F-35: flying on phased out fuel or programmed by a videogame freak? January 23, 2012
Posted by David Cenciotti in F-35.Tags: Air BP, Glass cockpit, Joint Strike Fighter, JP-4, JP-8, Lockheed Martin, Lockheed Martin F-35 Lightning II, Military Aviation, Pentagon
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Soon after publishing the article about the “F-35 from the Cockpit” I’ve received some emails and comments about an interesting thing readers have noticed in one of the webminar slides used to show the Joint Strike Fighter glass cockpit’s symbology.
As the following image seems to suggest, the most advanced 5th generation combat plane, integrating the best stealth technologies, full sensor fusion and a futuristic X-ray-like capable helmet, flies on JP-4 fuel, a dangerous kind of propellant, quick to ignite and explode, that was largely used from 1951 to 1996, when it was phased out and replaced by the safer, kerosene-based, JP-8.
Image: Lockeed Martin (highlight mine)
As explained in the website of Air BP (“the specialised aviation division of BP, providing fuels, lubricants & services to our customers in over 50 countries worldwide”):
although JP-8 has replaced JP-4 in most every case, the potential need for JP-4 under emergency situations necessitates maintaining this grade in specifications MIL-DTL-5624 and Defence Standard 91-88.
However, unless the JP-4 was/is used for testing purposes, it is quite strange that while some combat planes are beginning to perform test flights on eco-friendly biofuel or synthetic fuel, the F-35 is flying on a type of jet propellant presumed to be phased-out or used only in emergency situations.
Unless, the F-35′s glass cockpit symbology, so “user friendly” to remind some early flight simulator games, was not only designed for a “videogame freak” as test pilots said during the webminar, but also by someone who used to play with arcade games with some simulation elements (as F/A-18 Interceptor or F-19 Stealth Fighter) in the ’90s, when the JP-4 was still in use :)
F-35 targeted in potential military cuts. If Italy quits, will the stealth plane ever be affordable? January 6, 2012
Posted by David Cenciotti in F-35, Military Aviation.Tags: Eurofighter Typhoon, Italian Air Force, Italy, Joint Strike Fighter, JSF, Lockheed Martin, Lockheed Martin F-35 Lightning II, STOVL
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With a new set of austerity measures aimed at saving up to $25 billion to balance the budget by 2013 (and avoid a catastrophic default that would put the entire Euro-zone at risk) just approved, Italy could be soon compelled to review many of its future defense projects.
Even if the new Defense Minister, Adm. Di Paola pointed to a significant cut in terms of personnel, as the most important measure to preserve Italy’s capability to sustain current projects as well as internal and foreign missions, the amount of lawmakers among all political forces who advocate further weapon cuts has grown in the last few days.
The priority targets for cuts this days have been already identified: the Lockheed Martin F-35, that the Italian Air Force and Navy would like to use to replace the AMX, the Tornado and the AV-8B+ Harrier fleets (in other words, the only air-to-surface assets Italy can employ in Crisis Support Operations); and the Cavour, the second and most modern Italian aircraft carrier destined to be equipped with the much troubled F-35B, the STOVL (Short Take Off and Vertical Landing) version of the Joint Strike Fighter.
Dealing with the F-35, Italy has planned a purchase of 131 F-35s, worth about 15 billion Euro. Of those, 20-22 are supposed to be the Harrier replacement on the Cavour while the rest should be conventional A planes. The Air Force is interested in both the A and B version.
Both right and left-wing parties are becoming more critical about Italy’s involvement in the F-35 program arguing that the stealth fighter is a waste of money for a country on the verge of financial collapse. In their opinion, Italy should leave the program and lose the 2.5 billion Euro already invested in the development to save the 13 needed for production. Furthermore, “Italy is not about to attack anyone”, hence there is no need for such an expensive defense investment.
More or less the same words were used to criticize the aircraft carrier, that costs the Italian taxpayers 100,000 Euro each day (when docked; 200,000 Euro/day when on cruise).
For sure, the F-35 is a costly and uncertain program. However, some of its problems and delays deals with the advanced technology that this innovative aircraft integrates. Hence, the decision to quit the program should be weighed heavily. If this aircraft survives, it will be the backbone of the U.S. attack fleet, replacing several aircraft types; if Italy confirms its involvement procuring “some” F-35s, it will have the opportunity to develop, operate and evaluate the future most advanced (and costly) combat plane.
Sooner or later Italy will be compelled to replace its ageing fleet of attack planes. Even if one of the Lessons Identified in Libya was the need for a light and cheap aircraft like the AMX to sustain long lasting air wars, current planes can’t live forever nor can be continuously upgraded to keep them in service for 3 or 4 decades.
When the moment arrives, there won’t be many options. One of them is using an upgraded Typhoon, a multirole non-stealth fighter plane of the so-called 4+ generation that, when required to replace the above mentioned Italian attack planes, will have to face 5th if not 6th generation manned and unmanned stealth fighters made of morphing metals and flight surfaces featuring some Star Wars-like equipment.
Nor the problem of replacing the Harriers on the Cavour should be underestimated. Since all the former RAF jump jets were purchased by the USMC, there will be few options if Italy quits: either second or third-hand AV-8Bs or a navalised Typhoon like the one offered to India (provided this version will ever be developed and compatible with the Italian ship).
Above all, Italy should remember how much the decision to keep the F-104 in service for 40 years has cost to the Italian Air Force, equipped with a jurassic fighter almost useless in real operations not even capable to ensure an effective air defense service at home. When it became evident that the amazing Starfighter could not be updated any more two gap fillers had to be hired until the Eurofighter Typhoon became available. A costly and painful move.
Although it’s still unclear whether Italy will simply downsize its procurement or withdraw from the program, what’s certain is that every canceled Italian plane will increase the costs of the remainder making their unit price if not unaffordable, less affordable.
Unit price depends also on the foreign sales. U.S. have commitments from allies to buy as many as 500 jets. Moreover, Japan has selected the F-35 as the future F-X and Lockheed Martin will build 42 stealth planes for the JASDF, a breath of fresh air that would be completely wiped out by an Italian withdrawal.
The Economist has already warned that the program is in danger of slipping into the “death spiral” where increasing unit costs would lead to cuts in number of ordered plane, leading to further costs that would boost order cuts.
In the meanwhile, the average price of each plane in “then-year” dollars has risen from $69m in 2001 to $133 million in 2011, a price that has been already declared unaffordable by Pentagon’s top weapons buyer Ashton Carter who talked to the Senate Armed Services committee in May 2011.
Image source: Lockheed Martin
Related articles
- Top military aviation stories of 2011: drones up and downs, stealth projects exposed and Libya’s 7-month-long war. (theaviationist.com)
- Typhoons over the Negev: the Italian Air Force and the Israeli Air Force in Exercise “Desert Dusk” (theaviationist.com)
- Britain sells 72 retired Harriers (bbc.co.uk)
F-35: an expensive hard-to-recycle form of garbage? October 28, 2011
Posted by David Cenciotti in Aviation, F-35, Military Aviation.Tags: F-35, FX-3, Joint Strike Fighter, JSF
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I find the following picture rather funny. It was taken at Seoul Air Show and shows a Lockheed F-35 Lightning II….with a “garbage” sign posted on the barrier in front of the plane. Obviously it’s only a matter of perspective, but I must admit that the signs seems to be an explainatory panel like the ones you can find next to the airplanes in static display. The person who took this picture and sent it to me has a sense of humour (and knows how to tease a competitor).
The F-35 is in fact among the candidates for S. Korea’s next generation fighter, known as FX-III project with a budget of 8.29 trillion won (7.86 billion USD) for 60 jets. It competes with the Eurofighter Typhoon, the Boeing F-15SE and Sukhoi T50 PAK-FA (yes, the Russia’s 5th generation fighter plane, that was forced to abort take off after at MAKS 2011 air show on Aug. 21, at Ramenskoye air base, near Moscow.
Initially seen as the favorite candidate, the F-35 has been recently questioned because of the delays and the high unit cost. As reported by the Seoul Daily on Sept. 16, a high raking DAPA (Defense Acquisition Program Administration) recently said “A fighter, which is not detected by the radar system, but low in strike capability, will not be effective. We will not necessarily insist on stealth function”, a remark that undermined one of the cornerstones of Lockheed’s appearant advantage over competitors.
Competitors that didn’t miss the chance to take a picture that ridiculed the still dangerous opponent.
PS Please don’t send me tons of emails to tell me why I’m against the F-35. It’s just a humorous picture.
A new breed of fighter pilots for easy-to-fly high tech fighter jets August 17, 2011
Posted by David Cenciotti in F-35, Military Aviation.Tags: Eurofighter, F-35, fighter pilot, fighter plane, HMDS, Joint Strike Fighter, JSF, netcentric warfare, sensor fusion, stealth, Typhoon, USAF
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Earlier this summer, the U.S. Air Force took delivery of the first production of Lockheed Martin’s F-35 Lightning II to the 33rd Fighter Wing at Eglin AFB, Fla. The F-35 is the world’s most advanced multirole aircraft. It is the most expensive single U.S. military procurement project in history and is expected to replace a wide range of aircraft in the military’s inventory.
Designated AF-9, the newly delivered jet is a multi-role conventional takeoff and landing (CTOL) version of the futuristic fighter plane known as Joint Strike Fighter, which has been chosen by the air forces of Italy, the Netherlands, Turkey, Canada, Australia, Denmark and Norway.
Two other variants of the Joint Strike Fighter have been developed and are currently under testing: a short take off and vertical landing one, designated F-35B, and the F-35C carrier-based variant, selected for aircraft carrier operations by the U.S. Navy and the UK’s Royal Air Force. Israel will employ a customized version designated F-35I.
The F-35 Lightning II is a fifth generation fighter. It combines the high speed and agility of fast jet planes with modern technologies such as radar-evading fiber mat skins and gigabit data networking for net-centric warfare.
New breed of fighter pilots
The Joint Strike fighter aircraft is designed to improve a pilot’s situational awareness by and collecting and combining data from different onboard and offboard data sources into a single detailed view of the surrounding airspace and battlefield.
Like most modern advanced fighter planes, it contains a complex weapon system: pilots have to focus on information management, rather than worrying about “flying the aircraft.” For this reason, today’s fighter pilots are more like system administrators or information managers than the iconic Top Guns of the past.
“With previous generations fighters, flying the airplane required 80 percent of the pilot’s effort,” said one pilot of the Italian Air Force who has recently taken part to Unified Protector in Libya with the Eurofighter Typhoon, Europe’s most advanced fighter.
“With modern planes, the basic handling it’s quite simple and represents no more than 20 percent: they almost fly autonomously. On the other side, management of the huge amount of information that it provides can be overwhelming [and] is quite demanding,” this pilot told TechNewsDaily under condition of anonymity.
Lt.Col. Salvatore “Cheero” Ferrara, an Italian Air Force pilot assigned to the JSF program at Washington DC, had a slightly different take on the responsibilities of today’s pilots.
“I believe that the traits of future fighter pilots will be roughly the same as those of past pilots,” Ferrara said. “The only difference is that those skills will be used in a different way: instead of processing flight mechanics data – as I had to do with the Lockheed F-104 Starfighter – they will need to process and manage the huge amount of digital information concerning the management of both the mission and the electronic scenario.”
Easier to fly than ever before
Some years ago, under the supervision of a Lockheed Martin test pilot, I had the opportunity to fly, hover and vertically land a F-35B jet in a military flight simulator. I was surprised to discover that the controls of the so-called Cockpit Demonstrator were not as alien or difficult to navigate as I expected. There was a big panoramic touch screen that can be configured at will by tapping the screen with fingers, like a tablet or a smartphone.
…..
[Read the rest of my article on Tech News Daily]
Image source: Lockheed Martin
Lockheed’s SecurID Breach Also Threatens Online Banking June 16, 2011
Posted by David Cenciotti in Information Security, Information Warfare.Tags: AES cypher, Cyber War, EMC Corporation, F-35, Homeland Security, Information Security, Information Warfare, Joint Strike Fighter, JSF, L-3, One Time Password, OTP, Pentagon, pin code, RSA, RSA Breach, SecurID
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The same type of attack used recently to get around security measures at Lockheed Martin, and possibly other defense contractors as well, could also be used to hack international banking services, security experts say.
That’s because both the defense and banking industries rely heavily on RSA’s SecurID tokens, 40 million of which are in use around the world.
Small businesses and private users use SecurID tokens to access online banking services, while large corporations use them to authenticate employees who need to remotely or locally access internal networks and resources.
SecurID devices are small, tamper-resistant tokens that generate numeric codes every 30 or 60 seconds. The complex cryptographic algorithm combines three inputs: the token’s serial number, the internal seed (a secret key hard-coded in the token) and absolute computer time (which counts seconds from January 1, 1970 and never repeats).
The same computation is performed by the authentication server, which compares its code with the one provided by the user. If they correspond, the user is granted access.
The seemingly random sequences of numbers generated by SecurID tokens are technically called OTPs (One Time Passwords) — they can be used only once and expire even if never used.
An OTP can’t be modified, changed or altered, and a SecurID token can’t be fixed, opened or reprogrammed. If it’s compromised, a SecurID token must be replaced.
These tokens can also exist as software applications installed on a PC or a smartphone to perform the same function.
Theoretically, the physical possession of the token, PC or smartphone ensures the security of the authentication mechanism. The only circumstance under which an attacker could clone the token (and it would take some time) would be if seeds and token serial numbers had been stolen.
Unfortunately, that’s exactly what seems to have happened.
“On March 17, 2011, RSA, the security division of EMC Corporation, one of the most important players in the IT security market, publicly announced that information that could be used to reduce the effectiveness of their SecurID authentication implementation was compromised,” explained Paolo Passeri, an ICT (Information and Communication Technology) Security expert based in Rome, Italy.
Passeri was among the first to understand that the RSA security breach could be used to attack EMC Security Division’s corporate clients using SecurID tokens.
Two months later, Lockheed Martin, one of the world’s largest suppliers of military hardware to the U.S. and other countries, announced it had suffered a network intrusion. Lockheed Martin disabled all remote access to its internal networks and said it would replace every one of its RSA SecurID tokens – and that RSA would pay the replacement costs.
“Since the information stolen from RSA, alone, could not be used to successfully clone the tokens, in order to perpetrate the attacks, the hackers must have used keylogger malware and phishing campaigns to get the missing pieces of the puzzle (usernames and PINs — personal identification numbers),” Passeri surmised.
In fact, RSA has not publicly disclosed what was taken from its servers in March (it will tell only existing clients who sign a non-disclosure agreement), and Lockheed Martin has not said if or how its attackers had usernames or passwords.
But the problems for defense contractors may have just begun.
….
[Read the rest of my article on Tech News Daily]
RSA Security breach explained: why US defense programs could be compromised June 1, 2011
Posted by David Cenciotti in Information Security, Information Warfare.Tags: AES cypher, Cyber War, EMC Corporation, F-35, Homeland Security, Joint Strike Fighter, JSF, L-3, One Time Password, OTP, Pentagon, pin code, RSA, RSA Breach, SecurID
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As almost everybody know by now, on Mar. 17, 2011, RSA (the Security Division of EMC Corporation and one of the most important IT Security vendors of the world) publicly announced that some information that could be used to reduce the effectiveness of one of their two-factor authentication implementations was compromised. In other words: their Database, mapping SecurID token serial numbers, to the token “seeds” was stolen.
What are we talking about?
To make it simple, SecurID devices are small tamper-resistant tokens (resembling calculators), which generate a numeric code at fixed intervals (usually 30 or 60 seconds before the displayed code is replaced by the next one). Even if they are usually pieces of hardware, they exist also as a software application that can be installed on a pc or smartphone to perform the same function. Those randomic sequences of numbers generated by SecurID tokens are authentication codes, technically called OTPs (One Time Passwords). The term One-Time means that they can be used for a single authentication process and they expire even if they are never used. Such tokens provide a OTP that can be used for both network or application/web authentication. Many use them to access their homebanking while companies use them to authenticate employees that need to (remotely or locally) access the internal network and resources.
Image: Wikipedia
These tokens generate the 6 or 8-digit OTP using an AES (Advanced Encryption Standard) algorithm to hash the token serial number, the internal seed and the Current Time (BTW: the server makes the same computation performed by the token devices and generates a OTP that is compared to that provided by the user).
Paolo Passeri studied the subject and in an interesting blog post dated Apr. 10 and provided some more information about the inputs that are used to generate the OTP:
- a 128-bit token-specific true-random seed,
- a 64-bit standard ISO representation of Current Time (yr/mo/day/hour/min/second),
- a 32-bit token-specific salt (the serial number of the token), and
- another 32 bits of padding, which can be adapted for new functions or additional defensive layers in the future.
Since the AES-Hash operation is performed on 128 bit blocks, the latter two inputs are not a specific security feature but they are needed to pad the standard Current Time representation to fulfil the “rule” of 128 bit multiples.
As you can understand, both the seed and the serial number are unique for each token and, theoretically, the physical possession of the device ensures the security of the authentication mechanism. The only circumstance under which an attacker could be able to clone the token (and generate authentication codes on behalf of the legitimate user) was if seeds and token serial numbers had been stolen. That’s exactly what happened: an Advanced Persistent Threat (APT) was able (injecting a malware and using other vulnerabilities) to steal the database mapping seeds to serial numbers.
Even if the SecurID generates new strings of digits on a 30-60 second basis, some implementations require the user to enter the OTP along with a PIN (Personal Identification Number), a fixed code like the one used at ATMs. Even if the PIN represents an additional security layer that, for sure, was not stored in the RSA DB, such short codes are easier to hack and can be retrieved using malware, keyloggers and many other methods.
One last thing: the OTP can’t be modified/changed/altered and the token, and the SecurID, being tamper-proof, can’t be fixed, opened, reprogrammed. Therefore, if compromised, the SecurID must be replaced.
Targeting defense contractors
As analysts predicted, the RSA hack was not simply intended to discredit the EMC Security division. The actual targets were the corporate clients which use the SecurID token for user authentication and, among them, defense contractors.
Indeed, the first defense contractor to be known to have suffered a security violation was Lockheed Martin that on May 22 disabled all remote access to its internal network (“at least for a week”) and planned the replacement of all its RSA SecurID tokens after detecting an intrusion in the internal network. Needless to say Lockheed is one of world’s largest defense contractors, “an American global aerospace, defense, security and advanced technology company” supplying hi-tech military hardware to US and worldwide military (F-16, C-130, F-22, F-35 to name but few interesting Lockheed “products”).
On May 31 Wired reported that another defence contractor, L-3, was targeted using SecurID stolen data even if it is not clear whether the hackers were successful in the penetration or not.
Both attacks show a certain interest for data managed by military contractors which manufacture some of the most sophisticated and sensitive US (and foreign) military equipment; weapon systems currently used in both Iraq, Afghanistan and Libya. However, as Paolo Passeri commented:
I wonder if military contractors are the only targets or if they have been the only ones capable to detect the attempts because of their strict security protocols and policies.
Certainly, defense contractors’ networks contain many classified data about current and future US projects. However, such data is usually secured in closed networks that are not interconnected with corporate LANs or that require additional authentication procedures. I have already explained, when I commented the hack into the F-35 Lightning II JSF (Joint Strike Fighter) project that network intrusions or data leakage not always imply a significant loss. It all depends on the information that is actually stolen.
Image: Lockheed Martin
For sure, Advanced Persistent Threats as well as RSA SecurID weakness, are something that, defense contractors and Government agencies, facing a huge and growing Cyber risk, must be able to deal with. First of all, companies should follow the example of Raytheon (another Defense Contractor) that has declared to have taken immediate companywide actions, as soon as the RSA incident information was made public, to prevent a widespread disruption of their network but, to enhance the effectiveness of their security countermeasure, I think, sooner or later, all corporates/agencies will have to consider the opportunity to use more costly biometric devices (usually seen in movies like Star Trek, Minority Report, X-Men, Planet of the Apes and few others) that perform user authentication by means of voice analysis, face recognition, iris scan, keystroke dynamics identification, etc.
A multi-role Italian Eurofighter Typhoon? February 13, 2011
Posted by David Cenciotti in Italian Air Force, Military Aviation.Tags: Aeronautica Militare, Alenia Aeronautica, AMI, Decimomannu, Eurofighter, F-2000, F-35, fighter pilot, ItAF, Italian Air Force, JDAM, Joint Direct Attack Munition, Joint Strike Fighter, JSF, Lockheed Martin, Military Aviation, RSV, Typhoon
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When the following pictures (courtesy of zetamimmo) appeared on the Italian Vipers forum someone thought that, finally, the Aeronautica Militare (Italian Air Force, ItAF), had begun thinking to the Eurofighter Typhoon as a multi-role aircraft, something contrasting the previous vision, according to which, the F-2000 should be only used as an air superiority fighter.
However, the pictures, taken at Decimomannu airbase in February, depicts a TF-2000A that, although wearing the Reparto Sperimentale Volo (RSV – Test Unit Wing of the ItAF), it’s currently flown by both Alenia Aeronautica and RSV to conduct testing activities. For example, during my visit to Decimomannu for the F-15E deployment the aircraft serialled MM X-614/IPA 2 was involved in supersonic runs (see pictures at the end of this article), while it carried GBUs to test the aircraft’s autopilot during flights in heavy configurations.
The last part of my article titled “Italian Typhoon”, published in the April 2010 issue of Air Forces Monthly ended with the following words, which explain the past (and current!) vision of the Italian Air Force about the role of the F-2000:
Under Tranche 3A, by 2013, Italy will receive 21 Typhoons bringing the total to 95 (comprising 27 Trance 1 and 47 Tranche 2 examples). The aircraft will be used in the air superiority role, as Italy, due to the cost associated with the envisaged upgrades required by the integration of the air-to-ground weapons, has always been skeptical about a multi-role Eurofighter. At the end of 2008, answering some questions about the JSF (Joint Strike Fighter), Gen. Vincenzo Camporini, former ItAF Chief of Staff, current Defence Chief of Staff, affirmed that: “There’s no competition or conflict between the JSF and the Eurofighter. The Eurofighter was designed for the Air Defence, a role that the aircraft is perfectly able to fulfil, but it can’t perform the attack role in an economically sustainable manner”. That vision hasn’t changed with the Tranche 3 contract signed in July 2009. In a recent interview, Gen. Giuseppe Bernardis, Air Force Deputy Chief of Staff, said that Italy did not completely rule out the use of Eurofighters for air-to-ground missions, since both T2 and T3 aircraft will have the ability to carry Paveway and JDAM (Joint Direct Attack Munition) that are already used by the Tornado and the AMX, and will be carried in the future by the F-35s (that Italy plans to acquire in 109 examples: 69 conventional take-off and landing F-35As and 40 short take-off and vertical landing F-35Bs). Hence, the air-to-ground mission is viewed as secondary for the Typhoon; provided their ability to use the ordnance in inventory for other aircraft, the Eurofighter will be possibly be used as “back up” attack platforms until 2040.
Fighter generations comparison chart January 13, 2011
Posted by David Cenciotti in China, Military Aviation, Military History.Tags: active electronically scanned arrays, AESA, Black Eagle, Chengdu, Chinese stealth fighter, Eurofighter, extreme agility, F-104, F-15SG, F-16, F-18, F-18E, F-2000, F-22, F-35, f-6, F-80, F-86K, fifth generation, fighter generations, fighter pilot, fourth generation, full-sensor fusion, infrared missiles, integrated avionics, J-20, jet propulsion, Joint Strike Fighter, Lockheed Martin, look-down, Mig-21, Military Aviation, Mirage 2000, missiles, PAK FA, sensor fusion, shoot-down, stealth, Su-30, Super Hornet, swept wings, T-50, Typhoon
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The appearance of the new J-20 (unofficially dubbed “Black Eagle”) raised many questions about the Chinese stealth fighter. Some experts think it will be more capable than the F-22 while others (and I’m among these ones) think that the real problem for the US with the J-20 is not with the aircraft’s performances, equipment and capabilities (even if the US legacy fighters were designed 20 years earlier than current Chinese or Russian fighters of the same “class”); the problem is that China will probably build thousands of them.
Anyway, comparing the US and Chinese fighters, everybody referred to “fifth generation planes” bringing once again the concept of “fighter generation” under the spotlight. Generations are a common way to classify jet fighters. Often, generations have been “assigned” to fighters in accordance with the timeframes encompassing the peak period of service entry for such aircraft. The best definition I’ve found so far of fighter generations is the one contained in an article published in 2009 by Air Force Magazine, that proposes a generations break down based on capabilities:
Generation 1: Jet propulsion
Generation 2: Swept wings; range-only radar; infrared missiles
Generation 3: Supersonic speed; pulse radar; able to shoot at targets beyond visual range.
Generation 4: Pulse-doppler radar; high maneuverability; look-down, shoot-down missiles.
Generation 4+: High agility; sensor fusion; reduced signatures.
Generation 4++: Active electronically scanned arrays; continued reduced signatures or some “active” (waveform canceling) stealth; some supercruise.
Generation 5: All-aspect stealth with internal weapons, extreme agility, full-sensor fusion, integrated avionics, some or full supercruise.
Potential Generation 6: extreme stealth; efficient in all flight regimes (subsonic to multi-Mach); possible “morphing” capability; smart skins; highly networked; extremely sensitive sensors; optionally manned; directed energy weapons.
In order to give the readers an idea of the type of aircraft belonging to each generation I’ve prepared the following table with the help of Tom Cooper / ACIG.org and Ugo Crisponi / Aviatiographic.com, who provided the profiles.
As I’ve already commented on Twitter, what such a table should let you understand at a glance is that capabilities and appearance are inversely proportional: former generations aircraft look much better than more modern fighters…..
Aircraft carriers with no aircraft….. December 22, 2010
Posted by David Cenciotti in Aviation, Italian Air Force, Italian Navy, Military Aviation.Tags: 5th generation fighter, Aeronautica Militare, aircraft carrier, AMI, cat and trap, F-35, F-35 JSF, F-35 Lightning II, F-35B, F-35C, fighter pilot, Greg Bagwell, Grottaglie airbase, Harrier, Harrier GR9, Harrier retirement, I GrupAer, ItAF, Italian Air Force, Italian Navy, Joint Force Harrier, Joint Strike Fighter, Lockheed Martin, Marina Militare, Military Aviation, Naval Aviation, RAF Harrier, Short Take-Off Vertical Landing, STOVL
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The following defense news article deserves a read:
RAF: Harrier Retirement Won’t Hurt F-35C Skills
By ANDREW CHUTER
Published: 17 Dec 2010 08:55
One of Britain’s senior Royal Air Force commanders has rebutted suggestions that retiring the Harrier GR9 will damage the ability to regenerate skills to operate the new F-35C variant of the Joint Strike Fighter off a new aircraft carrier when it enters service around 2020. “Anybody who thinks that operating a Harrier today was somehow going to link you with the F-35C on the Queen Elizabeth-class aircraft carrier is [wrong]. It is just not true,” said Air Officer Commanding No. 1 Group Air Vice Marshal Greg Bagwell.
The Harrier is a short-takeoff-and-vertical-landing aircraft, while the F-35C is a conventional aircraft requiring catapults and arrestor wires to operate. The latter aircraft is destined to be used on the new 65,000-ton carriers now being built by a BAE Systems-led alliance. Britain originally intended to acquire the STOVL F-35B version of the Joint Strike Fighter, but as part of the strategic defense and security review in October opted to switch to the conventional F-35C variant. At the same time, the British government decided to immediately ax the joint RAF/Royal Navy Harrier GR9 force and decommission the aircraft carrier Ark Royal, leaving Britain without a maritime air strike capability until 2020, when the F-35C and the Queen Elizabeth-class warship are available. Britain’s joint force of 79 Royal Air Force and Royal Navy Harrier GR9′s aircraft took off into retirement Nov. 15 from their base at Cottesmore in eastern England and will now be scrapped, unless they can be sold or a new use for them is found. The Daily Telegraph newspaper said earlier this week the MoD was looking at a proposal to create a reserve squadron using the Harriers. The decision to decommission the Harrier and the Ark Royal has caused huge controversy, in part because its opponents say it will be difficult to regain the skills needed to run carrier strike operations in the future. Bagwell said he does not underestimate the challenges and risks involved in building the F-35C operation, but he thinks the RAF and the RN forces would have faced the issue regardless of whether the Harrier had stayed in service.
“The techniques and procedures to recover a conventional carrier aircraft using catapult launches and arrestor gear recoveries, or ‘cats and traps,’ are totally different from that of a STOVL aircraft,” he said. “That is just as true for the aircrew as it is for the ships crew. Whilst the Harrier would have preserved the requisite skill sets for the F35B STOVL variant of the Joint Combat Aircraft” – the name the British called their JSF program – “they are largely irrelevant to that needed to operate the F35C.
“Effectively, we need to build the skill sets for the new aircraft and carrier configuration from scratch. We all ready have plans in place to begin that build up over the next 10 years with our allies and partners.” He said it was a “tall order,” but regaining carrier skills is a problem Britain had previously faced and overcome. One senior Royal Navy commander agreed with Bagwell’s assessment and said there was a much bigger question mark over regaining deck skills than the capabilities of pilots Bagwell, who commands all of Britain’s fast jet operations, said the RAF and the RN “have 10 years to get our act in gear and understand what operating the F-35C variant means for training and other preparation. Some we will have to learn from the USA and France,” he said. The British already have a pilot exchange program with the U.S. with officers flying carrier operations with the F-18. Bagwell said he was confident British pilots would also be flying French Navy jets as well “We will be flying Rafales from French carriers within a few years. I’m sure of it,” he said.
The British are targeting the availability of a single squadron of F-35Cs by 2020 to equip a joint RAF/RN operation. Briefing reporters last week, Bagwell said that would require an initial order for about 40 aircraft. How the aircraft will be employed in the future has yet to be worked out, but said he thought the aircraft would not be tied to the aircraft carrier. “They are there to project air power. It’s irrelevant where they are launched from. The Royal Navy will hate me for this, but sometimes they will be launched from the deck of an aircraft carrier for good reason. Other times it will be in-country closer to the problem,” he said. Either way, he said the F-35C gave the British better deep penetration, ISTAR and other capabilities than the more limited STOVL F-35B.
Anything weird? Apparently, not. As Bagwell affirms, the Harrier could not contribute to generate the skills required to fly the F-35C since the conventional carrier variant has not a STOVL (Short Take Off Vertical Landing) capability. Right. Unfortunately, what must be underlined is that Britain had originally chosen the STOVL variant before the Strategic Defense and Security Review in October deciced to switch to the C variant making the Harrier GR9s APPARENTLY useless. It’s a matter of logic: the Harrier was not scrapped because of the C variant; the C variant was chosen because the Harrier was sacrificed (along with the Ark Royal aircraft carrier). With this decision, UK will not have aircraft to equip aircraft carriers until 2020. Since the development of the F-35 is taking more than expeceted in both terms of time and costs, was this the right pick? I don’t think so.
Below, a of RN Sea Harrier FA.2
Two RAF Harrier GR7s (the left one photographed during an air-to-air refueling mission on board a Spanish KC-130 from Aviano in 2000; the right one taking off during RIAT 2002).
Is it Italy facing the same risk? Absolutely not. The current scenario offers just two options for the Italian Navy that can’t afford building a new catapult-equipped aircraft carrier in the short-mid period:
1) the F-35B is axed and the I GrupAer AV-8B+ will keep flying from the Cavour aircraft carrier until the aircraft lifetime expires
2) the Italian Harriers are replaced by the STOVL F-35B as soon as it becomes available.
Below, AV-8B+ Harrier of the Marina Militare refueling from a B707 tanker.
How does the F-35 JSF fly and fight? December 21, 2010
Posted by David Cenciotti in Aviation, Italian Air Force, Italian Navy, Military Aviation.Tags: 5th generation fighter, Aeronautica Militare, AMI, AWACS, DID, Digital Image Design, F-16, F-35, F-35 JSF, F-35 Lightning II, fighter pilot, Harrer, Harrier, Head Up Display, HUD, ItAF, Italian Air Force, Italian Navy, Joint Force Harrier, Joint Strike Fighter, JSF cockpit simulator, Lockheed Martin, Microsoft Flight Simulator, Military Aviation, RAF, Royal Navy, SEF2000, sensor fusion, Short Take-Off Vertical Landing, situaional awareness, STOVL, Super EF2000
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In May 2006, I wrote an article about my experience flying with the F-35 using the Lockheed Martin’s JSF Cockpit demonstrator. Since the article was written only in Italian and many foreign readers have been following my recent comments and articles about the F-35B, the Harrier and the STOVL debate, I thought it could be interesting for them to read it in English, especially because I describe also the way the aircraft flies and the way it transits from horizontal to vertical flight. I will also add the slide which were presented during the press briefing that preceeded the cockpit demo that I received from LM some weeks after my “flight”: even if they are some 5 years old, they provide an interesting look into some of the technologies introduced by the JSF.
Have a good read.
Today (May 9, 2006) I had the opportunity to travel in the future (even if it was a short-range trip, let’s say fifteen years ahead) as I attended an orientation session with the JSF cockpit demonstator. Under the supervision of a Lockheed Martin F-16 pilot, I virtually flew the F-35, a 5th generation highly advanced fighter which makes the so-called “sensor fusion” a reality and provides the pilot a stunning situational awareness, while still allowing for simple handling. The first feeling that I had when I was aboard the simulator, hosted by the Comando Squadra Aerea of the Aeronautica Militare (Italian Air Force, ItAF) at Centocelle, Rome, was that of being in front of a popular flight simulator from Digital Image Design: “Super EF-2000″. SEF2000 is a PC game that came out in 1997 and that I enjoyed a lot in 1998-99. The graphics for that time was excellent, the scenario’s complexity was good, the only flaw was the being too “easy”. It was basically a game and not a real flight simulator like Microsoft Flight Simulator or Falcon 4.0. The flight model was realistic but the plane was too easy to fly even for a newbie and the information provided by the avionics was too “user friendly”, rather different from those actually provided by aircraft of the 3rd generation. Well, I found the same easiness, the same “at a glance” symbology right in the JSF. The aircraft does not have a HUD (Head Up Display), but has one big touch screen that can be configured at will by tapping the screen with your fingers (like a PDA). The information normally presented to the pilot in the HUD are “projected” directly into the pilot’s helmet that is capable, through the sensors of the aircraft, to see in all directions through any surface. The pilot then has the impression of flying into the air (without an aircraft surrounding him) and can visually track the enemy aircraft with is sight not hampered by the tail or wing of his plane. Then, during a hypothetical dogfight the pilot is able to follow the enemy aircraft through the cockpit mounts, as if suspended in space. For the rest, as mentioned above, the symbolism is clear enough: the red triangles represent the enemies, the white are “unknown” and the greens are friendly aircraft. The JSF is able to share all its information via a network with the other elements of the flight or with AWACS and Rivet Joints. The menu can be browsed with a cursor moved by a small joystick located on the throttle. In short, everything pretty straightforward for someone like me, used to work at the computer; an experience somewhat “shocking” for those pilots who are accustomed to the analogue Starfighter-style cockpits. Obviously, with the JSF the pilot should focus on mission and information management, rather than worrying about “flying the aircraft”. By means of the DAS, the pilot can see all the electronic emissions on the 360 degress around the aircraft. He may even know the search and tracking frequency of the ground radar. Of particular interest was the opportunity to test the hovering capabilities of the aircraft, that is in fact also available in the STOVL version that interests both the Marina Militare (Italian Navy) and the Aeronautica Militare (Italian Air Force, ItAF). The pilot, by means of a switch manages the transition from conventional flight to the Harrier-style, so to speak. The aircraft autonomously directs the nozzle and reduces the speed to the IAS (Indicated Air Speed) previously set through a dedicated button on the throttle (which is also operated in automatic mode). Once in “vertical” mode, the aircraft is extremely simple to fly, even thanks to the camera underneath the fuselage that allows the pilot to see downwards, and to decide where to place the wheels. Moving the stick forward or backward the aircraft climbs or descends: with a couple of attempts, you can also manage to maintain the desired vertical speed. With the rudder, you can point the aircraft nose wherever you want and even a novice can land with some precision and without major problems. The only difficulty I encountered during the flight was distinguishing between all the switches on the throttle, that pushed up with the little finger, allowed me to select the autothrottle. As for the rest, airplane is a real dream, extremely easy to be piloted and able to provide the pilot with all the information he might need, in the preferred layout.





















































































