Analyzing the Air Power Balance: Indian Air Force vs. Chinese PLAAF

Amid escalating tensions, the Indian Air Force (IAF) faces a formidable challenge from the technologically advanced People’s Liberation Army Air Force (PLAAF) over the Himalayas. With over 1200 warplanes, the IAF stands in a tight spot against the PLAAF's locally developed and manufactured arsenal.

The PLAAF's substantial size and technological superiority pose a significant threat, yet the IAF holds advantages in operational bases and geographical positioning, critical for supporting Indian Army operations and counteracting PLAAF strategies.

As tensions simmer along the Ladakh border, questions arise about the IAF's ability to sustain operations in challenging mountain terrain and a potentially expanding conflict scenario. An objective analysis of PLAAF capabilities is crucial to assess the threat posed to IAF operations.

Delving into PLAAF platforms, training, and likely tactics provides insights into the potential challenges faced by the IAF. From frontline fighters like the Su-35 and J-20 to strategic assets like the H-6 bombers and advanced cruise missiles, the PLAAF presents a multifaceted threat.

Examining PLAAF training, tactics, and operational exercises reveals a concerted effort to enhance combat readiness and adaptability against near-peer adversaries. However, challenges remain in achieving uniformity across units and maintaining tactical proficiency.

In assessing the PLAAF's potential tactics, the utilization of stealth capabilities, force multipliers like AWACS, and precision strike capabilities underscores the complexity of the threat environment faced by the IAF.

Despite PLAAF's advantages, constraints exist, such as terrain limitations, logistical challenges, and vulnerabilities in extended operations from high-altitude airbases. The IAF's familiarity with low-level flying and operational bases offers strategic advantages in countering PLAAF aggression.

As both air forces engage in a potential conflict scenario, the balance of power hinges on factors like training, motivation, and adaptability. While the IAF may face initial challenges, leveraging strategic acquisitions and operational expertise can bolster its resilience against PLAAF incursions.

In navigating the air power balance, the IAF must prioritize strategic investments in cruise missiles, EW equipment, and air defense systems to mitigate PLAAF advantages and uphold national security interests in the region. 

US Boosts F-15, F-15EX Fighters with Cutting-Edge Technology; EPAWSS Testing Completed

The United States enhances its F-15E and new F-15EX fighter jets with a groundbreaking electronic warfare system, EPAWSS, to elevate their combat effectiveness against adversaries. After successful testing by the US Air Force and BAE Systems, this system promises game-changing capabilities for the fighters.

BAE Systems announced the completion of the EPAWSS testing, validating its full-spectrum electronic warfare features like radar warning, geolocation, and self-defense. The system's agility and upgradeability ensure continuous protection against evolving electromagnetic threats.

With an investment of $1.8 billion, the EPAWSS program is set to equip F-15E Strike Eagles until 2029, enhancing their lethality and survivability in contested environments. This system marks a significant leap in electronic warfare technology, setting a new standard for jet pilots.

EPAWSS's integration into the F-15 fleet signifies a strategic move to prolong the fighters' operational life and maintain their combat readiness. Amidst evolving battlefield dynamics, these fighters remain pivotal, especially in potential confrontations with adversaries like China.

The US Air Force's commitment to outfitting F-15s with EPAWSS underscores its dedication to bolstering national defense capabilities and ensuring the fighters' effectiveness until at least 2040. 

China Unveils J-15D Electronic Warfare Aircraft: A Game-Changer in Naval Aviation?

 China has showcased its electronic warfare (EW) version of the carrier-based J-15 fighter, termed the J-15D, through Chinese state media. The aircraft, reminiscent of the US Navy's E/A-18G Growler, integrates EW capabilities into a fast-flying jet fighter, as depicted in footage aired by China Central Television (CCTV).

The J-15D features distinctive pods, akin to those seen on the J-16D. Notably, China drew inspiration from the US F-16 C/D Block 52/60 design for integrating EW systems into the J-10D, making the J-15D the third fighter-based EW platform in the Chinese arsenal. Originating as a Chinese iteration of the Russian Su-33, the J-15 serves as a carrier-based aircraft.

Speculation surrounds the carrier from which the J-15D might operate, considering China's fleet of carriers, including the Liaoning, the Shandong, and the forthcoming Fujian. While visual evidence primarily showcases the Liaoning and the Shandong deploying J-15s, the J-15's heavy build may necessitate a Catapult Assisted Take-Off and Barrier Arrested (CATOBAR) flight deck, such as that found on the Fujian, equipped with an Electromagnetic Launch System (EMALS).

The J-15D's potential role aligns with its heavier counterpart's, the J-15, which specializes in carrying substantial payloads of anti-ship missiles. In contrast, lighter platforms like the J-31/J-35 focus on combat air patrol (CAP) and air superiority tasks.

Considering China's naval aviation strategy, the emergence of the J-15D, alongside the development of the J-31/J-35 and the introduction of the Fujian carrier, signifies a comprehensive enhancement of carrier-based capabilities. The J-15D is poised to play a pivotal role, akin to the US Navy's Growler, in providing electronic support and jamming capabilities during naval operations.

New Floating Bases For U.S. Navy------Defense News

Decades after the idea was broached for a floating, mobile base to support operating forces in the Persian Gulf, the concept has suddenly shifted into high gear, and a sense of urgency is driving both new U.S. ship construction and conversion of an existing vessel.

A new Afloat Forward Staging Base (AFSB) is mentioned almost in passing within the Pentagon budget briefing document made public Jan. 26. Development funding will be provided, the document said, for a new AFSB “that can be dedicated to support missions in areas where ground-based access is not available, such as countermine operations.”

Elsewhere, under “industrial base skills,” the documents noted that, “for example, adding the afloat forward staging base addresses urgent operational shortfalls and will help sustain the shipbuilding industry in the near-term and mitigate the impact of reducing ship procurement in the” budget.

What is all this verbiage code for?

“This fulfills a long-standing requirement from U.S. Central Command (CENTCOM), going back to the Tanker Wars of the late 1980s,” said Capt. Chris Sims, a spokesman for U.S. Fleet Forces Command in Norfolk, Va.

Sims was referring specifically to a recent decision to modify the amphibious transport dock ship Ponce — which had been scheduled to be decommissioned March 30 — into an interim AFSB able to support minesweeping MH-53E Sea Dragon helicopters.

The ship will be operated jointly by active-duty Navy officers and sailors, and by government civilian mariners employed by Military Sealift Command (MSC) — a hybrid crew similar to those used on the Navy’s two submarine tenders and the command ship Mount Whitney.

Beyond the conversion, though, the Navy now plans to build at least one, and possibly two, AFSBs.

U.S. Navy officials would not publicly confirm the new construction, but sources confirmed the service plans to modify the Mobile Landing Platform (MLP) design to take on the AFSB role.

Three MLPs have been funded for construction at the General Dynamics National Steel and Shipbuilding (NASSCO) shipyard in San Diego. The ships are large, 765-foot-long vessels able to float off small landing craft, tugs or barges.

For the AFSB role, a fourth MLP hull would be modified with several decks, including a hangar, topped by a large flight deck able to operate the heavy H-53s in the airborne mine countermeasures role.

But the AFSB will also be able to carry Marines, support patrol and special operations craft, and fuel and arm other helicopters.

The ship is expected to be requested in 2014.

Sources also said the Navy might be considering modifying the third MLP to the AFSB mission. Construction of that ship, funded in the 2012 defense bill, is being negotiated between NASSCO and the Navy.

Conversion of the Ponce, meanwhile, is proceeding with alacrity. MSC issued requests for proposal (RFPs) on Jan. 24 to upgrade and refit the ship. Bids are to be submitted by Feb. 3, with work to begin in mid-month. The RFPs state that sea trials are to be carried out in mid-April.

The work includes upgrading the ship’s navigation systems, bringing habitability up to MSC standards and general refurbishment. No flight modifications are planned at this time, said MSC spokesman Tim Boulay.

Fleet Forces Command also has begun solicitations for 50 Navy personnel to help man the ship in its special mission role.

The Ponce had returned to Norfolk from its final cruise Dec. 2, and crewmembers had already begun the inactivation process when the order came down to keep the ship running.

Use of the ship, Sims said, was “seen as an opportunity to fulfill that longstanding CENTCOM request.”

USAF to Retire Block 30 Global Hawk

The U.S. Air Force is likely to retire its fleet of Block 30 Northrop Grumman RQ-4 Global Hawk high-altitude unmanned surveillance aircraft, an industry source confirms, breathing new life into the five-decade-old U-2 program.

On Jan. 24, analyst Loren Thompson of the Lexington Institute, Arlington, Va., said the Pentagon is planning to mothball its recently acquired Block 30 Global Hawks, which are designed to collect imagery and signals intelligence. Not only would the Air Force stop building the aircraft, but existing planes in the current inventory would be retired.

The Air Force had been planning to buy 42 Block 30 aircraft. According to 2011 budget documents, the cost of each aircraft was around $215 million. It was not immediately clear how many Global Hawks the Air Force has.

The aircraft is being terminated mainly due to its high cost to buy and maintain, but it has also failed to live up to the promises that the program had originally offered, sources said.A knowledgeable industry source confirmed that the Air Force is killing the program.

“Yes, this is accurate — been a lot of discussion on the possibility of this a long while,” said the source, who was not authorized to speak to the media. “There is a high probability it will come to pass now unless Congress takes a major exception.”

But the industry source said that’s not likely to happen due to budget constraints.

“I don’t think that’s likely in the economic environment of this year’s DoD budget, and there are no real ‘hawks’ in Congress from California,” he said. The aircraft is built is both built and based in California.

A senior Air Force official would neither confirm nor deny that the Pentagon had deleted the Global Hawk from its proposed budget. But “clearly, FY13 is going to be a particularly tough budget year for the DoD,” he said. The official is not authorized to speak to the media.

Northrop Grumman officials could not immediately comment.

The Air Force declined to provide an official comment, other than to say that no budget details will be made available before the budget is released.

If the program is killed, Thompson said the cost of the U.S. Navy’s Broad Area Maritime Surveillance (BAMS) variant of the Global Hawk could go up, which could render that aircraft unaffordable. There is a proposal to equip the Air Force with the naval variant, he said, but that is unlikely to happen.

The Navy wants to use the BAMS aircraft as a communications relay and maritime surveillance tool with its 360-degree sensors that include radar, an electro-optical/infrared camera, Automatic Identification System receiver and electronic support measures.

One source close to the Air Force said the sensors, data links and other equipment on the Global Hawk are less accurate, and provide less resolution, less range and less collection capability than other intelligence, surveillance, and reconnaissance platforms, particularly the U-2.

“As for the Global Hawk system’s capabilities, it is good at long-endurance flight with its so-so sensors,” the source said. “They are currently and will continue to be well below par.”

The Global Hawk has never lived up to the Air Force’s original expectations, critics have said.

Even if additional resources were added to the program, “it will never live up to the hype the Military Channel, Aviation Week, etc., have been leading the public to believe,” the source said. “The technology advertised as currently on-board many UAVs is nothing short of science fiction, not mature and won’t be until billions are spent to make it happen.”

Additionally, the Global Hawk doesn’t have the U-2 Optical Bar Camera, which creates 6-foot-long wet-film images of the ground. Congress had barred the Air Force from retiring the U-2 until all of that aircraft’s capabilities are replaced.

The Global Hawk is also far less reliable than the Air Force had hoped, he said. The aircraft “spends most of its time hiding in its hangar broke.”

The fate of the Block 40 Global Hawk, which is equipped with the Multi-Platform Radar Technology Insertion Program (MP-RTIP) radar, is not clear. The MP-RTIP is a powerful ground surveillance radar designed to create photo-quality imagery of the Earth’s surface and overlay moving ground targets over those.

Nor is it clear if NATO’s proposed buy of five modified MP-RTIP-equipped Global Hawks for its Alliance Ground Surveillance program or if Germany’s EuroHawk program will be affected.

The demise of the Global Hawk means that the U-2 has a new lease on life. Thompson said the venerable aircraft will now remain in service till at least 2023.

U.S. Navy Document Plans Carrier Air Wings’ Future

The U.S. Navy’s carrier air wings of tomorrow will look very different from today’s, according to a new document produced by the sea services.

By 2032, the Navy’s fleet of F/A-18E/F Super Hornet fighters and new EA-18G Growler electronic attack jets will have begun to be replaced by new types, a new document called Naval Aviation Vision 2012 says.

The Navy will consider manned, unmanned and optionally manned aircraft to replace the long serving Rhino, as the F/A-18E/F is known to carrier deck crews. The Super Hornet will begin to reach the end of its service life around 2025 and must be replaced. The document says a competitive fly-off will be held at some point in the future.

The Super Hornet-derived EA-18G will also start being replaced by a new aircraft, but the document offers no further details.

Additionally, a new Unmanned Carrier Launched Surveillance and Strike (UCLASS) is to be integrated onto the carrier deck around 2018 — possibly with four to six planes embarked. The aircraft could make use of technologies developed by the X-47B program. The Navy document calls for “balanced survivability” so that the unmanned strike plane will be effective in “specified tactical situations.”

The F-35C will serve alongside these prospective aircraft.

But the Navy isn’t going to stop with replacing just its fixed-wing assets, as the document calls for the wholesale replacement of its helicopter fleet.

The MH-60 helicopter fleet will be supplanted by a new rotary-wing aircraft. The Fire Scout unmanned helicopter will also be replaced as will the MH-53E Sea Dragon counter-mine and heavy lift helicopter. In the case of the MH-53E, a replacement aircraft needs to be operational by 2026, the document says.

The Marines will get a Cargo Resupply Unmanned Aerial System (CRUAS) by 2032, and the service’s entire fleet of tactical remotely operated drones will be replaced. The Navy will continue to fly the Broad Area Maritime Surveillance version of the Global Hawk unmanned plane in 2032.

The training aircraft fleet will look similar to today’s, the document says. The T-6 and T-45C will soldier on, as will the TH-57 training helicopter. But the T-44 and TC-12B multi-engine turboprop trainers will be replaced with a new aircraft. The Marines’ C-20 and Navy’s C-26D and UC-12 fleets will also be replaced. As well, a new plane will take the place of the C-2 Greyhound carrier onboard delivery plane starting in 2026.

Nor has the Navy forgotten about its fleet of F-5 and F-16 aggressor aircraft. A replacement aggressor aircraft is envisioned for 2025, according to the document.

France Offers Heron for NATO Role

PARIS - France is offering the Heron TP as its contribution in kind to the NATO Alliance Ground Surveillance program, but technical and financial problems related to adapting the medium-altitude, long-endurance (MALE) UAV to French standards are holding up a deal with Dassault and Israel Aerospace Industries (IAI), industrial and political sources said.

DASSAULT IS NEGOTIATING with Israel Aerospace Industries on the contract for the Heron TP, which the French company would then deliver to French authorities. (Israel Aerospace Industries)

French Defense Minister Gerard Longuet told the French aerospace journalists' press club that the deal would be sealed by "the end of 2012."

Dassault is negotiating with IAI on the contract for the Heron TP, which the French company would then deliver to French authorities.That's later than expected by industry and parliamentary sources, who had thought the controversial contract would be signed before the presidential elections starting in April.

"There are many difficulties" on adapting the Heron TP, driving the cost above the 320 million euro ($408 million) budget, a parliamentary source said. An extra 150 million euros each for Dassault and Thales has been estimated for the modifications, the source said.

That would push the cost to 620 million euros, approaching the 700 million euro price tag of a previous Dassault offer of the Système de Drone MALE.

The Defense Ministry has asked Dassault to submit a technical-financial proposal on the Heron TP at the end of the month.

Among the key modifications are a satellite communications link and de-icing equipment, vital to plugging the UAV into the French - and NATO - network and fly in the northern European climate, the industry executive said.

Procurement officials are working hard to make progress on the UAV case, and one option might be to acquire the Heron TP with little or no modification, the executive said.

That might create problems of interoperability within NATO as Paris has offered the Heron TP as its asset contribution, instead of paying cash, toward maintaining the AGS system, the executive said.

Although 13 nations are acquiring AGS, based on the Northrop Grumman Global Hawk UAV, all 28 alliance members help maintain the system in return for access to AGS information.

"The AGS package is still being discussed at NATO," an alliance press officer said. "It is a topic to be discussed in the February meeting of defense ministers."

NATO has long sought to launch the AGS program, intended to provide commanders with a common operational picture.

France has had a troubled relationship with AGS, as Paris looked to gain a big technological role. The planned AGS system relies on five Global Hawks to provide radar and optical pictures of conditions the ground, and a network of transportable ground stations. The UAVs will be based at Sigonella airbase, Italy.

The choice of the Heron TP sparked resistance in the French Senate, which argued for acquisition of General Atomics' Reaper on grounds of cost, performance and interoperability with allied forces.

Longuet defended the choice of the Israeli UAV as "a compromise between capability and a long-term interest for industrial policy," he told the press club.

"We could have found a cheaper, more efficient, quicker solution, but at the [unacceptable] price of long-term dependence," he said.

Longuet denied that most of the contract value would go to IAI, saying that air vehicle is the smallest part of the system, with communication and observation more important.

The government argues that adapting the Heron TP to French needs will help develop competences among about 10 domestic companies in high-value areas, particularly in communications. Critics of the choice say there would be more work for French companies on the Reaper, pitched by EADS and General Atomics.

"No proposition was made by Reaper, which did not want to share, nor to adapt to French standards," Longuet said.

General Atomics did not make a formal offer because France did not send a letter of request, an industry executive said.

In 2010, the U.S. company signed a technical-assistance agreement with EADS detailing its offer, the executive said. The agreement listed modifications, including a communications link developed by French equipment firm Zodiac for the Harfang UAV flying in Afghanistan.

General Atomics also wrote in June 2011 to French Sens. Jacques Gautier and Daniel Reiner, setting out a $209 million offer for seven air vehicles, ground gear and service support.

The government, however, sees Dassault as holding a key position on a strategic roadmap intended to ensure interoperability in observation, surveillance, targeting and air power. That position stems from its work on the Rafale and Anglo-French cooperation, in the government's view.

Longuet said risk-reduction work on the Heron TP would start in 2013.

Dassault and DGA were unavailable for comment.

On a proposed new MALE UAV to be developed with Britain, Longuet urged a pan-European rather than a strictly bilateral approach.

The project "should accept the construction of Europe," he said. "We can't ignore countries with industrial capabilities. We'll probably have an Anglo-French project, which cannot avoid opening to other European partners."

On the Anglo-French cooperation treaty, Longuet said, a new date for a summit meeting would be set for before his birthday on Feb. 24.

"There are no doubts on defense," he said on relations between London and Paris.

EADS and Finmeccanica signed a deal in December to team on UAV development, reflecting wider discontent in Italy and Germany over the Anglo-French defense accord.

France would not develop the EADS Talarion Advanced UAV, Longuet said.

One way of bringing a European dimension into the planned Anglo-French MALE UAV would be to integrate it into the European combat aircraft environment, dominated by the Eurofighter Typhoon and Rafale aircraft, Longuet said.

"If we're intelligent, we should say, 'You British work on Eurofighter with Germany, Italy and Spain, and we'll work on Rafale,'" he said. "It would be good if the MALE UAV were to be compatible with one and the other."

OTHER PROGRAMS

France will buy the A330 Multi-Role Tanker Transport (MRTT) from Airbus "in 2013 for delivery four years later," Longuet said, leaving Boeing out in the cold.

Longuet dismissed previous official denials that Airbus had been chosen as "semantic elegance."

The U.S. Air Force's $35 billion pick of Boeing over Airbus for its KC-X tender effectively shut the door on a French tender.

France is expected to order five to seven A330 MRTT units in a first-batch order that could total 14.

Paris had been considering leasing part of Britain's A330 tanker fleet, but the Libyan air campaign led French authorities to decide they wanted their own aircraft.

On domestic consolidation, Thales would likely take a 10 percent to 20 percent stake in Nexter in exchange for handing over its TDA Armements mortar and munitions business to the land systems specialist, Longuet said.

Thales' holding would be significant but would not leave Nexter "dependent," he said.

Answering a question on anxiety at DCNS, where Thales is raising its stake in the naval company to 35 percent from 25 percent, Longuet said, "Thales is not the obligatory supplier of systems. DCNS can choose its systems."

DCNS makes naval combat management systems, and executives fear Thales will impose its own products, relegating the company to being a platform maker.

Nexter and DCNS had to forge European alliances to compete with companies from emerging economies such as Brazil, but first they had to consolidate their domestic base, Longuet said. Nexter had to look to German partners, as that was where the land sector was strong, he said.

Asked about the health of French defense companies, Longuet said, "Thales is a company necessarily in more peril because it is innovative on creative subjects on a world scale. It is more difficult. It has to take risks and goes through periods of uncertainty."

Regarding arms exports, the 2011 total for France would be around 6.5 billion euros, helped by an Indian contract for modernization of its Mirage 2000 fighters, Longuet said. That compared with 5.12 billion in 2010.

In October, procurement chief Laurent Collet-Billon had told lawmakers in October he expected 2011 export sales to reach 7.5 billion euros.

On export prospects for the Rafale, Longuet said a UAE decision to pick the Rafale would help sell the fighter to Kuwait and Qatar, which want to be interoperable with their neighbor's Air Force.

"They are interested" but would not be the first to commit, he said. "If they think no decision is being made [by UAE], they will look elsewhere."

Kuwait is looking at acquiring 18 to 22 jet fighters, with Qatar potentially 24, industry executives said, according to La Tribune.

The Defense Ministry appeared to harbor worries about Qatar raising its stake in Lagardère, the family-controlled company which owns 7.5 percent of EADS.

"There are fewer problems in football than in military aeronautics," Longuet said. "It's a subject."

But the decision on Qatar's shareholding in Lagardère was up to the Finance Ministry, not the Defense Ministry, he said.

A Qatari sovereign fund holds 10.07 percent of Lagardère stock, making it the largest single stockholder in the French company, and has asked for a seat on the board. Qatar bought 70 percent of the Paris Saint Germain football club for 30 million euros in May.

Julian Hale in Brussels and Tom Kington in Rome contributed to this report.

Thales To Continue Rafale Electronic Gear Support

PARIS - France has renewed with Thales a 10-year service contract for an undisclosed sum to support electronic equipment on the Rafale fighter, the company said in a Jan. 10 statement.

The fixed-price contract includes a power-by-the-hour feature, with an agreed price for guaranteed availability of the equipment, a Thales spokeswoman said.

"The ten-year contract, known as Maestro, is a renewal of the current through-life support contract and broadens the scope of responsibility to ensure that Thales works more closely with operational personnel to guarantee fleet availability," Thales said in the statement.

The contract was awarded at the end of November, the spokeswoman said. No financial details were available, although the contract is understood to be worth several million euros.

The joint aircraft service support department, Structure Intégrée de Maintien en Conditions Opérationelle des Matériels, awarded the contract.

Under the arrangement, Thales guarantees fleet availability by boosting equipment reliability and will deploy company personnel on site to be closer to the operator, the spokeswoman said.

On the Rafales flown by the French Air Force and Navy, Thales will maintain the aircraft's phased array radar, electronic warfare suite, avionics, front-sector optronics and cameras, and communications

Boeing: U.S. Army EMARSS Delivery in December

Boeing is set to deliver four Enhanced Medium Altitude Reconnaissance and Surveillance System (EMARSS) intelligence gathering aircraft to the U.S. Army in December, a company official said Jan. 11.

With a contract award last June, Boeing is obliged to deliver an operational aircraft within 18 months, said Waldo Carmona, Boeing's director of networked tactical intelligence, surveillance and reconnaissance (ISR).

"We have an 18 month contract to deliver four aircraft, fully integrated and tested to deploy, by December 2012," he said. "I tell you firmly today, that we're on schedule to go do that."

According to Carmona, the Boeing team has an internal target to beat that delivery date.

Dan Goure, an analyst at the Arlington, Va.-based Lexington Institute, said that he was impressed at how quickly the program is proceeding.

"This was quite amazing in the sense of how fast they were able to get a program of record up, moving and, now, the first four vehicles in the field," he said. "It's quite impressive."

To make sure the company delivers on time, Boeing has purchased a Hawker-Beechcraft King Air 350ER which it will modify to aerodynamically match the actual EMARSS aircraft, said Carmona.

The modified aircraft will have an extended nose where the operational plane would have its retractable electro-optical infrared (EO/IR) camera ball and it would have all of the antennas mountings of the real thing.

"From an external configuration, our risk reduction prototype is going to look just like the real airplane," Carmona said.

The prototype will fly in May, said Carmona. He said he hopes the aircraft will be FAA certified by no later than early June.

"That's one of the reasons that will allow us to meet the schedule," he said, adding that the FAA certification will simplify testing for the Army when it receives the first aircraft.

Simultaneously, a Joint Integration Test Facility operated by Boeing and the Army will test the intelligence gathering hardware and software in a lab in Aberdeen, Md. The lab facility will also look at future upgrades to the system, Carmona said.

Flight testing with all of the hardware and software onboard the aircraft will happen later this year after the FAA certification is completed.

Once airborne developmental testing is done, the four EMARSS aircraft will be sent to Afghanistan for limited user trials, Carmona said. In essence, operational testing will be during real-life combat missions.

"The whole plan is to put it in a real environment and assess its capability," he said.

While the EMARSS is not a revolutionary leap in capability, it does offer better performance than older aircraft like those used by the Army Task Force ODIN or the Air Force's MC-12 Project Liberty planes, said Goure.

"It makes absolute sense in the long-run to now put together a program of record that gets you everything you want, replaces the existing aircraft and lasts 25 years," he said. "It's a substantial improvement in capability and maintainability."

Carmona said that in addition to its powerful Wescam 15 EO/IR camera, EMARSS will carry a signal intelligence and communication intelligence payload. It also carries line-of-sight and non-line-of-sight high bandwidth data-links and can link to the Army's Distributed Common Ground System (DCGS-A). There are provisions for three intelligence analyst stations onboard, one of which can be configured for special mission packages. The EMARSS has provisions to carry 400 pounds of special intelligence payloads that are not part of the regular aircraft suite, Carmona said.

In the cockpit, the pilots are afforded a Situational Awareness Data-link (SADL) display, which enables the aviators steer the aircraft onto the crew's intended quarry.

Despite the weight, drag and power requirements, the aircraft will have seven hours of endurance, Carmona said.

Currently, the Engineering Manufacturing Development (EMD) contract is for four aircraft only, Carmona said. The Army has a requirement for 36 production planes, but the money for those planes is not in the budget.

The EMARSS program's budget has been caught in a political battle between the Army and the U.S. Air Force, said Goure.

"The issue here is politics," Goure said. "The Army essentially zeroed this out of the [Program Objective Memorandum] because it was afraid that, like on the C-27s, that it was going to put up the money, the program was going to go to the Air Force and the Air Force would just walk away with the money."

The problem will persist until the Pentagon sorts out who runs manned tactical airborne ISR, Goure said. Moreover, the Air Force is not willing to guarantee the availability of the aircraft to the Army whenever it asks because it manages assets across the entire theatre of operations, Goure said. Logically, the mission should be part of Army's repertoire, he said.

"It's a fundamental issue of how you manage tactical ISR," Goure said.

The Army needs to push for the EMARSS program to prove that it can successfully acquire and manage a program properly and in less than a 10-year span, Goure said.

"You need a win," Goure said. "Why would you pick this program to torpedo?"

Goure noted that EMARSS is amongst the most successful of Army procurement efforts in terms of execution, budget and timeliness.

Carmona said hopes to convince the Pentagon of the value of the EMARSS by demonstration just how good the aircraft really is over Afghanistan. A Milestone C decision on whether the Army will ultimately buy the plane is expected in the first quarter of 2013, he said.