Operational aspects of air-to-air refuelling

Transcription

1 AARMS Vol. 8, No. 3 (2009) TECHNOLOGY Operational aspects of air-to-air refuelling SZABOLCS LŐRINCZY Air Force Faculty, Miklós Zrínyi National Defence University, Budapest, Hungary Airpower's present and future responsiveness as well the NATO ability to project its forces worldwide depends on air refuelling. To insure responsiveness and global projection, NATO (including Hungary) must expand its air refuel capability. To make this responsiveness and projection to success the necessity of logistician and support side of AAR must be solved as well. This is a very complex task, which requires a lot of different capability and efforts to take. NATO has already identified the need for more air refuelling capability. During Desert Shield, the Alliance air power needed more air refuelling assets than were available. The result was that for some time ground units did not have enough air support. The Iraqis did not attack, but will future enemies remain in fixed positions or will he take advantage of our weakness during the early stages of our build-up? The loss of elite units and the rapid escalation of the conflict is at stake. Desert Shield reiterated the importance of air refuelling and all aspects of this air support capability and showed that we are not only lacking in this critical area but if these support requirements are not available it can block the whole process of air campaign and make impossible the final military End State so far. Introduction Purpose of Air-to-Air Refuelling The subject of AAR is very important for the Alliance forces because out of area operations require those kinds of aircrafts that are capable of accomplishing their mission to be far from their service distance. It is also necessary to train the crew and weapons controllers who have to use AAR techniques. This manpower must know all aspects of AAR because they have to plan, execute and control this very difficult highrisk manoeuvre. The consequence of this is that all specialists in the Hungarian Air Force have to know how to carry out the AAR task since we are a member of the Alliance today. 1 Air refuelling is designed to provide extended range and to increase the combat potential of tactical aircraft. It permits the introduction of fighter, electronic warfare, reconnaissance, and other aircraft into worldwide theatre operations within a matter of Received: December 3, 2009 Address for correspondence: SZABOLCS LŐRINCZY szabolcsl@yahoo.com

2 hours. In addition to improving range of tactical aircraft, it is also cost effective. By reducing the number of aircraft needed to maintain a combat air patrol (CAP), it reduces the number of maintenance personnel needed as well as the amount of time aircraft spend on the ground. Air refuelling missions require added emphasis on situational awareness and flexibility. Often, missions do not go exactly as briefed. The Mission Commander (MC) must be aware of what is happening and be able to react to any contingency. Flexibility also means that all engaging assets could take of full armament payload with reduced fuel to gain their combat capability. 2,6 In other hand, we should not forget AAR disadvantages. During aerial refuelling there is a major time limitation. During this time both, the tanker and the receiver has a limited manoeuvre capability and the number of receivers due to the fact the tanker has limited fuel transfer capability. To refuel a multi ship formation takes a relatively long time, volume of air space and long route. Also needs continues control and protection of that airspace to ensure mission success and to prevent losses due to accident or action taken by enemy. Because of these effects, a big AAR formation is very vulnerable during it`s AAR mission. This is the reason to plan major AAR missions out of enemy air space when it is possible. To plan AAR mission is one of the most complex operational planning activity and very challengeable due to high cost air assets. The lost of one of this assets could effect deeply to the success of operation. This is the reason why the tankers are on the first page of the target list. 3 General operating mission considerations Responsibilities SACT Supreme Allied Command of Transformation. This command is responsible to develop, implementation and updating the AAR Manual, which is guide for within Joint Operation Area JOA commanders, mission planners, tanker aircrews and tactics personnel al all level of command. This manual is the primary reference source for planning worldwide tanker mission operational and tactical level. SACUER Supreme Allied Commander Europe. He is responsible of application of this manual. He is also responsible for the coordination of AAR inter theatre operations. JFC Joint Force command. They will assign the role of the assets and they will be responsible of the integration of the air operation in Joint Operations. ACC Air Component Command. Is responsible to carry out the operation, he conduct, through CAOC (Combined Air Operation Centre), air campaign and integrate AAR 414 AARMS 8(3) (2009)

3 operations in Air Operation He will conduct theatre AAR operations. Allocation of theatre AAR assets will be proposed by the ACC in light of the JFC`s apportionment decision and the overall campaign objectives. CAOC Combined Air Operation Centre. CAOC is responsible to tasking AAR operations and perform and delivery the Air Operations Order (ATO) paying attention to the concept stated in AAR Manual. 4 Mission Planning Considerations The AAR operations are depending on a lot of physical, technical and operational circumstances. AAR is very similar like a chain, which could lost it s function if one chain link is broken. This broken link can result the whole Air campaign failure. For example: During a transatlantic AAR mission, in any case of AAR failure, there must be a very well organized alternate airfield matrix to have a chance for land somewhere. This might be critical on long route and bad weather condition like during winter time. This delay can cause a major operational problem. Also a real risk is the mechanical failure even for the tanker or receiver aircrafts. That is the reason to plan more aircraft which is necessary. The AAR plan is worked out in AIRPLAN AAR. This computer software is the tool for planning all the must known details about AAR. It includes the tanker and receivers type, fuel-system parameters (capacity, way of transfer, parameters of route concerning all aspect of fuel). This plan includes the schedule of transfer, timing, the geometry of AAR airspace or route, distance from home base or alternate airfields. 3 AARMS 8(3) (2009) 415

4 Main operating base Tanker beddown One of the most significant aspects during AAR is the tanker aircrafts home base or beddown. Tanker aircraft should be operated from bases located to ensure survivability of refuelling assets on the ground. The tanker main operating base (MOB) also needs to be close enough to provide a reasonable transit time to the refuelling tracks. This will optimize alert response time and off-load capability without unnecessary exposure to the threats like Ground Based Air Defence (GBAD) or hostile fighter aircrafts. Optimized beddown can reduce the number of tankers required to support operation. In order to maximize both effectiveness and efficiency, transit time should be minimized. This helps manage monthly flying hour limitations. In addition, being close to AAR areas increases the amount of fuel available for offload and more sorties to be flown in a day. Increasing the offload available on each tanker may reduce the number of tankers required to support operation and enable crews aircrafts to be released. Decreased transit time is very important to the timely response of ground alert tankers. 1 Ramp Space and Runway The location selected for tanker operations must have a large aircraft- parking ramp. Tactical threat considerations may require additional ramp space to separate aircraft ensuring survivability of the fleet. Runway length, climatic conditions, and departure obstacles affect the amount of fuel a tanker can take-off with and subsequently offload/loiter. Force sizing The number of tankers is determined by the operational criteria, also by meeting receiver requirement. To plan the optimized number of assets should be done according to the requirement inside and outside of JOA. i The optional ratio of the sorties must be found out and planned. Planners must take in consideration future level of tanker support required to allow lead-time for additional assets to be requested, approved and deployed into within JOA. Just as important, if there is excess tanker assets, crews above requirement, every effort should be made to release them from the within JOA. Unit level: nations will report to NATO about the number of sorties and time that can be flown, the CAOC will take in consideration the number of sorties can be flown. Factors that affect this number should be relayed ASAP ii as the planning process for future missions may be in progress. i JOA Joint Operations Area ii ASAP AS Soon As Possible 416 AARMS 8(3) (2009)

5 Fuel Fuel availability may drive tanker-basing requirements. Early coordination with Logistics early in the Within JOA development is critical. Because of the large amounts of fuel to sustain tanker operations, very few locations other than prepared military airfields and international airports will be able to maintain and sustain high-volume tanker operations. Coordinate with the host airfield to ensure a large quantity of fuel is readily available. A system must also be in place to transfer the fuel from the fuel storage facilities, to the airfield, and then to aircraft. The most efficient and preferred method of transferring fuel into the aircraft is rollover pits/hydrant refuelling. Fuelling with trucks greatly increases the dependency on host airfield resources and will increase turn times considerably. 7 In Hungary, currently there is only one airport (Budapest Ferihegy) is capable to support this kind of operation due to it`s fuel transfer system. The other two military air bases which can handle fighter and mid size transport aircrafts are not able to support AR mission even if it was rebuilt and renewed by NATO Security Investment Programme NSIP. The reason is the small size of parking and service area. These places are not capable for carrying out large size transport aircrafts, maximum Tornado size fighter or fighter-bombers. Kecskemét AFB can only support just one C-17 size aircraft(c-135, DC-10) and this aircraft will be supported in the non modernized LIMA apron (which is a bigger sized apron for larger aircrafts than a fighter one and here only the common refuelling system from truck available) not in the modern refuelling zone, called Zona, where the new, underground refuelling system working. Weather Planners and aircrew should consider the meteorological conditions for the route of flight during the weather briefing. Poor weather conditions can significantly complicate operations in this VFR iii environment and crews must remain extreme vigilant. Due to Tanker assets are high value targets during bad weather operations they must have proper Navigational Aids iv environment. These NAVAIDS must be available on route and MOB as well. Desired minimum requirement is non-precision approach capability via TACAN, v VOR vi and GPS, vii or ASR viii approach. Optimum capability would iii VFR Visual Flight Rules iv NAVAIDS Navigational Aids v TACAN Tactical Air Navigation vi VOR VHF Omni Range vii GPS Global Positioning System viii ASR Airport Surveillance Radar AARMS 8(3) (2009) 417

6 include precision approaches via ILS ix PAR x depending on the general local weather condition. Availability of approach types could impact beddown selection depending on weather consideration. Planning considerations pertaining to WMD xi include potential threats to home station or the FOL. xii Unit planners and aircrews should be prepared to operate in a Nuclear, Biological, Chemical and Radiation environment. Planners should consider moving mission planning/crew processing areas to an uncontaminated zone. This process will add considerable time to the aircrew report time and create challenges in providing the crews with mission materials and briefings. Furthermore AGE xiii depending on the size and length of deployment, other airfield requirements may include aircraft generation equipment such as oxygen, nitrogen, power/air carts, deicing equipment, and cargo loaders suitable for AAR assets. Depending on the location and time of year snow removal equipment must also be available. Additional support may also include billeting, transportation, and dining facilities. Host nation support of these items may be limited. BOOM and Probe & Drogue capability Considerations Wing Pod Drogue is a valuable resource in limited supply. When possible, like aircraft must be co- located to simplify the mission tasking process. When considering NATO tankers with BOOM and Probe & Drogue capability, there are benefits and drawbacks that need to be identified. Benefits will be take in consideration in those cases that air extension could be needed. Benefits include: Same sortie boom and drogue refuelling capability for a unique tanker Faster refuelling cycle time for probe equipped receivers due to two drogues available Fewer tanker are aircraft required to support strike packages with both boom and drogue receivers (offload and cycle-time permitting) Reduced airspace saturation resulting from fewer tanker aircraft orbiting onstation Greater reliability tanker utilization with both refuelling systems available on the same individual tanker One BOOM and Probe & Drogue capability tanker can fill ground alert for both Boom and Drogue, instead of two tankers with different systems. Strike packages will ix ILS Instrumental Landing System x PAR Precision Approach Radar xi WMD Weapons of Mass Destruction xii FOL Forward Operating Location xiii AGE Aerospace Ground Equipment 418 AARMS 8(3) (2009)

7 often include both boom and drogue receivers. Planners should allow approximately 15 minutes for a tanker to transit from a high altitude/high speed air refuelling to a low altitude/slow speed refuelling Drawbacks include: Increase drag index reduces maximum take-off weight Increased fuel burn from the higher drag index basic weight of aircraft may reduce fuel available at t he start of the on- station time. Reliability of both systems. Threat Planning When operating close to threats, tanker operations must be planned to avoid/deny those threats. This section provides broad guidance for tanker planners and crewmembers when dealing with threats. Specifically, it addresses two entities, intelligence and force protection, that provide support to ensure threat avoidance. Knowledge of threat location and capabilities guides planning. The widespread proliferation of advanced weapon systems increases the threat to tanker operations. Intelligence Intelligence and planners should work hand-in-hand to ensure tankers are operating in safe airspace. Intel will be the biggest provider of threat information. Use the latest intelligence to determine capabilities, limitations, and locations of known threats. Aircrews may not know the exact threat location but can employ tactics based upon the type of threats in the general area. Planners must work with Intel to ensure tankers are planned outside of these threats. Intel is most capable in helping planners determine locations and capabilities of the following threats: Airborne Interceptor (Al) CAOC Tanker planners are responsible for clearly identifying the procedures for air-to-air threat response. This information should be clearly defined in the spins. MANPADS xiv are a very significant threat to tankers in the terminal area. Additionally, MANPADS may be a threat when tankers are operating over areas of high surface elevation. Anti-Aircraft Artillery (AAA) xiv MANPADS Man-Portable Air Defence System AARMS 8(3) (2009) 419

8 Surface-to-Air Missiles (SAM) CAOC Tankers planners must coordinate with airspace planners to ensure that air-refuelling airspace is not planned within adversary SAM WEZ xv s. Naval Surface Combatants Lasers Electronic Combat Systems. GPS jamming. GPS is ideal for optimum tanker operations. Ensure the planned operating base is free of enemy GPS jamming and unintentional jamming from sources in addition to intelligence such as commercial broadcast facilities. Contact GPS support centre or Space Liaison Officer (SLO) in the CAOC, for specific details on current status of GPS constellation to include forecast accuracy predictions. Information is also included in ATO SPINS. Crews should crosscheck navigation solutions frequently and back up navigation by other means including visual references. Communications planning All the ways of communications are open in order to get a clear idea about the planning; a detailed communication planning must be stated in the operational plan. Telephone will be the more instantaneous and fast way to solve any problem that could cause misunderstanding, but it is not possible to assure the security of the information transmitted or received. Phone not will be used in those cases that the information was related with a higher level to sensitive. Secure line will be used in those cases that the information transmitted or received has a level higher than sensitive. Many NATO tanker aircraft are equipped with UHF HAVE QUICK II and secure voice radio communications. Secure Voice can be layered with HQ to provide the most secure communications available. Conclusion In my publication I have tried to point out the importance of AAR especially the support side. The appropriate knowledge level, training and execution of this special task to ensure the mobility and effectiveness of the air force. Tactical operations can not be accomplished/ provided without the task of AAR in the present or in the future since new type of security challenges require rapid and even long distance task execution of xv WEZ Weapon Engagement Zone 420 AARMS 8(3) (2009)

9 the air force. In the future it is out of question that the role of AAR would not be needed for the solution of a crisis respond operation. 5,8 According to the wide range of mission planning and logistic support requirement, to organize and establish a proper background for AAR mission is very complicated. It requires a huge support from planner and logistics encourage. If these aids are not being held the AAR mission is going to be failed and the same time the goal or success of the operation will not be achieved. 2 References 1. ATP-56 Air to Air Refueling, volume Air Force Aerial Refueling Methods, CRS Report for Congress, AAR manual employment, Glossary for Acronyms, JFCNP JENG, Transforming Joint Air Power, The journal of the Joint Air Power Competence Centre, AJP Air Interdiction and Close Air Support, July Air Refueling Operations Planning Author: Group Captain Derek K. Empson RAF, NATO Riga Summit, November 2006 AARMS 8(3) (2009) 421