Tag Combined arms

Drones And The U.S. Navy

An X-47 Unmanned Combat Air System (UCAS) drone lands on the USS Theodore Roosevelt during a test in 2014. [Breaking Defense]

Preamble & Warning (P&W): Please forgive me, this is an acronym heavy post.

In May 2013, the U.S. Navy (USN) reached milestones by having a “drone,” or unmanned aerial vehicle (UAV) land and take-off from an aircraft carrier. This was a significant achievement in aviation, and heralded an era of combat UAVs (UCAV) being integrated into carrier air wings (CVW). This vehicle, the X-47B, was built by Northrup Grumman, under the concept of a carrier-based stealthy strike vehicle.

Ultimately, after almost three years, their decision was announced:

On 1 February 2016, after many delays over whether the [Unmanned Carrier-Launched Airborne Surveillance and Strike] UCLASS would specialize in strike or intelligence, surveillance and reconnaissance (ISR) roles, it was reported that a significant portion of the UCLASS effort would be directed to produce a Super Hornet-sized carrier-based aerial refueling tanker as the Carrier-Based Aerial-Refueling System (CBARS), with ‘a little ISR’ and some capabilities for communications relay, and strike capabilities put off to a future version of the aircraft. In July 2016, it was officially named ‘MQ-25A Stingray’.

The USN, who had just proven that they can add a stealthy UCAV to carrier flight deck operations, decided to put this new capability on the shelf, and instead refocus the efforts of the aerospace defense industry on a brand new requirement, namely …

For mission tanking, the threshold requirement is offloading 14,000 lb. of fuel to aviation assets at 500 nm from the ship, thereby greatly extending the range of the carrier air wing, including the Lockheed Martin F-35C and Boeing F/A-18 Super Hornet. The UAV must also be able to integrate with the Nimitz-class carriers, being able to safely launch and recover and not take up more space than is allocated for storage, maintenance and repairs.

Boeing has fashioned part of St. Louis Lambert International Airport into an aircraft carrier deck, complete with a mock catapult system. [Boeing]

Why did they do this?

The Pentagon apparently made this program change in order to address the Navy’s expected fighter shortfall by directing funds to buy additional F/A-18E/F Super Hornets and accelerate purchases and development of the F-35C. Having the CBARS as the first carrier-based UAV provides a less complex bridge to the future F/A-XX, should it be an autonomous strike platform. It also addresses the carriers’ need for an organic refueling aircraft, proposed as a mission for the UCLASS since 2014, freeing up the 20–30 percent of Super Hornets performing the mission in a more capable and cost effective manner than modifying the F-35, V-22 Osprey, and E-2D Hawkeye, or bringing the retired S-3 Viking back into service.

Notice within this quote the supposition that the F/A-XX would be an autonomous strike platform. This program was originally a USN-specific program to build a next-generation platform to perform both strike and air superiority missions, much like the F/A-18 aircraft are “swing role.” The US Air Force (USAF) had a separate program for a next generation air superiority aircraft called the F-X. These programs were combined by the Department of Defense (DoD) into the Next Generation Air Dominance (NGAD) program. We can tell from the name of this program that it is clearly focused on the air superiority mission, as compared to the balance of strike and superiority, implicit in the USN program.

Senator John McCain, chairman of the Senate Armed Services Committee (SASC), wrote a letter to then Secretary of Defense Ash Carter, on 2015-03-24, stating, “I strongly believe that the Navy’s first operational unmanned combat aircraft must be capable of performing a broad range of missions in contested environments as part of the carrier air wing, including precision strike as well as [ISR].” This is effectively an endorsement of the X-47B, and quite unlike the MQ-25.

I’m in agreement with Senator McCain on this. I think that a great deal of experience could have been gained by continuing the development and test of the X-47B, and possibly deploying the vehicle to the fleet.

The Navy hinted at the possibility of using the UCLASS in air-to-air engagements as a ‘flying missile magazine’ to supplement the F/A-18 Super Hornet and F-35C Lightning II as a type of ‘robotic wingman.’ Its weapons bay could be filled with AIM-120 AMRAAMs and be remotely operated by an E-2D Hawkeye or F-35C flight leader, using their own sensors and human judgment to detect, track, and direct the UAV to engage an enemy aircraft. The Navy’s Naval Integrated Fire Control-Counter Air (NIFC-CA) concept gives a common picture of the battle space to multiple air platforms through data-links, where any aircraft could fire on a target in their range that is being tracked by any sensor, so the forward deployed UCLASS would have its missiles targeted by another controller. With manned-unmanned teaming for air combat, a dedicated unmanned supersonic fighter may not be developed, as the greater cost of high-thrust propulsion and an airframe of similar size to a manned fighter would deliver a platform with comparable operating costs and still without an ability to engage on its own.

Indeed, the German Luftwaffe has completed an air combat concept study, stating that the fighter of the 2040’s will be a “stealthy drone herder”:

Interestingly the twin-engine, twin-tail stealth design would be a twin-seat design, according to Alberto Gutierrez, Head of Eurofighter Programme, Airbus DS. The second crewmember may be especially important for the FCAS concept of operations, which would see it operate in a wider battle network, potentially as a command and control asset or UCAV/UAV mission commander.

Instead, the USN has decided to banish the drones into the tanker and light ISR roles, to focus on having more Super Hornets available, and move towards integrating the F-35C into the CVW. I believe that this is a missed opportunity to move ahead to get direct front line experience in operating UCAVs as part of combat carrier operations.

Aerial Combined Arms

In a previous post, I quoted Jules Hurst’s comparison between the medieval knights of old and modern day fighter pilots. His point was that the future of aerial combat will feature more combined arms. This I agree with; the degree of specialization that will be seen in the future will increase, although our ability to predict what this will be is uncertain. Hurst’s second point, that today’s aerial combat is akin to jousting and jovial knights looking to independently take down foes, I do not agree with at all.

Last night, I watched the History Channel documentary “Dogfights of Desert Storm,” a wonderful summary of several selected dogfights from the first Gulf War (1991, US and coalition vs Iraq), which included:

1. A furball between an unarmed EF-111 and a Mirage F1. Eventually, an F-15C came to the rescue, but the EF-111 crew was apparently awarded the Distinguished Flying Cross for its actions that day. Ultimately, the F1 hit the ground, and the F-15C got the credit.

2. A complex dogfight between a flight of two F-15Cs against 2 Mig-25s and 2 Mig-29s. This was a hairy affair, with lots of maneuver. The MiG-25s were able to decoy many heat-seeking AIM-9’s, so the AIM-7 radar guided missiles needed to be used to shoot them down.

[As previously reported, an F/A-18F had problems trying to down a Syrian Su-22 Fitter with an AIM-9 missile due to the effectiveness of Russian-made flares and had to resort to an AIM-120 radar-guided missile. Also a strategy from Soviet days, the preference to carry more than one type of seeker types seems to be quite good advice. The U.S. Air Force (USAF) has traditionally adhered to the concept of a beyond visual range (BVR) medium range, radar guided missile, the AIM-7 and the AIM-120 successor. This coupled with the short range AIM-9 infrared missile. The gap that this leaves is the long range, infrared guided missile.]

3. A well-run dogfight pitting a flight of four F-15Cs vs. a flight of four F-1s. Of the F-1s, one turned back to base, either for fear, prudence, or mechanical difficulty, it is difficult to say. The three other F-1s were all downed by AIM-7 missiles, fired at beyond visual range. What was noted about this engagement was the patience of the USAF flight leader, who did not immediately lock-on to the F-1s, in order to avoid triggering their radar warning receivers (RWR), and giving up the element of surprise by notifying them of the impending attack.

The statistic given was that 60% of the aerial victories in the entire conflict were from BVR.

The coalition’s triumph was an emphatic boost for current air war strategy. Multiple aircraft with specific roles working on concert to achieve victory. Air war in 1990, as it is today, is a team sport.” Multiple weapons disrupted the Iraqi capability to deal with it. It was information overload. They could not deal with the multiple successive strikes, and the fact that their radars went offline, and their command and control was shut down … jamming … deception – it was like having essentially a ‘war nervous breakdown’. (emphasis added).

Larry Pitts, a USAF F-15C Eagle pilot (retired), said

aerial victory against an enemy airplane was a career highlight for me. It’s something that I’ll never be able to beat, but you know in my mind, I did what any fighter pilot would have done if any enemy fighter had been put in front of him. I relied on my training, I engaged the airplane, protected my wingman as he protected me, and came out of it alive.

One key element in all of the combat recounted by the USAF pilots was the presence of airborne early warning aircraft, at the time the E-3C Sentry. Indeed, this form of combined arms—which is effectively an augmentation of a fighter pilot’s sensors—has been around for a surprisingly long time.

  • In February 1944, the United States Navy (USN), under Project Cadillac, equipped a TBM Avenger torpedo bomber with an airborne radar, and the resulting TBM-3W entered service with the Airborne Early Warning (AEW) mission.
  • In June 1949, a joint program with the USN and USAF resulted in the EC-121 Warning Star, a conversion of a Lockheed L1094 Super Constellation airliner. This aircraft entered service to reinforce the Distant Early Warning (DEW) Line, across the Arctic in Canada and Alaska to detect and defend against Soviet Air Force bombers flying over the pole. This was also the plane that played the “AWACS” role in Vietnam.
  • In January 1964, the E-2 Hawkeye was introduced into service with the USN, which required a carrier-based AWACS platform.
  • In March 1977, the first E-3 Sentry was delivered to the USAF by Boeing.

Indeed, the chart below illustrates the wide variety of roles and platforms flown by the USAF, in their combined arms operations.

[Source: Command: Modern Air & Naval Operations]

In addition, the USAF just released its FY2019 budget, fresh from budget action in Congress. This had a few surprises, including the planned retirement of both the B-1B and the B-2A in favor of the upcoming B-21 Raider, and continuing to enhance and improve the B-52. This is a very old platform, having been introduced in 1955. This does match a shift in thinking by the USAF, from stating that all of the fourth generation aircraft (non-stealthy) are entirely obsolete, to one in which they continue to play a role, as a follow-up force, perhaps in role of a “distant archer” with stand-off weapons. I previously discussed the Talon Hate pod enabling network communications between the F-22 and F-15C systems.

More on this to come!