One of my earliest blog posts, done in December 2015 was on “Defeating an Insurgency by Air.” It was in part inspired by the Republican debate at the time and people talking about “carpet bombing” ISIL.
I gather the part of the article that gives people heartburn is: “So, we are left to state that we cannot think of a single insurgency that was defeated by airpower, primarily defeated by airpower, or even seriously undermined by airpower. Perhaps there is a case we are missing. It is probably safe to say that if it has never successfully been done in over a hundred insurgencies over the last hundred years, then it is something not likely to occur now.”
Now, we do go on a hunt for other cases. This led to the follow-up blog posts:
This last post was actually not tagged as an “air power” subject, but I felt it was particularly relevant….and yes, we do have two blog posts with the same title. But this second one has this cool graph:
Over Syria on 18 June a U.S. Navy F/A-18E Super Hornet locked onto a Su-22 Fitter at a range of 1.5. miles. It fired an AIM-9X heat-seeking Sidewinder missile at it. The Syrian pilot was able to send off flares to draw the missile away from the Su-22. The AIM-9X is not supposed to be so easily distracted. They had to shoot down the Su-22 with a radar guided AMRAAM missile.
Anyhow, the article speculates that this is because the missiles are not calibrated to Soviet flares, instead being calibrated to American flares. Have no idea how much of this is a plausible explanation.
They were operating from the carrier USS George H. W. Bush
They fired an AIM-9 Sidewinder at half a mile away
Syrian Su-22 deployed defensive flares causing the U.S. missile to miss.
They then fire an AIM-120 AMRAAM which hit the Su-22.
Syrian pilot ejected and probably landed in ISIL-controlled territory. Syria states that he is missing.
According to an email sent to me from sources that I cannot confirm the veracity of:
According to a source in the Syrian Arab Air Force (SyAAF), Lieutenant Colonel Ali Fahd took off in the afternoon of June 18 from the T4 airbase east of Homs. We know that the warplane is a Soviet made ground attack Su-22M4 with the serial number “3224”.
According to our source the Su-22M4 was loaded with six general purpose OFAB 250-270 bombs. Ali Fahd’s mission was to strike ISIS fighters and vehicles attempting to withdrew from Rusafah in the province of Raqqah towards Sukhnah in the province of Homs and Oqerbat in the eastern Hama countryside – near Ali Fahd’s home town of Salamyiah. Connection with Ali Fahd was lost after reaching the operation area over Rusafah.
According to Ali Fahd’s relative Al-Masdar News reporter, Majd Fahed, Ali Fahd was captured by the SDF and Tiger Forces Leader General Suheil Al-Hassan is negotiating with SDF in order to free Ali Fahd.
The SDF side has released no official comments on the situation. However, SDF sources confirmed that Ali Fahd was captured by the SDF suggesting that the group will release him in the end.
Anyhow, really don’t want to get into “reporting” as I have books to write.
Back on 24 November 2015, a Turkish F-16 shot down a Russian SU-24M with a AIM-9X Sidewinder missile. Turkey is a member of NATO.
This is the first plane the U.S. has shot down since Kosovo in 1999. In 1999 Serbia lost 6 Mig-29s: three shot down by USAF F-15s, one by a USAF F-16, one by a RNAF F-16 (Royal Netherlands Air Force) and one probably by friendly (Serbian) fire from the ground. The U.S. lost an F-16C and F-117 Nighthawk from anti-aircraft.
Wells and Schairer came up with the basic design for the B-52 over one weekend in 1948, drawing upon advanced concepts developed by Nazi Germany during World War II. The first prototype flew in 1952.
Six days after that first B-52 flight, the two pitched an idea to the Boeing board for a jet-powered passenger aircraft, which they would get the U.S. government pay to develop by marketing it as a military tanker for the B-52. This program would yield the KC-135 and the civilian Boeing 707 airliner. The first KC-135 flew in 1956.
Although seeking replacements, the Air Force is planning on keeping both the B-52 and KC-135 in service past 2050, when both airframes will be over 100 years old. Boeing won a contract to replace the KC-135 in 2011, but its new tanker is woefully late and over budget.
The 76 B-52s have a 70% readiness rate due to their relative simplicity to maintain and the Air Force is about to approve $4 billion in new engines to keep them flying.
The U.S. Air Force (USAF) has fielded a formidable force, demonstrating air dominance in conflicts fought, as well as those threatened, across the globe for decades through the Cold War (1945-1991); think Strategic Air Command (SAC) under Gen Curtis LeMay. Pax Americana has been further extended to the present. A “pax” (Latin for peace) being a period of relative peace due to a preponderance of power. The French Foreign Minister Hubert Vedrine famously defined the U.S. as a “hyperpower”, or “a country that is dominant or predominant in all categories” (NY Times, 1999-02-05). The ability to project power by the U.S. military, especially by the USAF, is and was unparalleled.
According to Gen David Goldfein, Air Force Chief of Staff, “We’re everywhere. Air power has become the oxygen the joint team breathes. Have it, you don’t even think about [it]. Don’t have it, it’s all you think about. Air superiority, ISR [Intelligence, Surveillance and Reconnaissance], space, lift [airlift, or transport services] are just a few examples.”
Indeed, “Land-based forces now are going to have to penetrate denied areas to facilitate air and naval forces. This is exact opposite of what we have done for the last 70 years, where air and naval forces have enabled ground forces,” according to General Mark Milley, Chief of Staff of the U.S. Army. War on the Rocks claims “there is no end in sight to the [U.S.] Army’s dependence on airpower.”
The USAF Fights as a Joint Force
The photo above illustrates a joint team across U.S. and allied forces, by combining assets from the USAF, the U.S. Marine Corps (USMC), as well as the Royal Air Force (RAF), and Royal Australian Air Force (RAAF) into a single fighting force. But it also demonstrates this preponderance of power by the USAF, which provided almost all of the aircraft used by the operation. Pictured aircraft include (clockwise from left):
U-2S (USAF) – provides ISR.
PAC-3 (USAF) – surface-to-air missile to attack airborne targets.
KC-10 (USAF) – provide in-flight refueling services.
F-15E (USAF) – provides both air superiority and precision strike capabilities.
E-3D Sentry (RAF or USAF) – provides command, control, communications and computers, plus ISR, which happily forms the unique acronym C4ISR, rather than “CCCCISR”
F/A-18C (USMC or RAAF) – provides both air superiority and precision strike capabilities.
F/A-22 (USAF) – provides penetrating strike and air dominance capabilities.
A330 MRTT (RAF?) – provides both in-flight refueling and airlift services.
Emergency Medical and Firefighting ground vehicles.
Thus, I’d assert, we have seen some strong evidence of great plans, and more importantly a planning capability by the U.S. military, including and especially the USAF.
According to a RAND study on the USAF pilot shortage, the real issue is experience levels in “Operational Units (i.e., those with combat responsibilities) are the only assignment options for newly trained pilots while they mature and develop their mission knowledge. Thus, these units require enough experienced pilots to supervise the development of the new pilots. As the proportion of experienced pilots in a unit drops, each one must fly more to provide essential supervision to an increasing number of new pilots. If the unit’s flying capacity cannot increase, new pilots each fly less, extending the time they need to become experienced themselves.”
Given that the career path from military pilot to airlines pilot has been in operation since the 1940’s, why should this be a critical issue now? Because the difference in pay has changed. “The Air Force believes much of the problem comes from commercial airlines that have been hiring at increased rates and can offer bigger paychecks.” All major U.S. Airlines, however, must report not only pilot quantities and salaries, but many other financial details to the Office of Airline Information (OAI), which provides this data to the public for free. Does the USAF not have the capability to analyze and manage the economics of pilot demand and supply? It seems they have been caught reacting, rather than proactively managing their most critical resource, trained human pilots.
“Drone pilots suffer a high rate of burnout, as they work 12 to 13 hour days, performing mainly intelligence, surveillance, and reconnaissance missions, but also some strikes where mistakes caused by tired eyes can cost lives.” Given the autopilot capabilities of commercial airliners, why are Remotely Piloted Aircraft (RPA) aircrews working so much? Why has autonomy not been granted to a machine for the long, boring and tedious tasks of loiter, and then a human alerted when required to make decisions? Perhaps because the RPA concept is not developed enough to allow for man-machine teaming, perhaps because military leaders do not trust technology to deliver the right alerts.
According to Goldfein, “I believe it’s a crisis: air superiority is not an American birthright. It’s actually something you have to fight for and maintain.”
As fighter pilots seem to be more likely to leave the USAF, these issues seem to be related. As “drones” (more properly RPA) became the star of the global war on terrorism since 2001, many USAF fighter pilots who were formerly physically flying USAF aircraft such as the F-16 were tasked with sitting in a cargo container and staring at a screen, while their inputs to controls were beamed across the world at the speed of light to the controlled drone, which was often loitering for hours over a target area that required persistent ISR. Several Hollywood movies (such as Good Kill (2014)) have been made about this twofold life of USAF pilots. Did the USAF not know that these circumstances would erode morale? Do they know why pilots sign up for service, and why they stay?
How About Battlefield Networking?
A Battle Network enabled by an F-15C with Talon HATE pod. [foxtrot alpha]
In previous posts in this blog, we’ve seen that information is a critical resource. The ability to share information on a battlefield network is the defining capability about how we will win future wars, according to Deputy Defense Secretary Robert Work. Most units in the USAF (as well as most NATO units) have the Link 16 network (depicted in blue above). This was conceived in 1967 by MITRE, demonstrated in 1973 by MITRE, and developed as the Joint Tactical Information Distribution System (JTIDS) in 1981 by what is now BAE Systems. “Fielding proceeded slowly throughout the late 1980s and early 1990s with rapid expansion (following 9/11) in preparation for Operation Enduring Freedom (Afghanistan) and Operation Iraqi Freedom.”
Not all units are equipped with Link 16 capability, especially the new stealth fighters, since broadcasting over this network gives away a units position. Instead, the F-22 was equipped with the In-Flight Data Link (IFDL), the red lines in diagram above. Since only the F-22 was equipped with this type of data link, legacy fighters like the F-15C could not communicate easily with F-22 units. Similarly, the F-35 program is being deployed with its own, the Multi-Function Advanced Data Link (MADL), which likewise preserves stealth, but also impedes communications with units not so equipped.
The difficulty and complexity of fielding a battlefield network which allows aircraft to communicate without compromising their stealth is tough, which is why Lt Col Berke stated that “these networks have yet to be created.” The Talon HATE pod is a stopgap capability, requested by the Pacific Air Forces, prototyped and deployed by Boeing Phantom Works. “With the stealthy F-22 buy truncated at 183 aircraft and F-35s being introduced into service far more slowly than planned, the Air Force is being forced to devise a connectivity regimen among these platforms to maximize their capabilities in battle.” The Talon HATE pod also includes an IRST, which the USAF has learned is effective at detecting stealth fighters.
Indeed, as reported by Aviation Week, the USAF is still in the process to rolling out Link 16 to its older tankers the KC-135, which are among the oldest aircraft still flown by the USAF. Perhaps this is a reaction to the Chinese operationalized stealth fighter, the J-20. It has recently been photographed carrying four external fuel tanks, which may give it the range to attack potentially vulnerable targets, such as tankers.
F-35C of Strike Fighter Squadron 101 (VFA-101) flies in formation with a Boeing F/A-18F Super Hornet of VFA-122 near Eglin Air Force Base, Florida (USA) on 22 June 2013. (USAF via Wikimedia)
The U.S. Navy (USN) and U.S. Air Force (USAF) are concerned about the ability to achieve and retain air superiority in future conflicts. In 2008, with the F-35 program underway, the USN issued a new requirement for an air superiority platform, the F/A-XX. The USAF, looking at its small fleet of F-22 Raptors–187 total, 125 combat-ready–and the status of the F-35 program, kicked off its own F-X program or Next-Generation Air Dominance (NGAD) in 2012.
In 2015, Frank Kendall, the Pentagon’s “acquisition czar” combined these two programs into Penetrating Counter-Air (PCA) to be run by the Defense Advanced Research Projects Agency (DARPA). This means that some basic requirements will need to be agreed upon, such as stealth or low-observable characteristics. The USN and USAF have some differing viewpoints on this particular topic.
USAF Air Combat Command (ACC) chief Gen. Herbert “Hawk” Carlisle says stealth will be “incredibly important” for the F-X aircraft that the USAF is pursuing as an eventual F-22 replacement. This viewpoint is reinforced by statements that the USAF’s fourth-generation fighters, F-14, F-15, F-16, and F-18, are “obsolete” even after upgrade, and “they simply will not survive” against the threats of the future, such as anti-access/area-denial (A2/AD) capabilities.
Meanwhile, USN Chief of Naval Operations Adm. Jonathan Greenert, has said that “stealth may be over-rated.” In a speech at the Office of Naval Research Naval Future Force Science and Technology Expo in Washington, D.C., Greenert said “I don’t want to necessarily say that it’s over, but let’s face it, if something moves fast through the air and disrupts molecules in the air and puts out heat–I don’t care how cool the engine can be–it’s going to be detectable.”
Aviation Weekdetailed these advances in counter-stealth capability, including both radars and Infra-Red Search and Track (IRST):
U.S. Air Force is the latest convert to the capabilities of IRST. The U.S. Navy’s IRST for the Super Hornet, installed in a modified centerline fuel tank, was approved for low-rate initial production in February, following 2014 tests of an engineering development model system, and the Block I version is due to reach initial operational capability in fiscal 2018. Block I uses the same Lockheed Martin infrared receiver—optics and front end—as is used on F-15Ks in Korea and F-15SGs in Singapore. This subsystem is, in turn, derived from the IRST that was designed in the 1980s for the F-14D.
While the Pentagon’s director of operational test and engineering criticized the Navy system’s track quality, it has clearly impressed the Air Force enough to overcome its long lack of interest in IRST. The Air Force has also gained experience via its F-16 Aggressor units, which have been flying with IRST pods since 2013. The Navy plans to acquire only 60 Block I sensors, followed by 110 Block II systems with a new front end.
The bulk of Western IRST experience is held by Selex-ES, which is the lead contractor on the Typhoon’s Pirate IRST and the supplier of the Skyward-G for Gripen. In the past year, Selex has claimed openly that its IRSTs have been able to detect and track low-RCS targets at subsonic speeds, due to skin friction, heat radiating through the skin from the engine, and the exhaust plume.
Are Fourth and Fifth Generation Fighters Comparable?
Then on 21 December 2016, in the middle of this ongoing debate, president-elect Donald Trump tweeted: “Based on the tremendous cost and cost overruns of the Lockheed Martin F-35, I have asked Boeing to price-out a comparable F-18 Super Hornet!”
Many have asked, can an upgrade to a “legacy” fighter like the Super Hornet be comparable to a fifth-generation fighter like the F-35? Some have said that an advanced Super Hornet is an “Impossible Magic Fantasy Jet.” Others flatly state “No, Mr. Trump, You Can’t Replace F-35 With A ‘Comparable’ F-18.” More eloquently stated: “In this modern era of stealth combat, there are two kinds of fighters. Stealth fighters and targets.”
The manufacturers of the two aircraft mentioned in Trump’s tweet have been debating this topic over the past few years. In 2014, Boeing questioned the relative capabilities of the F-35C and the E/F-18G “Growler”, an electronic attack variant of the Super Hornet. “Stealth is perishable; only a Growler provides full spectrum protection.”
Indeed, that same year, Boeing developed an Advanced Super Hornet. The idea was basically to enclose the weapons that current Super Hornets sling beneath their wings into a low-observable pod and thus bring the overall radar cross section (RCS) i.e. the main metric of stealth, down to a level that would provide some of the penetration capability that a fifth generation fighter enjoys.
F/A-18 XT Block III Advanced Super Hornet [GlobalSecurity.org]
The current version of the advanced Super Hornet has “matured” after additional conversation with their primary customer, and low-observability has taken a less important role than range, payload, and battle-network capability. Indeed, Mr. Trump responded “We are looking seriously at a big order.”
For the USN, the F-35 seems to have evolved from a strike fighter into a platform for command, control, communications, computers, intelligence, reconnaissance and surveillance (C4ISR). This is an important role to play, undoubtedly, but it may mean fewer F-35Cs on carrier decks, which puts more money back into the pocket of the USN for other purposes.
Boeing’s sixth-generation fighter concept. Notable features are the optionality of the pilot, the lack of visibility from the cockpit which indicates some sort of “distributed aperture system” a la the F-35, and lack of a tail, which might limit air combat maneuverability. [Aviation Week]
What both companies and both services state publicly must be taken in the context of politics and business, as they are in constant competition, both with each other and potential opponents. This is a natural way to come up with good concepts, good options, and a good price.
We used some of these, designated at the T-10 in the Korean War (1950-1953). We even had a 13,000 pound guided bomb version of it that was used in Korea: https://en.wikipedia.org/wiki/ASM-A-1_Tarzon
Now re-designated as the M-121, this 10,000 pound version of the bomb was used pretty extensively in Vietnam, usually air dropped by helicopters to create landing zones, often in a “hot” area: https://en.wikipedia.org/wiki/M-121_(bomb)
Anyhow, these weapons have been around for a while, but I think this is the first use of one in combat since Vietnam (please correct me if I am wrong).
