Category: Military

F%$# Him. Walk Away, and He Will Be Hanging from a Lamp Post in 9 Months

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It looks like Hamid Karzai is issuing new demands for a status of forces agreement:

Efforts by the United States and Afghanistan to finalize a long-term security arrangement appeared on the brink of collapse Monday as Afghan President Hamid Karzai made a new set of demands, and the Obama administration said it would be forced to begin planning for a complete withdrawal of U.S. forces at the end of 2014.

In a two-hour meeting here, Susan E. Rice, President Obama’s top national security adviser, told Karzai that if he failed to sign the bilateral security agreement by the end of this year, the United States would have “no choice” but to prepare for withdrawal, according to a statement by the National Security Council in Washington.

Karzai told Rice that he would sign only after the United States helps his government begin peace talks with the Taliban and agrees to release all 17 Afghan citizens being held in the Guantanamo Bay detention center in Cuba, according to Afghan and U.S. officials.

In addition to those new demands, the Afghan leader reiterated that he will not sign if “another [U.S.] soldier steps foot into an Afghan home,” Karzai spokesman Aimal Faizi said. The United States has already promised to show “restraint” in “home entries” by U.S. troops and to carry them out only in conjunction with Afghan troops, but the tactic remains a part of U.S. operations against some insurgents here.

If I were a cynical son of a bitch, I would be thinking that he is deliberately trying to encourage the Taliban to mount attacks to against the Afghan Presidential Elections in the Spring, so that he can hang onto power.

Wait ……… I AM a cynical son of a bitch.

Seriously. Just call his damn bluff, and either he capitulates, or the Taliban plays piñata with his mutilated corpse.

Either way, it is a win for the United States, and for the Afghan people.

This is Amazingly Not Stupid

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Note new fuselage with rear ramp

A couple of weeks ago, I commented on the absurdity of using the V-22 to replace the C-2 for carrier-onboard-delivery (COD).

Basically, the V-22 is too expensive, lacks sufficient internal volume, is a maintenance hog, and lacks sufficient range.

One of the proposals is to update the C-2, which is based on the E-2, with the propulsion and aerodynamics updates that have been applied to the latest version of the Hawkeye.

LM is proposing a Refurbished S-3 Viking with a new fuselage:

Competition is the mother of invention, and with a handful of prime contractors chasing fewer new programs, none are willing to pass on a chance to compete, even if it means dusting off an old product.

 An example is the U.S. Navy’s emerging requirement to renew its carrier-onboard-delivery (COD) fleet. Northrop Grumman is proposing to remanufacture the existing C-2 Greyhounds, while the Bell Boeing team is offering new V-22 Osprey tiltrotors.

 Now Lockheed Martin has entered the fray with a proposal to take U.S. Navy S-3 Vikings out of desert storage, refurbish them and fit them with a new, larger fuselage suited to the cargo role. Retired from carrier decks in 2009, the twin-turbofan S-3 was designed for anti-submarine warfare but was also used for cargo delivery, electronic intelligence and aerial refueling.

It’s most famous use was delivering a Commander Codpiece (George W. Bush) to a carrier deck to announce “Mission Accomplished”.

Lockheed Martin’s KC-3 proposal for the Navy COD mission would reuse the S-3’s cockpit, wing, tail, engines and landing gear, but mate them to a new wider and longer fuselage with a rear loading ramp. “We’ve done the high-level engineering on whether it can take the cat and trap loads, and we believe it will,” Fearnow says. “We’ve run the concept past the Navy and responded to the RFI [request for information].”

 The KC-3, with its new aluminum fuselage, would actually be lighter than the S-3, once all of its mission avionics are removed, says Fearnow, but more work needs to be done on engineering the modification and assessing the condition of airframes and engines in storage. “We’re not completely there yet. We believe it can be cost-competitive, but we have off-ramps in case we do not go forward,” he notes.

Note that the unrefuelled range of the C-2 Grayhound is 2,400 km (before upgrades) and its top speed is 635 km/h, the V-22 has a 1,627 km range and a 509 km/h top speed, and the S-3 has a range of 5,121 km and a top speed of 795 km/h.

If I were running the Pentagon, I would probably go with upgraded/new C-2s, they will almost certainly be the cheapest to acquire, would probably have the lowest operational cost, and they the fewest changes to existing operations.

Why the Saab Gripen is different From the JSF

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We don’t care, we don’t have to…we’re the phone company.

While the customers of the F-35 are being shut out of its software, and are unable to integrate their own weapons systems, Saab is using its willingness to incorporate outside systems to make the platform more attractive:

A focus on realistic requirements has helped Swedish industry and government teams integrate weapons on the Gripen faster and at lower cost than similar efforts elsewhere, Saab says.

 Two new weapons for the Gripen, the Raytheon GBU-49 Enhanced Paveway II laser-plus-GPS bomb and Diehl Iris-T infrared air-to-air missile (AAM), were successfully integrated in 2006-09, according to Gideon Singer, technical director for Gripen exports, and Lisa Abom, head of the Saab project office for engineering and weapons. Flight testing of the Thales Digital Joint Reconnaissance Pod for South Africa’s Gripens was completed in 2011 in “less than eight months,” they say.

 The Gripen was also selected as the test platform for the MBDA Meteor AAM. The first production firing took place this summer and qualification firings for full integration of the Gripen will be complete in 2014. Sweden will be the first air force to field the new missile, with the Gripen MS 20 package in 2015. That upgrade will also include the GBU-39 Small Diameter Bomb.

………

 Saab devotes 14% of integration costs to planning and coordination, Singer and Albom told the Defense IQ International Fighter Conference here this month. One lesson is to “reach early agreement,” they said. This means defining and clearly interpreting requirements, limitations and the approach to testing. “You need to avoid terms like ‘full envelope,’” Singer remarked. “If you ask, the operational pilot will often say that he doesn’t need to go supersonic with three tanks and all these bombs.”

The JSF is such a huge program that they don’t care, much like Ma Bell in the 1960s.

Lockheed, and the Pentagon, see the closed nature as a source of profit (for Lockheed), and as a way to preserve the industrial base and to freeze out foreign competition (for both), and as such, it will be an upgrade nightmare, even for the so-called “partners” in the program.

The United States Air Force is Broken

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Generally, I talk about how the USAF is a narcissistic organization that is not particularly concerned about serving the soldier on the ground.

What is also a problem is that, even more the other services, the USAF has been thoroughly infiltrated by bigoted Christian Dominionist Evangelicals.

What I call the Talibaptist wing of the body politic.

Case in point, the US Air Force Academy in Colorado Springs has put a virulently anti-gay advocate of “reparative therapy” in charge of mandatory counseling:

The US Air Force Academy hired a man to run their counseling program for young cadets who, for the past two decades, has devoted his entire professional career to the cause of “curing homosexuality,” and who claims that he himself has been “cured” of the “addiction.”

 The news of “ex-gay” activist Dr. Mike Rosebush running the academy’s counseling program comes on the heels of growing concerns as to whether the academy is serious about becoming a welcoming place for gay cadets in the post-”Don’t Ask, Don’t Tell” era.

 Rosebush is the chief of Character and Leadership Coaching at the US Air Force Academy, located in Colorado Springs, Colorado, putting him in charge of a team of counselors.

 Rosebush’s primary counseling experience before coming to the academy was in supposedly “curing” homosexuality and other “sexual addictions” since 1995. Before that time, he was in the Air Force and also taught at the Academy. His resume reads like a veritable who’s-who of anti-gay hate and pseudo-science.

What is even worse is that he was hired AFTER don’t ask, don’t tell was passed.

We have too many generals in the military anyway, more than we had at the height of WWII, and some of those in the USAF desperately need to be fired.

The Triumph of Wicked Stupid Ideas

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It appears that the US Marines are to replace the C-2 carrier onboard delivery (COD) aircraft with the V-22, because increased orders should lower the unit price of the V-22 and allow the Marines more of the expensive, crash prone, and maintenance intensive dog.

The Marines have been very good at lobbying for really bad ideas lately, the EFV,* adding STOVL to the JSF, and now, this:

“The C-2 makes us so much more flexible that we could support three separated groups, if necessary,” boasted Rear Adm. Marshall White, commanding air forces in the Western Pacific.

Faster-flying, longer-ranged and more capacious than the predecessor C-1 cargo plane, the ungainly C-2s and their crews were the unheralded heroes of the naval crises of 1968 and countless incidents since. Produced in a second batch in the 1980s and since upgraded, today a force of 35 C-2s based in key locations allows America’s 10 carriers to range the globe, waging aerial war and responding to diplomatic crises without planners having to worry about stranding the vessels beyond range of aerial resupply.

Rarely have so few airplanes of a single—and relatively unsophisticated—type been so vitally important to the conduct of a superpower’s global affairs. “The C-2A allows carriers and the fleet to maintain a ready position by supporting the vital supply line,” says Brian Scolpino, who oversees the C-2 force for the Navy.

But the Navy could end up retiring the C-2s and replacing them with a far inferior plane—one that’s not really a plane at all, but a controversial hybrid craft. The Bell-Boeing V-22 Osprey can take off vertically and cruise like an airplane thanks to its rotating wingtip engines, but lacks the C-2’s far-flying efficiency and its ease of use rooted in nearly 50 years of institutional experience.

………

The Pentagon is no stranger to pricey, ill-advised weapons development scheme, but even in this wasteful institution the plan to scrap the C-2 stands out as especially self-defeating. America’s world-spanning carrier fleet is one of its key advantages over its enemies. Constraining the flattops’ resupply could force them to stay closer to their home ports, reducing Washington’s options in the event of war and diminishing U.S. influence during peacetime.

………

The Navy is well aware of the Cod’s enduring qualities. “The C-2A has not experienced any limitations as the Cod aircraft,” Scolpino writes. But concerted lobbying by the Marines and Boeing have practically forced the sailing branch to at least consider buying the V-22. If politics triumph and the tiltrotor takes the C-2’s place, the fleet could find itself moving backwards in time, to a state of constrained fighting ability not unlike that that preceded the Cod’s arrival in 1966.

………

But the V-22 has less range and less payload than the C-2: Northrop’s prop plane can haul five tons of stuff 1,500 miles, but the V-22’s range with the same load could be as little as 50 miles, according to Navy statistics and Bell and Boeing’s own literature. That’s in part because the V-22 has just over a third the internal space of a C-2 and in the case of bulkier supplies would likely need to haul them slung by a rope suspended from the fuselage—a huge source of drag.

………

Extending the tiltrotor’s flying distance would require the constant attention of Air Force aerial tankers, which can cost up to $10,000 per hour to operate. The V-22 is also slightly slower than the C-2, can’t fly as high because it’s unpressurized and costs more: $68 million for a new V-22 compared to an estimated $50 million for a new C-2.

Note that the Marines succeeded in delaying the CH-53K, which had been under budget and ahead of schedule, in order to secure more orders for the V-22 as well.

This is a complete clusterf%$#.

*Full disclosure, I worked for General Dynamics, the prime contractor, on this vehicle when it was called the AAAV.

Why You Should Not Listen to the United States Air Force, Part 29

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Because, once again, they are trying to kill the A-10 again. (Paid Subscription Requited)

The USAF has been trying to kill the A-10 since they first entered service, since “real pilots” don’t fly dedicated close air support platforms.

Thankfully, a bunch of people who have not drunk too much of the Wild Blue Yonder juice are pushing back:

Now that the Air Force has placed the A-10 Thunderbolt II under consideration for cuts in a worst-case budget scenario, a grassroots movement is building to keep the aircraft, flying since 1977, around longer.

The A-10 is not one of those programs, like the F-35 Joint Strike Fighter or the KC-46A tanker, that the service wants to protect. In fact, a chart from Air Combat Command shows the entire fleet of close-air support aircraft may be divested by 2015.

The A-10, affectionately known as the Warthog, does have a following. The lumbering aircraft was designed to loiter over the battlefield until it unleashes firepower that can shred through tanks. Originally made by Fairchild Republic, it carries a 30 mm Gatling gun that can fire up to 3,900 rounds per minute. The service’s A-10s can carry all kinds of bombs, including laser-guided ones, joint direct attack munitions, and the AIM-9 Sidewinder. Ground troops love it.

They are not alone. From a Save-the-A-10 Facebook page with 2,722 likes, to the back room of a military base bar and even on Capitol Hill, the proposal to scrap the aircraft is meeting resistance.

………

Coram himself recently published a column on the Project on Government Oversight’s website articulating the case: “No $160 million F-35 is going to get down in the weeds where a single bullet can take it out. A host of small arms fire hitting an A-10 can be fixed with what amounts to duct tape,” Coram writes. “No F-35 can maneuver under an 800-foot ceiling with two-mile visibility as can an A-10. No F-35 has more than three combat trigger pulls before running out of ammo. The A-10 has twenty. No F-35 has the battlefield survivability of the A-10.”

Whether the efforts will make a difference within the Pentagon remains to be seen as high-level budget politics on Capitol Hill and in the Obama administration are sorted out.

But lawmakers have been working to maintain the A-10 fleet, at least in the short term.

Last year the Air Force recommended carving out nearly a third of the A-10 fleet, much of it from the Air National Guard. Congress slowed that suggestion by creating the National Commission on the Structure of the Air Force.

Yet more evidence that the independent Air Force does not serve our defense needs.

Air power is essential in modern warfare, but I do not think that the pilots are up to running their own branch of the service.

Sikorsky S-97, the Proposed Production Application of Advancing Blade Helicopter Technology, Enters Final Assembly

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Fuselage is on its way to Sikorsky


3-view images are courtesy of Sikorsky

I’ve had an affection for this technology since the Advancing Blade Concept in the 1980s.

It’s simpler than a tilt rotor and does things like autorotation and a lower disk loading, and I’m looking forward to seeing how it flies:

Sikorsky will begin final assembly of its S-97 Raider helicopter prototype this week, according to company officials.

 That puts the helicopter manufacturer — which is competing for the US Army’s Armed Aerial Scout program — on track for a first flight at the end of 2014.

 “It’s just a really exciting foundational milestone for us, and it’s great to be leaving the design phase of Raider and getting into the build phase,” Chris Van Buiten, Sikorsky Innovations vice president, said.

 The Raider is based on the X-2 technology developed by Sikorsky in the late 2000s, but grows the size and weight significantly. Where the X-2 demonstrator was a one-person, 5,000-pound platform, the Raider will be roughly 11,000 pounds with room for six troops in its combat assault mode. In reconnaissance mode, that space could be used for extra equipment or ammunition.

 Despite that growth, Sikorsky executives are confident the design will bring a mix of speed and maneuverability that helicopters have not yet achieved.

 “This thing has to fly faster than 220 knots” at cruising speed, Van Buiten said when asked about key performance targets. “It has got to do more than a 3G turn at speed. It has to demonstrate hover at 10,000 feet and 95 degrees. Those are the non-negotiables.”

Hopefully, this will work better than the over priced and under performing bucked of bolts called the V-22 Osprey.

Just When You Thought that the American Military Could Not Get Any Worse on Rape in the Military

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We have a the convening authority allowing cross examination that would not be out of place in a Taliban court:

Earlier this month, the U.S. Naval Academy held a hearing into allegations that three of its football players had sexually assaulted a female midshipman. The alleged victim was a 20-year-old sophomore in April 2012 when she attended an off-campus “toga and yoga” party, drank heavily, and had alleged sexual contact with the three men while being allegedly too intoxicated to give consent. That’s a lot of “allegedlys,” but if true, the midshipman’s tale is a worn, familiar one—especially in the military, where a recent Defense Department report found that an estimated 26,000 service members experienced some form of sexual assault last year, up from 19,000 two years before. Of those incidents, 3,000 were reported; only 302 went to trial. As details from this latest hearing leak out, it’s easy to see why so many victims might prefer to disappear rather than face the punishing interrogations and institutional pressures that come with speaking up.

The woman, now 21, spent more than 20 hours on the stand, requesting several times to be excused from testifying because of exhaustion. Though, according to newspaper accounts, she said repeatedly that her memory of the night was fuzzy (she came to believe she’d been raped after she heard rumors and saw posts about her on social media), the defense lawyers pounced on discrepancies in her story as evidence of instability and deceit. They grilled her on her mental health. They inquired whether she wore a bra or underwear at the party. They quizzed her relentlessly about her oral sex technique, including how wide she opened her mouth. (Why? Because, as the New York Times reports, “oral sex would indicate the ‘active participation’ of the woman and therefore consent,” according to one of the player’s lawyers.) They asked, the paper of record continues, “whether she had apologized to another midshipman with whom she’d had intercourse for ‘being a ho.’ ”

This is shameful. And it makes an excellent case for Sen. Kirsten E. Gillibrand’s bill to remove sexual assault trials from the military chain of command, prosecuting them in civilian courts instead. Supporters of the Gillibrand proposal cite the web of conflicting loyalties between the accused, the accuser, and the judges as one reason that the current system is failing to protect victims. They argue that authorities’ first allegiance may be to the military’s reputation—that the bias is to acquit. But here’s an even simpler reason to make the switch: Civilian courts don’t allow the kind of abusive questioning described above. Lawyers in civilian courts are prohibited (or at least strongly discouraged) from asking an alleged assault victim about her sexual history. Judges in civilian courts would probably break their gavels admonishing a counsel who wanted to know how wide a woman opened her mouth for oral sex.

This is truly obscene.

I’d go further than Gillibrand, and put this in Federal Court, removing it completely from the jurisdiction of the military, because it is clear that they cannot be trusted with this.

As the Germans once said of the British, “They fight like lions, but they are led by asses.”

It appears that the same could apply to our officer corps, at least with regard to their morality.

A Low Cost Low Complexity Solution, So the US Air Force Will Hate It

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Click for full size


Note Widely Spaced Engines for Damage Tolerance


Performance specs indicate that it could also serve as a trainer


Structures appear to be rather low tech by aerospace standards

Textron is offering an unsolicited proposal for a simpler close support aircraft: (paid subscription required, there is also a CNN story with a bit less detail)

It takes a gutsy move for a company to pitch a brand new, clean-sheet aircraft to the Pentagon for a set of requirements it has not even said it wants, and to present this idea while defense spending in the U.S. faces massive cuts.

 But, that is exactly what a newly formed joint venture between Textron and a young company—AirLand Enterprises, formed in 2011—is doing. Textron is best known for its Cessna business jets and turboprops, as well as Bell Helicopter’s long experience with rotorcraft. Its partner, AirLand, however, was formed by a small group of investors, including retired defense officials, to explore a new concept for light attack.

 It could actually be the scarce funding environment that validates the strategy behind the joint venture’s new aircraft—the two-seat, twin-engine Scorpion. The team is unveiling its self-funded project Sept. 16 at the annual Air Force Association Air & Space Conference outside Washington, and officials gave Aviation Week an exclusive sneak peak.

 The Scorpion demonstrator is intended to whet the U.S. Air Force’s appetite with the promise of a low procurement and operating cost. The pitch is for this aircraft, which is optimized for 5-hr. endurance with onboard intelligence, surveillance and reconnaissance (ISR) collectors and weapons, to handle the Air Force’s low-end missions such as U.S.-based interdiction, quick-reaction natural disaster support and air sovereignty patrols. The goal is to field an aircraft capable of operating for less than $3,000 per flying hour; the company declined to cite a target unit cost. By contrast, the Pentagon in June cited the cost per flying hour of the F-16, which currently performs many of these missions, as $24,899.

In Afghanistan and Iraq, F-15s, F-16s and A-10s have been used for patrols and close air support in completely uncontested airspace. This was overkill, according to some military officials. Built for high-speed, high-G maneuvers, these aircraft made little use of their strengths in these conflicts, but were needed to drop ordnance and provide armed overwatch for ground troops.

Aside from the obvious correction, that the A-10 was not built for high speed, high-G maneuvers, it is clear that the F-15 and F-15 are ill suited to this role: They are too expensive, and they prosecute these missions at speeds and altitudes that are too high, and with far less endurance over the battlefield, particularly at low altitude where CAS aircraft should do their business, than either this aircraft or the A-10.

The A-10 is designed to attack tanks trying to attack NATO through the Fulda Gap, so it is much larger and heavier than is necessary (It’s empty weight is more than max weight for the Scorpion) for a low intensity conflict like Iraq or Afghanistan.

It should be noted that the USAF has been trying to get rid of the A-10 almost since it entered service.

One of the things that I don’t get about this aircraft

Though designed as a tandem-seat aircraft, Scorpion can be flown by a single pilot. Textron is building it to include a highly simplified and reconfigurable bay that is capable of carrying 3,000 lb. of weapons or intelligence-collecting equipment; the aircraft also has six hard points total. The twin Honewell TF731 engines were selected to provide ample power and cooling for a variety of ISR payloads, Donnelly says. Though used for the demonstrator, these engines could be swapped out.

I’m not sure why you want to have an internal weapons bay on what is clearly a non-stealthy subsonic airframe.

I think that this might be a way to create a large avionics bay without having to spend years (decades) developing the custom systems that the Air Force would likely demand.

That being said, I think that this aircraft is dead on arrival.  Low cost and simplicity makes it more difficult for retired Generals to snag highly remunerative jobs with the other side of the military industrial complex.

Quote of the Day

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“The first thing I’m going to tell my successor,” Kennedy told guests at the White House, “is to watch the generals, and to avoid feeling that just because they were military men, their opinions on military matters were worth a damn.”

—Robert Dallek

Read the whole article.

The entire General staff was insane.

They wanted to drop nukes on everyone.

What the Russian Revealed About the T-50 at the MAKS Airshow

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RAM on the engine.


They have what appears to be a working head mounted display


The Kh-58UShE ARM (1,400-lb., Mach 4, range of 130 nm) fits in the weapons bay


The internal weapons bay is huge because of the widely spaced engines

Some are interesting as they relate to the aircraft, but there are also some details that might say a lot about potential Russian anti-stealth techniques. (Paid Subscription Required)

The ordinary:

  • They are developing an improved performance engine for the aircraft.
  • They will be applying radar absorbent material to the spinner and inlet guide vanes. (see pic)
  • They are integrating a helmet mounted display early in the process. The dual visor approach, where there is an inner visor for the display, and an outer one for glare and environmental protection.
  • They are looking at using thrust vectoring, counteracted by the aerodynamic controls, to reduce the rear aspect radar signature of the engine.

The more interesting:

  • The internal weapons bay can accommodate very large weapons, including ultra long range air to air and anti-radar missiles.

This is a statement of where they think that future war is going:

Also likely to be carried internally by the T-50 is the RVV-BD (long-range air-to-air missile), a modernized version of the Vympel R-37 that was designed for the MiG-31M Foxhound-B but never put into production. Its total external dimensions are within centimeters of the Kh-58UShE with wings folded. It seems likely that the T-50 forward bay has been designed around the minimum-risk RVV-BD, with the Kh-58 being modified to fit the same envelope.

Both weapons are long-range types. The Kh-58UShE is a 1,400-lb., Mach 4 weapon with a range up to 130 nm from a 65,000-ft. launch altitude, and the RVV-BD has a claimed maximum range of 110 nm against a head-on target. This indicates a different operational philosophy from U.S. stealth aircraft, for which a key principle has been to use stealth to permit the use of short-range, low-cost weapons.

Later in the article, they discuss updates to the radar suite (radar suits, actually) for the S-400 Triumph (SA-21 Growler), which incorporates multi-frequency band radars:

The 55Zh6ME comprises three truck-mounted radar “modules,” operating in metric (VHF), decametric (L) and centimetric (S) bands, all with active, electronically scanned array (AESA) radars. The VHF unit has an antenna area of 235 sq. meters (2,530 sq. ft.), carrying 168 VHF transmit-receive modules, and is claimed to be able to detect a target with a radar cross-section of 1 sq. meter at 510 km range and 30,000 meters altitude in jamming conditions. The radars can be deployed in 15 min., NNIIRT says.

 The new 55Zh6UME has a smaller VHF array (with a 430-km range under the same conditions) with an L-band AESA trailer-mounted on the same structure, facing the opposite direction.

I think that the Russians believe that increasing processing power allowing for the fusion of disparate sensors to reduce the effectiveness of stealth.

It’s likely that they are right.

35 Years

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This was the sentence rendered by the judge against Bradley Manning.

This is actually a mild sentence, as he is eligable for parole in about 8-1/2 years. (The military has parole, unlike civilian Federal sentences)

While the defense asked for 25 years, this is still a relatively mild sentence, particularly considering the prosecution’s request of 60 years.

Still, the fact that the ringleader of the Abu Ghraib torturers only got 6 years indicates a problem with our priorities.  The damage done to both the military, and the country, was far greater.

IMNSHO, Obama will never pardon manning.

A Very Good Essay on the Problems with the F-35

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While there are a number of problems, a protracted development process, unrealistic (and constantly changing) requirements, “cost as an independent variable”, and the need for jointness, but this article makes the point that when we look at the performance issues of the airframe, they are almost entirely a function of the STOVL requirements foisted on the airframe by the US Marine Corps:

………

But the chorus of praise is wrong. The F-35 Joint Strike Fighter — a do-it-all strike jet being designed by Lockheed Martin to evade enemy radars, bomb ground targets and shoot down rival fighters — is as troubled as ever. Any recent tidbits of apparent good news can’t alter a fundamental flaw in the plane’s design with roots going back decades.

Owing to heavy design compromises foisted on the plane mostly by the Marine Corps, the F-35 is an inferior combatant, seriously outclassed by even older Russian and Chinese jets that can fly faster and farther and maneuver better. In a fast-moving aerial battle, the JSF “is a dog … overweight and underpowered,” according to Winslow Wheeler, director of the Straus Military Reform Project at the Project on Government Oversight in Washington, D.C.

And future enemy planes, designed strictly with air combat in mind, could prove even deadlier to the compromised JSF.

It doesn’t really matter how smoothly Lockheed and the government’s work on the new warplane proceeds. Even the best-manufactured JSF is a second-rate fighter where it actually matters — in the air, in life-or-death combat against a determined foe. And that could mean a death sentence for American pilots required to fly the vulnerable F-35.

‘Can’t turn, can’t climb, can’t run’

The F-35’s inferiority became glaringly obvious five years ago in a computer simulation run by John Stillion and Harold Scott Perdue, two analysts at RAND, a think tank in Santa Monica, California. Founded in 1948, RAND maintains close ties to the Air Force. The air arm provides classified data, and in return RAND games out possible war scenarios for government planners.

In Stillion and Perdue’s August 2008 war simulation, a massive Chinese air and naval force bore down on Beijing’s longtime rival Taiwan amid rising tensions in the western Pacific. A sudden Chinese missile barrage wiped out the tiny, outdated Taiwanese air force, leaving American jet fighters based in Japan and Guam to do battle with Beijing’s own planes and, hopefully, forestall a bloody invasion.

………

To add insult to strategic injury, one of the most modern Chinese prototype warplanes might actually be an illicit near-copy of the F-35 — albeit a more intelligent copy that wisely omits the most compromising aspects of the U.S. plane. It’s possible that in some future war, America’s JSFs could be shot down by faster, deadlier, Chinese-made JSF clones.
The Chinese J-31 appears to be based on the F-35. Via Chinese Internet
The F-35 that could have been

At least twice since 2007 Chinese hackers have stolen data on the F-35 from the developers’ poorly-guarded computer servers, potentially including detailed design specifications. Some of the Internet thieves “appear to be tied to the Chinese government and military,” Defense Secretary Chuck Hagel claimed.

The September 2012 debut of China’s latest jet fighter prototype, the J-31, seemed to confirm Hagel’s accusation. The new Chinese plane, built by the Shenyang Aircraft Corporation, bears an uncanny external resemblance to the F-35: same twin tail fins, same chiseled nose, same wing shape. “It certainly looks like the Chinese got their hands on some [F-35] airframe data,” said Richard Aboulafia, a vice president at the Teal Group, an arms industry consultancy in Virginia.

But the J-31 lacks many of the features that were included in the F-35 “mainly or entirely because of STOVL,” according to Aviation Week writer and fighter expert Bill Sweetman.

Namely, the J-31 does not have a lift fan or even a space for a lift fan. The omission apparently allowed Chinese engineers to optimize the new plane for speed, acceleration, maneuverability and flying range — and to add good pilot visibility and a second rearward engine — instead of having to build the plane around a pretty much useless vertical-takeoff capability that slows it down, limits it to one motor and blocks the pilot’s view.

………

Jet design like any engineering practice requires disciplined choices. The JSF is the embodiment of ambivalence — a reflection of the government and Lockheed’s inability to say that some things could not or should not be done. “It’s not clear with the F-35 that we had a strong sense of what the top priority was — trying to satisfy the Marines, the Navy or the Air Force,” said Air Force Lt. Col. Dan Ward, an expert in weapons acquisition who has been critical of complex, expensive development efforts.

By contrast, the Chinese J-31 does not appear compromised at all. Surrounded by rivals with powerful air forces — namely India, Russia, Japan and U.S. Pacific Command — and with no grudge-holding Marine Corps to hijack fighter design, it would make sense that China prioritized the air-combat prowess of its new jet over any historical score-settling.

That apparently apolitical approach to (admittedly illicit) warplane design appears to have paid dividends for the Shenyang-made jet. “With no lift fan bay to worry about, the designers have been able to install long weapon bays on the centerline,” Sweetman wrote. The centerline bay helps keep the J-31 skinny and therefore likely fast and maneuverable — in any event, faster and more maneuverable than the F-35, which in a decade’s time could be pretty much the only new U.S. jet the Chinese air force might face in battle.

If Stillion and Perdue’s simulation ever comes true and the U.S. goes to war with China in the air, F-35s dragged down by their lift fans could be knocked out of the sky by Chinese-made F-35 clones that are faster and more maneuverable, because they never had lift fans.

A couple of notes here.

First, much of the baggage of the lift fan occurs even with the non-lift fan variants, the tubby fuselage, the poor aft vision, and an engine that has a thrust to weight ratio of engines from the 1970s.

I would also note that the 20 year long development process did not help.

Linkage

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I really want to know the backstory.

Well, That’s Mighty White of Them

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The judge at the Bradley Manning trial has issued a ruling that reduces his maximum potential sentence from 136 years:

Bradley Manning’s maximum possible sentence for leaking state secrets to WikiLeaks was cut from 136 years to a possible 90 years on Tuesday, marking a rare victory for the defence in a trial that has so far swung almost exclusively in the US government’s direction.

The judge presiding over the court martial, Colonel Denise Lind, granted the most elements of a defence motion calling for some of the 20 counts for which Manning has been found guilty to be merged on grounds that they repeat each other. In the motion, defence lawyers argued that the government had taken single acts of criminality and split them into several separate violations – thus multiplying the possible sentence.

“By dividing this ongoing act into two separate specifications,” the motion says, referring to the soldier’s transmission of the US embassy cables to WikiLeaks, “the government takes what should be a 10-year offence and makes it a 20-year offence and unfairly increases Pfc Manning’s punitive exposure”.

FYI, this isn’t justice, this is, this is the illusion of justice, and it is telling that the judge read her ruling too fast for professional stenographers to record what she said.

Oops!

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D’oh!

I was looking up some data on Loctite™ thread locking compounds and was perusing an online brochure (PDF).

And then I saw this.

Since the 1950s, Henkel has served the defense market. While taking a leadership role in supporting the U.S. Military’s efforts with dedicated resources, Henkel has developed products and specifications for high performance adhesives, sealants, coatings and surface treatments. Today, thousands of assemblies in military vehicle, ordnance and other device applications use Loctite®, Alodine®, Multan®, Bonderite® and Turco® products.

In isolation, the quote sounds pretty innocuous, until you examine the accompanying picture.

Isn’t that a Russian MiG-29?  Why yes, it is!

How does this have anything to do with, “taking a leadership role in supporting the U.S. Military’s efforts?”

Oh ……… Right ……… It doesn’t.

OK, I’m Impressed With this Vid of the PAK-FA

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Here is a video of the Russian PAK-FA in flight test.

It appears to be in a flat spin that it recovers from fairly easily.

It looks like the “stinger” between the engines has been slightly modified, probably to accommodate an anti-spin chute.

I think that this video highlights a difference between Russian and US philosophies on stealthy airframes.

Specifically, the US focuses a lot more on the stealth aspects, while the Russians are more focused on outright aerodynamic performance.

An example of this is the cooling arrangements.

The US F-22 and F-35 are constructed much like thermos bottles, with the cooling being accomplished by dumping heat the fuel before it is burnt.

It makes for an airframe free of radar reflectors that might be created by cooling scoops, but it also means that about 10% of the fuel on an aircraft is unusable, because it needs to stay on the aircraft as a heat sink.

By the comparison, the PAK-FA prototypes (This may change with the final model) seem to have a fair numbers of inlets and exhausts.

I am not sure how this will all play out, though I think that the Russian aircraft will be easier for a low tech military to maintain, though that has been the case since WWII.

H/t The DEW Line

Gee, Another Case Where the Chain of Command Does the Wrong Thing When Sexual Assault is Alleged

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In this case, it’s the Naval Academy in Annapolis:

Three football players at the U.S. Naval Academy are under investigation in an alleged sex assault involving a female midshipmen almost a year ago, according to a Defense Department official.

 According to the official, the three midshipmen were first accused by her at the time of the alleged incident, but she dropped her complaint a few months after the incident. She then made a complaint again earlier this year, and the investigation is now underway by the Navy. The alleged victim’s lawyer, Susan Burke, said her client has participated in wiretapping as part of the investigation at the request of NCIS.

Normally, I would not be sure if this is a military thing, or if it is a sports thing, but reading this:

In a statement to CNN, attorney Susan Burke said the woman went to an off-campus party at a “football house” in April 2012 and became intoxicated, and woke up there the next morning “with little recall” of what occurred.

 “She learned from social media and from friends that three football players had claimed to have had sexual intercourse with her while incapacitated,” Burke said.

 She reported the incident to Navy authorities and explained that she could not provide much information because she had been intoxicated, Burke said.

 Burke said the woman was disciplined for drinking and the case was closed without further action by the academy.

Leads me to believe that the problem here is not sports culture, but military culture.

At this point that non only does sexual assault need to be moved out of the chain of command under the UCMJ, but every crime not directly related to military operations and discipline needs to be moved out of the chain of command.