Jet 87-173: Innovation keeps Air Force legend in the fight
MOUNTAIN HOME AIR FORCE BASE, Idaho (AFNS) -- This is the story of F-15E Strike Eagle tail number 87-173, where it comes from and how innovation keeps it ready to bring the fight to the enemy.
Many jets become legends for their heroic feats in battle, but they are unable to tell their stories as they experienced them. Legends never tell their own stories.
“If only fighter jets could talk, the stories they could tell,” said Brig. Gen. Mark Slocum, 332nd Air Expeditionary Wing commander and fighter pilot.
The U.S. Air Force has held the title of world air superiority for many years, but its lethality was taken to the next level about 30 years ago.
In 1987, a year known for its eccentric artwork, the debut of the show “Full House” and President Ronald Reagan’s “Tear Down This Wall” speech in West Berlin, a legend was born. Or perhaps, more accurately, it was built.
The Strike Eagle is designed for air-to-air and air-to-ground combat. Spanning 64 feet long, 43 feet wide and weighing in at 81,000 pounds when fully loaded, its physical prowess only hints at the capabilities of this jet. It’s mounted with an array of missiles, bombs, a 20 mm multi-barrel gun and all the futuristic technology most people probably wouldn’t even begin to imagine. Top it off with a flashy paint job and standing there would be the legend assigned to the 389th Fighter Squadron at Mountain Home Air Force Base, Idaho.
Although jet 173 has flown many missions over its years in service, its most historic moment happened the night of Nov. 12, 2001, during Operation Enduring Freedom.
Jet 173 was the lead jet in the longest combat sortie flown by U.S. fighter aircraft to this day, which was later deemed “The Kabul-Ki Dance.”
Slocum was the pilot of jet 173, who was a captain at the time and a member of the 391st Fighter Squadron.
The mission was simple: destroy the residences of al-Qaeda targets with 500-pound bombs. And that, they did.
But as chance would have it, it quickly turned into an opportunistic back-and-forth flight pattern. Simply put, every time Slocum completed a mission and began to head back to base, he was given orders to turn around and take out another target.
This went on for over 15 hours. There were 10 in-air refuelings and they evaded anti-aircraft gunfire and ground-to-air missiles throughout the mission.
In the end, the Kabul-Ki Dance resulted in the elimination of several high-priority targets, al-Qaeda residences and the disruption of terrorist movements by bombing a mountainside to create an avalanche that blocked enemy roads.
That mission wrote jet 173 and Slocum’s name in the history books. But the legend hasn’t died. It’s still ready to take the fight to the enemy, but not without support and innovation of Airmen from the 389th FS, where jet 173 is assigned today.
“I think it's amazing that the first F-15E models are still in service today almost 34 years later after the first model was delivered to the Air Force,” said Senior Master Sgt. Travis Patterson, 389th FS Aircraft Maintenance Unit superintendent.
Patterson has been maintaining strike eagles for 24 years and is now in charge of the maintenance of jet 173. That being said, the jet has seen more than a few upgrades.
“Jet 173 has been through three very large modifications but most noteworthy is the APG-82 AESA (Active Electronically Scanned Array) Radar Modification Program upgrade,” Patterson said. “The F-15E was designed around the radar and this one can simultaneously detect, identify and track multiple air and surface targets farther than ever before.”
This superior capability greatly increases aircraft and aircrew effectiveness and ultimately increases the chance of survival. In fact, no strike eagle has ever been shot down with this technology.
Slocum recently had a chance to fly jet 173 in November of 2019 and recognized the difference in innovation.
“The upgrades in software and technology in the last 18 years is really amazing,” Slocum said. “The weapons we can drop now and the targeting systems available are things we didn’t imagine back when we were flying through the night of Afghanistan in 2001.”
However, Patterson explained that integrating new technologies into an aging airframe does take a significant amount of problem-solving.
“We work so hard maintaining these F-15Es but sometimes it’s like owning a 1966 Volkswagen Bug and trying to install 2020 Tesla technology into it and make it work flawlessly. There can be lots of technical issues that we find out weren’t evident in the initial design. I take great pride when my maintainers solve these complex problems.”
Jet 173 is a legend, but it remains that way because of the Airmen behind it.
“It goes to show the evolution of the maintainer,” Patterson said. “As technology advances, our Airmen experience new issues and must become better problem solvers because there is no instruction manual. Well not yet, because we’re creating it!”
Jet 173 has always been a superior aircraft, but with each new innovation, it becomes more versatile and lethal. It continues to be assigned to missions and in 2017, it made a notable impact in support of Operation Inherent Resolve where it was a part of 389th FS’s release of 5,018 precision-guided munitions while deployed in Southwest Asia.
So as jet 173 lives on through the decades, it is sure to see history unfold. It will collect more stories that it cannot tell and it might get a new gadget or two. But Slocum, Patterson and thousands of upcoming Airmen will spearhead the innovation that will ensure jet 173 will always complete the mission.
Jet 87-173: Innovation keeps Air Force legend in the fight > U.S. Air Force > Article Display
MOUNTAIN HOME AIR FORCE BASE, Idaho (AFNS) -- This is the story of F-15E Strike Eagle tail number 87-173, where it comes from and how innovation keeps it ready to bring the fight to the enemy.
Many jets become legends for their heroic feats in battle, but they are unable to tell their stories as they experienced them. Legends never tell their own stories.
“If only fighter jets could talk, the stories they could tell,” said Brig. Gen. Mark Slocum, 332nd Air Expeditionary Wing commander and fighter pilot.
The U.S. Air Force has held the title of world air superiority for many years, but its lethality was taken to the next level about 30 years ago.
In 1987, a year known for its eccentric artwork, the debut of the show “Full House” and President Ronald Reagan’s “Tear Down This Wall” speech in West Berlin, a legend was born. Or perhaps, more accurately, it was built.
The Strike Eagle is designed for air-to-air and air-to-ground combat. Spanning 64 feet long, 43 feet wide and weighing in at 81,000 pounds when fully loaded, its physical prowess only hints at the capabilities of this jet. It’s mounted with an array of missiles, bombs, a 20 mm multi-barrel gun and all the futuristic technology most people probably wouldn’t even begin to imagine. Top it off with a flashy paint job and standing there would be the legend assigned to the 389th Fighter Squadron at Mountain Home Air Force Base, Idaho.
Although jet 173 has flown many missions over its years in service, its most historic moment happened the night of Nov. 12, 2001, during Operation Enduring Freedom.
Jet 173 was the lead jet in the longest combat sortie flown by U.S. fighter aircraft to this day, which was later deemed “The Kabul-Ki Dance.”
Slocum was the pilot of jet 173, who was a captain at the time and a member of the 391st Fighter Squadron.
The mission was simple: destroy the residences of al-Qaeda targets with 500-pound bombs. And that, they did.
But as chance would have it, it quickly turned into an opportunistic back-and-forth flight pattern. Simply put, every time Slocum completed a mission and began to head back to base, he was given orders to turn around and take out another target.
This went on for over 15 hours. There were 10 in-air refuelings and they evaded anti-aircraft gunfire and ground-to-air missiles throughout the mission.
In the end, the Kabul-Ki Dance resulted in the elimination of several high-priority targets, al-Qaeda residences and the disruption of terrorist movements by bombing a mountainside to create an avalanche that blocked enemy roads.
That mission wrote jet 173 and Slocum’s name in the history books. But the legend hasn’t died. It’s still ready to take the fight to the enemy, but not without support and innovation of Airmen from the 389th FS, where jet 173 is assigned today.
“I think it's amazing that the first F-15E models are still in service today almost 34 years later after the first model was delivered to the Air Force,” said Senior Master Sgt. Travis Patterson, 389th FS Aircraft Maintenance Unit superintendent.
Patterson has been maintaining strike eagles for 24 years and is now in charge of the maintenance of jet 173. That being said, the jet has seen more than a few upgrades.
“Jet 173 has been through three very large modifications but most noteworthy is the APG-82 AESA (Active Electronically Scanned Array) Radar Modification Program upgrade,” Patterson said. “The F-15E was designed around the radar and this one can simultaneously detect, identify and track multiple air and surface targets farther than ever before.”
This superior capability greatly increases aircraft and aircrew effectiveness and ultimately increases the chance of survival. In fact, no strike eagle has ever been shot down with this technology.
Slocum recently had a chance to fly jet 173 in November of 2019 and recognized the difference in innovation.
“The upgrades in software and technology in the last 18 years is really amazing,” Slocum said. “The weapons we can drop now and the targeting systems available are things we didn’t imagine back when we were flying through the night of Afghanistan in 2001.”
However, Patterson explained that integrating new technologies into an aging airframe does take a significant amount of problem-solving.
“We work so hard maintaining these F-15Es but sometimes it’s like owning a 1966 Volkswagen Bug and trying to install 2020 Tesla technology into it and make it work flawlessly. There can be lots of technical issues that we find out weren’t evident in the initial design. I take great pride when my maintainers solve these complex problems.”
Jet 173 is a legend, but it remains that way because of the Airmen behind it.
“It goes to show the evolution of the maintainer,” Patterson said. “As technology advances, our Airmen experience new issues and must become better problem solvers because there is no instruction manual. Well not yet, because we’re creating it!”
Jet 173 has always been a superior aircraft, but with each new innovation, it becomes more versatile and lethal. It continues to be assigned to missions and in 2017, it made a notable impact in support of Operation Inherent Resolve where it was a part of 389th FS’s release of 5,018 precision-guided munitions while deployed in Southwest Asia.
So as jet 173 lives on through the decades, it is sure to see history unfold. It will collect more stories that it cannot tell and it might get a new gadget or two. But Slocum, Patterson and thousands of upcoming Airmen will spearhead the innovation that will ensure jet 173 will always complete the mission.
Jet 87-173: Innovation keeps Air Force legend in the fight > U.S. Air Force > Article Display
This Strategic Air Command Airpower Demonstration From 1987 Is Just Bonkers
The twilight of the Cold War was one of the most interesting times in American airpower history. There was so much older gear built-up, while a whole new generation of air combat systems was just hitting the flight lines or would be doing so soon. America's strategic arsenal was staggering in size and capability. Strategic Air Command presided over throngs of aircraft that were focused primarily on putting nuclear warheads on targets in the Soviet Union.
It was also an era of far looser regulations when it came to flying demonstrations, hence the video below, shot at Offutt AFB in 1987, depicting a Strategic Air Command airpower demo replete with a B-52, a KC-135A and a KC-135R, a KC-10, and even an FB-111.
The heavy jets put on one ridiculously awesome flying display, which included tight turns, high-speed passes at low-level, maneuvering formation work, and even a crazy overhead break. The KC-135A's J57 and B-52's TF33 engines trace the planes' paths across the sky with ink-like smoke trails.
The KC-135A's part of the dual demonstration alongside the B-52 is the wildest of them all. One low-level pass, in particular, is especially intense. The KC-135R's demo is a bit more subdued, but the KC-10 that follows it is downright amazing. The huge tri-jet tanker wheels around the sky with remarkable agility, executing steep bank turns and climbs. By the time the FB-111 comes along in the second video, it almost looks tame.
There are some great little quotes in there as well, like "that is *censored*ing impressive!" when the B-52 does its first pass and guns its eight engines. But the best has to be "take this Muammar!" just before the FB-111's high-speed pass.
It doesn't get more 1980s than that!
In the 33 years since this video was filmed, safety restrictions placed on air show demonstrations and flybys have grown ever more heavy-handed. After the crash of a B-52 practicing for an air show at Fairchild AFB in Washington State in 1994, restrictions got far more invasive for the big jet demonstrations. Today, even what seems like a
benign planned flyover can ruin a pilot's career.
As such, this video is truly a time capsule of sorts that depicts conditions that will never occur again.
This Strategic Air Command Airpower Demonstration From 1987 Is Just Bonkers
The twilight of the Cold War was one of the most interesting times in American airpower history. There was so much older gear built-up, while a whole new generation of air combat systems was just hitting the flight lines or would be doing so soon. America's strategic arsenal was staggering in size and capability. Strategic Air Command presided over throngs of aircraft that were focused primarily on putting nuclear warheads on targets in the Soviet Union.
It was also an era of far looser regulations when it came to flying demonstrations, hence the video below, shot at Offutt AFB in 1987, depicting a Strategic Air Command airpower demo replete with a B-52, a KC-135A and a KC-135R, a KC-10, and even an FB-111.
The heavy jets put on one ridiculously awesome flying display, which included tight turns, high-speed passes at low-level, maneuvering formation work, and even a crazy overhead break. The KC-135A's J57 and B-52's TF33 engines trace the planes' paths across the sky with ink-like smoke trails.
The KC-135A's part of the dual demonstration alongside the B-52 is the wildest of them all. One low-level pass, in particular, is especially intense. The KC-135R's demo is a bit more subdued, but the KC-10 that follows it is downright amazing. The huge tri-jet tanker wheels around the sky with remarkable agility, executing steep bank turns and climbs. By the time the FB-111 comes along in the second video, it almost looks tame.
There are some great little quotes in there as well, like "that is *censored*ing impressive!" when the B-52 does its first pass and guns its eight engines. But the best has to be "take this Muammar!" just before the FB-111's high-speed pass.
It doesn't get more 1980s than that!
In the 33 years since this video was filmed, safety restrictions placed on air show demonstrations and flybys have grown ever more heavy-handed. After the crash of a B-52 practicing for an air show at Fairchild AFB in Washington State in 1994, restrictions got far more invasive for the big jet demonstrations. Today, even what seems like a
benign planned flyover can ruin a pilot's career.
As such, this video is truly a time capsule of sorts that depicts conditions that will never occur again.
This Strategic Air Command Airpower Demonstration From 1987 Is Just Bonkers
US Air Force buys two A-29 light attack aircraft for continued experiment
Sierra Nevada Corporation has won a $23.2 million contract to supply two Sierra Nevada/Embraer A-29 light attack aircraft to the US Air Force (USAF).
The award includes ground support equipment, pilot training, logistic support, aircraft sparing and sustainment, says Sierra Nevada on 3 March.
Source: Sierra Nevada
A-29 taking off from a dirt runway
“The US Air Force will now have the opportunity to deploy the A-29 in support of US and allied operations,” says Mark Williams, vice-president of aviation strategic plans and programmes for Sierra Nevada’s aviation and security business area.
The A-29 is a turboprop light attack aircraft originally designed and built by Embraer. The Brazilian company also builds the aircraft in the USA via its partnership with Sierra Nevada. The arrangement with US-based Sierra Nevada allows the A-29 to be sold to US military services and international customers through the US Foreign Military Sales process.
The latest two-aircraft sale is not connected with the Air Force Special Operations Command’s recently announced Armed Overwatch programme, which is a separate initiative, says Sierra Nevada. Rather, the award is to continue the USAF’s light attack experiment. The service also plans to buy two or three examples of the Textron Aviation AT-6 light attack aircraft as part of that effort.
The light attack experiment has evolved over several years. Originally, the USAF intended to find a cheap-to-fly ground-attack aircraft. However, recently the initiative morphed into an effort to develop an airborne platform to carry communications equipment that would help allies coordinate air-to-ground attacks with the USA.
That communications kit is called Airborne Extensible Relay Over-Horizon Network, or AERONet. The USAF envisions a system capable of providing video, voice, chat and command and control to partner nations for under $500,000 per unit.
Sierra Nevada says it will begin manufacturing aircraft immediately from its facilities in Jacksonville, Florida, and Centennial, Colorado. The company plans to deliver aircraft in 2021, with training and support activities continuing through 2024.
US Air Force buys two A-29 light attack aircraft for continued experiment
Sierra Nevada Corporation has won a $23.2 million contract to supply two Sierra Nevada/Embraer A-29 light attack aircraft to the US Air Force (USAF).
The award includes ground support equipment, pilot training, logistic support, aircraft sparing and sustainment, says Sierra Nevada on 3 March.
Source: Sierra Nevada
A-29 taking off from a dirt runway
“The US Air Force will now have the opportunity to deploy the A-29 in support of US and allied operations,” says Mark Williams, vice-president of aviation strategic plans and programmes for Sierra Nevada’s aviation and security business area.
The A-29 is a turboprop light attack aircraft originally designed and built by Embraer. The Brazilian company also builds the aircraft in the USA via its partnership with Sierra Nevada. The arrangement with US-based Sierra Nevada allows the A-29 to be sold to US military services and international customers through the US Foreign Military Sales process.
The latest two-aircraft sale is not connected with the Air Force Special Operations Command’s recently announced Armed Overwatch programme, which is a separate initiative, says Sierra Nevada. Rather, the award is to continue the USAF’s light attack experiment. The service also plans to buy two or three examples of the Textron Aviation AT-6 light attack aircraft as part of that effort.
The light attack experiment has evolved over several years. Originally, the USAF intended to find a cheap-to-fly ground-attack aircraft. However, recently the initiative morphed into an effort to develop an airborne platform to carry communications equipment that would help allies coordinate air-to-ground attacks with the USA.
That communications kit is called Airborne Extensible Relay Over-Horizon Network, or AERONet. The USAF envisions a system capable of providing video, voice, chat and command and control to partner nations for under $500,000 per unit.
Sierra Nevada says it will begin manufacturing aircraft immediately from its facilities in Jacksonville, Florida, and Centennial, Colorado. The company plans to deliver aircraft in 2021, with training and support activities continuing through 2024.
US Air Force buys two A-29 light attack aircraft for continued experiment
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Unusual Appearance But Utmost Importance: The Boeing EC-135E ARIA
A look at the Boeing EC-135E Apollo/Advanced Range Instrumentation Aircraft.
In the 1960s, NASA’s program to the Moon was in full swing. A major part of that mission, was being able to track the spacecraft and their crew as they traveled through space, through a network of tracking stations throughout the globe. This was something that not just NASA needed, but also the U.S. Air Force for their missile tests. Initially this would be achieved through land based tracking stations, with the later addition of shipboard systems, however it was quickly discovered that large gaps in tracking coverage existed, as the sea based stations, while critically important, were not fast enough to keep up. A further solution was needed to support the missions.
In order to supplement the land and sea based tracking stations, a plan was devised to cover the telemetry gaps using a high speed aircraft. This aircraft would have added instrumentation for tracking of NASA manned missions, to include covering Trans Lunar Injection, that could also be used by the Air Force for orbital and re-entry tests of ballistic missiles. As a result, a jointly funded project between NASA and the USAF converted eight C-135 aircraft into EC-135N models, at a cost of $4.5 Million per aircraft. The new aircraft, named Apollo Range Instrumentation Aircraft, were designed by NASA’s Goddard Spaceflight Center in Greenbelt Maryland, and were modified by
Douglas Aircraft in Tulsa Oklahoma.
EC-135 installed antennas. (Image credit: USAF)
New instrumentation housed within the aircraft included a 7 foot diameter P and S-band receiving dish in the nose, probe antennas on the wings, and a trailing wire HF antenna. Other exterior modifications included the addition of several new antennas, for post mission data transmission, and satellite communications. In addition to the exterior modifications, extensive interior modifications to contain the support electronics and crew positions were done as well. These modifications gave the aircraft a highly distinct appearance, with the 7 foot dish being located in a new bulbous nose. This unusual look, led to the aircraft affectionately being dubbed “Snoopy” by her crews.
A view inside the nose of the EC-135 radome. (Image credit: USAF)
ARIAs were primarily based out of Patrick Air Force Base, just south of Cape Canaveral in Florida, and were operated for NASA by the U.S. Air Force Eastern Test Range. While not always at Patrick, ARIAs could also be found in Australia, in cities such as Perth, Townsville, and Darwin. During the Apollo missions, ARIAs would fly where they were needed, and would receive and record the telemetry data of the spacecraft on magnetic tape recorders. In addition to this, they were also used as a receiving and transmitting base for verbal capsule communications between Houston and the spacecraft. The recorded telemetry data could either be held for post mission analysis, or could even be re-transmitted over different bands in real time.
Satellite comms diagram. (Image credit: USAF)
ARIA was not just an aircraft system. On base at Patrick AFB, was ARIA Control, also known as the Aircraft Operations Control Center. AOCC served as a co-ordination base for the program. In the rare event that all 8 ARIA aircraft were flying, the program contained 30% of NASA’s Near Earth tracking capabilities. For that very reason, AOCC was the 3rd mission control for NASA, behind Houston, and Goddard Spaceflight center. ARIA’s ability to rapidly deploy to anywhere on the globe was a critical necessity to the Apollo and Skylab programs, and without it, the missions arguably may have not succeeded.
EC-135 diagram. (Image credit: USAF)
Following the conclusion of the Apollo and Skylab programs in 1975, the ARIA jets was re-designated as Advanced Range Instrumentation Aircraft and all operations were moved to the 4950th Test Wing at Wright-Patterson Air Force Base at Dayton, Ohio. ARIA’s mission would continue at Wright, being used as a rapidly deployed test aircraft used to obtain telemetry during DOD Missile tests. Notably, the fleets time at Wright included a re-engine of the ARIAs, resulting in a re-designation to EC-135E. Further continuing the legacy of the ARIA, in 1982 the USAF purchased eight Boeing 707-320C’s from American Airlines and converted them to ARIA aircraft, designating these 8 as EC-18Bs. The EC-18Bs were larger than the EC-135Ns, and were capable of carrying additional cargo, and taking off from shorter runways.
Flight line at Patrick AFB in 1969 (Bob Burns Collection)
In 1994, the ARIA fleet was again relocated, this time to Edwards Air Force Base in California, as part of the 452nd Flight Test Squadron, in the 412th Test Wing. During this time reduction in forces were occurring, and advances in satellite technologies made the ARIA aircraft obsolete. On Aug. 24, 2001, the final active EC-18B made her final flight from Edwards AFB to Wright-Patterson AFB, ending a legacy of spaceflight milestones and missile testing.
Nose art.
Throughout the program, ARIA supported many mission tests for both NASA and the DOD. Of those, program support includes names such as Apollo, Skylab, Pioneer, and Mariner for NASA, with names like Polaris, Poseidon, Trident, Minuteman I, II, & III, Pershing, and the Titan III-C for the DOD. The system showed its worth through a wide variety of different technical systems that each required their own unique planning and support, demonstrating the versatility and importance of the ARIA system.
An EC-18 in flight. (Image credit: USAF)
Today, only one single ARIA remains, having avoided scrapping at the boneyard. This survivor, number 60-0374, resides in the outdoor air park at the National Museum of the U.S. Air Force in Dayton Ohio, its former home. 0374 is one of the 8 original Apollo aircraft, and was constructed as a C-135A in 1960. In 1966 she underwent conversion to EC-135N, and was delivered to Patrick AFB in September of 1967. January 1st, 1968 saw 0374 begin her operational life as an ARIA, and she would be used throughout the Apollo and Skylab program. In December of 1975 she was transferred to Wright Patterson AFB in Dayton OH, and would be converted to an EC-135E in June of 1982. 1994 saw her transfer to Edwards AFB in California, and in 2000, she made her final flight to the National Museum of the USAF in Dayton, where she is permanently retired for display. Eventually, she will be restored and placed inside a hangar, after another museum expansion.
Unusual Appearance But Utmost Importance: The Boeing EC-135E ARIA
A look at the Boeing EC-135E Apollo/Advanced Range Instrumentation Aircraft.
In the 1960s, NASA’s program to the Moon was in full swing. A major part of that mission, was being able to track the spacecraft and their crew as they traveled through space, through a network of tracking stations throughout the globe. This was something that not just NASA needed, but also the U.S. Air Force for their missile tests. Initially this would be achieved through land based tracking stations, with the later addition of shipboard systems, however it was quickly discovered that large gaps in tracking coverage existed, as the sea based stations, while critically important, were not fast enough to keep up. A further solution was needed to support the missions.
In order to supplement the land and sea based tracking stations, a plan was devised to cover the telemetry gaps using a high speed aircraft. This aircraft would have added instrumentation for tracking of NASA manned missions, to include covering Trans Lunar Injection, that could also be used by the Air Force for orbital and re-entry tests of ballistic missiles. As a result, a jointly funded project between NASA and the USAF converted eight C-135 aircraft into EC-135N models, at a cost of $4.5 Million per aircraft. The new aircraft, named Apollo Range Instrumentation Aircraft, were designed by NASA’s Goddard Spaceflight Center in Greenbelt Maryland, and were modified by
Douglas Aircraft in Tulsa Oklahoma.
EC-135 installed antennas. (Image credit: USAF)New instrumentation housed within the aircraft included a 7 foot diameter P and S-band receiving dish in the nose, probe antennas on the wings, and a trailing wire HF antenna. Other exterior modifications included the addition of several new antennas, for post mission data transmission, and satellite communications. In addition to the exterior modifications, extensive interior modifications to contain the support electronics and crew positions were done as well. These modifications gave the aircraft a highly distinct appearance, with the 7 foot dish being located in a new bulbous nose. This unusual look, led to the aircraft affectionately being dubbed “Snoopy” by her crews.
A view inside the nose of the EC-135 radome. (Image credit: USAF)
ARIAs were primarily based out of Patrick Air Force Base, just south of Cape Canaveral in Florida, and were operated for NASA by the U.S. Air Force Eastern Test Range. While not always at Patrick, ARIAs could also be found in Australia, in cities such as Perth, Townsville, and Darwin. During the Apollo missions, ARIAs would fly where they were needed, and would receive and record the telemetry data of the spacecraft on magnetic tape recorders. In addition to this, they were also used as a receiving and transmitting base for verbal capsule communications between Houston and the spacecraft. The recorded telemetry data could either be held for post mission analysis, or could even be re-transmitted over different bands in real time.
Satellite comms diagram. (Image credit: USAF)
ARIA was not just an aircraft system. On base at Patrick AFB, was ARIA Control, also known as the Aircraft Operations Control Center. AOCC served as a co-ordination base for the program. In the rare event that all 8 ARIA aircraft were flying, the program contained 30% of NASA’s Near Earth tracking capabilities. For that very reason, AOCC was the 3rd mission control for NASA, behind Houston, and Goddard Spaceflight center. ARIA’s ability to rapidly deploy to anywhere on the globe was a critical necessity to the Apollo and Skylab programs, and without it, the missions arguably may have not succeeded.
EC-135 diagram. (Image credit: USAF)
Following the conclusion of the Apollo and Skylab programs in 1975, the ARIA jets was re-designated as Advanced Range Instrumentation Aircraft and all operations were moved to the 4950th Test Wing at Wright-Patterson Air Force Base at Dayton, Ohio. ARIA’s mission would continue at Wright, being used as a rapidly deployed test aircraft used to obtain telemetry during DOD Missile tests. Notably, the fleets time at Wright included a re-engine of the ARIAs, resulting in a re-designation to EC-135E. Further continuing the legacy of the ARIA, in 1982 the USAF purchased eight Boeing 707-320C’s from American Airlines and converted them to ARIA aircraft, designating these 8 as EC-18Bs. The EC-18Bs were larger than the EC-135Ns, and were capable of carrying additional cargo, and taking off from shorter runways.
Flight line at Patrick AFB in 1969 (Bob Burns Collection)In 1994, the ARIA fleet was again relocated, this time to Edwards Air Force Base in California, as part of the 452nd Flight Test Squadron, in the 412th Test Wing. During this time reduction in forces were occurring, and advances in satellite technologies made the ARIA aircraft obsolete. On Aug. 24, 2001, the final active EC-18B made her final flight from Edwards AFB to Wright-Patterson AFB, ending a legacy of spaceflight milestones and missile testing.
Nose art.Throughout the program, ARIA supported many mission tests for both NASA and the DOD. Of those, program support includes names such as Apollo, Skylab, Pioneer, and Mariner for NASA, with names like Polaris, Poseidon, Trident, Minuteman I, II, & III, Pershing, and the Titan III-C for the DOD. The system showed its worth through a wide variety of different technical systems that each required their own unique planning and support, demonstrating the versatility and importance of the ARIA system.
An EC-18 in flight. (Image credit: USAF)Today, only one single ARIA remains, having avoided scrapping at the boneyard. This survivor, number 60-0374, resides in the outdoor air park at the National Museum of the U.S. Air Force in Dayton Ohio, its former home. 0374 is one of the 8 original Apollo aircraft, and was constructed as a C-135A in 1960. In 1966 she underwent conversion to EC-135N, and was delivered to Patrick AFB in September of 1967. January 1st, 1968 saw 0374 begin her operational life as an ARIA, and she would be used throughout the Apollo and Skylab program. In December of 1975 she was transferred to Wright Patterson AFB in Dayton OH, and would be converted to an EC-135E in June of 1982. 1994 saw her transfer to Edwards AFB in California, and in 2000, she made her final flight to the National Museum of the USAF in Dayton, where she is permanently retired for display. Eventually, she will be restored and placed inside a hangar, after another museum expansion.
Unusual Appearance But Utmost Importance: The Boeing EC-135E ARIA
Watch This Video (With Radio Comms) Of Two B-2 Spirit Arriving Into RAF Fairford Earlier Today
As already reported, three B-2A Spirit bombers arrived at RAF Fairford for Bombert Task Force Europe deployment. The first aircraft, 82-1068 “Spirit of New York” arrived in the morning as “MISTY11”, followed, in the afternoon, by 88-0332 “Spirit of Washington” “MISTY 12” and 82-1070 “Spirit of Ohio” “MISTY 13”.
As usual, our friend Ben Ramsay of UK Aviation Movies was there and filmed the cool footage below that shows the two “black triangles” coming to landing on runway 27. Interestingly, the weather was good but also quite windy (250 degrees at 22 knots, gustings at 31 knots) and you can appreciate the continues movement of the elevons that on the B-2 are installed along the trailing edge of the plane. Since the aircraft has no vertical fin, the split rudders and the elevons are used to control the aircraft rotation along the vertical/yaw axis, whereas pitch and roll are controlled by means of (mid and inboard) elevons. The video also shows the Spirit’s peculiar exhaust and the wedge-shaped flap in the middle of the trailing edge, the GLAS (Gust Load Alleviation System), that counters the rolling impact or resonance to smooth out the ride of the B-2 in turbulent conditions and extend the aircraft’s fatigue life. The latter also smooths the ride of the B-2 in low altitude flight, even though the B-2 is predominantly designed for the high-altitude flight regime.
Just In: Watch This Video (With Radio Comms) Of Two B-2 Spirit Arriving Into RAF Fairford Earlier Today
As already reported, three B-2A Spirit bombers arrived at RAF Fairford for Bombert Task Force Europe deployment. The first aircraft, 82-1068 “Spirit of New York” arrived in the morning as “MISTY11”, followed, in the afternoon, by 88-0332 “Spirit of Washington” “MISTY 12” and 82-1070 “Spirit of Ohio” “MISTY 13”.
As usual, our friend Ben Ramsay of UK Aviation Movies was there and filmed the cool footage below that shows the two “black triangles” coming to landing on runway 27. Interestingly, the weather was good but also quite windy (250 degrees at 22 knots, gustings at 31 knots) and you can appreciate the continues movement of the elevons that on the B-2 are installed along the trailing edge of the plane. Since the aircraft has no vertical fin, the split rudders and the elevons are used to control the aircraft rotation along the vertical/yaw axis, whereas pitch and roll are controlled by means of (mid and inboard) elevons. The video also shows the Spirit’s peculiar exhaust and the wedge-shaped flap in the middle of the trailing edge, the GLAS (Gust Load Alleviation System), that counters the rolling impact or resonance to smooth out the ride of the B-2 in turbulent conditions and extend the aircraft’s fatigue life. The latter also smooths the ride of the B-2 in low altitude flight, even though the B-2 is predominantly designed for the high-altitude flight regime.
Just In: Watch This Video (With Radio Comms) Of Two B-2 Spirit Arriving Into RAF Fairford Earlier Today
He’s Back! The Elusive F-117 Stealth Jets Makes Another Appearance over Star Wars Canyon.
Ace aviation photographer Mr. Toshihiko Shimizu, known as “pam_st112” on Instagram, captured several photos of an elusive F-117 Nighthawk aka “Wobblin’ Goblin” that has been seen flying on rare occasions in the Death Valley area. Mr. Shimizu shared three photos of the aircraft that he said were taken at “around 9:30” in the morning on Wednesday, Mar.F 18, 2020.
Mr. Shimizu told TheAviationist.com in an interview that, “I was at the east end of Star Wars Canyon. At 9:36 am, I found a black shadow in the sky of the west side of the canyon. After I looked in my camera, I found it’s F-117. It came from the south, then turned right and headed to north. 5 minutes later, it came back from south again, and flew the same course. [At] 10:27, it came back again from south. It seemed to fly the same course. After that, it didn’t come back again.” Mr. Shimizu shot the photos using a Nikon D7200 with a Nikkor 200-500mm lens. He shared three frames on Instagram of the remarkable sighting.
Mr. Shimizu’s photos of this F-117 show a visible national insignia under the right wing but few other marking are visible. (Photo: with permission from Toshihiko Shimizu/pam_st112 on Instagram)
We have often reported that, despite having officially retired it in 2008, the U.S. Air Force is still flying the F-117 Nighthawk stealth aircraft at Tonopah Test Range (TTR). Click here to read the article published last year with the full account of all the sightings since then.
The plan view photo by
Toshihiko Shimizu of the F-117 shows its interesting pitotstatic sensors on the nose clearly. (Photo: with permission from Toshihiko Shimizu/pam_st112 on Instagram).
Yesterday’s sighting of the F-117 comes a week after reports began to surface on social media that F/A-18s had made passes through Star Wars Canyon. The claimed sightings of aircraft back in the canyon, if accurate, may signal a potential renewal of training in the canyon itself, although TheAviationist.com has received no direct, military verification of this information.
One credible civilian source, The Panamint Springs Resort, told TheAviationist.com in a March 12, 2020 interview via text message that, “I have confirmation that Father Crowley is open again and jets are resuming flights through the canyon”.
Aviation enthusiasts and photographers familiar with the Father Crowley Point/Star Wars Canyon area were skeptical of the claims that aircraft had actually flown down inside the canyon last week, suggesting that the normal flights of aircraft in the region had caused the report to surface. The photographers claim the aircraft were flying at low level in the area, but not actually inside the canyon where they were frequently photographed prior to a deadly July 13, 2019 accident. That accident claimed the life of U.S. Navy Lt. Charles Z. Walker, 33, assigned to Strike Fighter Squadron (VFA) 151, the “Vigilantes” based at Naval Air Station (NAS) Lemoore, California. Lt. Walker’s Boeing F/A-18E Super Hornet struck the side of the canyon wall on July 13, 2019, killing Walker and injuring seven park visitors who were standing at the top of the canyon according to spokesman Patrick Taylor of the National Park Service.
Some photographers in the area have grown increasingly protective of information about aircraft in Star Wars Canyon or Rainbow Canyon, citing growth in the number of photographers and tourists to the area as a concern. Social media groups dedicated to photography of aircraft in the canyon were made private and anyone suspected of reporting on flight activity were removed from the groups, including this reporter. The area is a National Park open to the public with established viewing areas and parking. However, people are still visiting the area. As done by Mr. Toshihiko Shimizu, who had the chance to get up close and personal with the iconic stealth jet.
He’s Back! The Elusive F-117 Stealth Jets Makes Another Appearance over Star Wars Canyon.
Ace aviation photographer Mr. Toshihiko Shimizu, known as “pam_st112” on Instagram, captured several photos of an elusive F-117 Nighthawk aka “Wobblin’ Goblin” that has been seen flying on rare occasions in the Death Valley area. Mr. Shimizu shared three photos of the aircraft that he said were taken at “around 9:30” in the morning on Wednesday, Mar.F 18, 2020.
Mr. Shimizu told TheAviationist.com in an interview that, “I was at the east end of Star Wars Canyon. At 9:36 am, I found a black shadow in the sky of the west side of the canyon. After I looked in my camera, I found it’s F-117. It came from the south, then turned right and headed to north. 5 minutes later, it came back from south again, and flew the same course. [At] 10:27, it came back again from south. It seemed to fly the same course. After that, it didn’t come back again.” Mr. Shimizu shot the photos using a Nikon D7200 with a Nikkor 200-500mm lens. He shared three frames on Instagram of the remarkable sighting.
Mr. Shimizu’s photos of this F-117 show a visible national insignia under the right wing but few other marking are visible. (Photo: with permission from Toshihiko Shimizu/pam_st112 on Instagram)We have often reported that, despite having officially retired it in 2008, the U.S. Air Force is still flying the F-117 Nighthawk stealth aircraft at Tonopah Test Range (TTR). Click here to read the article published last year with the full account of all the sightings since then.
The plan view photo by Toshihiko Shimizu of the F-117 shows its interesting pitotstatic sensors on the nose clearly. (Photo: with permission from Toshihiko Shimizu/pam_st112 on Instagram).
Yesterday’s sighting of the F-117 comes a week after reports began to surface on social media that F/A-18s had made passes through Star Wars Canyon. The claimed sightings of aircraft back in the canyon, if accurate, may signal a potential renewal of training in the canyon itself, although TheAviationist.com has received no direct, military verification of this information.
One credible civilian source, The Panamint Springs Resort, told TheAviationist.com in a March 12, 2020 interview via text message that, “I have confirmation that Father Crowley is open again and jets are resuming flights through the canyon”.
Aviation enthusiasts and photographers familiar with the Father Crowley Point/Star Wars Canyon area were skeptical of the claims that aircraft had actually flown down inside the canyon last week, suggesting that the normal flights of aircraft in the region had caused the report to surface. The photographers claim the aircraft were flying at low level in the area, but not actually inside the canyon where they were frequently photographed prior to a deadly July 13, 2019 accident. That accident claimed the life of U.S. Navy Lt. Charles Z. Walker, 33, assigned to Strike Fighter Squadron (VFA) 151, the “Vigilantes” based at Naval Air Station (NAS) Lemoore, California. Lt. Walker’s Boeing F/A-18E Super Hornet struck the side of the canyon wall on July 13, 2019, killing Walker and injuring seven park visitors who were standing at the top of the canyon according to spokesman Patrick Taylor of the National Park Service.
Some photographers in the area have grown increasingly protective of information about aircraft in Star Wars Canyon or Rainbow Canyon, citing growth in the number of photographers and tourists to the area as a concern. Social media groups dedicated to photography of aircraft in the canyon were made private and anyone suspected of reporting on flight activity were removed from the groups, including this reporter. The area is a National Park open to the public with established viewing areas and parking. However, people are still visiting the area. As done by Mr. Toshihiko Shimizu, who had the chance to get up close and personal with the iconic stealth jet.
He’s Back! The Elusive F-117 Stealth Jets Makes Another Appearance over Star Wars Canyon.
P-8A at Andøya Air Station.
The pictures are not sequential, but are from the same picture set and event - Cold Response 2020.
How many of you have seen the inside of a P-8A or P-8I? It's pretty rare to get a glimpse.
The pictures are not sequential, but are from the same picture set and event - Cold Response 2020.
How many of you have seen the inside of a P-8A or P-8I? It's pretty rare to get a glimpse.
Photos Of An A-10C After A Belly Landing Are A Reminder Of Another Key Feature of The Warthog: Its Main Landing Gear
Images of a Thunderbolt II on the tarmac after a gear-up landing at Moody AFB, prove how the jet’s Main Landing Gear (MLG) design contributes to make the attack aircraft so resilient.
A U.S. Air Force A-10C Thunderbolt II, assigned to the 75th Fighter Squadron, performed a successful emergency gear-up landing at Moody AFB, Georgia, on Apr. 7, 2020. The pilot safely escaped the aircraft.
The first images of the aircraft on its belly were published by the prolific Air Force amn/nco/snco Facebook page. The shots show the Warthog (as the aircraft is nicknamed within the fighter pilot community) with its canopy somehow jettisoned (or blown off) sitting on its wheels and AGM-65 Maverick missiles on the tarmac: a scene that, missiles aside, is strikingly similar to the one depicted at at the Alpena Combat Readiness Training Center, Michigan, on Jul. 20, 2017, after Capt. Brett DeVries, 107th Fighter Squadron pilot from Selfridge Air National Guard Base had just become the first ever A-10 pilot to land with no canopy and with the landing gear up.
An image of the A-10 involved in a belly landing at Moody AFB on Apr. 7, 2020. (Image via Air Force amn/nco/snco Facebook Page)
As we reported in detail back then, Capt. Brett DeVries was part of a four-ship on a routine training sortie from Selfridge to the Grayling Air Gunnery Range. After performing six bomb passes over the gunnery range to drop their ordinance, each A-10 took a turn firing the 30mm gun. However, on his second pass, at 150 feet AGL (Above Ground Level), DeVries’ gun malfunctioned. Simultaneously, the canopy of his aircraft blew off. After climbing to a safe altitude and outside the range patterns, in bound to the closest airfield, DeVries, chased by his wingman, tried to lower his landing gear: the gear started to come down, but the nose gear was hung up from the gun damage leaving no other option than retracting the gear and perform a belly landing.
Capt. Brett DeVries pilot of the 107th Fighter Squadron from Selfridge Air National Guard Base, next to his Warthog after an emergency landing on July 20, 2017 at the Alpena Combat Readiness Training Center (Image credit: U.S. Air National Guard)
Along with the pilot’s skills, a key role in the successful outcome of the emergency was back then and probably yesterday too, one of the A-10’s peculiar features: its MLG (Main Landing Gear) design.
When retracted, the Thunderbolt II’s main landing gear wheels remain partly exposed: during a belly landing, depending on the stores carried by the aircraft, the wheels that partially protrude from their nacelles can provide a cushion to absorb the impact with the runway; they can also reduce the risk of fire and generally speaking, the overall damage to the fuselage. In addition, when the gear is up, the wheels continue to guarantee the braking action, allowing the pilot to control the aircraft through differential use of the wheel brakes. That’s why the MLG design is one the features that make the iconic aircraft so resilient.
Back to the April 7 mishap at Moody AFB, while an Interim Safety Board is investigating the incident, we can’t but notice that, according to rumours, the aircraft suffered a gun malfunction that also damaged the landing gear, as happened in 2017. Let’s see if the official investigation confirms the similarities, not only in the outcome, but also when it deals with the root-causes of the incident.
Photos Of An A-10C After A Belly Landing Are A Reminder Of Another Key Feature of The Warthog: Its Main Landing Gear
Images of a Thunderbolt II on the tarmac after a gear-up landing at Moody AFB, prove how the jet’s Main Landing Gear (MLG) design contributes to make the attack aircraft so resilient.
A U.S. Air Force A-10C Thunderbolt II, assigned to the 75th Fighter Squadron, performed a successful emergency gear-up landing at Moody AFB, Georgia, on Apr. 7, 2020. The pilot safely escaped the aircraft.
The first images of the aircraft on its belly were published by the prolific Air Force amn/nco/snco Facebook page. The shots show the Warthog (as the aircraft is nicknamed within the fighter pilot community) with its canopy somehow jettisoned (or blown off) sitting on its wheels and AGM-65 Maverick missiles on the tarmac: a scene that, missiles aside, is strikingly similar to the one depicted at at the Alpena Combat Readiness Training Center, Michigan, on Jul. 20, 2017, after Capt. Brett DeVries, 107th Fighter Squadron pilot from Selfridge Air National Guard Base had just become the first ever A-10 pilot to land with no canopy and with the landing gear up.
An image of the A-10 involved in a belly landing at Moody AFB on Apr. 7, 2020. (Image via Air Force amn/nco/snco Facebook Page)As we reported in detail back then, Capt. Brett DeVries was part of a four-ship on a routine training sortie from Selfridge to the Grayling Air Gunnery Range. After performing six bomb passes over the gunnery range to drop their ordinance, each A-10 took a turn firing the 30mm gun. However, on his second pass, at 150 feet AGL (Above Ground Level), DeVries’ gun malfunctioned. Simultaneously, the canopy of his aircraft blew off. After climbing to a safe altitude and outside the range patterns, in bound to the closest airfield, DeVries, chased by his wingman, tried to lower his landing gear: the gear started to come down, but the nose gear was hung up from the gun damage leaving no other option than retracting the gear and perform a belly landing.
Capt. Brett DeVries pilot of the 107th Fighter Squadron from Selfridge Air National Guard Base, next to his Warthog after an emergency landing on July 20, 2017 at the Alpena Combat Readiness Training Center (Image credit: U.S. Air National Guard)
Along with the pilot’s skills, a key role in the successful outcome of the emergency was back then and probably yesterday too, one of the A-10’s peculiar features: its MLG (Main Landing Gear) design.
When retracted, the Thunderbolt II’s main landing gear wheels remain partly exposed: during a belly landing, depending on the stores carried by the aircraft, the wheels that partially protrude from their nacelles can provide a cushion to absorb the impact with the runway; they can also reduce the risk of fire and generally speaking, the overall damage to the fuselage. In addition, when the gear is up, the wheels continue to guarantee the braking action, allowing the pilot to control the aircraft through differential use of the wheel brakes. That’s why the MLG design is one the features that make the iconic aircraft so resilient.
Back to the April 7 mishap at Moody AFB, while an Interim Safety Board is investigating the incident, we can’t but notice that, according to rumours, the aircraft suffered a gun malfunction that also damaged the landing gear, as happened in 2017. Let’s see if the official investigation confirms the similarities, not only in the outcome, but also when it deals with the root-causes of the incident.
Photos Of An A-10C After A Belly Landing Are A Reminder Of Another Key Feature of The Warthog: Its Main Landing Gear
Militants Fire RPG At C-130 Then An MQ-9 Reaper Crew Promptly Locates, Tracks, And Kills Them
The U.S. Air Force has released video that includes a unique clip that an MQ-9 Reaper captured of militants firing a rocket-propelled grenade at a C-130 Hercules airlifter that was performing an air drop of cargo at relatively low altitude. In the full video, the drone's pilot and sensor operator, who later struck those hostile forces, also offer an interesting behind-the-scenes look at how the unmanned aircraft perform these kinds of armed overwatch missions.
The Air Force's 432nd Wing at Creech Air Force Base in Nevada, one of the service's premier drone units, posted the video on YouTube on Apr. 6, 2020. The pilot, 1st Lieutenant Russel, and the sensor operator, Airman First Class Ashley, both assigned to the 20th Attack Squadron, which itself is assigned to the 432nd, but is based at Whiteman Air Force Base in Missouri, describe the event. Their last names are not given for operational security reasons, though Russel's callsign, Turret, is visible on his nametag. No information is given about the date or location of the armed overwatch mission, which could have taken place over any number of countries where the U.S. military is presently engaged overseas.
"Most of the time we're just watching," 1st Lieutenant Russel said. "We're collecting information on enemies and just making sure our friendlies are safe and sometimes that involves us providing armed overwatch, which is our capability to strike enemies."
"So, that day, we're flying a normal eight-hour shift and then comes the end of the shift is when it all went down," Ashley said.
Their MQ-9 was asked to provide overwatch for the C-130's drop for "severely undersupplied" U.S. forces at a remote outpost. In the video, shot from the infrared camera in the drone's nose-mounted sensor turret, the C-130 can be seen flying below and the cargo can be seen parachuting down behind it when a bright ball of light goes flying across the screen.
"We immediately see from the bottom right corner of our screen a projectile come ... towards the C-130," Russel said. "The sensor immediately slewed to the right corner of origin."
"We have screeners who work with us – they are constantly watching our feed – that helped us confirm that that's where it was shot from," Ashley added.
Thankfully, the RPG missed the Hercules and the cargo plane. In the video, the airlifter visibly banks to the right, but it's unclear if that is an evasive maneuver or not.
The MQ-9 video feed then picks up a group of individuals leaving a building near the point of origin of the RPG launch. "They all left the building with large weapons," Russel said.
USAF
An MQ-9 assigned to the 432nd Wing flies a training mission over the Nevada Test and Training Range.
"We know at that point that these are bad guys, they just shot at U.S. forces, so we know something's about to happen. We know we need to watch these guys," he continued. "I'm calling the Joint Terminal Attack Controller, or JTAC. I was like 'hey, this is so-and-so in my MQ-9, we're supporting this C-130 that did an airdrop, I just saw an RPG shoot across the screen. And his voice immediately changed."
"He pulled up our feed, started watching it, gave us a game plan nine-line," Ashley said. "Where he's [the JTAC} at, he's talking to his commander, but we are only talking to the JTAC."
A "nine-line" refers to the brief that JTACs give to aircraft orbiting above, manned or unmanned, ahead of a close air support strike. It includes a host of relevant information, including the target and its location, the desired direction of attack to avoid hitting friendly forces or innocent bystanders, and more, in a digestible format. Being able to communicate these details rapidly and accurately is critical in these cases, where wasted seconds or miscommunication could have disastrous results.
When Ashley says that the JTAC on the ground pulled up the MQ-9's feed, she means this literally, too. For over a decade and a half, starting with fielding of the Remotely Operated Video Enhanced Receiver (ROVER) system, the U.S. military as a whole has made major progress in developing capabilities that allow personnel on the ground to connect directly with aircraft above and see what they see what the crew sees through their electro-optical and infrared sensors. This helps speed up the process of positively identify targets during a close air support scenario, makes it easier to avoid hitting friendlies or causing collateral damage, and just improves all around situational awareness for forces on the ground and in the air.
"We found the bad guys on the ground, tracked them for a little bit, and ended up prosecuting" a strike on those militants, Ashley said. The time from the RPG went flying toward the C-130 to when MQ-9 engaged the hostile forces was 34 minutes.
The entire incident is a prime example of the kind of armed overwatch and persistent surveillance missions that Air Force MQ-9s, as well as their now-retired MQ-1 Predator predecessors, have been providing for years now, though almost exclusively in permissive environments, around the world. These are missions that U.S. Army MQ-1C Gray Eagles also now regularly perform.
"You're hands-on, in the fight, saving our boots on the ground. This is no joke," Ashley said in the video. "If you want to make a difference to the actual fight that's out there, this is it."
But the video also comes at a time when the MQ-9 may be entering the back half of its career, as the U.S. military's focus shifts to preparing for high-end conflicts that will demand more advanced and less vulnerable platforms. In its most recent budget request for the 2021 Fiscal Year, the Air Force announced its intention to stop buying Reapers earlier than expected, which could have a number of major implications, including for the drone's manufacturer General Atomics, which you can read about more in this past War Zone piece.
Of course, the demand for aircraft, manned and unmanned, to conduct armed overwatch missions to help protect U.S. forces, as well as their allies and partners, isn't going away. For the foreseeable future, the Reapers will continue to provide this invaluable service for American troops around the world.
Militants Fire RPG At C-130 Then An MQ-9 Reaper Crew Promptly Locates, Tracks, And Kills Them
The U.S. Air Force has released video that includes a unique clip that an MQ-9 Reaper captured of militants firing a rocket-propelled grenade at a C-130 Hercules airlifter that was performing an air drop of cargo at relatively low altitude. In the full video, the drone's pilot and sensor operator, who later struck those hostile forces, also offer an interesting behind-the-scenes look at how the unmanned aircraft perform these kinds of armed overwatch missions.
The Air Force's 432nd Wing at Creech Air Force Base in Nevada, one of the service's premier drone units, posted the video on YouTube on Apr. 6, 2020. The pilot, 1st Lieutenant Russel, and the sensor operator, Airman First Class Ashley, both assigned to the 20th Attack Squadron, which itself is assigned to the 432nd, but is based at Whiteman Air Force Base in Missouri, describe the event. Their last names are not given for operational security reasons, though Russel's callsign, Turret, is visible on his nametag. No information is given about the date or location of the armed overwatch mission, which could have taken place over any number of countries where the U.S. military is presently engaged overseas.
"Most of the time we're just watching," 1st Lieutenant Russel said. "We're collecting information on enemies and just making sure our friendlies are safe and sometimes that involves us providing armed overwatch, which is our capability to strike enemies."
"So, that day, we're flying a normal eight-hour shift and then comes the end of the shift is when it all went down," Ashley said.
Their MQ-9 was asked to provide overwatch for the C-130's drop for "severely undersupplied" U.S. forces at a remote outpost. In the video, shot from the infrared camera in the drone's nose-mounted sensor turret, the C-130 can be seen flying below and the cargo can be seen parachuting down behind it when a bright ball of light goes flying across the screen.
"We immediately see from the bottom right corner of our screen a projectile come ... towards the C-130," Russel said. "The sensor immediately slewed to the right corner of origin."
"We have screeners who work with us – they are constantly watching our feed – that helped us confirm that that's where it was shot from," Ashley added.
Thankfully, the RPG missed the Hercules and the cargo plane. In the video, the airlifter visibly banks to the right, but it's unclear if that is an evasive maneuver or not.
The MQ-9 video feed then picks up a group of individuals leaving a building near the point of origin of the RPG launch. "They all left the building with large weapons," Russel said.
USAF
An MQ-9 assigned to the 432nd Wing flies a training mission over the Nevada Test and Training Range.
"We know at that point that these are bad guys, they just shot at U.S. forces, so we know something's about to happen. We know we need to watch these guys," he continued. "I'm calling the Joint Terminal Attack Controller, or JTAC. I was like 'hey, this is so-and-so in my MQ-9, we're supporting this C-130 that did an airdrop, I just saw an RPG shoot across the screen. And his voice immediately changed."
"He pulled up our feed, started watching it, gave us a game plan nine-line," Ashley said. "Where he's [the JTAC} at, he's talking to his commander, but we are only talking to the JTAC."
A "nine-line" refers to the brief that JTACs give to aircraft orbiting above, manned or unmanned, ahead of a close air support strike. It includes a host of relevant information, including the target and its location, the desired direction of attack to avoid hitting friendly forces or innocent bystanders, and more, in a digestible format. Being able to communicate these details rapidly and accurately is critical in these cases, where wasted seconds or miscommunication could have disastrous results.
When Ashley says that the JTAC on the ground pulled up the MQ-9's feed, she means this literally, too. For over a decade and a half, starting with fielding of the Remotely Operated Video Enhanced Receiver (ROVER) system, the U.S. military as a whole has made major progress in developing capabilities that allow personnel on the ground to connect directly with aircraft above and see what they see what the crew sees through their electro-optical and infrared sensors. This helps speed up the process of positively identify targets during a close air support scenario, makes it easier to avoid hitting friendlies or causing collateral damage, and just improves all around situational awareness for forces on the ground and in the air.
"We found the bad guys on the ground, tracked them for a little bit, and ended up prosecuting" a strike on those militants, Ashley said. The time from the RPG went flying toward the C-130 to when MQ-9 engaged the hostile forces was 34 minutes.
The entire incident is a prime example of the kind of armed overwatch and persistent surveillance missions that Air Force MQ-9s, as well as their now-retired MQ-1 Predator predecessors, have been providing for years now, though almost exclusively in permissive environments, around the world. These are missions that U.S. Army MQ-1C Gray Eagles also now regularly perform.
"You're hands-on, in the fight, saving our boots on the ground. This is no joke," Ashley said in the video. "If you want to make a difference to the actual fight that's out there, this is it."
But the video also comes at a time when the MQ-9 may be entering the back half of its career, as the U.S. military's focus shifts to preparing for high-end conflicts that will demand more advanced and less vulnerable platforms. In its most recent budget request for the 2021 Fiscal Year, the Air Force announced its intention to stop buying Reapers earlier than expected, which could have a number of major implications, including for the drone's manufacturer General Atomics, which you can read about more in this past War Zone piece.
Of course, the demand for aircraft, manned and unmanned, to conduct armed overwatch missions to help protect U.S. forces, as well as their allies and partners, isn't going away. For the foreseeable future, the Reapers will continue to provide this invaluable service for American troops around the world.
Militants Fire RPG At C-130 Then An MQ-9 Reaper Crew Promptly Locates, Tracks, And Kills Them
Global Strike Command is planning to put the hypersonic AGM-183 Air-launched Rapid Response Weapon externally on the B-1 bomber, and AFGSC chief Gen. Timothy Ray said he sees a conventional version of the Long-Range Stand-Off weapon as a sensible approach to replacing the conventional Air-Launched Cruise Missile if a weapon with longer range than the JASSM-ER is required.
Ray, in an interview that will appear in the May issue of Air Force Magazine, said he wants to refurbish and modernize the remaining B-1B aircraft after the Air Force retires 17 airframes from the fleet. That modification would include opening up eight external hardpoints on the bomber’s fuselage that were originally planned to carry two ALCMS each; subsequent treaty agreements took the B-1 out of the nuclear mission and the hardpoints were covered over.
“My goal would be to bring on at least a squadron’s worth of airplanes modified with external pylons on the B-1, to carry the ARRW hypersonic cruise missile,” Ray said. A B-1 squadron typically has 18 aircraft.
The 412th test wing at Edwards AFB, Calif., demonstrated additional B-1 carriage options last August, including the use of external hardpoints, as well as expanded internal bays and use of the Common Strategic Rotary Launcher with the stealthy, conventional JASSM-ER.
Some airplanes “will need significant structural work,” Ray said. “We can do smart things, and we’ve got support from Congress to do this. This is a thing that we’re working to get ourselves through. We’ve had a very good dialog.”
Modifying the B-1s to carry the ARRW was not an item requested in the fiscal 2021 budget, Ray said, but it’s “a project we’re working on. There are several versions that we could contemplate, but we believe the easiest, fastest, and probably most effective in the short term will be to go with the external pylons.” The ARRW, he said, is “a good weapon airframe and configuration match to get us quickly into that game.”
Asked if AFGSC’s preference is for ARRW versus other hypersonic missiles, Ray said, “I think we’re going to commit to the ARRW, because I think our carriage capability is good for that.”
The Air Force is also working on the Hypersonic Air-breathing weapon Concept, or HAWC, with the Defense Advanced Research Projects Agency. Pentagon officials said the Air Force has been thinking about mixed carriage of hypersonic missiles both internally and externally, on the B-1 and B-52. Using the external hardpoints and the CSRL, a B-1 could conceivably carry 31 hypersonic missiles.
Ray said the B-52 fleet also will be configured for hypersonic missiles, and because that airframe will have new engines, radar, communications, and weapons, the plan now is to increase the bomber test fleet from two to eight aircraft at Edwards. The B-1 will be able to take some of the “load off the B-52” in hypersonic missile testing, he said. The test program, which was developed in coordination with Air Force Materiel Command, is “very aggressive” and will required USAF “to commit more aircraft, and maintainers, and operators” to test over the next three-to-five years, Ray said.
“The bomber world has been very good about combining and integrating operational and developmental test and leveraging the number of resources. And this was a conversation with [AFMC] … that we came to this solution set.”
Ray said AFGSC has not set a requirement for a conventional version of LRSO to mirror the ALCM/Conventional ALCM USAF has operated for the last 30 years, but that such a weapon would be a logical approach if a weapon with longer range is needed.
“First things first: the ALCM is aging out on us,” and must be replaced, he said. But, “I’ve shot CALCM in anger…the utility of those is unquestionable.” He’s pleased with how LRSO is progressing—“I think that’s going to be a very, very good missile”—and if there was a sudden requirement for “an even longer-ranged cruise missile with conventional capability,” LRSO would be the place to start. However, Ray noted that changes to the program have to happen “within a treaty context.”
“Right now, we’re not asking for that, based on the prioritization of the nuclear piece, … but there’s things that could change in the future.”
AFGSC Eyes Hypersonic Weapons for B-1, Conventional LRSO - Air Force Magazine
Air Force Global Strike Command is planning to put the hypersonic AGM-183 Air-launched Rapid Response Weapon externally on the B-1 bomber.
Hello Folks, Hope all are doing OK during these challenging times.
Just thought I drop-in and share an interesting news item I came across recently on The Drive, concerning a military aviation company's procurement of former-RAAF F/A-18 A/B Hornets. I felt it be best that I share this news here, but mods: please feel free to move this else where if need be.
Background:
The company ('Air USA') happens to be located in Quincy, Illinois and as per their website ( Company Website ):
Interestingly - on a side note - I was at Quincy, IL (feels like the middle of nowhere) last year in June on a consulting assignment for a different client and drove by Air USA without even realising it!
Source:
I believe that this company's capabilities / value offerings seems to be a big deal ( and a first in the world of private defence contracting) and I attach the link for the news article here:
Air USA Article Features on The Drive's Warzone Page
Summary / Key Points:
Some points jumped out at me as attention grabbing (given that this is a private company) and I summarise here:
It would be very interesting to see this company's growth trajectory. Maintaining this eclectic fleet does have its challenges though. The capital assets (inventory, spares etc) amount to over a billion dollars for the hornets alone. Is this a sustainable business model? I guess only time will tell.
Ending Notes:
As of now, as per their mission statement, the company seems to be focused on helping train their customers with the employment of these very assets. However, given its rapidly evolving capabilities, is it unreasonable to assume that the Libya model would be a norm rather than the exception for low-intensity conflicts in the future - with a private air force and private land based security contractor delivering 'freedom and democracy' at a profit at the behest of the US Government?
Your thoughts are welcome, Thank You,
Just thought I drop-in and share an interesting news item I came across recently on The Drive, concerning a military aviation company's procurement of former-RAAF F/A-18 A/B Hornets. I felt it be best that I share this news here, but mods: please feel free to move this else where if need be.
Background:
The company ('Air USA') happens to be located in Quincy, Illinois and as per their website ( Company Website ):
Interestingly - on a side note - I was at Quincy, IL (feels like the middle of nowhere) last year in June on a consulting assignment for a different client and drove by Air USA without even realising it!
Source:
I believe that this company's capabilities / value offerings seems to be a big deal ( and a first in the world of private defence contracting) and I attach the link for the news article here:
Air USA Article Features on The Drive's Warzone Page
Summary / Key Points:
Some points jumped out at me as attention grabbing (given that this is a private company) and I summarise here:
- The Former RAAF F/A-18 A/B Hornets have been equipped with AN/APG-73 MMR.
- The company has also equipped their air assets (including the Hornet among others) with the bolt-on ELTA EL-L/8222 SPJ and "configured them in a way that allows for simultaneous jam and engage"
- The above point stuck out since I was under the impression that activation of the ASPJ and MMR at the same time caused EMI and hence you needed an NCTR mode for your MMR? Perhaps someone may clarify as I am not proficient in the nuances.
- Their fleet comprises of aircrafts such as The Hawk, L-39 Albatross, F-5Es and of course now the F/A-18 A/B Hornets (Among Others). Quite an inventory given that their competitors such as ATAC and Draken USA have in their inventory the Cheetah and the Mirage F1 respectively ('much older' and retired / grounded aircraft at time of procurement)
- The Hawks come equipped with ELTA ELM-2052 AESA radars and can be fitted with the aforementioned bolt-on EL-L/8222 pods (Surprise !)
- Apparently, the F-5Es come with IRSTs, and each of these aircrafts is capable of communicating with each other via Link 16. Radar Targeting information can be shared between the Hawks and Hornets and potentially allows for Co-operative Engagement Capability
- The point above stuck out as the biggest takeaway - for a private company to have such capability (CEC) is indeed a first. A water-shed moment as far as my (limited) knowledge goes.
It would be very interesting to see this company's growth trajectory. Maintaining this eclectic fleet does have its challenges though. The capital assets (inventory, spares etc) amount to over a billion dollars for the hornets alone. Is this a sustainable business model? I guess only time will tell.
Ending Notes:
As of now, as per their mission statement, the company seems to be focused on helping train their customers with the employment of these very assets. However, given its rapidly evolving capabilities, is it unreasonable to assume that the Libya model would be a norm rather than the exception for low-intensity conflicts in the future - with a private air force and private land based security contractor delivering 'freedom and democracy' at a profit at the behest of the US Government?
Your thoughts are welcome, Thank You,
Air Force Wants To Use External Pylons To Arm The B-1B Bomber With 31 Hypersonic Missiles
Air Force Wants To Use External Pylons To Arm The B-1B Bomber With 31 Hypersonic Missiles
The configuration would revolutionize the B-1's standoff strike capability and it would keep the jet relevant as it enters the twilight of its career.
BY JOSEPH TREVITHICKAPRIL 8, 2020
USAF
SHARE
Atop U.S. Air Force officer has detailed plans to add the AGM-183A Air-launched Rapid Response Weapon, as well as the Hypersonic Air-Breathing Weapon Concept, both of which are hypersonic missiles, to the B-1B Bone bomber's arsenal. He also curiously talked about the potential for these aircraft to carry a conventionally-armed version of the future Long Range Stand Off stealthy cruise missile, something Congress effectively canceled last year.
U.S. Air Force General Timothy Ray, head of Air Force Global Strike Command, which oversees all of America's bomber fleets, gave an update on future B-1B loadouts in a recent interview with Air Force Magazine. Last year, the service highlighted work to expand the bomber's ability to carry hypersonic weapons and other new stores, both internally and externally. This all also comes amid already controversial plans to retire 17 of its 60 remaining Bones in the 2021 Fiscal Year and has severely scaled back the activities of the fleet as a whole, prohibiting crews from flying at low altitudes and restricting total annual flight hours, which you can read about more in this past War Zone exclusive.
CONGRESS POISED TO CANCEL NON-NUCLEAR VERSION OF AIR FORCE'S FUTURE STEALTH CRUISE MISSILEBy Joseph TrevithickPosted in THE WAR ZONE
AIR FORCE TOUTS B-1B BOMBER'S POTENTIAL TO CARRY HUGE HYPERSONIC MISSILES AND EXTERNAL STORESBy Tyler RogowayPosted in THE WAR ZONE
BEHOLD THE FIRST FLIGHT OF A B-52 BOMBER CARRYING THE AGM-183A HYPERSONIC MISSILEBy Joseph TrevithickPosted in THE WAR ZONE
B-1B BOMBERS CAN NO LONGER FLY AT LOW-LEVEL AND THEIR ANNUAL FLIGHT HOURS HAVE BEEN RESTRICTEDBy Stephen WalkerPosted in THE WAR ZONE
WANTING TO RETIRE B-1B BOMBERS IS ONE THING, ACTUALLY MAKING IT HAPPEN IS ANOTHERBy Tyler RogowayPosted in THE WAR ZONE
"My goal would be to bring on at least a squadron’s worth of airplanes modified with external pylons on the B-1, to carry the ARRW [Air-launched Rapid Response Weapon] hypersonic cruise missile," General Ray told Air Force Magazine. He added that the service had contemplated several options for integrating the AGM-183A onto the bombers, "but we believe the easiest, fastest, and probably most effective in the short term will be to go with the external pylons."
At present, B-1 squadron typically has 18 aircraft, according to Air Force Magazine. Ray appears to have misspoken in describing ARRW, which is pronounced "arrow," as a "cruise missile." The AGM-183A has an unpowered hypersonic boost-glide vehicle as its warhead. The weapon's rocket booster lofts that vehicle to an appropriate speed and altitude, after which it then glides down along a level trajectory within the Earth's atmosphere to its target. The weapon's high speed and unpredictable flight path make it difficult for opponents to detect and track, which makes it hard to move critical assets out of the target area, if at all possible, or otherwise take shelter before the strike hits, or even attempt an intercept.
LOCKHEED MARTIN
An artist's conception of an AGM-183A Air-launched Rapid Response Weapon in flight as its nose cone seperates, revealing the unpowered hypersonic boost-glide vehicle warhead.
Rockwell had designed the Bones to carry external stores on up to eight external hardpoints. The Air Force had also developed special pylons that would have allowed the bombers to carry two nuclear-tipped AGM-86B Air-Launched Cruise Missiles (ALCM) on each one. Following the end of the Cold War, the B-1Bs lost their nuclear mission and, as a result, the external pylons fell into disuse. Today, the bombers use just one of the hardpoints to carry the AN/AAQ-33 Sniper Advanced Targeting Pod (ATP).
USAF
Photos of a B-1B bomber during testing with six external pylons fitted.
It's not clear what other modifications or upgrades the B-1Bs might need to be able to physically carry the AGM-183As or how many of these missiles the bombers might be able to carry at once. While we don't know how much the ARRW weighs, we do know that a B-52H Stratofortress bomber carried a prototype during a test last year using one of its heavyweight underwing pylons, which are rated to carry stores in the 5,000 pound class or lighter. The AGM-86B weighs around 3,200 pounds and the B-1B's original pylons were each supposed to carry two of them at once.
It's also worth noting that the Air Force's is looking to halt work on the Hypersonic Conventional Strike Weapon (HCSW) program in its latest budget proposal for the 2021 Fiscal Year in favor of the AGM-183A, specifically because the latter is smaller. The HCSW missile, which the service planned to designate AGM-182A Hacksaw, has a different hypersonic boost-glide vehicle warhead, which is a common design also found on ground and submarine-launched weapons that the U.S. Army and U.S. Navy are working on, respectively.
USAF VIA FOIA
The relevant portions of a request made in January 2019 to designate the HCSW missile as the AGM-182A Hacksaw.
"The reason we went with ARRW was not that HCSW was bad, but ARRW is smaller," Will Roper, the Assistant Secretary of the Air Force for Acquisition, Technology, and Logistics, explained in March 2020. "We can carry twice as many on the B-52, and it’s possible it could be on the F-15[E Strike Eagle] … It’s in the class to be able to fit on the centerline."
General Ray did tell Air Force Magazine that some of the B-1s will need significant structural work," but it's unclear if this is directly related to plans to integrate the AGM-183A. The bombers have been flown hard in recent years and their airframes have seen greater than expected wear and tear as a result, which is part of the reason for the halt to low-altitude flight operations, which put additional physical stress on the aircraft.
The Air Force is also looking at the B-1B as a potential platform to carry the Hypersonic Air-Breathing Weapon Concept, or HAWC. The Defense Advanced Research Projects Agency (DARPA) has been leading the development of this powered hypersonic cruise missile, though the Air Force Research Laboratory has also been involved. Air Force Magazine says that the Bones, using external pylons and common rotary launchers in their internal bomb bays, could potentially carry a mix of up to 31 hypersonic missiles in total.
JOSEPH TREVITHICK
An artist's coneption of a derivative of HAWC that Lockheed Martin has proposed to the US Navy.
Interestingly, General Ray also raised the possibility of adding a conventionally-armed variant of the Long Range Stand Off (LRSO) stealthy cruise missile, which is presently in development, to the B-1B's arsenal in the future. “Right now, we’re not asking for that, based on the prioritization of the nuclear piece, … but there’s things that could change in the future,” he told Air Force Magazine.
This is curious because Congress specifically eliminated its requirement for a conventional version of the LRSO in the annual defense policy bill, or National Defense Authorization Act (NDAA), for the 2020 Fiscal Year, which President Donald Trump signed into law in December 2019. The law's language did not expressly prohibit the Air Force from pursuing this capability on its own, but removed an immediate legal demand for the service to do so.
Ray said that there could be a demand for this weapon based on a desire for "an even longer-ranged cruise missile with conventional capability" and because the AGM-86 series is "aging out on us." However, the Air Force has already retired the conventional AGM-86C/D variants and has initiated the development of an "extreme range" variant of the Joint Air-to-Surface Standoff Missile cruise missile, also known as the AGM-158D or JASSM-XR.
The exact range capability the Air Force is seeking from JASSM-XR is unknown, but it is said to be in excess of 1,000 miles, which would already give it a substantially greater range than the AGM-86C/D. In addition, the service is hoping to have this missile, which will leverage existing work on the JASSM, including the AGM-158B JASSM-Extended Range (JASSM-ER) version, out of development by 2023, with the first examples hopefully entering service relatively soon thereafter. The nuclear-armed LSRO is not supposed to reach initial operational capability until at least 2030.
USAF
Air Force personnel prepare to load an AGM-158 JASSM onto a B-1B bomber.
It's possible that Ray's comments may be informed in some way by his knowledge of what the Air Force, as well as other services, might be doing in the classified realm. The LRSO program itself has been shrouded in secrecy and there are few hard details about the weapon's overall design or capabilities.
In March, U.S. Air Force Chief of Staff General David Goldfein alluded to the development of at least one classified air-launched anti-ship munition, as well. He told senators at a hearing that the AGM-158C Long-Range Anti-Ship Missile, or LRASM, which is a derivative of the JASSM, was the only such weapon he could discuss in an unclassified setting. The Air Force has already integrated LRASM onto the B-1B.
Regardless, General Ray's comments do make clear that the Air Force is still very interested in expanding the B-1B's arsenal and what roles and missions the fleet might be able to perform in the backend of the aircraft's career. The head of Air Force Global Strike Command noted that integrating new weapons onto the Bones could also help ease the test and evaluation burden on the B-52 fleet, which are presently set to be the primary platform for testing any new hypersonic missiles, as well as other advanced air-launched munitions, in addition to employing them operationally.
The new capabilities look set to help the remaining B-1Bs remain relevant to Air Force operations for years to come.
Air Force Wants To Use External Pylons To Arm The B-1B Bomber With 31 Hypersonic Missiles
The configuration would revolutionize the B-1's standoff strike capability and it would keep the jet relevant as it enters the twilight of its career.
BY JOSEPH TREVITHICKAPRIL 8, 2020
SHARE
Atop U.S. Air Force officer has detailed plans to add the AGM-183A Air-launched Rapid Response Weapon, as well as the Hypersonic Air-Breathing Weapon Concept, both of which are hypersonic missiles, to the B-1B Bone bomber's arsenal. He also curiously talked about the potential for these aircraft to carry a conventionally-armed version of the future Long Range Stand Off stealthy cruise missile, something Congress effectively canceled last year.
U.S. Air Force General Timothy Ray, head of Air Force Global Strike Command, which oversees all of America's bomber fleets, gave an update on future B-1B loadouts in a recent interview with Air Force Magazine. Last year, the service highlighted work to expand the bomber's ability to carry hypersonic weapons and other new stores, both internally and externally. This all also comes amid already controversial plans to retire 17 of its 60 remaining Bones in the 2021 Fiscal Year and has severely scaled back the activities of the fleet as a whole, prohibiting crews from flying at low altitudes and restricting total annual flight hours, which you can read about more in this past War Zone exclusive.
CONGRESS POISED TO CANCEL NON-NUCLEAR VERSION OF AIR FORCE'S FUTURE STEALTH CRUISE MISSILEBy Joseph TrevithickPosted in THE WAR ZONE
AIR FORCE TOUTS B-1B BOMBER'S POTENTIAL TO CARRY HUGE HYPERSONIC MISSILES AND EXTERNAL STORESBy Tyler RogowayPosted in THE WAR ZONE
BEHOLD THE FIRST FLIGHT OF A B-52 BOMBER CARRYING THE AGM-183A HYPERSONIC MISSILEBy Joseph TrevithickPosted in THE WAR ZONE
B-1B BOMBERS CAN NO LONGER FLY AT LOW-LEVEL AND THEIR ANNUAL FLIGHT HOURS HAVE BEEN RESTRICTEDBy Stephen WalkerPosted in THE WAR ZONE
WANTING TO RETIRE B-1B BOMBERS IS ONE THING, ACTUALLY MAKING IT HAPPEN IS ANOTHERBy Tyler RogowayPosted in THE WAR ZONE
"My goal would be to bring on at least a squadron’s worth of airplanes modified with external pylons on the B-1, to carry the ARRW [Air-launched Rapid Response Weapon] hypersonic cruise missile," General Ray told Air Force Magazine. He added that the service had contemplated several options for integrating the AGM-183A onto the bombers, "but we believe the easiest, fastest, and probably most effective in the short term will be to go with the external pylons."
At present, B-1 squadron typically has 18 aircraft, according to Air Force Magazine. Ray appears to have misspoken in describing ARRW, which is pronounced "arrow," as a "cruise missile." The AGM-183A has an unpowered hypersonic boost-glide vehicle as its warhead. The weapon's rocket booster lofts that vehicle to an appropriate speed and altitude, after which it then glides down along a level trajectory within the Earth's atmosphere to its target. The weapon's high speed and unpredictable flight path make it difficult for opponents to detect and track, which makes it hard to move critical assets out of the target area, if at all possible, or otherwise take shelter before the strike hits, or even attempt an intercept.
LOCKHEED MARTIN
An artist's conception of an AGM-183A Air-launched Rapid Response Weapon in flight as its nose cone seperates, revealing the unpowered hypersonic boost-glide vehicle warhead.
Rockwell had designed the Bones to carry external stores on up to eight external hardpoints. The Air Force had also developed special pylons that would have allowed the bombers to carry two nuclear-tipped AGM-86B Air-Launched Cruise Missiles (ALCM) on each one. Following the end of the Cold War, the B-1Bs lost their nuclear mission and, as a result, the external pylons fell into disuse. Today, the bombers use just one of the hardpoints to carry the AN/AAQ-33 Sniper Advanced Targeting Pod (ATP).
USAF
Photos of a B-1B bomber during testing with six external pylons fitted.
It's not clear what other modifications or upgrades the B-1Bs might need to be able to physically carry the AGM-183As or how many of these missiles the bombers might be able to carry at once. While we don't know how much the ARRW weighs, we do know that a B-52H Stratofortress bomber carried a prototype during a test last year using one of its heavyweight underwing pylons, which are rated to carry stores in the 5,000 pound class or lighter. The AGM-86B weighs around 3,200 pounds and the B-1B's original pylons were each supposed to carry two of them at once.
It's also worth noting that the Air Force's is looking to halt work on the Hypersonic Conventional Strike Weapon (HCSW) program in its latest budget proposal for the 2021 Fiscal Year in favor of the AGM-183A, specifically because the latter is smaller. The HCSW missile, which the service planned to designate AGM-182A Hacksaw, has a different hypersonic boost-glide vehicle warhead, which is a common design also found on ground and submarine-launched weapons that the U.S. Army and U.S. Navy are working on, respectively.
USAF VIA FOIA
The relevant portions of a request made in January 2019 to designate the HCSW missile as the AGM-182A Hacksaw.
"The reason we went with ARRW was not that HCSW was bad, but ARRW is smaller," Will Roper, the Assistant Secretary of the Air Force for Acquisition, Technology, and Logistics, explained in March 2020. "We can carry twice as many on the B-52, and it’s possible it could be on the F-15[E Strike Eagle] … It’s in the class to be able to fit on the centerline."
General Ray did tell Air Force Magazine that some of the B-1s will need significant structural work," but it's unclear if this is directly related to plans to integrate the AGM-183A. The bombers have been flown hard in recent years and their airframes have seen greater than expected wear and tear as a result, which is part of the reason for the halt to low-altitude flight operations, which put additional physical stress on the aircraft.
The Air Force is also looking at the B-1B as a potential platform to carry the Hypersonic Air-Breathing Weapon Concept, or HAWC. The Defense Advanced Research Projects Agency (DARPA) has been leading the development of this powered hypersonic cruise missile, though the Air Force Research Laboratory has also been involved. Air Force Magazine says that the Bones, using external pylons and common rotary launchers in their internal bomb bays, could potentially carry a mix of up to 31 hypersonic missiles in total.
JOSEPH TREVITHICK
An artist's coneption of a derivative of HAWC that Lockheed Martin has proposed to the US Navy.
Interestingly, General Ray also raised the possibility of adding a conventionally-armed variant of the Long Range Stand Off (LRSO) stealthy cruise missile, which is presently in development, to the B-1B's arsenal in the future. “Right now, we’re not asking for that, based on the prioritization of the nuclear piece, … but there’s things that could change in the future,” he told Air Force Magazine.
This is curious because Congress specifically eliminated its requirement for a conventional version of the LRSO in the annual defense policy bill, or National Defense Authorization Act (NDAA), for the 2020 Fiscal Year, which President Donald Trump signed into law in December 2019. The law's language did not expressly prohibit the Air Force from pursuing this capability on its own, but removed an immediate legal demand for the service to do so.
Ray said that there could be a demand for this weapon based on a desire for "an even longer-ranged cruise missile with conventional capability" and because the AGM-86 series is "aging out on us." However, the Air Force has already retired the conventional AGM-86C/D variants and has initiated the development of an "extreme range" variant of the Joint Air-to-Surface Standoff Missile cruise missile, also known as the AGM-158D or JASSM-XR.
The exact range capability the Air Force is seeking from JASSM-XR is unknown, but it is said to be in excess of 1,000 miles, which would already give it a substantially greater range than the AGM-86C/D. In addition, the service is hoping to have this missile, which will leverage existing work on the JASSM, including the AGM-158B JASSM-Extended Range (JASSM-ER) version, out of development by 2023, with the first examples hopefully entering service relatively soon thereafter. The nuclear-armed LSRO is not supposed to reach initial operational capability until at least 2030.
USAF
Air Force personnel prepare to load an AGM-158 JASSM onto a B-1B bomber.
It's possible that Ray's comments may be informed in some way by his knowledge of what the Air Force, as well as other services, might be doing in the classified realm. The LRSO program itself has been shrouded in secrecy and there are few hard details about the weapon's overall design or capabilities.
In March, U.S. Air Force Chief of Staff General David Goldfein alluded to the development of at least one classified air-launched anti-ship munition, as well. He told senators at a hearing that the AGM-158C Long-Range Anti-Ship Missile, or LRASM, which is a derivative of the JASSM, was the only such weapon he could discuss in an unclassified setting. The Air Force has already integrated LRASM onto the B-1B.
Regardless, General Ray's comments do make clear that the Air Force is still very interested in expanding the B-1B's arsenal and what roles and missions the fleet might be able to perform in the backend of the aircraft's career. The head of Air Force Global Strike Command noted that integrating new weapons onto the Bones could also help ease the test and evaluation burden on the B-52 fleet, which are presently set to be the primary platform for testing any new hypersonic missiles, as well as other advanced air-launched munitions, in addition to employing them operationally.
The new capabilities look set to help the remaining B-1Bs remain relevant to Air Force operations for years to come.