Archive for the 'AEW' Tag
* Or How I Learned to Stop Worrying and Embrace The Bad Old Days
Get out your white suit, your tap shoes and tails
Let’s go backwards when forward fails
And movie stars you thought were alone then
Now are framed beside your bed
Don’t throw the pa-ast away
You might need it some rainy day
Dreams can come true again
When everything old is new again
– Peter Allen, ‘Everything Old is New Again
There was a point, a decade or so ago (OK, maybe two decades back), when I thought some of my bete noirs, like medium- and intermediate range ballistic missiles and long-range cruise missile-armed supersonic bombers were going to go skulking off into that not-so-gentle night. Alas, it appears not so:
A move by Russia to sell its production line of Tu-22M3 long-range bombers to China for US$1.5 billion to China was confirmed by the US-based US-China Economic and Security Review Commission two years ago and the bomber’s name will be changed to the Hong-10, reports the state-run China News Service … The Hong-10, whose components will all be produced in China with the exception of the engine, is expected to fly in the second half of next year, and the country will produce 36 aircraft in the first batch to be delivered to the air force. One of world’s fastest long-range bombers which can also carry atomic weapons, the plane can cover the South China Sea, East China Sea and even the western Pacific. Sources here and here.
So now, along with pondering MRBMs that may be the Pershing II re-incarnated, alongside bulked up Badgers, we have the prospect of the Backfire being introduced into the increasingly volatile mix that constitutes the Far East Theater. Mah-velous. Previously rebuffed in the late 80’s/early 90’s by the Russians who didn’t want to upset the balance of forces in theater, the Chinese evidently closed the deal in 2010 to domestically produce up to 36 Tu-22M3 Backfires (Domestic designation: H-10) with the engines to be supplied by Russia – an agreement all the more curious because of the very real anger the Russians have (had?) over the Chinese knock-off production of the Su-27SK that formed the basis of the J-11 family and the navalized J-15 without paying the attending license-fees.
While it is easy to wave the “game changer” flag, the appearance of the H-10 in the region, especially in terms of coverage in the SCS and as a possible LACM platform for strikes against Guam, will be cause for more concern and an additional complication in the “Pacific pivot.” Already, H-6’s and H-6K’s running around the region with a variety of sub- and supersonic cruise missiles are cause for concern, and now, just as in the ‘Good/Bad Old Days’ the appearance of the Backfire on the stage once again places a premium on our ability to reach out and touch at long ranges, the archer before he has the option to shoot his arrows – rebuilding the Outer Air Battle as it were, but in an updated form to handle an updated threat and under conditions we didn’t necessarily have to face in the Cold War. It also means stepping up our training and putting renewed emphasis on countering the reconnaissance-strike complex that would support the H-6/H-10 (and ASBMs for that matter) – time to get serious about OPDEC, EMCON and a host of other TTPs we became very practiced with during the 80’s but have let atrophy over the years. Oh, and did I mention the need for some really, really good AEW? 😉
And do-on’t throw the past away
You might need it some other rainy day
Dreams can come true again
When everything old is new again
When everything old i-is new-ew a-again
Crossposted at steeljawscribe.com
This Thursday, 21 October 2010, marks the 50th anniversary of the first flight of the first purpose built AEW aircraft, the E-2 Hawkeye (actually, it was the YW2F-1). Designed around the radar, rather than adapting an existing airframe, the Hawkeye symbolized function over form – from the 24ft “rotodome” prominently perched over the fuselage, to the quadruple tail and twin turboprops. It wasn’t pretty – but then, it wasn’t meant to win beauty contests.
1050L 24 Oct 1944. USS St. Lo (CVE-63) is under heavy air attack. After successfully fending off the superior surface force of VADM Takeo Kurita’s Center Force, “Taffy 3” is now defending against a surprise air attack that has lasted some 40 minutes already. One of the features of this attack is the use of suicide attacks.
The “Divine Wind” — Kamikazes.
In the midst of battle, St Lo is struck by a plane flown by Lt Yukio Seki. Penetrating the escort carrier’s unarmored flight deck, the plane and its bomb explode in the port hangar bay, igniting a massive fire with secondary explosions. When the bomb and torpedo magazine detonates, St. Lo is engulfed in flames and sinks 30 minutes later. Barely 6 days later, the carriers Franklin and Belleau Wood were struck by suicide aircraft. Both were forced to retire for repair before rejoining the fleet. This emerging threat, kamikaze attacks, were a hint of what was to come as the Fleet closed on the Japanese homeland. The urgency for getting Cadillac’s capabilities operationally deployed was being underscored by increasing losses in the Pacific…
Development & Production
Recognizing the importance of the Cadillac system, an early decision was made by the Navy to establish production coincident with its development. To be sure, this imparted significant risk to the program, but in light of its benefits this was deemed acceptable. To facilitate this plan, the project was divided into five parts: shipboard system; airborne system; airborne radar; radar transmitter; and beacons and IFF. So far, what had been brought together was still not much more than a conceptual model – it was time for building actual sets. Development was undertaken in earnest shortly after approval in May 1944. Using ground-based radar located atop Mt. Cadillac and operating at low power to simulate the APS-20, work on the airborne elements, particularly the relay equipment was well underway. This arrangement allowed prolonged simulation of the air- and ship-board environment, contributing significantly to the shortened development timeline.
Progress was measured in the completion of each of the first 5 developmental sets envisioned. The first set flew in August 1944 –
barely 3 months after the approval to begin work was received. Each subsequent system saw incremental improvements over its predecessor with the improvements folded back into the earlier models. By October 1944 a full-fledged demonstration was flown for the benefit of USAAF and USN leaders. These demonstrations consisted of 2 aircraft and 1 shipboard set and were flown out of Bedford Airport (later known as Hanscom AFB), Massachusetts. By all accounts, the demonstration was extremely successful, which boded well for the production units, forty of which had been ordered by the Navy in July 1944.
As additional developmental sets were completed, permanent sites were established in Bedford and MIT (originally scheduled for Brigantine, NJ). The latter was established at MIT for the purpose of evaluating the system in the heavy interference conditions expected in the operational environment. It was in this environment that the first major problem was uncovered as the system was found to jam itself – interference was so bad that rotational data as transmitted by the double-pulsed coding and passed over the relay link was virtually completely jammed. An extraordinary effort though on the part of the development team led to a triple pulse encoding scheme. With little time to fully test this new set-up (there was considerable rework in the synchronizers, relay receivers and decoders to be accomplished), the third set was packed off to formal Navy trials at the CIC Group Training Center, Brigantine, NJ that started in January 1945 – only two weeks behind schedule
In December, at the height of the crisis over finding a means to address the interference problem, DCNO(Air) disclosed to Cadillac team leaders the urgency by which their equipment was required to combat the rapidly growing kamikaze threat. Even though Cadillac was already at the top of the Navy’s electronics development requirements, with the increased need, the Navy made available substantial numbers of officers, technicians, draftsmen and even a special air transport system to facilitate delivery of parts and personnel.
On the production side, a flexible system of generalized target dates were crystallized as designs firmed up, permitting incorporation of changes as experience was gained with the development units. Though this was undoubtedly the least economic process in terms of cost, the brute force development/production method was necessary to ensure delivery of the critical sets in time for the invasion of Japan — anything less than the very high priority Cadillac carried would have hampered successful completion. Nevertheless, a production schedule was agreed to in June with BuAer that would start deliveries of operational systems with two in February 1945. This was subsequently modified in November for initial delivery of 1 set in March 1945 followed by 4 in April and then 8 per month afterwards.
Not long after starting operational evaluations at Brigantine, more problems were discovered, centered primarily on interference issues in the shipboard environment. Again, most of us today are well aware of the hazards the witches’ brew of RF in the CV environment. Mixtures of high-powered radars operating at different frequencies overlaid with HF, VHF and UHF voice comms provide an extremely challenging environment to develop and deploy a new system, even with the benefit of fifty plus years of experience. Without the benefit of that experience, the roadblocks encountered are not surprising. More modifications were made to the shipboard system with filters to screen out the extraneous radiation. Additionally, as more experience was gained with the APS-20 radar, it was determined that anti-clutter filters were needed to reduce the effect of large clutter discretes from the sea’s surface in and around the immediate vicinity AEW platform (typically out to 20 nm from ownship). Mounting the antenna above the airframe would have resolved this problem, using the aircraft itself to screen out large clutter discretes encountered from returns within 10-15 nm from the platform, but that was not an option for the Avenger platform.
On the West coast, training in the TBM-3W for pilots and crewmen was undertaken by the Fleet Airborne Electronics Training Unit (FAETU) in preparation for deployment. While the crews were in training, the USS Ranger (CV-4), recently returned from delivering aircraft to allied forces in Casablanca, entered Norfolk Naval Shipyard 17 May 1945 for a six-week overhaul, during which a CIC and the Cadillac shipboard equipment were installed. Underway again in July, she arrived at North Island on July 25th where she loaded aboard her airwing. This airwing was different from the conventional wing in that it included several developmental concepts; among these were the Cadillac configured TBM-3Ws and the Night Air Combat Training Unit from Barber’s Point. By August 1945 she was in Hawaiian waters conducting final CQ prior to leaving for Japanese waters when the war ended.
With the end of the war, Cadillac was almost, but not quite completed. While the carrier-based component did not have a chance to prove itself in combat, the utility of carrier-based AEW was so clear and its applications so far ranging in impact that further development and deployment would continue post-war, with deployments on Enterprise and Bunker Hill. In addition to the carrier-based component, a second development was begun under Cadillac II for a more robust airborne capability. That will be the subject for the next installment.
Wing span: 54.2 ft
Length: 41.0 ft
Weight (empty): 11,893 lbs
Weight (max): 14,798 lbs
Max Speed: 260 mph @ 16,450 ft
Cruise: 144 mph
Svc ceiling: 28,500 ft
Range (scout): 845 miles
To Be Continued…
Project Cadillac was more than just a program to develop radar – it would develop an entire AEW system — Radar, IFF, relay equipment, shipboard receivers, and airborne platform. Such an undertaking would be ambitious enough in peacetime, at the height of a critical stage in the war it bordered on a divine miracle. – SJS
February 1944. In Europe the invasion of Italy is well underway and the Battle of Monte Casino is engaged. Eisenhower establishes SHAFE headquarters in Britain. The RAF drops 2300 tons on Berlin, the 8th AF begins the “Big Week” bombing campaign and Soviet troops continue the offensive begin at Novgorod and Leningrad. In the Pacific US forces have landed and captured the Marshall Islands and have moved on to Eniwetok Atoll. In the south, MacArthur’s forces have begun Operation Brewer in the Admiralty Islands. The tide, ever so imperceptibly, is turning in favor of the Allies. In Japan, Commander Asaiki Tamai asked a group of 23 talented student pilots, whom he had personally trained, to volunteer for a special attack force. All of the pilots raised both of their hands, thereby volunteering to join the operation.
In the US, the fruits of scientific research and technological prowess were starting to manifest – high altitude bombers, Essex-class carriers, jet engines, the beginnings of nuclear weapons. At the MIT-RL, proposals were forwarded for an ambitious program to develop an AEW system that would be deployed with the fast carrier forces in the Pacific. It was envisioned that the system would be in place for Operation DOWNFALL, the projected invasion of the Japanese homeland, slated for sometime in early 1946. Following a series of meetings with reps from the Navy’s Bureau of Ordnance (BuOrd) the Navy formally requested the National Defense Research Committee (NDRC) to establish the project. Ultimately, the project would include 9 of MIT-RL’s 11 laboratories, BuAer, BuShips, Naval Air Modification Center, Philadelphia, Naval Research Lab, several Navy contractors and Radiation Lab subcontractors and over 160 officers and men. The project was eventually given the code name of CADILLAC, the name of the highest mountain on the US eastern seaboard and in the fall and winter, the location of the first sunrise in the lower 48 states. It would serve as the site of some of the developmental relay work because of its height and proximity to the sea.
As originally envisioned, Cadillac would consist of two sections (see CONOPS Illustration): one airborne (“AEW Aircraft”) and the other shipboard (“CV CIC”). The airborne unit would carry the APS-20 radar, IFF and VHF comms and relay equipment, acting as an airborne radar and relay platform for the ship. Back on the ship, the radar picture from the airborne unit would be relayed via a VHF video data link and displayed on a dedicated PPI (Plan Position Indicator) scope. Communications with far-flung fighter CAP would also be relayed through the airborne unit. Sorting out friend from foe would be via the newly developed IFF or Identification Friend Foe system which relied on an aircraft responding to electronic “challenge” signals with a coded pulse train. The airborne unit would also have the ability to display ownship’s radar picture and have a limited capability to control fighters, but this was planned to be a fall-back capability.
Aircraft. The aircraft chosen was the only carrier-based aircraft large enough to accommodate the 8-foot radome and 2,300 lbs of associated equipment. Stripped of turret, armor, and armament, a TBM-3 Avenger served as the initial platform for Cadillac. Besides the Cadillac equipment, the XTBM-3W was modified to include an engine driven high power generator, additional tail stabilizers, addition of a crewman position in the aft fuselage and over 9 separate antennas on the fuselage, tail, and wings.
Airborne System. The AN/APS-20, developed as part of the Cadillac program, was a 10cm set that had a peak power output of 1 megawatt and a 2-second pulse. The design of the APS-20 radar was so sound that variations of this same radar would see use well into the 1960s on a variety of USN, USAF and allied AEW platforms, until it was ultimately replaced by the E-2’s APS-96/120 series among others. The IFF system was built around the AN/APX-13 with a very high power (2 kW) transmitter and one of the most sensitive receivers in this type application. It was designed to enable ID of targets on both the (then) Navy standard A and G bands at ranges comparable to the radar. To “pipe” this information back to the ship, the AN/ART-22 relay-radar transmitter, broadcast the picture back to the ship on a 300 mc frequency.The radar synchronizer also synchronized the IFF and relay signals, encoding their outputs to ensure reception even in an environment characterizedby heavy enemy jamming and intrusion. Remote operation of the airborne system from the ship was made possible by the AN/ARW-35 receiver, AN/ARC-18 shipboard relay and the use of a modified flux gate valve to stabilize and orient the radar display to true North (ed. note – not altogether different from the system that was used in the E-2 almost 2 decades later). All this, of course, was in addition to the usual compliment of voice comm., IFF, and flight/navigation gear. Space, as one can see from the cutaway, was at a premium, even in the large-bodied Avenger.
Shipboard System. The shipboard system primarily consisted of relay (which included omnidirectional or a horizontal diversity receiver), decoding, and shipboard signal distribution equipment. The signal was passed to 2-3 PPI scopes, located in CIC. In CIC, the picture was merged with that of the ship in a manner that eliminated motion induced by the AEW platform – in other words, a ground-stabilized picture oriented to true north. That picture could be expanded to a 20nm view for detailed examination of sectors of interest. When tied together with voice communications, the implications of this capability were astounding.
Let us step back for a moment and review what the CONOP and “to be” Cadillac system would provide. Expanded radar coverage, in theory out to 200 nm. Positive identification of friendly aircraft in that volume of surveyed airspace. The ability to effect positive control of interceptors well closer to expected enemy marshaling points. Detect and track friendly and hostile surface units (including snorkeling submarines). Finally, the ability to bring all this information together and display it in CIC enabling informed decision-making from unit up to Fleet level. We who have been fortunate enough to have operated in the age of modern AEW aircraft, digital data links and automated detection and display systems take these for granted. It is not until one or more elements are removed that their intrinsic value is appreciated. This was something the Royal Navy painfully re-discovered during the war to reclaim the Falklands/Malvinas. That the concept, much less the hardware and integration of these many disparate elements was conceived and executed in a wartime situation says much about the technical verve and capabilities of this band of naval and civilian scientists, engineers and operators. The process of how this was brought to reality and IOC will be the subject of the next installment.
To Be Continued
(crossposted at Steeljawscribe.com)
Project CADILLAC (Part I)
Ed note: Everything has a beginning and that beginning is usually quite humble compared to present conditions. Consider, a small spring at the headwaters of the Madison River in Montana is the source of the mighty Missouri River which itself empties into ol’ man river — the Mississippi, all of which drain the better part of the country described in the Louisiana Purchase. Likewise, current day Airborne Early Warning and battle management, as we know it, sprang from humble beginnings and the collaborative efforts of the private and public sectors and borne in the urgency of war. Herewith then, the story of that effort is told as we begin the observance of the Hawkeye’s 50th Anniversary. – SJS
There is an arrogance permeating our culture such that it is widely believed that the (fill in the blank with the latest technological wonder) is (1) fairly recent in invention and (2) anything that preceded was hopelessly crude and unsophisticated, if it even existed or could have been possibly conceived in an earlier age. Serious students of history, particularly technological history, will assert though, the degree of inventiveness and technical complexity evidenced by our predecessors is indeed extraordinary, especially when put in context of the extent of knowledge in a particular field at the time. The story of airborne radar, and airborne early warning radar in particular, is one of the signatory lessons in this vein.
Radar was not unknown in the early days of WWII – indeed the story of how the CHAIN HOME radar stations, linked to coordination centers who in turn guided and directed Leigh-Mallory’s “big wing” fighter tactics is well known. The US Navy was already working to incorporate radar into its surface ships to permit gunnery under all weather/day-night conditions and meet navigational needs. Radar “expanded the battle space” (in the current parlance) but soon encountered problems – not the least of which was the curvature of the earth and the haven it provided to low flying aircraft. The solution, raise the radar antenna by mounting the radar to an aircraft, was fraught with a number of challenges.
Chief among those hurdles was the radar wave itself. The early search radars were low frequency (HF-band) with a long PRF (pulse repetition frequency) which provided the necessary range and were generally easy to generate. The down side was the requirement for large, very large antennas. Even later radars with parabolic antennas and operating at higher frequencies still tended to be very large. Airborne radar would need to be a microwave radar that provided high power with a smaller antenna. Simple in thought, difficult in execution. Yet efforts were underway on both sides of the Atlantic to meet this problem. The solution would be a device called a magnetron – specifically, a cavity magnetron.
Simple two-pole magnetrons were developed in the 1920s by Albert Hull at General Electric’s Research Laboratories (Schenectady, New York), as an outgrowth of his work on the magnetic control of vacuum tubes in an attempt to work around the patents held by Lee DeForest on electrostatic control. The two-pole magnetron, also known as a split-anode magnetron, had relatively low efficiency. The cavity version (properly referred to as a resonant-cavity magnetron), the path British scientists and engineers were working, proved to be far more useful.
In 1940, at the University of Birmingham in the UK, John Randall and Dr. Harry Boot produced a working prototype similar to Hollman’s cavity magnetron, but added liquid cooling and a stronger cavity. Randall and Boot soon managed to increase its power output 100-fold. Instead of giving up on the magnetron due to its frequency inaccuracy (in essence, what the Luftwaffe did), they instead sampled the output signal and synced their receiver to whatever frequency was actually being generated. An early 6kW version, built by GECRL (Wembley, UK) and given to the U.S. government in September 1940, was called “the most valuable cargo ever brought to our shores” (see Tizard Mission). At the time the most powerful equivalent microwave-producer available in the US (a klystron- basically a linear beam tube) had a power of only ten watts.
In the meantime, back in the US, work was underway on electronic relays as a means of extending the range of radar. The idea was to take multiple radars, deploy them at the limit of line-of-sight ranges and link those images into one centralized picture on the flagship. That line-of-sight range, of course, could be extended if the extended range platforms, or pickets, were airborne. As early as 14 Aug 1942, the MIT Radiation Lab (MIT-RL) demonstrated this capability using television equipment borrowed from RCA (actually with assistance from National Broadcasting Corporation (NBC) via a contract negotiated with RCA) and an experimental radar on the roof of another building. Further development and refinement led to the successful relay of radar signals to a receiver at East Boston Airport in May 1943 from an aircraft operating over Nantucket Island at 10,000 ft at a range of about 50 nm. In July 1943, the relay radar, the AN/APS-14 was demonstrated to naval officers at the East Boston Airport and a short film developed for COMINCH which was subsequently followed with a request to extend the range to 100 nm.
By the end of December 1943 even with the successful extension of range to 100 nm, however, there was no decision to proceed with production of the AN/APS-14 and there was movement to cancel the project. The following month though, the Navy proposed to develop an AEW system that had as part of the set-up, a high-power relay teamed with a high-power, microwave radar (enabled by the British magnetron). MIT-RL was awarded the task and Project CADILLAC was underway.
To Be Continued
By any measure, fifty years is remarkable. Birthdays, reunions, wedding anniversaries – in all of these the marker set at fifty years is justifiably prominent and noteworthy.
For aircraft — especially those in carrier aviation, it is signatory.
This month the E-2 Hawkeye will celebrate 50 years, starting with the first flight of the prototype, the YW2F-1 (BuNo 148147) on 21 October 1960. That was the start of a run of aircraft that looks to continue well into the first quarter of the 21st Century in the form of the E-2D Advanced Hawkeye. From that first flight through today, the Hawkeye has shared the flight deck with the A-4, A-6, A-7,C-1, EA-3B, EKA-3B, EA-6A, F-4, F-8, F-14, KA-6, S-2, S-3, and WF/E-1B – all of which are now sitting in boneyards. It currently shares real estate with a variety of Hornets, the soon to be replaced EA-6B Prowler and the venerable COD and first cousin, C-2A(R) Greyhound. Still to come are the F-35 and UCAV-N. Such longevity is testimony as much to the inherent flexibility of the original design as it is to budgetary realities and bureaucratic bias. Nevertheless, such milestones should not pass with little or no recognition – and of course, around these parts that is not an option. So, between now and the 21st, we will be posting a variety of articles, beginning with updates of an earlier series on Project CADILLAC, that started it all. Along the way I hope that a new appreciation for the aircraft and those who have and currently are flying and fixing the Hawkeye will emerge.
Stay tuned — there’s much more to come…
Crossposted at Steeljawscribe.com
A program update on the E-2D Advanced Hawkeye was provided today at the AEW and Battle Management conference in Amsterdam. Providing the update was Northrop-Grumman’s VP for AEW &BM C2 programs, Jim Culmo and Hawkeye/Greyhound Program Manager, CAPT Shane Gahagan, USN.
Culmo noted that the company is on-track to deliver three pilot production E-2Ds to the U.S. Navy in 2010 and that manufacturing of the first two Low-Rate Initial Production aircraft is also progressing well. “We’re exceedingly pleased with where we are in the flight test program,” said U.S. Navy Capt. Shane Gahagan, Hawkeye Greyhound program manager. “The AN/APY-9 radar is performing very well and will bring to the fleet a significantly increased ability to operate in a highly cluttered environment while providing critical 360-degree coverage.”
The E-2D was designed to provide the warfighter with enhanced capabilities required to meet emerging threats such as low-flying ASCMs in the high clutter near- and overland environment. With the newly developed AN/APY-9 Electronic Scan Array (ESA) radar, Cooperative Engagement Capability (CEC) system, Electronic Support Measures (ESM), and off-board sensors, in concert with surface combatants equipped with the Aegis combat system, the E-2D will have the capability to detect, track, and defeat cruise missile threats at extended ranges. It will also provide unparalleled maritime domain awareness including airspace control for manned and unmanned assets, monitoring of surface movements, civil support, and command and control of tactical forces.
The combined radar modes work together to provide continuous, 360-degree air and surface scanning capability, allowing flight operators to focus the radar on select areas of interest. “The AN/APY-9 can ‘see’ smaller targets and more of them at a greater range than currently fielded radar systems,” Culmo said. He added that the E-2D’s systems, including radar long-range detection, “are exceeding key performance specifications.”
Which brings me to a point of interest. Given the direction MDA is headed in expanding our BMD capabilities at the theater and regional levels by looking at alternative platforms and capabilities – such as ISR assets like UAVs to improve I&W, perhaps it ought to widen the aperture a bit and look at the capabilities the E-2D is bringing to the fight? One of the hallmarks of missile defense is the wide-ranging field of play within which the threat is engaged. As such, BMD cannot be platform-centric since we re fast approaching the point where the interceptors will outrange their supporting sensors (when launched from the same platform). Instead, BMD, especially the sea-based adjunct, will become a complex fire control system made up of netted sensors and shooters.
Now, look again at the quote above – “The combined radar modes work together to provide continuous, 360-degree air and surface scanning capability, allowing flight operators to focus the radar on select areas of interest.” That is the advantage of an ESA. The ability to manage the radar energy is literally light years ahead of what we had in the E-2C. In a theater fight, it makes me wonder what capabilities it might bring for detNorthrop Grummanection of mobile platforms and the launch/boost phase of SR/MRBMs — what capabilities the E-2D’s advanced networking might bring to networking shooters that are BVR of one another and yet not dependent on what are becoming increasingly vulnerable satellite-based networks.
To be sure, the dance card for the Advanced Hawkeye is likely already crowded and on a relative scale, advanced cruise missiles are a greater threat in a larger sense to US and allied naval forces – for now. Nevertheless, it would pay huge dividends down the road if we found a nascent BMD capability already resident in the system, or, one that could be coaxed forth with relatively smaller expenditures of capital. The force multiplier effect in combination with sea- and eventually, shore-based Aegis BMD could conceivably pay huge dividends.
How about it MDA? Navy?
(Source: Northrop Grumman)
Crossposted at steeljawscribe.com
1967: VAW-11 (West coast) and VAW-12 (East coast) constitute the two largest squadrons in the Navy with some 200 officers and 800 enlisted each. Each squadron supports 4 plane E-1B Tracer (better known as “Willief Fudd” or just plain “Fudd”) or E-2A Hawkeye detachments on CVA’s and CVS’s around the world. Additionally, they provide training and qualification in type and a host of administration support tasks. The problem this was creating, among others, was a very narrow pinnacle for command and other leadership opportunities. In an effort to rectify this, a team led by CAPT Bob Yount and made up of CDR Bryan Rudy, LCDR Myer and LT Bob Allwine met with their counterparts from VAW-12 to work out a plan to convince CNO and the key bureaus in Washington (BuAer and BuPers) of the efficacy of splitting the two huge squadrons into individual squadrons under administrative wings. They met with CNO in February and were successful such that on 1 April 1967, a CNO message was released dividing the two squadrons as follows:
- VAW-11 into Carrier Airborne Early Warning Wing Pacific, RVAW-110 as the West Coast training squadron, VAW-111 to service the remaining E-1B dets on the West Coast (this would be assumed by RVAW-110 and VAW-111 disestablished), and VAW-112, VAW-113, VAW–14, VAW-115 and VAW-116 as E-2A squadrons. VAW-88 would be the West Coast Reserve squadron. VAW-117 would be added later and VAW-111 would attempt a brief come back in the early 80’s, but was disestablished after barely two years. The budget axe fell sharply post Cold War, with VAW-110 consolidating on the East coast with VAW-120 in a single E-2 training squadron, and VAW-114 being dis-established.
- VAW-12 into Carrier Airborne Early Warning Wing Atlantic, RVAW-120 as the East Coast training squadron, VAW-121 to service the remaining East Coast E-1B requirements (and continue doing so until 1976 when they upgraded to the E-2C), and VAW-122, VAW-123 and VAW-124 as E-2A squadrons. Unlike the West Coast which stood their squadrons up on 20 April 1967, the East Coast took the message literally and stood their squadrons up on the 1st of April, making VAW-122, deployed on the America, the first of the new VAW squadrons to be deployed. VAW-78 would be the East coast Reserve squadron. Eventually VAW-125, VAW-126 and VAW-127 would be added while the same post-Cold War budget axe would claim VAW-127 in 1991 and VAW-122 in 1996 and lead to consolidation of AEWWingLANT out west as Commander, Airborne Command Control and Logistics Wing when it was combined with AEWWingPAC. VAW-77 would be added as a special mission Reserve squadron.
The final deliveries of supplies and materials for the venerable E-2C Hawkeye will take place this year, thirty-six years after the baseline model reached IOC and seventeen years after the Group II’s IOC. The replacement, the E-2D Advanced Hawkeye is a major advance in capabilities available to maritime forces that is unmatched anywhere by any other platform. The deveopment process has been successful with the 125th flight milestone being passed last summer, approval for LRIP with 3 a/c ion 2008 and 2009, on track for Milestone C this spring and IOC in 2011.
So what’s the problem? They’re at it again…
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