Tag Archives: Beechcraft T-6 Texan II

USAF T-6A Texan II Trainer Crashes Near Randolph AFB, Texas: Crew Ejects Safely.

Accident is Eighth USAF Loss This Year, Second Trainer Crash in a Week.

A U.S. Air Force T-6A Texan II single-engine, two-seat turboprop primary trainer aircraft crashed on Tuesday afternoon, Sept. 18 outside Randolph Air Force Base in Texas near the town of San Antonio Texas. The two crew members on board ejected from the aircraft and survived. The aircraft was from the 12th Flying Training Wing as confirmed by a USAF statement released on social media. There were no injuries on the ground from the accident and an investigation is under way.

According to a local news report filed by MySanAntonio.com reporters Sig Christensen and Jacob Beltran earlier today, “The plane crashed in a field near Nacogdoches Road just outside Loop 1604 in the northern suburban fringe, where such wide-open acreage is rapidly shrinking.”

Photos of the crew from the crashed T-6A Texan II appeared on Twitter minutes after the crash. (Photo: Luke Simons/kens5eyewitness via Twitter)

The crash brings the number of USAF aircraft destroyed in accidents this year to 8, and is the second loss of a training aircraft for the Air Force in 7 days.

On Monday, Sept. 11, 2018, a USAF T-38C advanced twin-engine, two-seat, jet trainer from the 80th Flying Training Wing at Sheppard Air Force Base in Texas departed the runway prior to takeoff. Both crewmembers ejected. One of them, Major Christian Hartmann of the German Air Force, was treated for minor injuries according to the Sheppard Air Force Base Facebook page. Luftwaffe (German Air Force) Maj. Hartmann is part of the Euro-NATO Joint Jet Pilot Training Program at Sheppard AFB. Last week’s T-38 accident was the fourth involving a T-38 advanced jet trainer in 11 months.

In response to the number of aviation accidents during the 24 months prior to May, 2018, U.S. Air Force Chief of Staff General David L. Goldfein directed a single-day safety stand-down for an operational safety review earlier this year.

The single-day safety stand-down directed by General Goldfein earlier this year does not appear to have exerted an effect on the frequency of incidents and accidents for the U.S. Air Force in the four months since it was directed.

Earlier this year on April 8, Air Force Times reporter Stephen Losey wrote that, “The Air Force’s overall aviation mishap rate has hit a seven-year high, fueled by a growing number of non-fatal “Class C” mishaps, which experts say is an ominous warning sign. While the major mishaps that result in deaths and cost millions in damages, known as “Class A” mishaps, are ticking downward for the Air Force, the fleet is reporting a rise in the less-severe accidents that cause more modest damage and injuries.”

No single, specific reason for USAF accidents has been identified. Some observers suggest the number of military aviation accidents is related to a pilot shortage across all U.S. military branches. The pilot shortage may be compounded by an increasing training and operational tempo as the demand for military aviation assets increases.

The T-6A training aircraft involved in Tuesday’s crash has a proven record of airworthiness. The Beechcraft T-6A first flew in 2000 and replaced the previous Cessna T-37B twin-engine, two-seat light jet trainer for the Air Force. The T-6A was also adopted by the U.S. Navy as a replacement for its aging Beechcraft T-34C Turbo Mentor primary trainer.

Top: USAF file photo of a Beechcraft T-6A Texan II

It’s Not a Fly-Off Competition: U.S. Air Force Tests Process and Planes at Light Attack Demo

New Process Showcased for Sourcing Includes Proposed Light Attack Aircraft.

The U.S. Air Force invited reporters to Holloman AFB in New Mexico for briefings about its new Light Attack Experiment last week. The key message from top Air Force and industry officials was not about aircraft selection, but about new evaluation methods for some proposed Air Force programs.

Adding emphasis to the significance of the program Secretary of the Air Force Heather Wilson and Air Force Chief of Staff General David L. Goldfein were in attendance at Holloman AFB for the event.

The four aircraft included in the Light Attack Experiment are the proven Embraer A-29 Super Tucano, the Textron Aviation AT-6 turboprop, Textron’s new Scorpion light twin-engine jet and the interesting crop-duster turned combat plane, the Air Tractor/L3 Platform Integration AT-802L Longsword. Examples of each of the aircraft were present at the event for journalists, industry insiders and members of participating nations’ air forces to examine.

But the emphasis on this demonstration was process, not planes.

As a possible outcome of the new evaluation and selection process acquisition programs could become more agile, adaptable and bring some future-facing needs to the battlefield faster and at lower cost. This may include a new light attack aircraft for the U.S. Air Force.

Part of the Air Force’s dual focus on process and planes is the open source acquisition methodology used during the Light Attack Experiment. The aircraft in the evaluation test case already exist, they are relatively “off the shelf”. Three of the four aircraft have already been employed in the light attack/counterinsurgency role, with only one, the Textron AirLand Scorpion, being a new developmental aircraft.

The Light Attack Experiment Demo patch.

This new acquisition process will reduce costs and accelerate suitable programs from the evaluation to operational stage more quickly. The process compliments large-scale full-development program successes like the Joint Strike Fighter program that lead to the Air Force’s new F-35A Lightning II while filling a different, complimentary need.

U.S. Air Force Commander of Air Combat Command, General James “Mike” Holmes made a case for the Light Attack concept to reporters, “So you can imagine a world where you’re able to base some of these airplanes closer to the [forward] area, they can stay on station for a pretty good time, with a turboprop engine, which gives them a lot of time to stay out there. And then ultimately, it comes down again, to that really low cost.”

The Commander of ACC went on to note additional advantages in creating new combat pilots more efficiently, “My take is part of the benefit of this airplane is I can season and produce fighter pilots fast. I can fly a lot of hours on it pretty cheaply, and so I can make an experienced fighter pilot, which is what I’m short, I can make one fast.” When commenting on any potential progression of light tactical turboprop combat pilots to the fast jet community General Holmes told us, “I’ll season them in this airplane and then I’ll bring them back and put them into a short course, into a fourth or fifth gen fighter.”

Air Force Chief of Staff General David L. Goldfein and Secretary of the Air Force Heather Wilson (all photos Author/The Aviationist)

Finally, in remarks to reporters, General Holmes hinted at an interesting prospect that harkens to the historical roots of Air Force Special Operations going back to the Vietnam era Air Commandos and the use of light combat aircraft in the counterinsurgency (COIN) role when he added, “There is also the possibility that AFSOC may come forward and say they want to employ the airplane.”

While General Holmes was articulate about the possible advantages of the Light Attack concept he was also measured about its potential promise, “I can use them in combat, I think, we’ll find out. When they’re in the United States I can use them to train tactical air control parties at a much lower cost per flying hour and I can use them to support my maneuver unit training with the Army, at a much lower cost per flying hour and still work through all the CAS procedures. It’s a capability, we think, we’re going to do these experiments and see, that would let us continue to do another multi-year approach to fighting violent extremist organizations at a cheaper cost in a fiscal environment where every dollar counts.”

U.S. Air Force Chief of Staff General David L. Golden made a fitting entrance to the light attack demo at the controls of one of the test aircraft.

Just as programs like Joint Strike Fighter and Light Attack are vastly different, it makes sense that the development, evaluation and acquisition processes are different also. And because this new pipeline to highly adaptive operational capability places a strong enterprise motive on private industry as opposed to government, it can provide greatly reduced developmental cost to taxpayers.

Light attack was a good place to start with this new, open source evaluation process. The post 9/11 battlefield has changed significantly during the Global War on Terror. It includes a wide spectrum of conflict models for air combat. These include large scale air operations against nation states with conventional air forces flying against heavily defended ground targets in a non-permissive environment, like Desert Storm. At the other end of the spectrum it includes anti-insurgent air operations in a smaller, more permissive battlespace that does not require stealth, long range aircraft or heavy weapons, like some operations in Syria, Iraq and Afghanistan. The Afghan Air Force is already employing the Embraer/Sierra Nevada Corporation A-29 Super Tucano, one of the aircraft in the Light Attack Experiment, operationally. And this multi-nation user set adds interoperability to the argument for light attack also.

One of the most interesting participants in the Light Attack Demo is the AT-802L Longsword from L3 Platform Integration and Air Tractor.

U.S. Air Force subject matter expert on light attack and counterinsurgency Col. Mike Pietrucha spoke to TheAviationist.com specifically about the Light Attack Experiment and the promise it may offer the Air Force:

“The argument is to go for a less expensive aircraft that is more optimized for the kind of warfighting we’ve been doing so that you can spread the burden out, rather than make everything a one size fits all airplane. Bottom line of that right now, is we have more missions than we have Air Force. When you look at light attack the amount of fuel it takes to keep a turboprop in the air for an hour is the amount of fuel it takes to taxi the Strike Eagle down the runway for six to nine minutes. Just the logistics start to look like an awfully attractive argument.”

The rear cockpit, systems operator station in the AT-802L Longsword features (A.) a unique alpha-control keyboard that is worn on the controller’s arm to actuate some weapons/guidance/designation and communications functions. (B.) A side stick controller moves sensors for target imaging. (C.) The rear cockpit features full flight controls. (D.) There is a large multi-function display from sensors.

If successful, acquisition processes like the one demonstrated during the Light Attack Experiment broaden the Air Force’s spectrum of ways it can acquire new equipment and adapt to a rapidly changing battlespace more quickly as the nature of conflict evolves. This process also improves economic efficiencies while addressing the current pilot shortage by providing new training opportunities. By nearly every measure, the new acquisition methodology and the Light Attack Experiment concept represent strong, adaptable synergies for modern air power in the rapidly changing battlespace.

The Embraer A-29 Super Tucano and the AT-802L Longsword on display at the Light Attack Demo.

Salva

Here are the aircraft that could replace the A-10 Warthog in the CAS mission

The U.S. Air Force has launched a study to find the A-10 Thunderbolt II replacement.

Given the U.S. Air Force plan to retire its A-10 fleet in 2022, the service has recently announced that has launched a study aimed to find a Hog replacement in the close air support (CAS) role.

Finding a replacement for the Warthog will be indeed a difficult task: in fact even if the CAS mission has been handled by several other tactical aircraft (such the F-16) in the recent years, the A-10 ability to loiter over the battlefield remains unrivaled.

But since the USAF is looking for an aircraft able to perform counterterrorism operations rather than one able to destroy tanks and armoured vehicles, as explained by Flight Global, several platforms might be up for the role.

Super Tucano

One aircraft that could fulfill the mission is the Embraer A-29 Super Tucano. Recently delivered to the reborn Afghan Air Force and already in service with other ten air arms around the world, this propeller-driven aeroplane is a valuable close air support platform thanks to the chance to outfit its airframe with a wide variety of bombs and machine guns.

Another turboprop plane that could be chosen to replace the A-10 is the Beechcraft AT-6.

This aircraft is a derivative of the USAF T-6 Texan II trainer tailored for the CAS role: in fact, like the Super Tucano, the AT-6 can carry a wide variety of weapons under its wings.

Moreover both the aircraft can be armed with the Raytheon AGM-176 Griffin missile. Designed around a small warhead, this weapon is a precision low-collateral damage missile that makes the A-29 and the AT-6 very effective also in irregular warfare scenarios.

The Textron AirLand Scorpion could perform the CAS mission too. The Scorpion as A-10 replacement would offer high-end capabilities: in fact this plane is not only a tactical strike aircraft for irregular warfare, border and maritime patrol but also an ISR (intelligence surveillance and reconnaissance) platform able to perform air defense operations.

Scorpion Jet

However, although these aircraft are highly maneuverable weapon systems capable of delivering precision guided munitions in a low intensity conflict, none of them could survive in a less permissive environment, USAF deputy chief of staff for strategic plans and requirements Lt Gen James Holmes explained on Mar. 8, 2016.

Holmes said that the T-X advanced trainer program contenders will not be suitable since they will not be ready until 2024.

Holmes also explained that using the F-35 in the A-10 role would be too expensive.

Nevertheless replacing the A-10 with the JSF seems being the answer to the problem for Secretary of Defense Ash Carter who, on Feb. 2 announced: “The budget defers the A-10’s final retirement until 2022, replacing it with the F-35 Joint Strike Fighters on a squadron-by-squadron basis, so we’ll always have enough aircraft for today conflicts.”

Eventually, given the F-35 vulnerability over the battlefield in the CAS role in addition to its high operating costs, the best solution could be to postpone again the retirement of the A-10 fleet and beginning the process of developing a dedicated CAS platform to replace the Hog.

An opinion shared also by the former A-10 squadron commander and current U.S. Congresswoman Martha McSally who told to NationalInterest.com: “The U.S. Air Force needs a next-generation A-10 before attempting to mothball any further A-10s. The specific mission set for CAS/FAC-A/CSAR requires a specific aircraft, not one that is a jack-of-all-trades but a master of none.”

F-35 CAS

Image credit: Airman 1st Class Chris Massey / U.S. Air Force and Textron AirLand

Canadian pilots successfully escape turboprop trainer through a “controlled ejection”

Two pilots had to abandon a turboprop training aircraft when they determined it would not be safe to attempt a controlled landing.

On Jan. 24, the crew of a Royal Canadian Air Force’s CT-156 Harvard II (the Royal Canadian AF version of the US built T-6 Texan II trainer) experienced what the RCAF calls a “controlled ejection” during their landing approach at 15 Wing Moose Jaw.

An issue with the turboprop landing gear had developed during the flight, and it led to the eventual “controlled ejection.” When the pilots realized they had a problem with the gear, a second aircraft from the Royal Canadian Air Force’s 15 Moose Jaw Wing launched from the Saskatchewan training air base to survey the issue. The observers in the second aircraft determined the problem could result in a dangerous landing attempt, so the Wing Operations decided that an ejection was the prudent course of action.

Both pilots walked safely from the incident and are being treated for very minor injuries. In the meantime, the flight training at the base has been paused pending further review of the incident and other safety procedures.

Winston Smith for the Aviationist

Image credit: Royal Canadian Air Force

 

Enhanced by Zemanta