NOW Enemy Aircraft in Restricted Airspace

a 7.90 D European & Security ES & Defence International Security and Defence Journal July 2018 SPECIAL ISSN 1617-7983 • ISSUE www.euro-sd.com • Farnborough Special Issue July 2018 International Airshow Politics · Armed Forces · Procurement · Technology INTELLIGENCE FOR THE INTELLIGENT European Security & Defence • Politics Putting it all • Armed Forces together for • Economy • Technology Total Air and Missile Defense ESD – for the step beyond thought leadership Very Short-Range BARAK MX - Naval-based BARAK MX - Land-based ARROW 2 - Anti-Ballistic ARROW 3 - Anti-Ballistic Air Defense Air & Missile Defense Air & Missile Defense Missile Defense Missile Defense EUROPEAN SECURITY & DEFENCE is a specialist magazine tracking Save over 20%! events and developments in the defence and security arena. 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Annual subscription includes 8 threats at any range and altitude The primary mission of EUROPEAN SECURITY & DEFENCE, issues, special issues and free both in print and online, and including the daughter publication IAI offers a comprehensive range of Air and Missile Defense Systems ESD SPOTLIGHT, is to convey information and influence within and access to the “subscribers’ area” at for land and naval applications. From VSHORAD to long-range, to theater from the European theatre, to and from decision makers at all levels www.euro-sd.com. and exo-atmospheric systems against ballistic missiles. Our unique in the security and defence arenas. solutions, based on lessons derived from vast operational experience, incorporate state-of-the-art technology and full networking for the most effective System of Systems. The result: IAI’s solutions ensure TEST EUROPEAN SECURITY & DEFENCE and order a free copy now! impenetrable integrated air and missile defense. Mittler Report Verlag GmbH – Subscription/Reader Service www.iai.co.il • [email protected] PressUp GmbH · Postfach 70 13 11 · D-22013 Hamburg Phone: +49 40 38 66 66-319 · Fax: +49 38 66 66-299 · [email protected] www.euro-sd.com anz-abo_ESD_A4-1-2018_V2.indd 1 05.02.18 14:20 FARNBOROUGH 2018 Losing the Squidgy Bits Content skwɪdʒi – ADJECTIVE, British, 2 Generation X: Thoughts on the Future informal: soft and wet and chang- ing shape easily when pressed… of Combat Aircraft In the best traditions of form fol- Ulrich Renn lowing function, nature abhors 12 Modern Aircraft Integration into not only straight lines but also NATO Air Operations “squidgy bits”. The latter are, by way of a definition, the soft, Werner Hartwig squeezy and generally unwanted 14 Recognition of Military Aviation Authorities parts of – often – a living thing, Strengthening Cooperation, Developing but “squidginess” is a quality Synergies, Saving Resources found abundantly if not popularly. Luftfahrtamt der Bundeswehr In humans as in other mammals and in birds, squidgy bits are best 17 “Kicking Down the Door…“ avoided, and indeed the fittest Recent Platform-Related Developments are generally the most fleet: a and Statistics in Air-To-Ground Weaponry cheetah at full speed, a hawk descending, or Usain Bolt are Georg Mader distinctly lacking in squidgy bits. But despite the informality of the phrase, before discarding these 24 Airborne Situation Awareness thoughts as irrelevant to a professional, technically-minded de- Jack Richardson fence magazine, consider how much squidginess is to be found in the world of defence – and particularly in the world of military 27 Multi- and Special Mission Aircraft aviation... Georg Mader Before the occult world of advanced aerodynamics kicks in, an aircraft’s dynamic performance depends on its thrust to weight ra- 32 Lockheed Martin: From Watermelons to tio. Setting the context, examples range from an Airbus A-380 at Sovereign Capabilities 0.227 to the Space shuttle, throttled back at 3.0: in between are Interview with Rick Edwards, Executive Vice President more relevant aircraft such as the BAE Systems HAWK at 0.65, the of Lockheed Martin International Dassault RAFALE at 0.988 (fully loaded), the F-35 at 0.87 and the Eurofighter TYPHOON at 1.15. Of course, the devil is in the detail, 34 Masthead and not all these figures are directly comparable, but looking at 35 T-X: “Why aren‘t we just buying it?” the broader trends it is clear to see a move towards lighter aircraft, Georg Mader lighter engines, and greater thrust for a given engine weight or mass. This is particularly true of spacecraft and rocket engines, 39 “Some threats are just malicious…” but there is one major problem for combat aircraft designers and Raytheon’s Training Capability engineers: the squidgy bit in the middle… in the Cyber Domain The solution, of course, is to remove it, thus adding hugely to a Interview with Howard Miller, Senior Capture Manager given airframe in terms of thrust-to-weight, manoeuvrability, pay- and Strategist at Raytheon load and survivability: without humans on board our weapon systems become far more efficient. No cockpit, no seats, no onboard oxygen, no life support, no g-force compromises… There is of course the political / social acceptability discussion Index of Advertisers about having to have a “man-in-the-loop”, but that is an expedi- ent diversion in order to a) reinforce our own ideal of our own hu- manity, b) salve our consciences when, inevitably, we lose control Eurofighter Jagdflugzeug 7 of our own technology and c) give our military and its hierarchy a place in future battlefields. The discussion is a double-edged EUROJET Turbo 3 sword, and ultimately a lie, and here’s why: War is something to be avoided. If it can’t be avoided, then it’s something to be prosecuted with maximum effort and all availa- Israel Aerospace Industries 2nd cover ble resources until the desired outcome is achieved. That means it needs to be done efficiently, and air domination, with uncompro- MTU Aero Engines 5 mised weapon systems, is quite probably a pre-requisite. Keeping the squidgy bit in the middle is not. Paramount 4th cover SOBRA 21 Stephen Barnard Special Issue July 2018 · European Security & Defence 1 FARNBOROUGH 2018 Generation X: Thoughts on the Future of Combat Aircraft Ulrich Renn Air forces and producers of military aircraft on both sides of the Atlantic have started to look at a new generation of combat aircraft. In Europe, France and Germany have recently signed an agreement to develop a common successor for the RAFALE and TYPHOON. Meanwhile, in the United States, the first ideas about aircraft that might follow the F-22 RAPTOR and the F-35 LIGHTENING II are emerging. oday, F-22 and F-35 are generally re- ture. This is justified by the fact that the spe- by several magnitudes smaller than that of Tgarded to be fifth-generation aircraft, cific capabilities of radar sensors (very long previous designs. Even though it was pos- whereas RAFALE and TYPHOON are seen range, precise three-dimensional target ac- sible to enhance this effect by using radar as members of an earlier generation (4+). quisition and tracking, robust all-weather absorbing material (RAM), Overholser was This signifies that the development of their capability) make them sensors of choice for very clear that an aircraft’s form was the respective successors will not start at the airspace surveillance as well as for air-to-air most important factor, stating that the same point. It is, therefore, not certain that and surface-to-air combat. four principles of stealth were ”form, form, Photo: Eurofighter GmbH / Armée de l‘air France and Germany are planning a common successor for the TYPHOON and RAFALE. “X” will stand for the same number and Effective protection against detection by form, and material”. Further insights into that the next generation of combat aircraft radar sensors, therefore, offers significant the math and physics of stealth and the will have the same capabilities on both tactical advantages. Moreover, advocates emergence of more powerful computers sides of the Atlantic. Still, it is possible to of radar stealth say that a comparative level enabled designers to increase the effective- identify a certain range of technologies and of protection against detection of other ness of stealthy designs while avoiding ex- other factors that will have an influence on kinds of aircraft signatures (optical, infra- treme aircraft shapes (like that of the F-117 Generation X. red or acoustic) would – if at all possible – NIGHTHAWK). Still, designing an aircraft require extensive, complex and costly tech- with a very small radar cross section will Low Observability nical measures which, due to the smaller necessitate compromises in other areas of range and lower precision of related sen- this aircraft’s performance. Together with sensor fusion and multi- sors, would have a much smaller tactical At the same time, there have been advances platform networks, low observability (or significance. in the field of RAM, resulting in more effec- stealth) is generally regarded to be a de- In 1975, Denis Overholser,

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