New Proposed Stealth Hybrid Fighter to Expand Japanese Fighter Capability. Re-opening the F-22 Production Line might be an option too.
Late Friday, April 20, Reuters journalists Tim Kelly and Nobuhiro Kubo reported that Lockheed Martin will propose a new 5th generation low-observable (stealth) combat aircraft to Japan. According to Kelly and Kubo’s article, the two sources who provided the information to Reuters have direct knowledge of the upcoming proposal.
According to the sources with direct knowledge of the program quoted in the April 20 Reuters story, “Lockheed has discussed the idea with Japanese defense ministry officials and will make a formal proposal in response to a Japanese request for information (RFI) after it receives permission from the U.S. government to offer the sensitive military technology.”
Reuters quoted one of the two unnamed sources as telling them, “The proposed aircraft would combine the F-22 and F-35 and could be superior to both of them.”
The F-22 Raptor is only used by the United States Air Force and is not exported because some of its capabilities remain a national security asset. The F-35 Joint Strike Fighter was originally conceived as an export project to provide cost sharing and capability commonality between partner nations as a force multiplier.
The new Japanese aircraft to be proposed by Lockheed Martin will be an air superiority aircraft with a similar role to the F-22 Raptor.
The Japanese rolled out their first domestically built F-35A Joint Strike Fighter from Mitsubishi Heavy Industries Komaki South F-35 Final Assembly and Check Out (FACO) facility on June 5, 2017. Lockheed Martin built four of the first Japanese F-35s in the U.S. and delivered them to Japan. The remaining 38 of 42 total F-35As Japan has planned will be built at the Mitsubishi Heavy Industries Komaki South facility. Mitsubishi was the builder of the famous A6M Zero fighter used in WWII.
The Reuters report about the new Lockheed Martin proposal is set alongside the existing Japanese Mitsubishi X-2 Shinshin design originally designated the ATD-X for “Advanced Technology Demonstrator – X”. This aircraft bears a strong resemblance to the Lockheed Martin F-22 Raptor, using the same basic overall configuration. The ATD-X/X-2 Shinshin is a two-seat experimental aircraft whereas the F-22 and F-35 are only single seat aircraft. Only one X-2 Shinshin has been produced by Japan as a technology testbed. It first flew on April 22, 2016.
The reports of the new upcoming proposal from Lockheed Martin could suggest that Japan is considering abandoning its own indigenous fifth generation air superiority development program in favor of a design from another country. One stipulation reported by the source who spoke to Reuters was that any new proposed aircraft from outside Japan must have Japanese engines, radar and other components. This suggests that an additional, new vendor like Lockheed Martin may be primarily an airframe supplier.
The Reuters report did quote the Japanese Ministry of Defense as saying, “We are considering domestic development, joint development and the possibility of improving existing aircraft performance, but we have not yet come to any decision.”
There are a number of motives for Japan to consider a ground-up aircraft development for its own Gen 5+ aircraft. Perhaps the most compelling reason to consider a new direction are the lessons learned from the massive development processes for both the U.S. F-22 Raptor and the F-35 Lighting II Joint Strike Fighter.
Both the F-22 and F-35 programs were expensive and groundbreaking in terms of leading the Gen 5 integration of combat aircraft into an air force. The attendant costs of those programs can be amortized and benefitted from in new development aircraft. The implication is they could be both better and cheaper.
Another reason for the shift in interest to a new Gen5+ direction for Japan’s next air superiority fighter is China. A March 15, 2018 article by Kyle Mizokami in Popular Mechanics quoted Chinese aircraft developer Yang Wei, deputy director of advanced of science and technology at Aviation Industry Corp of China and member of the Chinese Academy of Sciences, as saying, “We are not complacent about what we have achieved. We will develop the J-20 into a large family and keep strengthening its information-processing and intelligent capacities. At the same time, we will think about our next-generation combat plane to meet the nation’s future requirements.”
China has also been active in expanding its export market for tactical aircraft, although advanced aircraft like the J-20s are likely to remain exclusively Chinese. Japan may look to co-develop a new aircraft that could possibly have limited export appeal in the region, provided the buy-in were lower than F-35.
Japan wants Lockheed Martin to propose a new stealth air superiority fighter. (Photo: Tom Demerly/TheAviationist.com)
The costs of re-opening the F-22 production line, or even some version of it, have been generally regarded as prohibitive. However, Tyler Rogoway at The War Zone has long been advocating a sale of Raptors to Japan. In the 2016 story “Just Allow The F-22 To Be Exported To Japan Already“. Here’s a short excerpt from Tyler’s latest article on this subject (but I strongly recommend reading the whole story):
“Although Japan has put forward notional Raptor-like designs, what they could also be talking about here is merging the higher kinematic performance and low-observability of the F-22 with the F-35’s smarter attributes—including updated avionics, mission computers, and sensors—as well as new lower-maintenance skin coatings.
[…]
That cost [to put an updated F-22 back into production] may be too high for the USAF to stomach, but for Japan, it’s highly unlikely they will be able to field something superior to an updated F-22 for anywhere near less. It’s also likely that once the U.S.-specific politics of putting the Raptor back into production are removed from the equation, the cost of doing so would drop.
But if Japan is willing to buy an updated Raptor instead of developing a near identical but still unique design, clearly doing so would present a mutually beneficial opportunity. If the U.S. would become a minority stakeholder in an F-22 production line restart of sorts, with the intent on buying a number of airframes to bolster the USAF’s undersized and cherished F-22 fleet, then the opportunity could work out for both parties.
[…]
We will watch how this story develops closely, but if the Pentagon was smart, they would embrace an upgraded F-22 restart with Japan, and if Tokyo is willing to foot the majority of the bill for doing so, the USAF would be nuts not to take advantage of it. “
Indeed, this cost-sharing strategy between the U.S. and Japan would be a significant win-win, especially with the U.S. need for more F-22s. Let’s see what happens.
Top image: A wind tunnel model of Japan’s indigenous gen 5 stealth air superiority fighter. (Photo: Tom Demerly/TheAviationist.com)
According to what local photographers and spotters observed, the aircraft arrived on Mar. 7 and departed to return to Amendola between Mar. 22 and 23. During the same period, the local-based RSSTA (Reparto Sperimentale e di Standardizzazione Tiro Aereo – the Air Gunnery Standardization and Experimentation Unit) hosted also T-339 (MB.339), T-346 (M-346) and A-11 (AMX) jets belonging to the ItAF units involved in the periodical firing activities in the Sardinian range.
As usual when it deals with the Italy’s Joint Strike Fighter, little is known about the deployment except that the aircraft, invisible to radars but not to the eyes of locals, were there in those days. As a consequence, the type of activity conducted by the F-35s is unknown; however, since the Italian Air Force F-35 CTOL (Conventional Take Off and Landing) stealth jets have already been declared operational in the air-to-air role lately, it’s quite likely that the JSF mainly focused in activities required to achieve the IOC (Initial Operational Capability) in the air-to-ground role. “The weapon system is operating in accordance with the schedule and within the envisaged scenarios” an official source said.
One of the F-35s deployed to Deci in March 2018 about to land after a mission.
Noteworthy, whilst it was the first full-fledged F-35 deployment to “Deci”, the deployment did not mark the first landing in Deci: on Oct. 26, 2017, two F-35A Lightning II of the 13° Gruppo supported Capo Teulada’s amphibious landing (as proved by one of the videos published by the Italian MoD on the website dedicated to the JS17 exercise), before landing, for the very first time, at Decimomannu airbase.
A flight of two JSFs at the break for landing.
The photos you can find in this post were taken during the deployment by aviation photographer Alessandro Caglieri.
They might be invisible to radars, but not the eyes and lens of local aviation enthusiasts and photographers.
The Rose Parade flyover honored USAF Major Benjamin “Chex” Meier, a USAF F-16 pilot who flew combat missions over Iraq, Afghanistan and Libya and received the Air Force Medal. Major Meier was also assigned to the 31st Test and Evaluation Squadron as an F-35A Lighting II pilot at Edwards Air Force Base. The flyover not only memorializes Major Benjamin Meier, who died in a non-aviation related accident while running on base at Edwards on September 28, 2015, it also acknowledges his heroic legacy from his wishes to donate his heart, lungs, liver and kidneys after his death to save the lives of five people awaiting organ transplants. Major Meier is survived by his wife and two sons. The two F-35As that participated in today’s flyover were from Major Meier’s former unit, the 31st Test and Evaluation Squadron.
Today’s flyover honored USAF Major Benjamin “Chex” Meier for his service and selfless organ donations following his accidental death in 2015. (Photo: USAF)
Without reading too much into the beautiful memorial flyover held in splendid weather in Pasadena, it is worth noting that a recent planned B-2 flyover at the 2017 Aviation Nation Air & Space Expo at Nellis Air Force Base in Nevada, just 52 days prior to the traditional Pasadena flyover, was cancelled due to “re-tasking” according to Air Force Public Affairs at Nellis.
There was no specific description of the “re-tasking” that lead to the earlier Nellis flyover cancellation. It could have been maintenance requirements or it may also have been a change in alert status due to factors such as tensions with North Korea.
While there are no official confirmations about the specific reasons for the planned Nov. 11, 2017 flyover being cancelled, it may be reasonable to at least wonder if today’s flyover suggests a reduction in B-2 tasking requirements and possibly a correlating moderation (?) of tensions with North Korea. Again, there has been no official acknowledgement of this idea, but a flyover of one of only 12-14 combat ready B-2s represents almost 8% of the total force being committed for a number of hours to the flyover mission, when that availability wasn’t present just 52 days prior for Aviation Nation at Nellis.
There are only 19 total B-2 Spirit stealth bombers in the operational USAF inventory.
The rise of IoT (Internet Of Things) could become a security nightmare for aviation. We spoke with an expert about the dangers associated with bringing military and civil aircraft “online”.
The Internet of things (IoT) is the inter-networking of physical devices equipped with electronics, software, sensors, actuators, and network connectivity which enable these objects (referred to as “connected things”) to collect and exchange data.
Almost every device that is able to connect to the Internet can be considered as a “connected thing”: smartphones, wearables, personal computers, refrigerators, smart meters, cars, buildings and, why not, aircraft can be considered IoT devices that communicate with one another. Smart homes are enabled by IoT devices. Just think to this scenario: a user arrives home and his car autonomously communicates with the garage to open the door. The thermostat is already adjusted to his preferred temperature, due to sensing his proximity. He walks through his door as it unlocks in response to his smart phone or RFID implant. The home’s lighting is adjusted to lower intensity and his chosen color for relaxing, as his pacemaker data indicates that it’s been a stressful day.
Based on some recent estimates, there will be about 30 Billion devices connected to the IoT by 2020.
What is somehow worrisome about the proliferation of IoT devices is the fact that most of these are poorly protected and hackable. Between September and October 2016, a botnet made of hundreds thousands under-secured IoT devices (mainly CCTV cameras) was used to perform one of the largest distributed denial of service (DDoS) attacks ever: a malware dubbed “Mirai” identified vulnerable IoT devices and turned these networked devices into remotely controlled “bots” that could be used as part of a botnet in large-scale network attacks. On Oct. 21, the so-called “Mirai IoT botnet” remotely instructed 100,000 devices to target the DNS services of DNS service provider Dyn. As a result much of America’s internet was brought down by the cyber-attack, because it prevent the accessibility of several high-profile websites.
Now, imagine for a moment, that these attacks involved or were aimed at connected airplanes.
Indeed, an aircraft can leverage IoT capabilities to proactively identify maintenance issues and place orders for replacement parts and ground maintenance crew while cruising, so that, when it lands, everything is already in place and ready to be fixed, without affecting the optempo. This is, for instance, what the F-35’s ALIS (Autonomic Logistics Information System) does: ALIS (pronounced “Alice”) uses sensors embedded throughout the aircraft to detect performance, compare to parameters, use sophisticated analytics to predict maintenance needs, and then communicate with maintenance staff so that the right parts are ready when needed. ALIS serves as the information infrastructure for the F-35, transmitting aircraft health and maintenance action information to the appropriate users on a globally-distributed network to technicians worldwide. In this respect the F-35 is said to be on the IoT’s cutting edge.
Maintenance information aside, the F-35 is surely the largest data collection and sharing platform ever produced, or the Number #1 IoT Device that can collect intelligence and battlefield data from several sensors and share it in real time with other assets as well as commanders.
The F-35 is an example of the extent of interconnection 5th Gen. warplanes feature. To complete missions in denied airspace, pilots need a way to share information securely, without revealing their location to enemy forces. The F-35 has incorporated Northrop Grumman’s MADL into its missions systems to provide pilots with the ability to connect with other planes and automatically share situational awareness data between fighter aircraft. The MADL is a high-data-rate, directional communications link that allows for the secure transmission of coordinated tactics and engagement for 5th Generation aircraft operating in high-threat environments. The MADL is one of 27 different waveforms in the F-35’s communication, navigation and identification (CNI) suite.
With IoT capabilities becoming pivotal to the world of military and civil aviation, connected aircraft could soon become the next target for cyber criminals or cyber enemies.
We have asked a couple of questions about the risk the IoT poses to aviation to Tom Hardin, research lead at G2 Crowd, a peer-to-peer, business software review platform.
Q) What’s the relation between IoT and Aviation?
A) The combination of IoT and aviation is intriguing on a variety of levels. As ‘things’ have become more connected, from wearables to self-driving cars, we now have access to massive amounts of new data points. All of this data can not only help us understand consumers better, but can potentially provide actionable intelligence on the business operations side. An example is tracking the movement of a product throughout a particular supply chain, storing data on production, delivery, and maintenance, that ultimately leads to more predictive and intelligent workflows.
Connecting IoT to commercial aviation, the concept of massive data storage capabilities leading to better analytics, maintenance, and the operation of aircraft could potentially offer significant benefits. Having real-time access to all data points during a flight, such as engine performance, weather analysis, pilot monitoring, etc., could help mechanical engineers create more efficient engines, allow operators to provide more accurate weather forecasts, and aid pilots’ health (and the safety of passengers).
In terms of military aviation, IoT would provide the same potential benefits experienced by commercial airlines, but applied more directly to combat strategies and tactical support. With all of the data gathered through an IoT-connected military aircraft, weapons system, or ground vehicle, missions could be planned with a greater level of intelligence and more effective strategy. Machine learning also plays a role here, as a system can be trained to make real-time decisions, helping collect intelligence faster and identify key threats quicker. For example, sensors on a military aircraft could potentially pick-up a mission-critical piece of information, and instead on that data point being missed or slowly relayed to troops on the ground, it is analyzed and communicated in real-time, allowing for a tactical shift that could increase the mission’s odds of success (and save more lives).
Q) What kind of risks do the above scenarios imply? Are there signs an aircraft or an airport will soon become a battlefield for cyberterrorism or cyberwar?
A) Although there are clear benefits to using IoT for military purposes, there are also serious dangers. Possibly the biggest threat of all is dealing with cyber criminals and hacking. With IoT connected military planes compiling sensitive data, hackers could potentially gain access to strategic information such as the location of troops or detailed mission plans. Even more frightening is the prospect that a hacker could gain access to an aircraft’s control system and weaponry, similar to drone hacks, and use it against the enemy. This type of breach could lead to acts of remote terrorism, which is truly a terrifying thought.
In terms of establishing a timeline on when all of this would be possible, it’s difficult to speculate. My feeling is that it is closer than most of us think. And with DDoS attacks continuing to be an issue, IoT security across industries needs to address the potential for massive data breaches or hostile takeovers.
With all of the potential benefits and security issues with IoT, aviation is something we need to keep an eye on. With the amount of terrorist attacks involving airplanes and airports in recent memory, the threat of a cyberterrorist attack involving a connected aircraft, especially if it is equipped with military-grade weaponry, could be catastrophic. And though hacking into the control system of a plane is likely incredibly complex, security concerns over IoT remain, leaving us to ponder the state if our increasingly connected world.
Hackers have already been targeting modern aircraft made of millions lines of code (with the F-35, the world’s most advanced, “software-based” aircraft at the top of the target list), for years now. IoT capabilities will simply expand the attack surface making next generation aircraft possibly more exposed to hacking than ever before.
Disclaimer: the F-35 is extensively mentioned in this article just because it is most interconnected combat aircraft to date and its Condition-Based Maintenance is considered a clear example of IoT Application in the military.
Atlantic Trident 17 Drives a Higher Level of Integration.
The exercise held April 12 – 28 at Joint Base Langley-Eustice (JBLE) included a “Blue Air” force of USAF F-22 Raptors of the 1st Fighter Wing (FW) JBLE and F-35 Lightning IIs from Eglin AFB, Typhoons of the Royal Air Force (RAF) and Rafales of the French Air Force/Armée de l’Air (FAF).
The adversaries or “Red Air” included USAF F-15E Strike Eagles of the 391st FS “Bold Tigers” Mountain Home AFB, ID and T-38A Talons of the 71st Fighter Training Squadron (FTS) “Ironmen” based at JBLE. Additional assets included the E-3A Sentry from Tinker AFB, OK and a variety of tankers, including a FAF KC-135 and KC-10 of the 305th Air Mobility Wing (AMW) out of Joint Base McGuire-Dix-Lakehurst, NJ.
Aside from the primary training objectives the exercise also provided the opportunity to commemorate 100 years of aerial combat cooperation between the French and US stemming back to WWI.
From the outside, looking in the lethal capabilities of Blue Air appeared to be overwhelming, with Red Air offering little challenge. However, one must consider that the 71st FTS “Ironmen” fly daily as adversaries against the Raptor and possess pilots with Raptor experience. These factors (along with the sheer numbers of Red Air fielded and their ability to “regenerate” on range) provide Red Air with the best likelihood to exploit any vulnerabilities or errors with Blue Air’s tactics – regardless their impressive platforms.
Towards the end of the exercise The Aviationist sat down with Colonel Pete “Coach” Fesler, 1 FW Commander to discuss the exercise and the evolution of air combat in the context of 5th Gen aircraft.
Fesler noted that Atlantic Trident ’17 took integration beyond historical practice. On a tactical level integration historically involved a serial employment of aircraft (such as a Combat Air Patrol of RAF Typhoons) or geographical deconfliction of aircraft (such as FAF assets attacking ground targets in a designated area). However, as Fesler explained starting with Red Flag 17-1 integration has gone deeper, involving a variety of platforms in the same airspace at the same time. Integration between platforms also considered the various loiter time and weapons load/type for a given platform over a given vulnerability period (vul – the period of time when an aircraft is vulnerable to harm).
RAF Typhoons on the ramp with Strike Eaglesat Joint Base Langley-Eustis during Atlantic Trident ’17.
While not being specific, it is not difficult to envision a mixed strike package of Rafales and F-35s, a combat air patrol (CAP) of Typhoons and Raptors (or mix and match on any given mission set). This level of integration leads to big challenges for an adversary who may easily be fixated on attacking a detected Gen 4.5 aircraft, while getting blindsided by a 5th Gen platform or be distracted by a 5th Gen threat “sensed” in the area and get bounced by a very capable Typhoon or Rafale. Hesitation in such air to air combat will most likely be punished with an ending in a ball of flames.
Dassualt Rafales of the Armée de l’air – French Air Force on the ramp at JBLE during Atlantic Trident ’17
The abundance of information available on the battlefield today drives a much higher level of integration. Fesler noted that multiple people/assets may be involved with the finding, identifying and targeting portion of an air to air encounter. The pilot may take care of the final step and fire the missile that kills the target, but wouldn’t have found their way to that merge unless the assets got them there.
Atlantic Trident ’17 provided an opportunity to demonstrate how the advancement of aircraft, tactics and integration is driving change in the function of the fighter force. For many years, the F-22 Raptor has utilized its superior sensors and SA to take the role of “quarterback” during a vul. Given the integration of the F-35 and with the capabilities of the Typhoon and Rafale, the notion of a “single quarterback” is changing. Frankly, per Fesler, the quarterback notion is starting to become almost a misnomer now in that we have multiple quarterbacks and it’s less about one individual directing everything and more about multiple nodes of information being able to provide the key pieces of information at the right time to influence the fight. It is a foreboding thought for an adversary who now faces a team, where every position has the intelligence/capability of a hall of fame quarterback, even while performing their specific role at the highest level.
F-22 Raptors of the 1st FW JBLE wait for launch clearance at the EOR during Atlantic Trident ’17.
Performing at a high level is one thing, altering the playing field is another. The 5th Gen aircraft has done that very thing, altering the classic air to air engagement in a fundamental way. Fesler noted, the classic approach of shooting ones missiles and turning before the adversary can get a shot is predicated on the fact that the adversary sees you. In the 4th gen world that is the case. Ideally the pilot would like to be able to shoot, let their missile do the work and get away before the adversary can get a missile off. In the 5th Gen world, the adversary doesn’t necessarily know where you are coming from. The 5th Gen pilot may shoot a missile and monitor to make sure it is effective. If the missile misses for any number of reasons, they are in good position for a follow-up shot.
F-22 Raptor of the 1st Fighter Wing JBLE taxis towards launch during Atlantic Trident ’17.
That is one of the fundamental difference between 4th Gen fighters and 5th Gen fighters. In general, in the 5th Gen world the adversary doesn’t really know where you are coming from. They may have a general idea but not a lot of specifics. For 5th Gen pilots it’s a good place to be, to be able to roam around the battlefield faster than the speed of sound in an airplane that is largely undetectable all while your airplane is building a 3 dimensional picture of everything within a couple hundred miles of you. Ouch.
F-35A from Eglin AFB moves towards launch for a vul during Atlantic Trident ’17 exercise held at Joint Base Langley-Eustis, VA.
Aside from the exceptional technical aspects that fascinate and draw attention, Felser ultimately notes that his takeaways from Atlantic Trident ‘17 fall back to the human aspect; “fighter pilots are fighter pilots regardless of what their uniforms look like. Aircraft maintainers are aircraft maintainers regardless of what their uniforms look like. There are some universal experiences, beliefs and cultures that transcend the national boundaries in this and that’s one of the things I have enjoyed out of both Tri-lateral exercises (2015 & AT ‘17) that we’ve had. The man in the machine still makes a difference. You can have the most lethal fighter in the world but if you make a mistake a far inferior aircraft can shoot you out of the sky. Training still matters. If that were not the case, we’d buy the machines, park them and never fly them and when war kicked off jump in them and go and fly. That in fact is not the case and you can lose a war with the best equipment if you don’t know how to use it right, if your tactics aren’t sound, if your skills aren’t automatic, you can still lose.”
F-15E of the 391st FS “Bold Tigers” Mountain Home AFB, ID launches from JBLE for Red Air Vul during Atlantic Trident ’17
Atlantic Trident ‘17 reveals the way forward; advanced integration, people making a difference, and high level training. This rationale drives the Air Force ensuring it is ready with the highest capability for the next conflict on day 1.
Fourth and fifth-generation aircraft from the U.S. Air Force, French air force and Royal air force fly in a training airspace during ATLANTIC TRIDENT 17 near Joint Base Langley-Eustis, Va., April 26, 2017. The F-35 Lightning II was incorporated in the exercise, along with the F-22 Raptor and fourth-generation assets to develop tactics, techniques and procedures that can be used during future coalition fights. (U.S. Air Force photo/Staff Sgt. Natasha Stannard)
The Aviationist expresses gratitude to Jeffrey Hood 633 ABW PA and the entire 633 ABW Public Affairs Team who were instrumental and exceptional with their support; Col. Pete “Coach” Fesler, 1 Fighter Wing Commanding Officer, and the entire 1 FW; the entire team at Joint Base Langley-Eustis, professional and gracious throughout the visit. You set the bar, our service people are the finest.
