Iceland in April 2018. Denmark was one of the first members to contribute to NATO’s air policing of the airspace of Iceland and had on three previous occasions contributed to the mission, most recently in 2015. Denmark’s contribution to Iceland Peacetime Preparedness Needs (IPPN) consisted of four F-16A aircraft fighters and approximately 60 support personnel. “Iceland is a close and important partner to Denmark. With this contribution Denmark furthermore demonstrates its wholehearted commitment to NATO’s strengthened
Italian Air Force
examples of the fighter in November 2017, the RNoA’s fleet has grown to 22 aircraft, seven of which are stationed at Luke AFB in the United States as part of a multi-national training component. This year the RNoAF will deploy its F-35As to Iceland to conduct NATO air-policing missions. Icelandic Air Policing is a NATO operation conducted to patrol Iceland’s airspace. Iceland does not have an air force while operational command of its defences is under the Icelandic Coast Guard. As a member of NATO, Iceland allows Allied air units and radar installations to be stationed in its territory. When the United States Air Force (USAF) ceased deploying fighter units to the country in September 2006, and the US Iceland Defense Force was withdrawn, Iceland requested that its NATO allies periodically deploy fighter aircraft to Keflavik Air Base to provide protection of its airspace. The first deployment of aircraft took place in May 2008. Since 2014 the aircraft deployed to Iceland have been placed on Quick Reaction Alert (QRA) status and flown armed patrols. It was decided to commence them in response to the deterioration in relations between Russia and NATO countries following the annexation of Crimea by the Russian
An Italian Air Force F-35A leave the hangar at Keflavik Air Base in October 2019.
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deterrence and defence posture vis-a-vis Russia”, said the Danish Minister of Defence Claus Hjort Frederiksen. The Danish deployment was followed by 14 UASF F-15C aircraft from the 493rd Expeditionary Fighter Squadron based at RAF Lakenheath in England with 300 personnel during August 2018. On 19 March 2019, two unknown aircraft entered NATO airspace near Iceland, according to the Icelandic Coast Guard which were later identified as Russian Tupolev Tu-142 (Bear F) long-range bombers. The two aircraft did not report to Icelandic air traffic control on entering the area, nor did they have their radar active. Two Italian Air Force Eurofighter Typhoons from 36° Stormo that were deployed to Iceland for NATO exercises flew to meet the aircraft. They were located in NATO airspace but outside Icelandic airspace. Russian military aircraft last entered the region in December 2018, but are regularly observed near Norway. The Icelandic Foreign Affairs Minister Guðlaugur Þór Þórðarsson stated that the Italian aircraft’s response was fully in line with NATO’s working regulations and that the incident was yet another example of the importance of airspace surveillance and air policing in Iceland. During exercise Icelandic Air Surveillance (IAS) 2019, airmen from the 480th Fighter Squadron, Spangdahlem Air Base, worked to establish air surveillance and interception coverage over Keflavik AB, Iceland, to maintain the integrity of the NATO airspace form 29 July to 10 August. The primary focus of IAS 2019 was for the squadron’s F-16C pilots to do scramble alerts and get their flying certifications for intercept missions. Scramble alerts are used to test the amount of time it would take pilots to get from ground to air. According to airman 1st Class Delia O’Toole, 52nd Aircraft Maintenance Squadron crew chief, who was supporting the squadron: “Take-offs during IAS 2019 were different than a normal takeoff process at Spangdahlem AB. In a normal process, crew chiefs communicate with the pilot through headsets. Both the pilot and crew chiefs have a longer time for aircraft checks and takeoffs. The whole process is much more relaxed. The process in Iceland when the alarm goes off notifying us of a scramble alert, until the pilot is into the air, everything is moving fast, and it is important to stay calm and get it done and done the right way.”
FIRST NATO F-35 DEPLOYMENT In October 2019 the Italian Air Force returned to Iceland with six F-35A aircraft of 32° Stormo thus becoming the first NATO country to employ the Lockheed Lightening II operationally within the Alliance. During the 2,000nm transit from Italy to Iceland, the F-35s refuelled twice, once over northern Italy and once over Scotland, fuel being provided by an Italian Air Force Boeing KC-767A tanker from 14° Stormo, and a ATR P-72A ensuring the Oceanic Search and Rescue capability if needed. All six jets were deployed by 25 September following the transit flight of around 5 hours 30 minutes, and started familiarisation flights two days later. Beside the Flight component, the Operations Branch and the Maintenance Branch, which included some 50 technicians, a fourth element peculiar to the F-35 aircraft was part of Task Group Lighting, the Autonomic Logistics Information System (ALIS), which allows F-35 operators to plan flights and maintenance of the new fighter. On 2 October the NATO evaluators stated the fully compliance and declared the Full Operational Capability (FOC) of the Italian detachment, two days ahead of schedule. The TFA32 was obviously fully integrated into the NATO Air Defence System, scramble orders reaching the units via Link 16 directly from the CAOC in Uedem responsible for all the Alliance air activities north of the Alps. All was received on digital channels without any voice command, down to the single aircraft. In less than a month the Italian F-35As flew 103 sorties, 14 at night, for a total of 159 flight hours. Eight to 10 sorties per day were planned, with some training missions involving all six Lighting II operating in a two versus four scenario or in a four versus two plus four virtual opponents injected by the embedded training system. Military flight activity in Iceland was scarce, which limited training with other assets. The Italian deployment was followed by four Royal Air Force (RAF) Typhoons from No 1 (Fighter) Squadron based at RAF Lossiemouth in Scotland. This was the first time since World War II that an RAF fighter squadron has been based in Iceland, close to the Arctic Circle. The deployment included 129 deployed RAF regular and reserve support personnel. As well as being on 24-hour stand-by to scramble in response to unidentified aircraft flying towards Icelandic airspace, the Typhoon FGR.4s flew 59 training sorties and
EMSA
REGIONAL Analysis
The EMSA/CeiiA Hermes 900 MALE UAV at Icelands’s Egilsstaðir Airport for maritime surveillance over the country’s EEZ.
more than 180 practice intercepts during the month-long deployment. Commenting on the RAF’s departure, Gudlaugur Thór Thórdarson, Minister for Foreign Affairs of Iceland said: “It is safe to say that this first RAF NATO Air Policing peacetime mission in Iceland has been a success. We appreciate the support from a trusted ally and neighbour, and we look forward to welcoming the RAF back for its next mission in Iceland.” In addition to the NATO air patrols, a medium altitude long endurance (MALE) Hermes 900 unmanned aerial vehicle (UAV) has been used by the Icelandic maritime authorities to enhance the maritime picture over its Exclusive Economic Zone (EEZ), the service following a request made by the Icelandic Coast Guard to the European Maritime safety Agency (EMSA). The UAV was integrated into the existing surveillance mechanisms and procedures covering coast guard functions in the areas of maritime safety and security, search and rescue (SAR), environmental protection, law enforcement and fisheries control. The Hermes 900 in use was adapted to withstand the strong winds and icy conditions common to the North Atlantic Ocean. It has an endurance of over 12 hours and may perform maritime surveillance tasks in areas extending as far as 200nm from the shoreline. The operations are based at the Egilsstaðir Airport in the east of the island. From there, they have the capability to cover more than half of the Icelandic EEZ.
EMSA’s UAV services for Iceland involved the cooperation of several Icelandic authorities, who were able to follow the missions remotely thanks to EMSA’s UAV data centre. In addition to the Icelandic Coast Guard, users included the fisheries directorate, the environment agency, the customs directorate, the police force, and the search and rescue association. The Hermes 900 UAS is under contract by EMSA from the Portuguese company, Centre of Engineering and Innovation (CEiiA). Using SATCOM technology, it can operate beyond radio line of sight. The payload consists of electro-optical and infra-red (EO/ IR) video cameras, maritime radar, a receiver for an Automatic Identification System (AIS) that detects signals from registered vessels and an emergency position-indicating radio beacon EPIRB receiver. EMSA’s UAV services were set up in 2017 for maritime surveillance and monitoring operations to support national authorities involved in coast guard functions including maritime pollution and emissions monitoring, detection of illegal fishing, anti-drug trafficking, and illegal immigration, border surveillance, and search and rescue operations. EMSA did not conclude the two-year contract for the flights in Iceland directly with Elbit Systems, but with CeiiA at a reported cost of $64.6 million (€59 million), which can be extended by a further two years.
armadainternational.com - february/march 2020 33
ARMADA COMMENTARY
AI MAY BE THE SOLUTION TO DEFENCE INDUSTRY CYBERSECURITY Andrew Hunter
A
powerful theme of defence industry conversations around the world is the increasing criticality of cyber security. It is a focus for governments who worry that capability returns on their investment in the development of new technology may be quickly stolen by adversaries. If hackers can steal technology from industry (or through weak links in industry’s supply chain) as is already well proven, then the advantage delivered by defence investment in next generation systems is disincentivised. This also threatens defence industry’s business model, especially over the long term, since industry depends on the development of next generation weapon systems to sustain its design capabilities and retain and grow market share (and profit) as existing systems age to obsolescence. It is little surprise then that there is growing consensus on improving cyber security among defence industry observers, but it is much less clear how this objective is best accomplished. CMMC EMERGES In the United States, a fast-moving policy initiative has emerged to establish an industry certification regime, known as the Cybersecurity Maturity Model Certification (CMMC). CMMC establishes a system of third-party certification of escalating levels of cybersecurity maturity that will be required to be eligible to compete for US defence contracts and subcontracts beginning later this year. There is consensus around the need for increased cybersecurity protection, including more robust requirements for the higher tiers of defence industry which handle the most sensitive data, as well as a general recognition that
third-party certification is preferred to the self-certification which happens today under existing standards from the National Institute of Standards and Technology. However, the consensus breaks down pretty quickly after these two general points are conceded. As a result, CMMC implementation has been slowed, limiting this year’s implementation to a few pathfinders. Since the third-party certification system is still just being established, to be overseen through an unusual volunteer accreditation board, there are substantial open questions about how much these certifications will cost, what happens when a firm feels it has been unjustly denied certification, and how firms that don’t have existing defence contracts will be able to recover the costs of achieving the certification required to compete for future contracts. It is a safe bet that these issues will be thoroughly litigated in the halls of the Pentagon and industry planning sessions as well as in the courts before clear answers to these questions emerge. In the meantime, though, industry is motivated to prepare to achieve accreditation and defence leadership is reassured enough to budget increased investment in technology which stands as a form of initial success for CMMC. However, it is already clear that CMMC is likely to be a stopgap measure that may succeed in bandaging a gaping wound temporarily, but that is likely to lose effectiveness over time. In a world where the internet of things is proliferating rapidly and the quantity of information requiring protection is growing exponentially, the certification levels outlined in CMMC will need to be adjusted frequently to ensure they stay relevant to the threat. As digital thread becomes increasingly prevalent in
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defence supply chains, the number of firms requiring more challenging, higher level certification, will also grow rapidly. It is possible that CMMC could quickly become as overburdened, and potentially ineffective, as the security clearance process for industry personnel has been. AI TAKES THE STRAIN It is at this point of information overload that artificial intelligence (AI) may serve to provide a part of the answer. Rather than employing human reviewers to assess cyber hygiene practices, AI algorithms can be used to assess actual vulnerabilities in industry networks and to identify points of entry and other problems that require correction in real time. As the volume of data and networks requiring accreditation grow, AI can help manage the increasing volume and complexity of cyber data. DoD may be uniquely qualified to help industry develop AI tools for this purpose through its investment in artificial intelligence development and its Joint AI Center. Ultimately cybersecurity protection of defence industry will work best if it leverages cybersecurity best practices emerging in the broader economy to the maximum extent possible. It will be highly concerning, in the alternative, if CMMC becomes a substantial barrier to entry into defence supply chains for non-traditional and commercial suppliers. Ironically, for CMMC, success may mean that it turns into just another bureaucratic box to check that doesn’t meaningfully distinguish become companies competing for government contracts because cybersecurity has become simply part of the bottom line for industry.
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