This Week's Aviation Week bumper issue
Air Forces BeginTyphoon Training
Aviation Week & Space Technology
07/19/2004, page 110
Douglas Barrie
Warton, England
Typhoon training, operational evaluation and support finally make the agendas of the partner air forces
Crawl, Walk, Run, Fight
With all the squabbling, it might be easy to lose sight of an essentially simple aim--equipping the Eurofighter nations' air forces with a capable fourth-generation combat aircraft.
The Typhoon is finally appearing on the flight lines of Britain, Germany, Italy and Spain. However, this is still accompanied by the political hand-wringing over securing the Tranche 2 contract.
Against a canvas of intergovernmental maneuvering, the four air forces are stoically engaged in bringing the aircraft into service, exploring its capabilities, and training both pilots and ground crew on the third of Europe's triumvirate of fourth-generation fighters. The Dassault Rafale and Saab JAS 39 Gripen constitute the other two.
The U.K. Defense Ministry abandoned a traditional path to service for the Typhoon--part expediency on the grounds of cost, and part to save time--with its Case White program. This sees BAE Systems, the U.K. lead industry contractor, provide its Warton facility as a host site for a Royal Air Force Operational Evaluation Unit, 17 (Reserve) Sqn., and an Operational Conversion Unit, 29 Sqn.
The four nations had considered a multinational approach, along the lines of the Trinational Tornado Training Establishment formed in 1980, but eventually followed independent routes.
Under Case White, BAE is to provide 1,300 flight hours, covering a total of 16 aircrew--six for the OEU and 10 for the OCU. The first two pilots for the OCU were expected to complete type conversion last month. The program uses 10 Typhoon Tranche 1 batch-one aircraft--all two-seaters. Nine of these are Typhoon T1 aircraft intended for the flying program, with the tenth earmarked as training aircraft for ground crew. Along with providing training for aircrew, the Case White contract also covers the training of 190 maintenance and support staff.
At the conclusion of the 18-month contract, in July 2005, the units and ground crew will relocate to the RAF air base at Coningsby. "We will leave mid-'05 and take everything lock, stock and barrel," says Wing Commander David Chan, the unit's commanding officer. "It's at this point we'll take the industry stabilizers off and stand on our own two feet," he adds.
"BAE is responsible for engineering, maintenance and availability of the aircraft," says Squadron Leader Martin Evans, "but 50% of the workforce is RAF." Evans is dual-hatted in being the engineering officer for the Case White detachment and the senior engineering officer for 17 Sqn. By early June, the RAF had accepted six aircraft, five of which have flown. Chan sums up 17 Sqn.'s task as "initial platform characterization, along with beginning to look at its tactical employment."
The Typhoon received its initial release to service (RTS) in May. This is effectively when the Defense Ministry brings an aircraft type onto the military register, and is an acceptance of its airworthiness. True to form for Typhoon, this was not without controversy. Contributing to this process was a report from government agency Qinetiq, which identified three main areas "unacceptable for RTS." They covered low-speed recovery, the utilities control system (UCS) bus and landing gear computer (LGC).
Qinetiq queried the low-speed recovery warning regarding manual recovery of the aircraft. The agency also raised concern over the potential risk of the loss of flight reference information. This, it argued, stemmed from the failure rate of the UCS and what it claimed to be the lack of dual redundancy, coupled with computer symbol generator (CSG) reliability issues. Finally, the report spelled out worries regarding the landing gear computer, and a possible catastrophic failure mode that would change the flight control system from a flight to a ground mode. The report found this to be an "unquantified risk."
"The Qinetiq report was one of a number of different inputs [to the RTS]," says Chan. "BAE already had a red team dealing with the CSG; it was known about, and we've flown through that." Regarding low-speed recovery, he points to the planned introduction "by the end of the summer" of an automatic low-speed recovery system. At the moment, the aircraft has "carefree handling" down to 120 kt. Discussing the unquantified risk related to the landing gear computer, Chan says modifications have been made. "We are satisfied the catastrophic condition can't happen," he adds. Problems related to the LGC resulted in flight operations being halted for around three weeks toward the end of 2003.
All of the OEU pilots have exchange experience. Chan did a tour with the U.S. Marine Corps flying Boeing F/A-18s, while others have either flown the F-16 or the F/A-18. The intent to put highly experienced aircrew in the unit is reflected by the cherry-picking of pilots with exchange experience, and specifically those on single-seat multirole aircraft.
The RAF's primary strike and air-defense platforms are both two-seat aircraft, the Tornado GR4 and Tornado F3, respectively. The single-seat Harrier GR7/GR9 is used for close air support, as is the Jaguar GR3. The unit can also draw on the experience of pilots who have flown the F-14 Tomcat, Lockheed Martin F-117 and Dassault Mirage 2000.
Chan is candid about the initial restrictions of the aircraft as a weapons platform. While recognizing "the batch-one standard is very limited in capability," Chan adds "this doesn't mean from a technical and procedural viewpoint we can't gain a lot of value from it." The Tranche 1, batch-one aircraft lack many of the onboard sensors and mission systems (radar excepted) and the defensive aids that will eventually equip frontline standard aircraft. While the aircraft has the ECR-90/Captor radar, it is not fitted with the forward-looking infrared, Multifunctional Information Distribution System/Joint Tactical Information Distribution System (MIDS/JTIDS) or Defensive Aids Sub-System. The OEU has, nonetheless, been looking at radar performance in air-to-air modes.
Evans admits the systems limitations on the batch-one aircraft also potentially slant serviceability figures. Despite this, however, he says these "are outstanding, and a step change from the Tornado." As for flight-line operations, there have been only a handful of "crew-outs" out of the 220-plus missions so far. The sortie number considerably exceeds the original Case White target, and has been achieved with fewer aircraft than anticipated--five rather than eight.
The Typhoon will be declared operational first in the air defense role. While the date remains classified, this was previously understood to have been intended for 2006, with six aircraft declared to NATO in the air-defense role. This date likely has slipped. The ministry will comment only that the aircraft will enter operational service during the second half of this decade.
In the air-defense role, the RAF aircraft will carry the MBDA Advanced Short-Range Air-to-Air Missile and the Raytheon AIM-120 Amraam. This will be supplanted some time during 2011-12 with the introduction into service of the Meteor rocket-ramjet powered weapon.
The weapons fit of the batch-one T1 aircraft effectively limits it to being used to explore the aircraft's capabilities as an air-to-air platform. Expanding the Typhoon's all-weather air-to-surface capability, however, is becoming increasingly important as the emphasis shifts from a dedicated single-role to a multirole capability. Out of seven planned squadrons, the RAF had envisioned the first four being dedicated to air defense, with the fifth in the air-to-surface role. Only the last two units were to be multirole.
The intent now is to have all seven as multirole units, though an exact definition of what this will mean for the RAF squadrons remains to be determined.
Chan points to the question of balance within each multirole squadron as an area to be addressed. "One issue is whether we wish to train and support" all the squadrons to the same multirole standard. Drawing on his Marine Corps experience, he points to the "big-F little-a, or little-f big-A" argument within the USMC as regards the F/A-18. He suggests one outcome may be the emergence of units that are slanted toward the air-to-air role, while still retaining competence in the air-to-surface task, and vice versa. This will also require ensuring the training cycle is managed so as to cover the spectrum of air-to-air and air-to-surface needs.
The multirole issue also spills over into another area of the OTE's interest, considering the Typhoon's "office"--the single cockpit environment--and its implications for combat operations. The early 1990s saw both the U.K. and France reexamine the single- versus two-seat argument in terms of pilot workload in a multirole aircraft. France decided to shift the balance of its Rafale procurement from a single- to a two-seater, while the U.K. opted to stick with a predominantly single-seat Typhoon fleet. Following considerable study work, carried out at the behest of RAF Strike Command, the air force remains convinced the Typhoon can be operated as a multirole fighter in the single-seat configuration.
The approach being taken to sensor fusion, information presentation and cockpit operation is key to the ability of a single pilot to effectively use the aircraft as a combat platform. "I've seen nothing so far that tells me it's not going to work," says Chan. However, he recognizes that "we are very dependent on the fusion process with regard to just how easy or difficult it will be to operate." And he admits that it's too soon to give a definite answer.
The most high profile of the technologies being employed to reduce pilot workload is that of direct voice-input. Initial aircraft trials using DVI will start with batch-two aircraft, but "it works on the test rig," says Chan.
Discussing some of the advantages voice input offers, Archie Neill--BAE's entry-into-service manager who is an ex-RAF squadron leader with experience on the Tornado F3--points to a considerable workload reduction. He cites the use of the Link 16/JTIDS on a Tornado F3, and a comparable task using the MIDS terminal to be fitted on the Typhoon.
Using the target sort within a two-ship formation for a beyond-visual-range air-to-air engagement as an example, Neill suggests that while JTIDS has significant benefits for the F3, "the back-seater [weapons system operator] has to go through a fairly laborious input process."
Using the MIDS/DVI combination on the Typhoon, this is reduced to the voice message of: "Assign to engage Charlie go." Full operational capability will see the aircraft with a 149-word DVI vocabulary covering various modes of operation. Neill suggests the present vogue for "hands on throttle and stick" will be superseded by voice, throttle and stick.
Attempting to harness technology to reduce workload and improve effectiveness is not being limited to the aircraft while it's in the air. The engineering support system for Typhoon is intended to be "completely paperless," says Evans. The ESS includes Form 700, as the air force refers to the document that aircrew sign before a flight on the aircraft's airworthiness. The computer-based ESS uses iris-scan recognition for security.
The Typhoon's mission support system (MSS), dubbed "the brick," records a range of data and flight parameters during a flight. This information is used with the ESS with regard to such areas as airframe fatigue life. The MSS also records system failures. The number of "false flags" has led to the introduction of software filters to reduce anomalous failure or error reports. The deployment of the Typhoon by the RAF to Singapore for RSAF evaluation is also providing an early test of logistics support. On the outbound leg, a VC10 tanker provided air-to-air refueling; a Tristar is scheduled to refuel the Typhoon on the return leg.
The RAF's haulage workhorse, the C-130 Hercules, was used to transport the ground support equipment. The logistics kit sent to Singapore was a "best-guess kit." The air force has as yet no "legacy experience" of the Typhoon to fall back on, Evans points out. Ironically, Typhoon is sometimes considered a "legacy platform" despite its yet having to debut in front-line service. Exactly what the air force makes of its latest inheritance will be determined over the coming months and years.
South Africa To Pick Dogfight Missile
Aviation Week & Space Technology
07/19/2004, page 166
Robert Wall
Pretoria and Centurion
Air Force's Gripen weapon choices could shape domestic industry
Pivot Point
South Africa is set to select a dogfight weapon for its future fighter and, in the process, is likely to signal the country's commitment to its domestic aerospace industry.
The first of 28 Gripens won't enter service in South Africa until 2008, but the leadership of the country's air force, the SAAF, will have to settle on a weapons package in the coming weeks so the development program can proceed apace. "We know we need to make major decisions now," says Maj. Gen. Carlo Gagiano, South African Air Force chief director, air policy and plans. He points out that ground-attack weapon decisions also have to be made in the near future.
Integrating weapons on the small and technically advanced Gripen will require more work than it did for older, simpler fighters, so those choices have to be made early, developers note. The missile would also be fitted on the Hawk trainer, which is slated to replace Impala trainers starting in 2006.
The most far-reaching decision will be in the short-range air-to-air arena. The competition has been narrowed to Denel Aerospace Systems' A-Darter and Iris-T, designed by a BGT-led European consortium, according to SAAF and industry representatives. Both would replace the U-Darter now in service, and introduce an imaging infrared-seeker with increased off-boresight capability and better countermeasure rejection performance.
Buying the European missile would be the cheaper option, note industry officials, because the weapon's development is paid for and it has been integrated on the Gripen for Sweden. However, the South African fighter will feature some unique avionics equipment, so even Iris-T would have to undergo additional integration.
But buying the weapon from an offshore supplier would raise questions about South Africa's commitment to maintaining a domestic weapons production capability--the government has signaled a similar interest in remaining independent for the supply of unmanned aircraft. The government has so far only polled industry with a request for information. The formal request for proposals for the dogfight weapon is pending, SAAF officials say.
Funding for the A-Darter has been haphazard at times, slowing development. Denel Aerospace Systems (formerly Kentron) has used internal funds in addition to its government contract to work on the missile. The A-Darter achieves its high agility with thrust vector control, and has a lock-on after-launch capability.
Tests to date include agility trials to assess the seeker and the 6.5-in.-dia. airframe's performance during high g-loading maneuvers.
Pilots will be able to target the high-off-boresight missile with the Archer helmet, used on Gripens and Typhoons. Denel builds the high-speed optical head tracker that monitors a pilot's head movements and translates them into cues for the missile-seeker. France recently also chose the tracker for Rafale fighters. The helmet will be employed regardless of which missile is chosen.
South Africa also plans to upgrade its R-Darter beyond-visual-range air-to-air missile, which is essentially the same as Rafael's Derby and was a co-development with Israel. The current version has fared well, South African fighter pilots note. Cheetahs flying with the weapon in simulated air-to-air combat against AIM-120 Amraam-equipped U.S. Air Force F-15s have found the missiles perform similarly. However, when it comes to newer versions of Amraam, which the U.S. has steadily upgraded, SAAF pilots detect a performance edge over the baseline R-Darter.
The enhanced R-Darter is expected to be fielded around 2007. The focus is on upgrading the radar-seeker. Motor enhancements also are being looked at, to create more efficient burn rather than adding propellant. So far the SAAF is staying with a one-way data link on the weapon, even though U.S. officials are pursuing two-way communications between Amraam and the launch aircraft.
Continued funding limitations in South Africa are preventing Denel from pursuing the next step in air-to-air missile development, the 110-km.-range, ramjet-powered S-Darter concept. Such an effort would require a firm client and, until then, will remain a technology base activity, notes Peter van der Bijl, marketing executive for Denel's missile operations. What complicates the situation for Denel is that few countries have the airborne early warning aircraft to support such long-range weapon engagements and those that do, such as Russia and India, already have missiles of that type, such as the Russian RVV-AE.
Lack of funding has similarly relegated the Torgos cruise missile (a version of Mupsow, the Multi-Purpose Standoff Weapon, targeted at the export market) to no more than a flight test effort, although SAAF officials plan to equip the Gripen with standoff weapons. However, for the time being that is likely to be limited to the Raptor-1 glide-bomb and its powered-version, Raptor-2. The GPS-guided weapon has a range of up to 100 km. Consideration is being given to development of Raptor-3, which replaces the booster with an air-breathing engine. Denel also is trying to cut the weapons cost to aid exports.
The Air Force and Denel also are working on a GPS-guided bomb capability. Gripens are already slated to carry Paveway 3 laser-guided bombs, but planners want an all-weather capability for operations in central Africa where weather can be a problem, notes Brig. Gen. Peter J. van Zyl, director of the SAAF's air capability plan. The new bomb would provide for both laser and GPS-guidance. Denel also has been working on a kit to upgrade standard dumb-bombs with GPS-guidance, which would function similarly to the U.S. Joint Direct Attack Munition.
Every articles so far on Typhoon has confirmed and strengthen my beliefs that Typhoon will not serve the best interests for Singapore. The total cost of ownership of Typhoon is looking at substantially higher than both Rafale and Eagles..... OK, no more talk about NGF in this thread from me :D
Agree. The Typhoon doesn't look ready enought. So uncertain.
If there is no urgency for RSAF at this point. Maybe it is better to hold off the decision.
During the pics of the Mirages being refueled, can see that their AAMs are Matra Magics.
Noticed that both the Mirages are two seaters. Are all Mirrage 2000 two seaters???
I wonder what is their roles in the ROCAF? Long Range interdiction? Air defence?
actually I meant the other pics of the Mirages being refueled.
Very clear veiw of the Magics and the two seats canopy.
