March 2011 Archives

Rafael in Israel has developed some very advanced air-air missiles. But if you want to see some future designs, that will be impossible. That is not because of secrecy considerations, but because the effort has been shifted some years ago to other missiles.

The need of armed forces to defend themselves on the move has brought Rafael to use two of its combat proven air-air missiles, the Python-5 and the Derby, to offer clients a mobile point defence system based on these two missiles, this time in a surface-to-air role.

That was the turning point that led to the development of "building blocks" that can be used at any given time for the development of air to air missiles.

So if you want to see how the next generations of Israeli developed air-air missiles will look like and perform, turn your eyes to some missiles that are being developed now for other tasks. One good example is the missile that is part of the "Iron Dome", the Rafael system that was developed to defend Israeli cities and defence installations from short range rockets like the ones launched from the Gaza strip.

Another example is the "Stunner" that is being developed by Rafael and Raytheon as part of another system, the "David Sling". This system is aimed at intercepting longer range rockets. Details are classified but this is the stuff future air-air missiles will be made of.

So to know the shape of air -air missiles to come, at least those made in Israel, look at the missiles that are being used for less exotic missions. These are the building blocks. The offsprings will look very similar.

An airport on an artificial island off the coast of Gaza is the latest idea to completely detach the Hamas controlled Palestinian area from Israel. I'm sure that no airline is making preparations to fly to the Gaza strip, but the Israeli politicians proved again that they have a vivid imagination.

In recent months the Israeli government has been evaluating a plan to build an artificial island off the Gaza coast. One of the main facilities on the manmade island will be an airport that will enable passengers and cargo flights to the Gaza strip . Such flights are not allowed now by Israel that also enforces a strict maritime blocked on the area to prevent shipments of military hardware.

The plan is aimed at enabling the Gaza strip to function with access to the world without compromising the Israeli security.

The manmade island will be connected to the main land by a bridge with checkpoints manned by international observers.

Israeli sources said on March 30 that the implementation of the plan will face many hurdles.

But the plan is being discussed and in parallel there is an effort to bring foreign investors into that project.

This lab is open 24/7 and is conducting very complicated tests that sometimes turn in a matter of hours to real combat.

The Middle East has become one of the largest "war laboratories" in the world. Wars fought in the region put to real test many innovative weapon systems like unmanned air systems (UAS) . The developments in the region do not give any hope that the lab will be closed in the coming future, and that leaves us with the potential to follow some trends that will be part of any future war in the region and very likely elsewhere in the world.

One question that stands up when evaluating the efforts of "war scientists" is the role of humans in many combat operations on land, in the air and in the sea.

Is it possible to allow a robot, a machine, even a very sophisticated one, to perform tasks of a trained human? The first reaction to such a question is no. But looking around, the no becomes weaker and weaker.

The new Israeli UAS that fly high in the Middle East skies are autonomous to a surprising degree. Four clicks on the computer mouse in the ground station of the Israeli airforce's new Heron-TP "Eitan" strategic UAS causes the big platform with a wingspan of a Boeing 737 to taxi out from its hangar, reach the threshold of the runaway and takeoff. The flight to the area of interest is also autonomous. And while these "robots in the sky" do the job along the Israeli borders and far beyond, they sometimes "talk" with other "family members" in the form of unmanned vehicles developed by a joint company of Israel Aerospace Industries (IAI) and Elbit Systems.

In such growing harmony between unmanned platforms, it is the right time to look at the role of unmanned combat platforms in the Middle East where low intensity combat (LIC) can in no time become major wars?

LIC is always mentioned together with what is referred to as collateral damage. Are these automated remote controlled platforms, some of them very deadly, reliable enough to operate in the heavily populated areas?

The armies go on that path very slowly. Trust here will be built gradually.

Technically, the experts say unmanned combat platforms can be used without more problems that are related to human soldiers on the same missions. The state of mind is not ripe, but it is going in the directions of using unmanned platforms in combat.

Israel has never reacted to reports from Gaza about Israeli UAS armed with missiles that perform pinpoint attacks. But experts assume that while the world is moving towards combat unmanned air vehicles, Israel, a leading manufacturer of UAS, will not stay behind.

With the price of jet fuel rising, any idea to improve fuel efficiency is of great interest to airlines.

An Israeli company has developed a system that will take the exact weight of passengers and feed it into the aircraft's computer in order to save fuel and increase safety.

The company has applied for patent registration in the USA and Israel.

According to Nir Padan, general manger of FAR Technologies, the quantity of fuel loaded on an aircraft essentially derives from its overall weight. Therefore, accurate determination of passenger's weight will allow the airline to decrease this quantity, whenever the passenger's actual weight is lower than the predicted average.

Padan adds that processing passengers' weights prior to flight will enable the airline to control their sitting distribution according to the desired center of gravity.

"Controlling center of gravity improves aircraft range and performance," he says, adding that the preferred approach will be to incorporate these additional required figures into booking systems.

"Passengers will be asked to declare their weight when the ticket will be issued. Airlines will undertake not to use this data for any other purpose. To encourage weight declaration, airlines may consider reducing the tickets price of the ticket by few dollars," he says.

Padan adds that with a voluntary declaring approach, even if only 30% to 60% of passengers report their accurate weight and all others assumed to be average, overall data will be much more accurate.

Israel Aerospace Industries (IAI) has developed an innovative structural concept for protecting aircraft from damage due to bird impact. The "Bird Splitter" structure is located on the aircraft's tail and designed to "split" an incoming bird and thereby protect aircraft structure and crucial systems. This concept was implemented on the new IAI-manufactured Gulfstream G250 business jet. 

A breakthrough in the current stalemate between Israel and the Palestinian authority may result in new defence grants from the USA to Israel.

According to Israeli defense minister Ehud Barak, these extra funds may amount to $20 billion and that has already brought the Israeli Defense Forces (IDF) to rearrange their previous shopping, or rather wish, lists for new systems.

It is clear that if these grants are approved, the main beneficiary will again be the Israeli Air Force (IAF). This is almost an axiom - the IAF is first in line for any extra budgets.

Will that automatically increase the number of F-35s that will be procured? It may, but this will without any doubt ignite a heated debate about the need for additional stealth fighters. The signed contract is for 20 F-35s.

While the IAF wants as much F-35s as money can buy, many experts claim that even without putting the delayed deliveries in the equation, the extra funds should be channeled to other systems .

September is the forecast time for the Israeli decisions about its next moves in what is referred to as the peace process. The wish lists will be ready by that time.

As this date approaches, we can expect pressures from the IAF, ground forces and navy. Such a bonanza is a unique opportunity for the commanders to make some of their dreams come true.

Head up displays (HUDs) are becoming more popular in cargo aircraft. What was in the past an almost exclusive feature in combat fixed wing and rotorcraft combat aircraft is becoming a standard in cargo aircraft that are involved in complex missions.

Elbit Systems of America, a subsidiary of Elbit systems from Israel, was awarded a contract from Boeing for the development of the C-17 Replacement Head Up Display ("RHUD") for the United States Air Force.

The C-17 provides rapid strategic delivery of troops and cargo to main operating bases as well as tactical airlift and airdrop operations within a theatre of operations. 

According to Elbit Systems the collective efforts of Boeing and Elbit Systems of America will provide USAF with a new C-17 RHUD that will enhance the ability of the aircraft to fulfill the US's worldwide air mobility requirements. 

The demand for air launched decoys is increasing and the latest generations fulfill the new demands.

Israel has been using air launched decoys for years and their extensive use has eliminated any doubt: efficient decoys are a key to mission success without casualties.

Decoys have gone a long way and Israel Military Industries (IMI) has become during the years a leading manufacturer.

Currently (IMI) is developing a new generation of its I-TALD air launched decoy.

Continued purchases of the existing version allow IMI to further invest in the advanced versions and these will be much more capable.

Since 1996, IMI has been the sole supplier of the I-TALD for the US Navy and the international market.  

I-TALD is powered by a Teledyne CAE-312 turbofan engine, and is launched from fighter aircraft in order to suppress and divert enemy anti-aircraft batteries, in preparation for air strike missions.

According to IMI the I-TALD has excellent maneuverability and a 35 minute flexible pre-programmed flight path and profile based on a GPS navigation system. 

I-TALD appears on enemy radar screens as a fighter aircraft, thus attracting anti-aircraft missiles and diverting enemy activity away from launching fighters.

The I-TALD has a standoff range of 160 NM and can fly in speeds of up to 0.8 mach at altitudes of 500 to 30.000 feet.

The launch weight of the I-TALD is 380 lbs and its overall length is 92 inches.

IMI sources refuse to be specific on the capabilities of the new version but are ready to say that the effort is to improve range and false target creation "in complicated scenarios".

Most specifications of the advanced TALD or A-TALD are classified but it is without any doubt a quantum leap in this field.

The A-TALD is based on the company's I-TALD air launched decoy but is very advanced according to the accumulated operational experience and this is very wide and diversified.

The A-TALD, is also powered by a Teledyne CAE-312 turbofan engine and is launched from fighter aircraft in order to suppress and divert enemy anti-aircraft batteries, in preparation for air strike missions.

According to IMI , the A-TALD is equipped with a very advanced EW payload that replaces the standard repeater used on the I-TALD.

The A-TALD has almost the same flight characteristics as the older version: a standoff range of 160 NM, speeds of up to 0.8 mach and flight  altitudes of 500 to 30.000 feet.

The launch weight of the A-TALD is 380 lbs and its overall length is 92 inches. A-TALD has an endurance of up to 40 minutes according to altitude. It can be launched from 45.000 feet.

The A-TALD creates multiple false targets with different radar cross sections.

IMI will not comment on any of its future programmes but it is obvious that the success of its decoy systems and the growing need will result in additional systems that will be more efficient and more mission oriented. These systems will have to be bigger and heavier.

One thing is clear: with all the EW systems carried now by fighter aircraft, the role of autonomous decoys has not only not diminished but has become even more crucial.

The Israeli Air Force (IAF) safety center is conducting research intended to find ways to minimize the hazards of accidents caused by G-LOC.

G-induced Loss of Consciousness (g-loc) causes a pilot to lose awareness of the surrounding reality.

G-LOC is caused by a cut in the supply of oxygen and sugar (glucose) to the brain and eyes.

If a G force caused by the aircraft manoeuvers decreases the supply of oxygen and glucose to the vital organs the pilot is "disconnected" from the reality outside his cockpit, and actually loses control of the aircraft.

Some accidents that were caused by G-LOC have brought the IAF's safety center to initiate research about ways to minimize the hazards of G-LOC. The objective was to increase the pilot's ability to keep functioning when G-LOC occurs until he is able to overcome the effects of the low blood pressure in the brain and eyes.

The initial results pointed to a certain diet that can increase the pilot ability to function properly when G forces increase and cause a shortage of oxygen and glucose in the brain and eyes.

"We prepared a list of food items that must be included in the meals the pilot gets in the squadron. The directions also refer to the amount of liquid the pilot drinks before a mission. We are confident that by keeping the right diet we can decrease the danger of G-LOC," an IAF source says.

The special diet is already served to the pilots and the safety center is keeping track of the results.

Human rights organizations in Israel consider it a great success. They refer to the high court of justice order to the state to explain why the security checks in Ben Gurion airport are not equal to all passengers.

But this may be premature, as the situation will not change significantly. For years, human rights organizations in Israel and in other countries have claimed that the security checks that Israeli Arabs and some foreign citizens go through in the airport are humiliating. The accusations relate to the profile system used by the security personnel in Israel's international airport.

This system is based generally on a set of "characteristics" that may point to a potential danger from the passenger. When such a passenger arrives at the airport, he is subjected to a process of questioning and search of his luggage.

The Israeli security experts say that nothing in this process can be currently changed and express their belief that not even the high court of justice will force a meaningful change.

The Israeli Airports Authority (IAA) , has decided to install a new baggage security check in the airport. This system is being tested now and its installation will start next year.

Sources in the IAA say that this system will enable to ease the pressure on most of the passengers but are not specifying as the system is highly classified.

I don't think that in the current situation something substantial in the security checks at Ben-Gurion airport will change. The risks are simply too high. The technical alternatives are not yet operational.

New generations of very advanced pilot helmets are in the works in Elbit Systems' labs in Israel.

The requirements come from current users and the company is using very advanced technologies in order to answer the increasing needs.

With its helmets installed in almost all types of fixed wing aircraft and rotorcraft, the company is without doubt the leading developer and manufacturer of combat pilot helmets. The fact that the Israeli air force (IAF) is a great believer in their capabilities, makes every IAF base an extension of the company's development labs.

The fast developments of the helmets have prompted the IAF to upgrade currently used helmets because the pilots want the added capabilities.

Only recently, the IAF has installed the DASH-4 display and sight helmet on its fighters. The Elbit systems advanced version of the helmet allows better performance of the pilot during combat and better debriefing.

According to captain T, the IAF's officer in charge of the pilots helmets, the DASH-4 allows the pilot to look at a target and the helmet measures his line of sight and transfers the information to other systems in the aircraft, enabling the pilot to lock on air-air missiles, sensors, pods and weapons to the target.

The pilot simply launches the missile. According to the IAF the system allows the engagement of targets that previously were beyond normal dog fight launch zones.

The DASH-4 weighs less than older versions and has an integrated debriefing camera.

"With the new helmet, the pilot gets more information on the display with very good prioritisation. This is a real breakthrough in pilot helmets," says the company.

The Elbit systems DASH-4 pilot helmet is already in use on the IAF's F-16-I (SUFA), F-15 A/B/C/D (BAZ) and F-16C/D (BARAK).

The Israeli air force (IAF) is evaluating a system that will enable the force's ground control units to relay data from their radar displays directly to the cockpits of fighter aircraft.

The IAF is operating some major ground control units that are creating a big picture of all the aircraft flying in a very wide area in the Middle East.

The aim of the new system is to relay some of the data that is shown on the radar screens of the ground control units, directly to the displays of the pilots.

This will enable the crews in the ground units to relay targets to the pilots without the need for verbal instructions.

An enemy fighter aircraft can penetrate Israeli airspace in a very short time and therefore the reaction must be immediate.

This capability is only one improvement that is aimed at shortening the reaction time of IAF fighters scrambled to counter a very fast moving threat.

In a recent drill the IAF G-550 "Eitam" AEW aircraft has relayed radar pictures directly to the ground control units.

"The fusion of radar and other sensors data is crucial to the ability to intercept an enemy aircraft before it enters the Israeli airspace," one expert says.

No official word about it but it may be considered a solid fact: Israel will expedite its spy satellites programme as a result of the recent developments in Muslim countries in the Middle East.

Israel years ago gained its membership in the exclusive club of countries that are capable of manufacturing spy satellites and launching them into orbit.

Hundreds of millions of dollars were invested in the capabilities of Israel's spy satellites. The result:  Israel has in space an array of very advanced spy satellites and is developing new more advanced ones.

This capability is very impressive if one looks on the members of the very exclusive club of nations that can manufacture and launch their spy satellites.

Currently Israel has six active spy satellites in space. Some are young in terms of space, others adult.

Three satellites of the Offeq series, two so-called civil satellites of the Eros series and the Tecsar synthetic aperture (SAR) satellite allow Israel to continuously monitor "areas of interest".

All the Israeli spy satellites were built by Israeli Aerospace Industries, according to very precise operational requirements presented by the IDF's intelligence corps.

The foreign publications claimed that the Offeq-9, the newest in the series, has a resolution of "less than half a metre". Israel does not reveal the capabilities of its spy satellites but it is believed to be very good in any international standard.

While the SAR capabilities of the Tecsar have added to the 24\7 imagery collecting capability, this is not the last word in the space sensor technology.

El Op in Israel is developing very advanced hyper spectral payloads, for aircraft and satellites, to enhance the detection and verification process of targets.

El Op, a division of Elbit Systems, is currently manufacturing very advanced optical payloads and has manufactured the payloads of all the Israeli spy satellites that are equipped with optical systems. But to get better resolution from optical payloads, the aperture and focal length of them should be increased, a limiting factor.

To overcome this problem, El Op is developing the technology for a very advanced hyper spectral payload. 

According to El Op, the new payload will be based on a "bank" of known wavelengths reflected from numerous of potential targets.  "The fuel fumes, from a hidden tank, will help to identify it. Other emissions will tell the exact location of different items," a company source explains.

No Israeli manufacturer of unmanned aerial systems (UAS) is revealing what it is doing in the design labs. National security and competition have combined to build a very high, thick wall that is not allowing even a glimpse at what is cooking in these labs.

But by analysing the needs of the Israeli defense forces, and the proven capabilities of Israeli manufacturers like Israel Aerospace Industries (IAI), ELBIT Systems and Aeronautics, one can get a partial idea of things to come.

It can be said with a great degree of confidence that many more tasks of manned aerial platforms will be taken over by unmanned ones. Saying that, the emphasis must be on many more.

The process is gradual, and its pace is determined by the trust of the users in the new technology.

Right now the imminent step is a combination of airborne early warning (AEW) or Sigint manned platforms with a number of UAS. This is currently being studied by the manufacturers.

IAI is offering a line of mission aircraft on different platforms. The G550 was selected by the Israeli airforce and the air force of Singapore for this mission.

The need for many sensors operating simultaneously in a wide area brought IAI to evaluate a complete system that will consist of the sensors carried by the manned platform that will act as shepherd to a number of UAS carrying different sensors. Such a combination will allow the manned system to get more data for the onboard "fusion" process.

It is understood that the planned combination will increase the "footprint" of the sensors also in "difficult" areas where the topography disrupts the sensors efficiency.

IAI confirms that such an evaluation is being performed but is reluctant to be specific about the types of UAS and sensors that are used.

But this is an interim phase based more on psychological reasons than on operational ones.

As the UAS get bigger and heavier, they would undoubtedly take the place of many manned platforms.

There is nothing more exciting than a 100% success of an operational system in real combat conditions. On 24 February I wrote about the plans to downsize the hard kill protection systems developed in Israel to shield tanks against missiles and rockets to use on helicopters.

On 1 March, the Trophy system made by Rafael scored a full success when it destroyed an shoulder-launched rocket fired at an Israeli Merkava Mk 4 tank near the border with Gaza.

The system's sensors detected the rocket and the countermeasures were launched and destroyed it.

This first operational success will without any doubt accelerate the process that may lead to the development of a system that will protect helicopters.

Despite the great and immediate threat, no Israeli passenger aircraft is equipped with countermeasures against shoulder launched missiles. In recent days there has been another attempt to implement government decisions and to change this absurd situation.

In November 2002, terrorists tried to bring down the Arkia plane that took off from Mombasa's airport in Kenya. It missed, but the Israeli prime minister at that time, Ariel Sharon, decided not to rely on luck and to take immediate action. The cabinet passed a resolution to equip 6-8 passenger aircraft with countermeasures.

The available system at that time was the Flight Guard developed by Elta, a subsidiary of Israel Aerospace Industries (IAI).

The government decided, IAI stepped up the testing of the system and the process looked very serious. But now, nine years later, only the passive unit of the system has been installed on one of the passenger aircraft. Passive without the active unit is useless. Dead weight on the aircraft for nothing.

It is not a surprising fact that government's decisions are not implemented but in this case it is very worrying, as experts say again and again that many terror organizations have acquired shoulder launched missiles.

The Flight Guard system is based on a special sensor that detects the incoming missiles and on flares that are being released and divert the heat seeking missile.

At first, airports in some "sensitive" countries defined as ones with potential threats were very reluctant to allow Israeli airliners to land in their airports with the system .But efforts have been made and these were assisted by the development of "dark " flares that will not cause hysteria in the airport's area, in case of a false alarm that will release them over the runways.

As time passed, Elbit Systems has moved forward with the development of a new, more advanced countermeasures, based on a laser beam that will divert the missile.

But that did not change the fact that the subsystems of the Flight Guard are being stored in one of IAI's facilities, waiting for the government to prove that it can implement its own decisions. Two other governments since that of Ariel Sharon have discussed the issue but the outcome is still zero.

"Fifty thousand shoulder launched missile are out there in very deadly hands. This situation is absurd and unacceptable," one Israeli expert says.

Israel has at least thought about a solution. Other countries ignore the threat that is not directed only against Israel. Pretending that there is no threat will not protect airliners from terror attacks with shoulder launched missiles.

The Israeli Defence Forces (IDF) ground forces command has initiated an R&D programme aimed at developing "hovering platforms" with a payload capability of 80-100 kgs.

In an exclusive interview, Brig General Shahar Kadshai, head of the IDF's technology branch, says that there is an operational need for hovering platforms using electrical motors to serve as "cargo vehicles" in the combat zone.

The senior officer said that the hovering platforms will be used for resupply missions in the battle zone and will be controlled by ground forces.

He was reluctant to be more specific about the programme but said that the hovering platform technology is now being developed by some of the local industries. One known effort mentioned by the senior officer is that of Israel Aerospace Industries, which recently unveiled its efforts in this type of flying platform by releasing partial details about a line of Hovering Air Vehicles (HAVs).

The first system in this line is the Electric Tethered Observation Platform (ETOP).

ETOP is a purely electric-powered, tethered airborne platform utilized for observation and other applications, which can be deployed from a static or moving ground vehicle or station. Under most circumstances, a HAV must carry an energy source, which can be extremely heavy, but the ETOP provides an innovative solution to this problem by simply leaving its energy source on the ground.

The platform is generated by electric-powered propellers, which can hover at a predetermined altitude above ground for long periods of time. Hovering time is limited only by the ground platform's energy storage capability.

The ETOP can carry a payload of up to 20Kg at a maximum altitude of 100m and does not need an operator.

Israeli sources confirm that the ETOP is only one development direction and that hovering platforms have been declared an "operational requirement" by the IDF and that Israeli industries are responding

"There are some very interesting ideas and we will see a number of such systems in the next few years," one of the sources says.