July 2011 Archives

Power by the hour. Is this the solution for air forces with big operational demands and small budgets? If you ask Israel Aerospace Industries (IAI), in some cases it is.

The question is now where is the line? Is there a line that cannot be crossed?

The idea was born in "the field", when some air forces indicated that they needed advanced capabilities but cannot afford them.

Some months ago, IAI offered a number of air forces a deal that will enable them to have an aerial refueling capability on a "power by the hour" basis.

The plan is mostly based on converted Boeing 767s that will be operated either by a local airline or by Israeli pilots.

Sources say that negotiations are under way with the airforces that showed interest in the proposal.

The idea, if it "catches", can be applied to other types of dedicated aerial platforms such as airborne early warning (AEW), but not only these.

How would an air force react to such a system operated by foreigners? Will the money shortage push aside national pride? Only time will tell but Israeli sources say that the indications "are promising".

Operational requirements that grow steadily and budgets that decrease steadily create somewhat peculiar solutions, at least in principle.

 

Israeli defence forces are trying to define the contents of the new five-year procurement plan and the Israeli air force (IAF) will no doubt get the larger slice of the cake many want a piece of.

One of the issues the generals face is an IAF request for another 20 Lockheed Martin F-3s.

The dilemma is not new but as weapon systems become much more expensive, we try to solve it - is the weapon system we buy today the answer to the threat in the field in the coming years of its use?

The Israeli government has decided to buy 20 Lockheed Martin F-35s.

With a price tag of more than US $2.75 billion, one could expect the aforementioned dilemma was evaluated and solved. The thing is, this did not happen.

The Israeli government has approved the deal with almost no debate. The IAF has been spoiled over the years and gets what it wants without real opposition. Any attempt to oppose the deal was brushed aside in minutes.

However, the dilemma is again on the table, with outcome unknown. This does not make the dilemma less crucial. Is there a way to decide the future need of an armed force in a region such as the Middle East, based only on the wish of the commanders to always have the most expensive "toys" in the store?

Can the Israeli defence ministry really know what the operational need will be in 2016, when the F-35 deliveries begin?

As each F-35 carries a price tag of about $137 million, the questions should always be: is it worth the price, is there an alternative, and can thinking "outside the box" be a substitute?

I'm not trying to supply answers, but a real debate should begin.

The line between operators of mini-unmanned air systems (UAS) in the Israeli defence forces (IDF) has become blurred as the air force has decided to increase the "in-house" use of UAS.

Until recently, the line was clear. Ground forces operate the mini-UAS and the Israeli air force (IAF) the larger, tactical and strategic versions.

In 2009, Elbit's Skylark 1LE mini-UAV was selected as the IDF's battalion-level UAS. It has a 2.9m (9.5ft) wingspan, a MTOW of 6kg (13lb) and is launched by hand or rail.

In 2010, Elbit's Skylark 2 was selected as the infantry's brigade-level UAS.

The IAF identified a need for its own system that can operate under the clouds and hired the BlueBird SpyLite mini-UAV for its missions. Recently, the IAF decided to increase the autonomous use of mini-UAS and selected Aeronautics' Orbiter.

"The need for an integral capability to see what is going on in cloudy conditions in low altitudes resulted in the decision," an Israeli source said.

The development is natural in a country that has developed some of the most advanced UAS. The extensive use of these creates new needs and what looked logical a year ago in the split between users suddenly needs to be changed.

This will continue as more UAS are introduced into service in the air force, ground forces and navy.

There is no official answer to the question, but will Israel Aerospace Industries' (IAI) Barak-8 air defence missile be adapted for launch from airborne platforms?

While IAI sources confirm it is possible, they are not indicating whether such a move is planned.

At this stage, IAI is still completing development of the missile. According to press reports in Asia the first client will be India, which signed a US $2 billion contract that includes maritime and land versions of the missile.

The Barak-8 is equipped with a fully active seeker and does not depend on the launcher for targeting and guidance. Thus, it can perform at much longer ranges, offering effective protection from aerial threats, manned and unmanned, as well as guided weapons.

Covering both low and high altitudes, the missile is designed for operation on board ships as well as for terrestrial applications.

The Barak-8 has also been designed to engage multiple targets simultaneously. The Indian Air Force plans to re-equip nine air defence squadrons with the new missile, each including two batteries comprising a multi-mission radar system performing target acquisition and guidance, a command-and-control element and three container-launchers, each mounting eight missiles.

The missile developed for the Indian defence forces is the MR version, while IAI is offering a longer range version with added boosters.

It is a big question but it makes a lot of sense to adapt the Barak-8 for airborne launch.

It would not be the first time operational missiles have been converted. Rafael used two advanced air-to-air missiles and made them part of the Spyder point defence surface-to-air system.

The trend is clear - take an existing operational missile and use it on another launch platform.

This is not always possible but there is no doubt many of the new missiles developed in Israel have been designed with that option in mind.

Nano, micro and mini satellites. The question is not only whether these small space system will become operational tools for military use but for other users too.

Israel has been involved in the nano/micro/mini satellite effort for some years, but until now there has been no sign that these very small space marvels are at the stage where they can be used for real missions.

Israel Aerospace Industries (IAI) is building and integrating nano-satellites for scientific applications. Such nano-satellites typically weigh less than 10kg and are commonly used to demonstrate new technologies and execute space missions with a short duration - typically up to two years.
 
As well as the innovative and technological achievements involved in the development of nano-satellites, the main reason for their existence is to minimise the risk of large space missions and save expense.

Nano-satellites use commercial off-the-shelf (COTS) components, which allow a significant reduction in the cost and duration of satellite development, typically about one-hundredth of the cost and less than half the time for that required for large satellites. 

The InKlajn-1 nano-satellite, owned by the Israeli Nano-Satellites Association (INSA) is  in its integration phase. It contains seven scientific and commercial experiments, in which the behaviour of terrestrial components is to be tested in space. 

In this nano-satellite project, teams of engineers and technicians are using experience gained while working on IAI's range of observation and communication satellites.

The scientific effort is organised and impressive, but a few years ago, trying to use the existing technology for the production of operational micro satellites failed.

MicroSat, a joint company formed by IAI and Rafael, planned to build satellites that weighed up to 120kg.

The plan was to equip these light satellites with a variety of payloads and launch them either from planes or from the ground.

The Israeli airforce has been evaluating the use of micro satellites for the detection of ground-ground missile launchers during war. The plan was to store the micro satellites in airforce bases, and to launch them when operational demand required.

But MicroSat remained on paper. The reason is still debated between the two partners and the IAF. Will that change and the project move forward? At this point in time there is no clear answer.

In recent times, wars have featured good military systems, not only weapons, and proved they are essential to the most common type of battle fought these days.

In most wars today, armies fight organisations that are inferior in equipment but know the combat terrain.

Israel has gained vast experience in fighting guerrilla groups and its defence industries have adapted some systems developed for "old-fashioned" wars to new operational requirements.

When the first Rafael RecceLite systems were taken to Afghanistan by coalition air forces, they were unsure of its suitability. The commanders decided to deploy the system because they already had it in their bases.

The Rafael real-time intelligence and reconnaissance (RecceLite) system enables the coalition forces in Afghanistan to detect ambushes and other threats such as improvised explosive devices (IEDs) in almost real time by fast comparison of captured images.  

Units from Germany and the Netherlands in the international security assistance force were the first to use the Rafael system but now other units also use it. Rafael would not identify these units.

The RecceLite is a self-contained, self-cooled, multi-sensor tactical reconnaissance system.

RecceLite simultaneously collects infra-red (IR), visual and near IR digital images of large areas. Images and data are recorded on a solid-state recorder and transmitted to the ground exploitation station via the RecceLite data link.

The RecceLite pod is a derivative of Rafael's Litening navigation and targeting pod, which is used by the Israeli air force among others.

The new gimbaled version can be controlled from the ground to focus on "areas of interest". In the case of a data-link failure, the system will send the images to the ground station immediately after the connection is re-established.

Commonality is often a key word in the procurement plans of many airforces.

The commanders do not want to have dozens of bomb types in their arsenal but they still need flexibility.

The solution - an add-on device that can control many types of munitions according to the mission.

One very good example of that trend is the Smart Precision Impact and Cost Effective (Spice) stand-off, autonomous, air-to-ground weapon system developed by Rafael in Israel.

This widely used system will be adapted to more types of bombs to meet growing demand.

Spice is in service with the Israeli Air Force and is under contract with several international customers.

It is a guidance kit that can be mounted on general-purpose and penetration warheads: Spice-1000 for 1000lb warheads such as MK-83/RAP1000/BLU-110; and
Spice-2000 for 2000lb warheads such as MK-84/RAP2000/BLU-109.

Spice-2000 achieves a stand-off range of more than 60kms. Spice-1000 achieves an even greater range, thanks to its unique deployable wings.

The weapon uses state-of-the art navigation, guidance and homing techniques to achieve the accurate and effective destruction of targets with a CEP of better than 3m.

It has day, night and adverse-weather capabilities, based on its dual CCD/IIR seeker and advanced scene-matching algorithms. As it approaches the target, Spice compares the real-time electro-optical image received from its seeker with reference intelligence images stored in its memory. In the homing phase, the system locates the target and uses the tracker to hit it.

According to Rafael, as a result of this capability, Spice can overcome Target Location Error and GPS jamming, and dramatically reduce collateral damage. The Spice mission profile can be set to a specific attack azimuth and impact angle to suit the selected target profile, such as a steep dive angle for deep penetration.

The Spice-2000, and especially the Spice-1000 with its deployable wings, are easily integrated onto a wide range of single- and dual-seat fighter aircraft, and requires no aircraft modifications.

Spice is fully operational and has recently demonstrated outstanding combat performance in all parameters. This has made it the leading air-to-surface weapon system of the Israeli Airforce.

When rumours persist, they're either false or they really do have a solid factual basis. The latest  doing the rounds claim that two Israeli aerospace companies have purchased some Diamond DA-42 aircraft as platforms for special missions platforms.

Israel Aerospace Industries (IAI) and Elbit Systems are not commenting on the rumours but sources say that the two-engine aircraft that became a successful unmanned air system (UAS) thanks to the efforts of Aeronautics Defense Systems , has spurred the interest of the two big companies.

It is not clear whether IAI or Elbit Systems evaluate the D-42 as a potential platform for a UAS or that they evaluate it as a low-priced manned platform for carrying different payloads.

Sources said that the evaluation may be also focused on the option of using the D-42 for optionally piloted vehicles as an interim solution for the market. This interim solution may bridge the time gap until large UASs are allowed to fly in civil air-traffic-control areas.

The production rate of the Aeronautics Dominator-2 UAS, based on the two-engine D-42, will soon be increased because the company expects to sign new contracts.

This comes after the XP version of the Dominator-2 UAS has been cleared for export.

The Dominator XP was adapted to comply with the Missile Technology Control Regime limitations.

The Dominator 2 can achieve an endurance of 28h and is capable of carrying a 300kgs payload. Its maximum takeoff weight is 2,000kgs. Its maximum altitude is 30,000 feet and maximum speed is 190kts. The Dominator is aimed at the high end of the MALE UAS market.

The rumours about the new interest from the two major Israeli UAS manufacturers may be explained by demand from low-budgeted clients that want a payload in the sky without it being attached to a sophisticated expensive platform.

The Israeli government is the sole shareholder of the country's biggest aerospace and defence industries.

This fact is not reflected in the attitude of the respective ministers to the companies which feel deserted. "We are orphans," a source in one of the companies said on 14 July.

The consolidation process that changed the face of the aerospace and defence industry in the US and Europe in the past 15 years, but this has stopped on the Israeli border.

However, even when there were signs something was going to happen to remedy the situation, it was a false feeling.

Earlier this year, the government decided to merge Israel Military Industries (IMI) with Rafael.

The result would have been the development of very advanced weapon systems based on the combined know-how of both companies in developing special explosives and warheads.

However, the Israeli government does not seem to have moved to implement its decision after efforts to privatise IMI met with opposition, mainly from the workers' union.

IMI has been in financial problems in spite of a growth in sales and an impressive backlog. Problems stem from a retirement programme that puts a heavy burden on the company.

With the growing competition in the export market, the merger plan looks right but the impotency of the ministers to implement their own decisions has reached a new peak - or rather the lowest possible point.

How realistic is it that passenger aircraft might be equipped with protection systems against the threat of shoulder-launched missiles?

I think that unless regulatory bodies decide these systems are mandatory, they will not be fitted.

To mount these systems on an aircraft would mean less passengers in the cabin, which would not please the airlines. Only if regulatory bodies, such as the FAA, decide these systems are crucial will the very real threat be handled efficiently.

In this year's Paris air show, Elbit systems unveiled a full-size model of its commercial multi-spectral infrared countermeasure system (C-MUSIC), that protects large jet aircraft against shoulder-launched missiles, which are in the hands of many terror organisations.

The 2.7m-long pod will be carried under the aircraft's belly. It houses the advanced fibre laser-based DIRCM mirror turret developed by Elbit Systems Electro-optics Elop, as well as the IR Passive Approach Warning System (PAWS) sensors developed by Elbit Systems' Elisra.

C-MUSIC is designed to protect large jet aircraft against man-portable heat-seeking surface-to-air missiles known as MANPADS. Based on MUSIC systems currently in use on helicopters and medium turboprop fixed-wing aircraft, C-MUSIC's fibre laser-directed IR countermeasure technology creates a laser beam that is directed towards the tracked missile, effectively defeating the incoming threat.

According to the Israeli company the pod is modified specifically for the stringent demands of commercial aviation. C-MUSIC can be tailored to jets of all sizes and its fully automatic operation has no impact on flight crew workload.

C-MUSIC has been selected by the Israeli Ministry of Transportation to protect the entire Israeli commercial fleet. It includes certification to FAR-25 requirements by the Civil Aviation Authority of Israel. Elbit Systems is now expanding its offering to the international market.

After the unsuccessful attempt to down an Arkia 757 in Kenya with a shoulder-launched missile in 2002, the Israeli government decided to equip some Israeli passenger jets with an interim solution, based on flares that can divert the missile.

Until now, no Israeli passenger aircraft has been equipped with a full protection system. Will that change in the future? Only if the law requires it.

Work on the next acquisition plan for the Israeli Defence Force (IDF)  will start next week, with one of the main issues being the structure of the Israeli Air Force (IAF) during the next 10 to 15 years.

As procurement plans have a long maturity time, the IDF general staff will have to make some important decisions. The task this time is complicated as the situation in the Middle East has changed and continues to evolve.

The IAF problem comes down to how it keeps its "critical mass" among the following facts - the expected late delivery of the Lockheed Martin F-35s, the changing threat scenario in the Middle East and the fact that the variety of non-stealth fighters available for the IAF in the next 10 years will be almost zero.

The problem looks even more complicated when you hear experts talk of the "small details". They say the IAF will not have its first 20 F-35s with full software suit until at least 2018.

They also point out that the IAF has to keep a "critical mass" because of the special nature of its everyday missions that require the performance of many more missions per aircraft compared with other forces.

The experts agree the IAF is the "right size" and should not shrink under any budget or availability limitations.

The sources emphasised that the future IAF structure will also be determined according to the projected operational capabilities of future unmanned air systems currently under development.

To complicate things even more, the Israeli navy will put some high-profile procurement plans on the table and the ground forces will also supply a long shopping list.

It is a natural question - how do you avoid the "Tower of Babylon" in the combat zone, especially in complex airborne systems?

With so many communication channels operating simultaneously in the heat of the battle, how can a soldier or commander take in everything he needs to know?

Israel, as a country with special security needs, operates an enormous variety of combat systems, each pouring in data to create the "big picture ".

Crews in large aircraft, such as the ones used for command and control or airborne early warning, are the best example for the operational requirement.

Israeli company Orbit recently unveiled its communication management system (CMS) aimed at serving aerial platforms with many crew members.

According to Gabriel Racah, Orbit's director of marketing, CMS is designed to meet the complex requirements of large-crew aircraft.

Orbit says CMS offers a high-performance digital communications management system for up to 20 users. 

"The system seamlessly integrates the routeing and distribution of inbound and outbound audio and data communication to the aircraft - as well as wireless intercom communication among crew members, maintenance personnel and technicians," Racah said.

Orbit based the system on a modular and open design that can be flexibly configured to meet the needs of multi-user platforms. 

According to Racah, this commercial, off-the-shelf, component-based architecture maximises design flexibility and enables the cost-effective deployment of tailored communication solutions.

Orbit says CMS is supplied with an easy-to-use software management tool that expedites configuration, installation and maintenance, saving substantial time, resources and costs.

The complexity of modern networked combat systems requires systems that will organise the flow of data to something a human can handle and use.

Air-to-air missiles become surface-to-air and now there are indications that surface-to-air will become air-to-surface and, in the future, surface-to-air may be attached to wings of fighter aircraft. Confused? This transition may look strange at first glance, but to the Israeli missiles manufacturers it seems to be the right development.

At first, Rafael revealed an effort to develop very advanced "multi-mission, multi-platform" missiles that can also be launched from fighter aircraft in air-to-air missions.

The first implementation of the new approach was when the company used two combat-proven air-to-air missiles, to develop a surface-to-air point-defence system. The Spyder system is based on the Python-5 and the Derby; two very advanced air-to-air missiles.

The system was exported to various countries and, last year, Rafael came up with a longer-range version of it. Boosters attached to the missiles increase their range.

Another proof of the new trend also comes from Rafael, which recently announced that its Stunner missile is actually a next-generation air-to-air missile. The Stunner will be used initially as part of the David's Sling system, aimed at intercepting short- and medium-range rockets.

The very latest development comes from another Israeli missile manufacturer - Israel Aerospace Industries (IAI).

The company has hinted that its Barak-8 air-defence missile may be adapted for launch from airborne platforms.

While IAI sources confirm that such an application is possible, they do not say whether such a move is planned.

The Barak-8 missile is equipped with a fully active seeker. The missile is not dependent on the launcher for targeting and guidance, and can perform at much longer ranges, offering effective protection from aerial threats, manned, unmanned and guided weapons. Covering both low and high altitudes, the missile is designed for operation on board ships as well as for terrestrial applications. The Barak-8 system is designed to engage multiple targets simultaneously with deadly effectiveness.

"When the manufacturers have good building blocks it it is relatively easy for them to use the same missile with minor changes for different applications," one Israeli defence source said recently.

Israel is making a cautious effort to restore its defence ties with Turkey.

This effort, if successful, may revive proposed plans to sell additional Israeli-made defence systems to the Turkish defence forces.

Turkey froze all negotiations over buying Israeli-made defence systems after Israel's navy stopped the "Peace flotilla" that headed for the Gaza strip last year.

The incident came in the middle of Israeli unmanned air systems (UAS) deliveries to Turkey and negotiations over additional contracts.

The collapse of relations between the two countries ended the bonanza that had just started for the Israeli defence and aerospace industries.

Turkey had a long UAS shopping list that would have poured billions of US dollars into the bank accounts of Israeli companies during the next five to 10 years.

In recent weeks, there have been the first signs that things may be changing as a result of US pressure on Turkey, and the belief in Turkey that Israel is not the enemy.

Turkish prime minister Arduan's victory in the recent elections eased domestic tensions in Turkey and, according to Israeli sources, allowed the Turkish government to look at things "in more practical colours".

On July 5, Israeli sources said that if the "reconciliation trend" continues, we may see new contracts between Israeli defence and aerospace industries and Turkey before the end of the year.

In recent months, Turkish aerospace industries have boasted of locally-designed UAS's, but it will take some time before they reach the operational maturity of the ones exported by Israel.

 
By ARIE EGOZI
 
When politicians are involved in choosing an alternative we should always expect the wrong selection. And often, when a politician makes the right one,  another comes along  and prevents its implementation. This is exactly what happened recently in what seemed to be a revolution concerning the security of the Israeli commercial aviation.

The plan to form an Israeli aviation security authority was shelved. El Al will continue to supply the security services for the two other Israeli airlines, Arkia and Israir.

Last November, Israel Katz, the Israeli transport minister, announced that he had prepared a proposal to establish a national authority for air transport security.

Katz said the new Authority will have the responsibility for the security of  Israeli air transport domestically and overseas.

Currently, El Al supplies security services for the other Israeli airlines in foreign destinations.

"The situation in which a private company is responsible for the security of flights of other airlines and competitors is illogical," Katz said when he presented his plan.

El Al was assigned to supply the security for all the Israeli airlines when it was a state-owned company

The transport minister said he intended to form the structure of the state aviation security authority by the end of March 2011. But opposition from the ministry of finance and lack of backing from prime minister Benjamin Netanyahu have buried the initiative.

El Al is continuing to supply the security services to the other Israeli airlines and has indicated that it is not ready to be the security services supplier. However, the government rejected all of El Al's arguments and ordered it to continue to supply the services. Private airline or not, the government still has power.

As the things stand the plan is buried. Other ideas will be evaluated, but in the meantime El Al will have to continue supplying the services around the world. The mission is complex as an army of security officers are employed to keep the security standards that are part of each Israeli airline's flight.

 
By ARIE EGOZI

There is growing concern in Israel about the refusal of certain countries in Europe and Scandinavia to allow Israeli securitystaff to  perform checks on air passengers heading to Israel.

Last week, Denmark told Arkia, the Israeli airline, that it refuses to let Israeli security staff perform independent security checks at Copenhagen airport on the Israeli airline's fights to Tel-Aviv.

The Danish authorities have also made it clear that they will not allow any Israeli security people on their soil to carry weapons.
Denmark said the independent security checks that the Israeli personnel perform would violate laws of freedom of occupation and human dignity. The Danish authorities said they are ready to allow Israel security personnel to work with local staff but this offer was rejected by the Israeli side.

On 4 July, Arkia spokesperson Orly Peleg- Mizrahi said the passengers are transferred to Malmo in Sweden and from there flown to Israel.

The Israel general security service has never accepted security checks on flights to Israel that are being performed by local staff in other countries. "We have our methods and standards and that is a red line that will not be crossed," an Israeli aviation source said.

The Israeli security staff that check the passengers on Israeli airlines and who guard the boarding area are specially trained. All of them served in elite units of the Israeli defence forces.