Les deux porte-avions britanniques avec tremplins et F-35B

crédits : ROYAL NAVY

06/03/2012 MER et MARINE

Les Britanniques pourraient finalement revenir au F-35B, la version à décollage court et appontage vertical du Joint Strike Fighter (JSF) pour équiper leurs futurs porte-avions. C'est ce que révèle la presse outre-manche, qui indique que le ministère britannique de la Défense a lancé une étude afin de déterminer avec précision le coût exact de la transformation du HMS Prince of Wales pour recevoir des catapultes et brins d'arrêt. Initialement, les deux porte-avions de la classe Queen Elizabeth, commandés en juillet 2008, devaient être dotés d'un tremplin pour la mise en oeuvre de F-35B. Mais, fin 2010, le nouveau gouvernement de David Cameron était revenu sur le plan d'origine. Dans le cadre de la revue stratégique de défense, Londres avait décidé de modifier le design du second porte-avions, le HMS Prince of Wales, afin que celui-ci puisse embarquer la version catapultée du JSF, le F-35C, également adoptée par les Américains pour les porte-avions de l'US Navy. Ce choix avait pour but de réduire la facture du groupe aérien embarqué, le F-35B, qui accusait alors d'importants retards et surcoûts, s'annonçant plus cher que le F-35C. Il s'agissait aussi s'augmenter les capacités opérationnelles du futur porte-avions, le F-35C ayant une autonomie et des capacités d'emport en armement supérieures. Enfin, ce choix ouvrait la voix à une interopérabilité du groupe aéronaval de la Royal Navy avec les porte-avions américains et français. Quant au premier porte-avions britannique, le HMS Queen Elizabeth, il avait été décidé de ne pas le modifier, sa construction étant trop avancée. Prévu pour entrer en service en 2016, le bâtiment aurait servi de porte-hélicoptères puis, à la mise en service du HMS Prince of Wales, en 2019, aurait éventuellement été vendu à une marine étrangère.


F-35B (© : LOCKHEED MARTIN)


F-35C (© : LOCKHEED MARTIN)

Des surcoûts très importants

Mais, depuis, la situation a évolué. D'abord, le développement du F-35C, plus tardif que celui du F-35B, ne se déroule pas aussi bien que prévu, les militaires craignant là aussi des retards et surcoûts. Ensuite, il s'avère que la transformation du HMS Prince of Wales en porte-avions à catapultes est une entreprise complexe et « budgétivore ». Londres souhaite en effet recourir non pas à de traditionnelles catapultes à vapeur, mais aux nouvelles catapultes électromagnétiques, actuellement en cours de développement aux Etats-Unis pour les futurs porte-avions de la classe Gerald R. Ford (CVN 21). Or, l'adoption du système EMALS (ElectroMagnetic Aircraft Launch System) nécessite une augmentation conséquente des besoins en énergie et, même si les porte-avions britannique seront dotés des turbines à gaz MT30 de Rolls-Royce, les plus puissantes du marché (36 MW), l'affaire s'annonce techniquement très complexe aux dires de certains ingénieurs. En tout état de cause, la modification du design initial va coûter très cher. Mais les Britanniques ne savent pas exactement combien et cela inquiète sérieusement le gouvernement dans une période où les finances publiques ne sont pas au mieux. Le problème est d'autant plus sensible que, depuis 2008, le programme se serait déjà significativement renchéri. Ainsi, la facture, annoncée à 5 milliards d'euros à l'époque, pourrait désormais dépasser, selon certains medias britanniques, les 8 milliards d'euros.


Le HMS Prince of Wales avec catapultes (© : BAE SYSTEMS)

Entre 1 et 1.5 milliard pour la transformation selon les Français

C'est pourquoi une étude a été lancée afin de déterminer avec précision les surcoûts induits par la transformation du bâtiment. A la lumière de cette expertise, qui sera remise dans les prochains mois, Londres doit décider de poursuivre sur ce cap ou bien de faire machine arrière et de revenir à ses plans initiaux : Deux porte-avions dotés de tremplins et embarquant des F-35B.
On notera que les Français se sont penchés l'an dernier sur cette question, Paris ayant envisagé de récupérer la coque du Queen Elizabeth pour en faire un porte-avions à catapultes et, ainsi, disposer d'un second bâtiment pour épauler le Charles de Gaulle. Mais cette piste a finalement été exclue en raison du coût des travaux nécessaires. « Il (le HMS Queen Elizabeth, ndlr) nécessiterait entre un milliard et un milliard et demi d'euros de modifications, notamment l'adaptation d'une partie de la coque pour installer des catapultes », avait ainsi déclaré l'amiral Guillaud, chef d'état-major des armées, lors d'une audition devant la Commission de la Défense de l'Assemblée nationale, le 5 octobre 2011.


Le HMS Queen Elizabeth avec tremplin (© : BAE SYSTEMS)


Le HMS Prince of Wales avec catapultes (© : BAE SYSTEMS)

Mar 2, 2012ASDNews Source : Rheinmetall AG

Without a doubt, India is the regional superpower of South Asia. Its armed forces form a mainstay of Indian security policy, and are now undergoing further modernization. Facing up to the challenges of an expanded mission spectrum, they rely increasingly on network-enabled operations: a “system of systems” consisting of sensors, C4I capabilities and effectors that enables an appropriate response to any and all threats.

From 29 March to 1 April 2012, Defexpo will take place in New Delhi. It is one of the largest defence technology trade fairs in Asia.

As one of the world’s leading suppliers of defence technology systems, Rheinmetall will be on hand with a representative selection of its diverse array of products for military and security forces. Building on a proud tradition, the Düsseldorf, Germanybased Rheinmetall Group covers many different capability categories.

Wiesel – mobile, air-portable, versatile

In order to operate in difficult terrain – in the mountains, for example, or in an urban environment – today’s armed forces need a flexible, quickly deployable, protected platform that can be readily integrated into network-enabled operations and which, above all, can be transported by air either on board or as underslung cargo. It was precisely with these capabilities in mind that Rheinmetall developed the Wiesel (‘weasel’) family of vehicles, which the company will be presenting at Defexpo 2012.

A lightweight tracked armoured vehicle, the Wiesel is standard equipment in German airmobile and mountain units. While the Wiesel 1 was originally employed as a weapons platform, the somewhat longer Wiesel 2 is now available in numerous other configurations.

Today the Wiesel family covers practically the full range of military ground capabilities, encompassing a reconnaissance vehicle, a command post version, an anti-tank-missile launcher platform, an automatic cannon platform, an engineering scout vehicle and a field ambulance version. Other variants include joint fire support team and joint fire support coordination team vehicles and a 120mm mortar carrier; Finally, a Wiesel-based mobile air defence system consisting of an air defence command post vehicle, an air defence reconnaissance and fire control vehicle, and an air defence weapon carrier round out the portfolio.

Much like other Rheinmetall vehicles – e.g. the Fuchs/Fox armoured transport vehicle – the Wiesel has accompanied the Bundeswehr right from the start in every deployed operation. Whether in the deserts of Somalia, the mountains of Kosovo or the rugged terrain of the Hindu Kush – the Wiesel has what it takes: high mobility coupled with protection. Transportable by air in a medium transport helicopter or as underslung cargo, the various members of the Wiesel family can be quickly deployed to new flash points. The Wiesel is thus the ideal platform for the Mountain Strike Corps, which is now in the process of formation.

Countering the threat from above: advanced air defence systems

Aerial attacks continue to pose a major threat to troop concentrations, military bases, civilian population centres and critical civilian infrastructure.

In the domain of VSHORAD technology, Rheinmetall’s Air Defence division is the global leader and the sole single-source supplier of battle management systems, fire control systems, automatic cannon, integrated missile launchers and Ahead ammunition. Its core competencies include the development and manufacture of complete air defence systems as well as simulators and training equipment.

Aware of India’s ambitious plans to modernize its air defence capabilities, Rheinmetall is presenting a wide array of sophisticated air defence solutions at Defexpo 2012.

The need for a 35mm gun-based air defence system able to meet current and coming requirements led to the recent development and manufacture of the Oerlikon Skyshield air defence system. Lightweight and compact, it is the world’s most advanced and effective system for low-level air defence. It basically consists of an Oerlikon Skyshield fire control unit and two high-performance Oerlikon Revolver Gun MK2 automatic cannons, specifically designed to fire Ahead airburst ammunition.

The heart of Rheinmetall’s proprietary Ahead technology is a high-precision timedelay projectile. At the optimum moment, it ejects a lethal cloud of heavy metal pellets, reliably neutralizing small and even very small projectiles, such as rockets, artillery and mortar (RAM) rounds, much the way a shotgun shell destroys a clay pigeon.

This weapon has been successfully deployed in NATO operations since 1996. It forms the main armament of the Oerlikon Skyshield MOOTW/C-RAM system, which the German Bundeswehr has procured for defending its forward operating bases.

Furthermore, Rheinmetall’s air defence technology is by no means limited to static defence roles. Mobile applications are equally feasible. For short-term missions, a truck-mounted version is available which can be deployed without unloading the system from the truck. This is particularly useful if the mission involves protecting a succession of different sites for short periods. Mounting a Skyshield air defence system on an all-terrain 8x8 vehicle – e.g. a military truck made by Rheinmetall’s partner Tata – ensures maximum operational flexibility.

Existing Skyguard and Skyshield systems can also be retrofitted with Ahead technology. Furthermore, thanks to the modularity of its systems, Rheinmetall is able to bring additional components into play, readily creating multi-mission capabilities tailored to the needs of individual clients.

C4ISTAR – Enhancing your vision, your impact and your information

As one of the world’s leading suppliers of defence technology systems, Rheinmetall is an increasingly important partner in the field of C4ISTAR systems. The Group’s product spectrum ranges from single sensors and components to sensor platforms and fire control units, and from individual soldier systems to complete battle management systems.

These sensor and fire control systems represent top-notch technology and are in service with a number of armed forces worldwide.

Rheinmetall has longstanding experience in equipping combat platforms with sensor and fire control systems. To enable customers to cope with today’s requirements, Rheinmetall has developed digital turret and vehicle systems that provide modular and flexible solutions for a variety of combat and turret systems, as well as to standard vehicles e.g. for law enforcement or security surveillance missions. Due to the technology applied and the system architecture these solutions can be used either for adapted upgrades or fully integrated solutions for systems under development.

As part of these digital turret and vehicle systems the Situational Awareness System (SAS), for example, on show at Defexpo 2012, is a complete panoramic close-up sight for local situational awareness. It can be integrated easily into turret or chassis and offers a 360° - both day and night sight - near-field view of the vehicle’s immediate surroundings, with automatic alarm and target-tracking functions. SAS provides outstanding “look through armour”, increases the safety and reduces the workload of the crew thanks to a high degree of automation.

The situational awareness of a combat vehicle can be complemented by the vehiclemounted version of Rheinmetall’s Acoustic Sniper Locating System (ASLS). ASLS comprises a powerful microphone antenna array with integrated analysis electronics as well as a control and display functions inside the vehicle.

When a round is fired ASLS instantly computes azimuth, elevation and distance of the sniper relative to the vehicle. Simultaneously ASLS alerts the crew acoustically and visually, displaying the results of the location  analysis on the vehicles manmachine-interface in real-time. In combination with the fire control system of the vehicle’s the crew can react within no time and start to engage the enemy position, before the next round is fired. Additionally, the geo-referenced position of the sniper –determined with a GPS system – can be fed into a C4I system, e.g. for information of other forces in the area, target assignment or subsequent engagement. ASLS is also available in a stationary version and a man-portable version, which can be connected to modern soldier systems.

In the field of soldier systems, Rheinmetall was awarded a contract by the German Army in 2011 to deliver the cutting edge “German Future Soldier - Expanded System”. The IdZ2 (formerly IdZ-ES) enhances the battle performance, endurance and protection of modern war-fighters on the ground and embeds them directly into the network-centric operations loop. Visitors will see the IdZ2 during Defexpo.

Rheinmetall Defence: totally oriented to today’s military

With its Combat Systems, Electronic Solutions, and Wheeled Vehicles divisions, Rheinmetall Defence supplies the world’s armed forces with systems and equipment systematically designed to assure successful outcomes in complex modern military operations.

Rheinmetall also maintains an extensive network of international partnerships for serving new markets as well as enabling technology transfer that will substantially benefit both the industry and the military of customer nations. This makes Rheinmetall the ideal industrial partner in the quest to supply India’s armed forces with advanced capabilities.

Brussels - 2 March 2012 by Raquel EDA News

A new planning tool is going to be used in the support of EU Crisis Response planning. The tool is called “Intra-theatre Mobility Capability”, well known as “ITMC” tool. In effect, it is a decision-support tool at Political-Military level (Ministries of Defence, European External Action Service, for instance) to evaluate deployment options and produce timelines, cost and other management information that could help inform to formulate a course of action for either military operation or civilian mission. The ITMC tool was developed through EDA’s operational budget.

On 28-29 February 2012, a validation session of the tool was conducted at the EDA, to validate its capacity and suitability in the support of EU decision-making process. The session was attended by the representatives from EU Military Staff (EUMS) and Member States, and chaired by the EDA. Presentation was given by the EU Movement Planning Cell (as a part of the EUMS) on the EU current organisation and decision-making process, in order to inform in which stage the tool can be of use.

In addition, different deployment options and scenarios were run throughout the validation session (with fictitious areas of deployment) so as to thoroughly exploit the capacity of the tool and analyse the results.

Compatibility with the NATO tool (called “LOGFAS”) was tested by exporting data from and importing it into the ITMC tool. The interaction between ITMC and LOGFAS tool was successfully completed. Having mentioned NATO, this tool is complementary to NATO’s LOGFAS tool as both are playing roles at different stage of the planning process. The ITMC comes to advise on which resources (financial, transportation assets, infrastructure) are needed to deploy the troops to a certain area, whereas LOGFAS software is designated to create detail deployment plan and to deconflict the deployment with Troop Contributing Nations.

In fact, the tool will not only be used by EUMS; most Member States have indicated that the capacity of ITMC tool fits their requirements and needs. It is also acknowledged by several Member States that the tool is user friendly and able to run simulations in few seconds.

ITMC is now validated as a user-friendly, flexible, not costly and compatible with NATO LOGFAS tool. It is expected to be widely used in EU environment.

The RAF's Chinook HC2/2A fleet is being upgraded under Project Julius

March 2, 2012 by Craig Hoyle – Flight global

The UK's Project "Julius" to modernise up to 46 Boeing CH-47 Chinook transport helicopters has made steady progress during the past several months, with initial operational capability likely to be declared in March.

Two upgraded Chinook HC4s were delivered to Odiham air base in Hampshire last December, to support pre-acceptance checks by the Royal Air Force. A third is being used to support ground crew training at the site, said an industry source.

Flight-test activities involving another three HC4s are being conducted at the Ministry of Defence's Boscombe Down test centre in Wiltshire, while three others are undergoing modification or flight testing in Gosport, Hampshire. The programme's tenth aircraft is also due to arrive in Gosport "imminently", the source said.

Project Julius - a modernisation programme for the RAF's legacy Chinook HC2/2As involving Boeing, Qinetiq and Thales - includes replacing analogue cockpit instruments with digital displays and the fleet-wide use of more powerful Honeywell T55-714 engines.

The glass cockpit work is also being performed as a so-called "reversion" measure on the RAF's eight Chinook HC3s, which had been prevented from entering service because of certification issues.

Speaking on 1 March, Peter Luff, UK minister for defence equipment, support and technology, described flight-test activities with the upgraded aircraft in 2011 as "largely successful", but confirmed "some technical issues were identified".

"The Ministry of Defence and industry have an established plan to resolve these issues and deliver the aircraft to service shortly," said Luff. "Once introduced into service, their use and deployment will be determined by prevailing military needs and priorities."

An industry source said this month's approval of initial operational capability will be swiftly followed by formal release to service approval for the HC4 in April.

An upgraded Chinook HC4 simulator is already available at the CAE-run Medium Support Helicopter Aircrew Training Facility at RAF Benson in Oxfordshire.

The RAF's operational fleet of upgraded Chinooks will also be expanded from 2015, with Boeing under a £1 billion ($1.6 billion) contract to deliver 14 new aircraft in a so-called HC6 configuration..

02 March 2012 defenceWeb (Reuters)

As crowds gather to watch this year's Olympic opening ceremony in London, highly trained eyes on the ground and in the sky will be keeping tabs on every aircraft over the southeast of Britain.

The first major rehearsal of a joint operation featuring fighter jets, Airborne Warning and Control System (AWACS) planes, helicopters, missile batteries and air-to-air snipers took place two hours north of London on Wednesday, in a plan to supplement Britain's normal airspace security for the games.

"This is part of a routine posture that we adopt to protect the UK against airspace intrusions, it's just that because there will be such a tight focus around London and the area around the Olympic Park, we're reconfiguring the assets to be able to respond to threats in a smaller area," Britain's Secretary of Defence Philip Hammond said on a visit to Waddington RAF base in eastern England to view the exercise, Reuters reports.

Many of the changes to prepare for the Olympics were based on moving forces closer to London to lower response times, and he added that this would add a cost "in the few tens of millions of pounds" to the overall Olympic budget.

While some aspects may be part of normal operations, the control of such a wide variety of layered air defences by one single team takes special adjustment, the crews involved said.

"Usually we don't work with ATC air radar controllers as they're too high to see us," RAF Puma helicopter pilot Lee Cooper told Reuters.

Cooper will be in one of the Puma helicopters carrying air-to-air snipers capable of flying up to and alongside wayward aircraft that may cross into prohibited airspace around the Olympic venues and London.

Keen to avoid incidents such as the errant single engine Cessna that caused a panicked evacuation of the U.S. Capitol building in 2005, all of the elements are focused on early identification and interception of unknown elements, with Typhoon fighters and E-3D radar sentry planes patrolling the skies.

Ground-based surface to air missiles may also be stationed in the centre of London to serve as a last resort, but Hammond said a decision would be taken on whether to ultimately include them or not closer to the Games which open on July 27.

LISTENING DEVICES

The Olympics have seen escalating states of preparedness in the summer games since the September 11 U.S. attacks, with Greece spending roughly $1.2 billion on security for the 2004 Games including measures such as blimps with listening devices. Beijing stationed surface to air batteries near venues to reassure international visitors in 2008.

"I haven't been conscious of any international pressure to beef up Olympic security," Hammond said. "Of course our international partners are keen to know how we are going to deploy appropriate security during the Olympics ... and these kinds of exercises are showing the kind of deployments that we will make."

Britain looks set to spend more than a billion pounds on keeping the Games secure, but some countries are still reported to have doubts. A Guardian report in November said the United States was planning to send 1,000 of its own agents to protect American athletes.

"I would expect that countries like the United States and Israel to be sending their own agents as it were to provide close protection for their teams, but clearly we will be providing the overall envelope of security for the Olympic Games and the military component you see today is just a part of that," Hammond said. 

03/01/2012  By James Bosbotinis - defenceiq.com

The development of the Queen Elizabeth-class (QEC) aircraft carrier programme and wider Carrier Strike capability remains a controversial issue and subject to much debate within British defence circles. This was reinforced by the 2010 Strategic Defence and Security Review which, aside from the retiring of HMS Ark Royal and Joint Force Harrier, also redefined the future for UK Carrier Strike. Only one of the QEC – HMS Prince of Wales – would be converted to a catapult assisted take-off but arrested recovery (CATOBAR) configuration, enabling operation of the F-35C carrier variant of the Joint Strike Fighter, and only twelve F-35s would be routinely embarked (albeit whilst retaining the capability to embark thirty six jets). HMS Queen Elizabeth may be retained as a helicopter carrier, placed into extended readiness or sold (it has not been ruled out that Queen Elizabeth could be converted to a CATOBAR configuration). In addition, at the conceptual level, the UK has introduced ‘Carrier Enabled Power Projection’ (CEPP); a hybridised power projection capability, combining carrier strike and littoral manoeuvre. This will include operating a mixed air group from the operational aircraft carrier including concurrently up to twelve Merlin, a small number of Chinook and up to eight Apache helicopters alongside twelve F-35s.

This paper examines the strategic utility of the QEC and potential alternative courses of action to that currently enunciated by the British Government to maximise the contribution of the QEC to British national policy. This paper also argues that the British Government does not understand the strategic utility of aircraft carriers nor the opportunities offered by the QEC.

The Aircraft Carrier as a National Strategic Asset

In a general sense, the utility of aircraft carriers reflects the broader utility of maritime power. The ability to utilise the sea as a means of communication and access, provides maritime forces with the ability to exploit a manoeuvre space encompassing 70 per cent of the Earth’s surface, free from restriction (the high seas are a global commons and warships have the right of innocent passage through international straits and archipelagic waters). The key attributes of access, mobility, versatility, sustainability and leverage enable maritime forces to exercise influence via a forward presence on a sustained basis. An aircraft carrier, especially one designed to be as capable as a Queen Elizabeth-class ship, adds to this the ability to provide organic airpower, independent of access, basing and over-flight issues, whilst moving up to 500 hundred miles a day, in support of a state’s interests. Moreover, an aircraft carrier does not operate in isolation; it constitutes one component of a task group including escorts, support vessels and submarines – the US Navy’s Carrier Strike Groups (CSG) being the epitome of this – that can, through their presence, contribute to regional deterrence and reassure local allies in addition to a spectrum of other activities.

This is contingent on the credibility of the deployed task group. The strategic utility of the QEC will ultimately be dependent on the extent to which the ship and embarked air group is deemed by both friends and potential adversaries to constitute an effective and credible capability. To achieve this will require dedicated assets (fixed and rotary wing), joint service support and full political support and direction with a complete awareness of the environmental risks associated with operating from an aircraft carrier. This will be especially so if the current CEPP approach is developed, that is, concurrent operations involving fixed wing aircraft alongside multiple rotary wing types. Furthermore, attaining the necessary level of credibility to coerce or reassure, will require a substantial investment both financial and temporal in embarked training at sea to ensure that both aircrew and support personnel are proficient in operating on-board and from the carrier. This will determine a potentially significant aspect of the QEC’s strategic value – its interoperability with allies, in particular the US Navy and French Navy and contribution to coalition operations.

Interoperability was cited as a key justification in the SDSR for the shift to a CATOBAR configuration for at least one of the QEC. However, to achieve interoperability will require the UK to possess a fully worked-up and proficient ship-air interface in order to facilitate effective cross-decking operations. Both the USN and French Navy are very well versed in carrier operations and would demand as a prerequisite to deploying onto a British carrier, a similarly high level of basic day and night proficiency in carrier operations. This will require the air group to be regularly embarked for sustained periods in order to attain this necessary level of proficiency. The occasional detachment to the ship of some aircraft, in isolation from other aircraft types, will neither constitute a credible capability nor develop cohesive operational performance. The experience of HMS Ocean in Operation Ellamy off Libya in 2011 provides an indication of the potential opportunities for combined operations from a QEC carrier in the future. HMS Ocean provided a base for US Air Force HH-60G Pave Hawk combat search and rescue helicopters – a capability that Britain lacked – alongside British Apache, Lynx and Sea King helicopters. In a future scenario, where the UK has deployed an aircraft carrier for an operation and the US has an interest and a wish to provide a contribution but not to the extent of deploying one of its own CSGs, it could choose to deploy a detachment to the British carrier. This could take the form of a specialist capability such as unmanned combat air vehicles or electronic warfare aircraft or conventional combat aircraft. Similarly, the French Navy which currently only operates the Charles De Gaulle and thus does not have a continuously available carrier capability, may seek to deploy detachments aboard a British carrier for training or combined operations when its carrier is not available. What this serves to highlight is that an aircraft carrier provides policy-makers with choice.

Maritime airpower grants flexibility, a sovereign base from which to operate and a small footprint; it is independent of host nation support or caveats. In addition, a carrier task group is substantially less vulnerable to insurgent/terrorist/proxy attack than a deployed operating base and does not impinge on the local population. Moreover, a carrier can be redeployed immediately after an operation, in contrast to the many months involved in recovering national personnel and assets from far-flung land-based corners of the globe. The aircraft carrier also has the advantage of being combat-ready at the point of arrival. Although aircraft can nominally arrive at a destination faster than a ship, albeit depending on whether over-flight permissions, in-flight refuelling support, intermediate and terminal basing are available, land-based combat aircraft also require their logistic support to deploy in order to undertake operations. The carrier air group in contrast deploys with its logistic support and munitions on-board ship. This contributes to the carrier’s utility as a means of providing influence; the capability to generate combat power at short notice constitutes an overt means of conveying intent whether to coerce an adversary or reassure an ally. Due to the inherent mobility of maritime forces, the carrier could also maintain a covert presence, over the horizon, pending further orders in response to a dynamic situation in an area of interest. This again provides policy-makers with choice. As a situation develops, it may be deemed necessary to make the carrier task group’s presence known in the region; alternatively, the force could withdraw without either side having to appear to climb down or lose face diplomatically should circumstances change; or if necessary, conduct a show of force (as Buccaneers from HMS Ark Royal did in 1972 to counter a Guatemalan threat to then British Honduras, now Belize). That is, the strategic utility of an aircraft carrier is its ability to provide choice and a flexible, scalable response to dynamic situations; if combined with a forward presence, this may deter conflict from breaking out (the British response to an Iraqi threat to Kuwait in 1961 is a valuable example of this in action).The specific utility of an aircraft carrier is dependent on the capability it delivers, reflected in the size, composition and credibility of its embarked air group. Therefore, ultimately the utility of the QEC will be determined by the willingness or not of the British Government to provide the carrier(s) with an appropriate air group.

The Utility of the Air Group

The air group constitutes the weapon system of an aircraft carrier: it is an integral component of the ship and thus is fundamental in determining the utility of the overall carrier capability. The QEC were designed to embark nearly fifty aircraft and helicopters, including thirty six Joint Combat Aircraft (JCA). This would approach a US carrier in terms of strike capability and would confer upon Britain significant influence in the planning and conduct of US-led coalition air operations in addition to providing Britain with the means to assume the leadership of coalition operations not involving the US (especially when considered alongside Britain’s submarine-launched Tomahawk cruise missile capability). It would also provide Britain with the only carrier-borne force of ‘night one’ strike-fighters outside of the US.

The decision in the SDSR to acquire the F-35C rather than the short take-off and vertical landing (STOVL) F-35B was sensible due to the former’s longer range, greater persistence, payload and lower through-life cost. In contrast the statement that the government could not foresee the requirement for the scale of capability previously envisaged for carrier strike, indicates the government’s lack of understanding of the role and utility of the QEC. The SDSR-mandated figure of twelve embarked JCA constitutes the credible minimum number of CATOBAR jets (including provision of aircraft for buddy air-to-air refuelling – AAR) but would arguably not constitute a sufficient force to be a deterrent and in the context of planning for coalition operations, may be perceived as tokenism especially viewed alongside the French aircraft carrier Charles De Gaulle and its air group of up to forty Rafale, Super Etendard and E-2C Hawkeye and helicopters. It also ignores the intelligence, surveillance, target acquisition and reconnaissance (ISTAR) capabilities that the F-35C will provide due to its advanced integrated sensor system, stealth and persistence. The F-35 is intended to provide a unique combination of ISTAR, command and control and electronic attack capabilities in addition to its air-to-air and air-to-surface functions and will thus constitute a critical asset in future operations.

Due to the increasing cost of and delays to the F-35 programme and the fragility of the British economy and with it the need to seek budgetary savings, it may be prudent to consider an alternative approach to the air group for the QEC. In this regard, the acquisition of the F/A-18E/F Super Hornet – particularly the Block III variant (corresponding to the International Roadmap version) – for the Fleet Air Arm would be a viable alternative. Although the Block III is not a fifth generation aircraft, it would nonetheless provide a high-end capability and is significantly more affordable than the F-35C. The acquisition of the Super Hornet would also yield savings because the development of an AAR system would not be needed as the USN has already fielded this with the Super Hornet. Acquiring the Super Hornet would in addition create the opportunity to acquire the EA-18 Growler airborne electronic attack variant thereby providing Britain with an additional niche capability of value in coalition operations with or without the US. In procurement terms, the most recent large contract (September 2010) between the USN and Boeing was for 124 Super Hornet and Growler aircraft costing $5.297 billion - or approximately £3.342 billion. A further benefit of acquiring the F/A18E/F would be a return to Fleet Air Arm ownership of British maritime airpower; this is because it would be hard to justify (aside from arguments concerning the ‘indivisibility of airpower’) RAF involvement in the acquisition of a fourth generation multi-role fighter when it already operates the Typhoon. This would enable the deployment of dedicated maritime squadrons and thus the re-development of maritime aviation awareness at sea and sustaining an effective and proficient ship-air interface. The acquisition of the Super Hornet need not be in lieu of the F-35C; rather it could constitute an interim measure in order to facilitate the re-generation of British carrier airpower via the procurement of greater numbers of aircraft (to enable both QEC to be operational) that are already proven, de-risked, in service and available sooner than the F-35C.

A second aspect of such an alternative approach would be British involvement in the Unmanned Carrier Launched Airborne Surveillance and Strike System (UCLASS) programme which is intended to develop a stealthy unmanned carrier-based persistent intelligence, surveillance and reconnaissance (ISR) and strike system. The fighter-sized X-47B is contributing to this developmental effort under the Unmanned Combat Air System Aircraft Carrier Demonstration (UCAS-D) programme. The USN intends to deploy its first squadron of twelve UCLASS aircraft aboard a carrier in 2018, thus providing it with a deep (1,500 mile radius), persistent (50-100 hour sorties with autonomous refuelling) ISR and strike capability (equivalent internal payload to the F-35C). The acquisition of even a small number of such a system would provide Britain with an extremely potent and credible long-range ISR/strike capability, including the ability to operate within otherwise denied airspace, and one unique outside of the US; moreover, such an investment would provide instant interoperability benefits with the US for both manned and unmanned fast air capabilities. It would also constitute a critical asset for coalition operations with or without the US, especially taking into account that the only system currently providing a long-range strike capability in denied airspace is the B-2 stealth bomber.

At present, it is envisaged that the Merlin Mk 2 helicopter will provide the QEC’s organic ISTAR and air-space management capability, that is, the situational awareness of the battlespace in which the ship, its air group and wider task group are operating. This will not however fully exploit the opportunity provided by the shift to a CATOBAR configuration and the implications for the ship’s strategic and operational utility. Ideally, the US E-2D Advanced Hawkeye airborne battle management command and control aircraft would be acquired in order to provide a high-end airborne early warning and control capability and contribute more broadly to the national and coalition network-enabled battlespace. The E-2D would be of particular value as it would constitute a key force multiplier and enabler providing both surveillance of air (including ballistic and cruise missile threats) and surface threats (maritime and overland) and thus aid in developing situational awareness ahead of the arrival of land-based ISTAR assets. Based on IISS figures from 2011, the unit cost of an E-2D is approximately $234.5 million (£145 million). It is therefore an expensive asset, in particular if one considers that three or four would be required in a carrier air group but its value to the operational commander and wider national and coalition activities would be substantial. Further, the advanced surveillance capabilities of the E-2D would be especially valuable in developing situational awareness as part of maintaining a forward presence thereby contributing to the credibility and influence of the carrier, its task group and the state guiding its employment.

Alternatively, it may be valuable to examine the potential utility of hybrid air vehicles as providers of persistent ISTAR. The British company Hybrid Air Vehicles in partnership with Northrop Grumman, is developing for the US Army (with a first deployment to Afghanistan due in 2012), its HAV 304 Long Endurance Multi-intelligence Vehicle (LEMV). The LEMV will provide up to twenty one days endurance (in unmanned configuration) with a 2,000 mile radius of action whilst maintaining an altitude of 20,000 feet: it also possesses an amphibious capability. The advantages of such an air vehicle include low operational costs, persistence and flexibility; for example, the HAV could operate in support of single ship or task group deployments as it would not be dependent on a particular ship for operations. Further, switching from a fixed wing ISTAR solution to an HAV-based solution would aid in de-cluttering the flight deck of the carrier (by removing the ISTAR aircraft) thereby enabling additional national or coalition assets to be deployed.

Conclusion

In discussing the strategic utility of the QEC, the role of aircraft carriers in providing sovereign deployable airpower and forward presence has been emphasised. This is in order to address a common misperception concerning aircraft carriers and one that is relevant to the QEC and expressed in the SDSR. That is, the cost of acquiring a carrier capability. In the SDSR, this was described as a ‘£20 billion programme [referring to the whole entity of ships and aircraft, in which the latter constitute the largest financial outlay] crowding out other important investment in the Armed Forces’. In comparison, the Typhoon programme has, according to the National Audit Office, so far cost £20.2 billion, still not achieved its full multi-role capability and has a shorter anticipated life span. By focusing on the cost, the value of a carrier is ignored. In the British case, it would be pertinent to consider the cost of commissioning both QEC, in full CATOBAR configuration with air groups consisting of F-35C, an X-47B type system and E-2D, and the contribution to British national policy they would make over a 40-50 year service life against the cost per year of operations in Afghanistan and the legacy costs of equipment procured solely for use in that country, which will require an enormous logistic effort to recover after cessation of hostilities. The cost of the QEC ships and their air groups would indeed appear to be high up-front but set in the long term, the value of a credible forward deployed, carrier task group including capabilities unique outside of the US would be very substantial to both Britain and potential coalition partners. Central to this argument is the deterrent value of such forces and should deterrence fail, the relative cost effectiveness of maritime forces vis-à-vis large garrisoning of forces ashore in static, easily targeted locations. The strategic environment in the coming decades is envisaged to be highly dynamic; military forces will need to be versatile, adaptable and capable of operating across the spectrum of missions in response to rapidly emerging threats and challenges. The strategic utility of aircraft carriers and specifically for Britain, the QEC, is the combination of strategically deployable airpower in conjunction with the versatility, mobility and access afforded to sea-based forces by the maritime environment, in order to project power and influence cost-effectively, free from restriction, where the national interest dictates and offering unparalleled political choice throughout a period of negotiation or conflict.

29 février 2012 RTBF.be

La Belgique et les Pays-Bas se sont engagés mercredi à renforcer leur coopération militaire dans l'année, en étudiant des projets concrets, comme la formation en commun de pilotes d'hélicoptères et de parachutistes ou l'achat d'équipements individuels pour les fantassins, avant, peut-être l'acquisition à terme ensemble de nouveaux avions de combat, ont indiqué les ministres de la Défense des deux pays.

"Nous allons faire plus dans les prochaines années", a affirmé le ministre néerlandais, Hans Hillen, lors d'une visite de son homologue belge, Pieter De Crem à la grande base navale de Den Helder (nord-ouest des Pays-Bas), qui abrite depuis 1996 un état-major opérationnel binational commun aux deux marines, "l'amiral Benelux" (ABNL).

Pieter De Crem était accompagné par des membres de la commission de la défense de la Chambre, dont plusieurs l'avaient récemment interrogé sur les formes de coopération militaire multinationales dans lesquelles l'armée belge est engagée et qui sont appelées à se multiplier sous l'appellation de "Pooling and Sharing" - en français "partage et mutualisation" - au sein de l'Union européenne et de "Smart Defence" pour l'Otan.

Cette coopération maritime, aussi appelée Benesam, "se passe bien et est exemplaire", a souligné Hans Hillen devant la presse belge et néerlandaise, en assurant qu'il s'agissait d'un "produit d'exportation" au moment où les pays de l'Otan et de l'UE sont contraints de réduire leurs budgets militaires.

Au fil des ans, la coopération opérationnelle s'est étendue aux aspects de formation et logistiques, a expliqué le "patron" de la Marine belge, l'amiral de flottille Michel Hofman, parlant opération "win-win". La frégate belge "Leopold 1" est ainsi en cours de modernisation à mi-vie dans l'arsenal néerlandais de Den Helder qui entretient les navires de ce type, alors que les chasseurs de mines des deux pays (six et cinq) sont entretenus par la marine belge à Zeebruugge.

"C'est un succès à élargir", a pour sa part lancé Pieter De Crem. Il a cité des exemples de nouvelles coopération en cours ou envisagées entre les deux armées, comme la formation en commun de pilotes d'hélicoptères - les deux pays ont acheté de appareils de type NH90 dans des configurations embarquées quasi-identiques - et des para-commandos, la mission de police aérienne assurée par les forces aériennes de chaque pays et la participation conjointe à des groupements tactiques européens (EUBG, des unités "en stand by" par semestre. Il a également évoqué une collaboration pour la mission de police aérienne assurée par les chasseurs F-16 des deux pays sous l'appellation de "Quich Reaction Alert" (QRA).

A terme, Belgique et Pays-Bas pourraient aussi acheter en commun, avec le Danemark et la Norvège, l'avion de combat qui succédera aux actuels F-16. "Mais aucun des deux pays n'a encore choisi" cet appareil, a souligné Hans Hillen, bien que les Pays-Bas soient fortement engagés dans le programme de chasseur américain F-35, alias "Joint Strike Fighter" (JSF), dont ils ont acheté deux prototypes.

Hans Hillen s'est toutefois dit confiant qu'à terme les deux pays feront "le même choix".

February 29, 2012 defpro.com

QinetiQ, who lead the world in the provision of Submarine Escape, Rescue, Abandonment and Survival (SMERAS) Support Services, has provided Italian ship builder Fincantieri with specialist design and advisory services in support of the development of an onboard escape system for the Italian Navy’s newest submarines.

Fincantieri is one of the largest groups in the world in the design and construction of merchant and naval vessels. The company has a global network of 10 shipyards, two design centres, a naval research centre and two production sites dedicated to the manufacturing of systems and mechanical components. Its core business is the construction of complex ships with high technological content, for example cruise ships and large ferries. It also builds a wide range of military naval vessels , including surface ships (frigates, corvettes, patrol vessels) and submarines.

QinetiQ were engaged at the very beginning of the new submarine construction project conducting a feasibility study, providing advice, system and component evaluation, design and sea trails support. Fincantieri also made extensive use of QinetiQ’s facilities including its unique and specialised SMERAS equipment and bespoke evaluation software.

Mario Palmieri, Lead Project Engineer Platform Subsystems, Fincantieri said: “QinetiQ made a big contribution towards our delivering to the Italian Navy. QinetiQ supported us throughout the submarine escape system review process acting as our independent advisor. The Italian Navy were also very satisfied with their work. In our view QinetiQ’s combination of knowledgeable, experienced and motivated staff with their extensive range of testing equipment and facilities make them the partner of choice in the area of submarine safety and escape systems,”

Davide Mioni, Project Engineer, Platform Subsystems, Fincantieri said: “Throughout the project we found QinetiQ very easy to work and communicate with. They were responsive and worked efficiently and effectively. The combination of their highly knowledgeable engineers and technical consultants coupled with their extensive testing facilities more than met our needs and exceeded our expectations. We believe that QinetiQ helped us to save nearly four months over the lifetime of the project. We will definitely be working with them again.”

QinetiQ SMERAS Support Services provide optimised and cost effective support based on a deep understanding of submarines and associated safety issues. World leading expertise has been delivered by highly qualified professionals to many of the world’s submarine fleets including fully instrumented tower trials and guardbook advice for the UK Royal Navy, Dutch, Norwegian and Canadian Navies.

In addition QinetiQ are at the forefront of research into hyperbaric physiological effects in the SMERAS environment. QinetiQ also have a rapid response team of RN SETT qualified personnel, ready to go to sea and conduct submarine trials at any time.

Andrew Dinsdale, Head of Maritime Life Support, QinetiQ said: “The work that we have done for the new Italian Navy submarines clearly demonstrates our core capability in providing independent SMERAS Support Services. We have established excellent working relationships with both Fincantieri and the Italian Navy and look forward to continuing our contribution in the provision of comprehensive SMERAS support and access to our state of the art submarine escape test facilities.”

February 29, 2012 by Craig Hoyle – Flight Global

The Netherlands has launched the process to acquire a medium-altitude, long-endurance unmanned air system (UAS) capability later this decade, with its defence ministry seeking information from potential suppliers.

With an operational system planned to enter use in the 2015-2016 financial year, the Netherlands Defence Materiel Organisation (DMO) has invited companies to respond to a request for information.

Potential bidders have until 1 April to respond to the RFI, with answers to subsequent questions from the defence ministry to be returned no later than 6 July, according to details published by the European Defence Agency's contracts service. "The formal procedure for procurement will be determined by the DMO later on," it added.

The Netherlands previously had a deal with Qinetiq to deliver intelligence, surveillance and reconnaissance services in Afghanistan using leased Aeronautics Defense Systems Aerostar tactical UAS. The agreement was terminated in mid-2010 as the Dutch armed forces prepared to withdraw its combat forces from Afghanistan.

Despite the Dutch military being restricted by a package of ongoing equipment cuts, the MALE UAS requirement was included in long-term spending plans in April 2011, with a planned budget of €100 million ($134 million).

An Apache helicopter from 656 Squadron Army Air Corps on board HMS Illustrious - photo MOD 2012

29 Feb 12 UK MoD - A Training and Adventure news article

Three Apache crews from 656 Squadron Army Air Corps joined helicopter assault ship HMS Illustrious this week to refresh their knowledge of operating the aircraft at sea.

The potency of the Apache was demonstrated last year courtesy of a succession of 'surgical strikes' against pro-government targets in Libya, when the helicopters were launched from the deck of HMS Ocean.

With Ocean undergoing maintenance, Illustrious stepped in to fill the role of providing the Apaches with some maritime training. They were joined on the flat-top by Commando Helicopter Force Sea Kings of 848 Naval Air Squadron.

HSM Illustrious is currently at a few days' notice to sail anywhere in the world should the British Government require her services.

Today the ship berths alongside Northumbria Quay in North Shields for the start of a four-day visit to Tyneside, where she was built 30 years ago.

Sea cadets and students from a host of local schools and colleges will be given guided tours of the ship and will learn more about the varied career opportunities on board, and in the Royal Navy.

Unfortunately, on this occasion the huge 22,000-tonne warship will not be open to the general public.

HMS Illustrious was just off the UK coast when the three Apache helicopters flew out to join her

The visit is part of a regional engagement programme and will give Tynesiders the chance to help celebrate the 30th anniversary of this proud ship.

The helicopter carrier will then deploy inside the Arctic Circle for eight weeks of arduous cold weather training which culminates in Exercise Cold Response, a Norwegian-led NATO exercise which will also involve ships from Denmark, the Netherlands and Sweden.

As the UK's on-call helicopter and commando carrier, the exercise provides an excellent opportunity for the crew of Illustrious to practise amphibious operations in a cold weather environment, helping them to be prepared and ready for action anywhere in the world.

During the exercise, she will embark her Lynx and Sea King helicopters along with a company of Royal Marines from Plymouth-based 42 Commando. The marines will be joined ashore by landing forces from the Netherlands and the United States.

The Royal Navy's amphibious assault ship HMS Bulwark and destroyer HMS Liverpool will also play key roles in the exercise.

Junior Sea King and Apache pilots practise deck landings- photo MOD 2012

Captain Martin Connell, the Commanding Officer of HMS Illustrious, said:

    "I know my ship's company are very much looking forward to visiting Tyneside, where we are always assured of a warm welcome.

    "The links we enjoy with the area stretch far back to the very yards where Swan Hunter workers first laid her hull. Although the ship will not be open to the general public on this occasion, I look forward to welcoming a number of guests on board including sea cadet and school groups.

    "This exercise inside the Arctic Circle will be a stiff test but it marks another significant milestone as we continue to train in our role as the UK's sole high readiness helicopter carrier. I very much look forward to supporting our NATO allies and to demonstrating those abilities in a challenging multinational exercise."

HMS Illustrious is due to be decommissioned in 2014 after 32 years in service.

29 February 2012 - by Beth Stevenson – Shepardmedia.com

Cardiff - Cassidian is using its experience in the Eurofighter programme to continue its development of sense and avoid capabilities for UAVs.

Speaking at a company technology day on 29 February in Newport, UK, Jurst van Tooren, head of flight guidance for the company, said that in order for UAVs to be able to operate in non-segregated airspace, the systems have to be more autonomous, and 'the system on the Eurofighter assists the pilot so much with care-free manoeuvres'.

'The flight control system enables him [the Eurofighter pilot] to control the aircraft up to the limits but not beyond it,' van Tooren continued, explaining that this concept needs to be followed through to unmanned systems.

Following successful testing of its Traffic Collision Avoidance System (TCAS) aboard its Barracuda test bed in 2010, Cassidian is set to test the sense and avoidance system again in July or August at Goose Bay in Canada, as it moves towards taking the system to IOC, and van Tooren said 'the important first steps have been proven'.

The company is concentrating on autonomous take off and landing, auto flight, and auto taxiing, and increasing situational awareness for UAVs in order to 'free up' operators from unnecessary workload.

'Why should he care about all of that when it's something the system can do?' van Tooren asked.

'We don't just want to be flying over the sea; we want to be able to fly over land and integration into non-segregated airspace is important for this.'

The US Federal Aviation Administration (FAA) has set a deadline for 30 September 2015 for UAVs to be fully integrated into national airspace, but Aimo Bulte, VP and head of research and technology for the company said: 'Is this feasible? No. They [the FAA] needs to realise what they need to solve before this is implemented.

'2015 is a very challenging date; a system that takes on the responsibility is the aim, but this is a big, big challenge,' van Tooren continued.

He said that sense and avoid is 'the primary challenge' in order for UAVs to be integrated into non-segregated airspace, and concluded that acceptability from manned aviation is key to facilitating this, and 'it will only be accepted if there is a standardisation of such systems'.

Brussels - 29 February 2012 by Raquel – EDA News

The European Defence Agency is pleased to announce the launch of “European Defence Matters”, the new EDA magazine, issued as a joint initiative between EDA and the publishing group “PMI Media & Media 7 UK”.

The magazine will cover all aspects of EDA’s initiatives: from pooling and sharing projects to R&T studies outcomes, from Armament work strands to industrial focus and data featuring exclusives interviews of EDA top management, CEOs and highly ranked officials. Each issue of the magazine will be dedicated to a key theme highlighting in details the collaborative efforts of EDA and its partners. Throughout the editorial process, the editors will take pains to ensure that we are approaching the relevant subjects from an innovative perspective; including a mix of views from all parts of the Defence community at large—industrial, military, EU officials, governmental and academic making “European Defence Matters” a unique European defence magazine.

The first issue will be published in May 2012 (before EUROSATORY, Farnborough, European Defence Agency Steering Board and other international summits) and will be widely distributed to decision-makers based on an exclusive EDA mailing list. A online version will be available on EDA’s website.