pmaidhof

Littoral Combat Ship (LCS) has been caught unprepared by a German-made K-130 FFL. RQ-8 Fire Scout had already detected the FFL but due to the make-up of Coalition Forces, the FFL was not initially classified as a hostile contact even though Country X utilizes K-130’s just as our coalition partners, the German Bundesmarine. The LCS has been equipped primarily for Counter Mine operations. In addition, per page 21 of Harpoon Naval Review 2003, the LCS is equipped with a total of five Mission Packages, specifically MP’s 1,2 3, 7, and 8. In detail, the Mission Packages entail: MP1 (1)1 Bofors Mk3 57mm/70//F GFCS MP2 (12)1 Mk48 VLS with 24 ESSM//1 Mk91 MP3 ®1 Mk15 Phalanx Block 1B 20mm/76 MP7 1 AN/WLD-1 Remote Minehunting System and 1 AN/SLQ-48 Mine Neutralization Vehicle. MP8 3 RQ-8 Firescout VTUAV The two surface craft begin 25nm apart. The LCS is cruising at 20kts on a heading of 270 returning from a mine hunting operation and K-130 is on a heading of 225 at a speed of 30kts. An RQ-8 is patrolling at 15nm north of the LCS. 1600 - Plotting: LCS: heading: 270, speed: 20kts, sensors: active. RQ-8: heading 270, speed 100kts, altitude: 125m (Low). K-130: heading 225, speed: 30kts, sensors active. 1600 – Movement: LCS: 1nm 270. RQ-8: 5nm. K-130: 1.5nm 1600 – Planned Fire: None 1600 – Detection: Radar Line of Sight for Small-Small is 19nm. LCS SPS-73 vs Vsmall is 17nm – no detection. RQ-8 cannot detect K-130 due to range. K-130 using generic navigational surface search radar versus a Small target is 12nm so no detection. LCS’s 3rd Generation ESM can detect the K-130’s SS radar at 29nm. K-130’s 3rd Generation ESM can detect the LCS as well. ESM detection is successful at 90% during Tactical Turns, and both the LCS and K-130 pass their respective ESM detection rolls. This is a K-130 advantage as it detects the LCS's SPS-73, while the LCS detects one of should be consider many Generic Navigational Surface Search Radars given that this scenario is assumed to be conducted in a littoral environment with non-combatant surface traffic around and about. 1600 – Reaction Fire – None. 1603 To follow… For data, albeit in the beautiful German venaculure, on the F-130, see here

Brad - after looking into the High Tide Data Annex, it lists the Ka-27PL as having 12x RGB-64 and RGB-75 Sonar Buoys. That's for re-energizing the search.

Sonar Buoys not withstanding (since sub location is known while playing solitaire), this scenario is heavily favored detection-wise to the German Type 206a. It's FAS 3-15 passive sonar has consistently reached out and detected all three Russian ships at ranges beyond even the best Russian sonar capability. To even it up some, Russians have slowed down to 10kts, and have executed a 45 degree turn. All three ships have been positively classified, and the 206a has a "good" TMA solution on the Neustrashimyy due to it actively pinging. Germans must close another couple of turns before letting loose with a spread of its 4th Gen torpedoes. More to follow.

Boeing F/A-18E/F Super Hornet Demonstrates Network Capability in Multiple JDAM Drop here (Source: Boeing Co.; issued April 18, 2006) ST. LOUIS --- Boeing has successfully demonstrated the capability of an F/A-18E/F Super Hornet to provide targeting coordinates to other aircraft using the Raytheon APG-79 Active Electronically Scanned Array (AESA) radar system. During the test at the Naval Air Weapons Center at China Lake, Calif., an AESA-equipped F/A-18F created a long-range, high resolution synthetic aperture radar map and designated four closely-spaced stationary targets. The aircraft then data-linked two target designations to non-AESA equipped Super Hornets, which successfully delivered four 2,000-lb. Joint Direct Attack Munitions (JDAM). All four weapons impacted the targets within lethal distance. The targeting Super Hornet then used the AESA to provide highly detailed bomb damage assessments to confirm the hits. "This demonstration proves some of the capabilities of the Block II Super Hornet we have been talking about," said Capt. Donald "BD" Gaddis, F/A-18 program manager for the U.S. Navy. "This is just one element of the tremendous networking potential of the Block II Super Hornet for our warfighters." The AESA radar provides the warfighter with higher resolution at much longer ranges than traditional, mechanically scanned arrays. This information enables other aircraft crews to more precisely target weapons for greater accuracy. Additional demonstrations of the Super Hornet's future precision engagement capabilities are planned as part of tests leading to the program's Operational Evaluation later this year. "We continue to demonstrate the incremental capability improvements we promised from the beginning of the Super Hornet program," says Bob Feldmann, Boeing vice president for the F/A-18 program. "While we will continue to provide future enhancements, this latest milestone demonstrates the affordable capability the F/A-18 program brings to our customer today." "It's great to see our revolutionary APG-79 AESA radar continue to soundly hit its milestones and sustain Raytheon's commitment to provide the U.S. Navy with 'best of breed' technology harnessed in an unparalleled radar capability," said Erv Grau, vice president, Raytheon Space and Airborne Systems. "This network targeting demonstration using our APG-79 AESA radar truly shows the force multiplier capacity of an AESA-equipped Super Hornet. This is the first time that target coordinates were generated by one F/A-18 aircraft and passed via data link to other F/A-18 aircraft. Close teamwork among the Navy, Boeing and Raytheon continues to produce superior warfighting capabilities such as this." Boeing Integrated Defense Systems, a unit of the The Boeing Company, is one of the world's largest space and defense businesses. Headquartered in St. Louis, Boeing Integrated Defense Systems is a $30.8 billion business. It provides network-centric system solutions to its global military, government, and commercial customers. It is a leading provider of intelligence, surveillance and reconnaissance systems; the world's largest military aircraft manufacturer; the world's largest satellite manufacturer and a leading provider of space-based communications; the primary systems integrator for U.S. missile defense; NASA's largest contractor; and a global leader in sustainment solutions and launch services.

Team Tests Pod at 'Litening' Speed Find It Here (Source: US Air Force; issued April 18, 2006) EDWARDS AIR FORCE BASE, Calif. --- Three Air Force units have started accelerated testing of a Litening-AT targeting pod. The 416th Flight Test Squadron here is working with the 85th Operational Test and Evaluation Squadron at Eglin Air Force Base, Fla., and the 422nd OTES at Nellis AFB, Nev., to update the existing Litening pod with several new capabilities for warfighters, including a video downlink transmitter currently used in the Predator Unmanned Aerial Vehicle. "The transmitter, called the ROVER Module, was pulled out of the Predator and allows the video the pilot is looking at to be immediately, real-time downlinked to a ground station in the form of a laptop computer held by the joint terminal attack controllers," said Maj. Alan Wigdahl, 416th FLTS chief of flight safety and an experimental test pilot. ROVER is the Remotely Operated Video Enhanced Receiver. The videos can also be transmitted to ground commanders, allowing them to make immediate decisions about a target. This capability will give troops greater situational awareness while minimizing the amount of time the F-16 Fighting Falcon must spend in the target area. "This means the F-16 can stay far away, without alerting the enemy of our presence and give us real-time video for downlink to ground forces engaged in combat operations," said Andy Bromsey, 416th FLTS project manager for the Litening-AT plug-and-play test acceleration. A test acceleration gives priority to a test program here, enabling the test team to deliver a proven system directly to the warfighter in the least possible time. "All the tests we do at Edwards are important," Major Wigdahl said. "However, there are some, as in the case of the Litening AT pod, that are direct requests from the guys over in the Middle East who need a new or improved capability as soon as possible." The team focuses on efficient testing, making sure they get the capability fully evaluated and out to the warfighter, said Kris Peterson, 416th FLTS armaments engineer. "With a critical schedule it doesn't pay to go up there and waste any time," Mr. Peterson said. "But we don't skip any of the processes we already have in place because they're designed to create efficient, safe testing. The challenge we have with test accelerations is we have to accelerate everything within a set time frame." In mid-March, the F-16 systems group at Wright-Patterson AFB, Ohio, forwarded an urgent need request for a new capability to be delivered to U.S. Central Command. "As soon as we received the tasking, we put the Edwards' program management planning tool into action," Mr. Bromsey said. "Within hours we were able to establish complete support for the test (acceleration) and analyze the effects on other test projects within the squadron." One way of accelerating the test process was having the units from Nellis and Eglin work alongside the 416th FLTS. Major Wigdahl said that, historically, developmental test and evaluation determined if a system worked safely and as designed, and operational test and evaluation determined if the system met the warfighter's needs. "In today's leaner Air Force, we've been able to combine developmental and operational testing by hosting (operational test) pilots here at Edwards or by deploying our teams to Eglin or Nellis," Major Wigdahl said. "These combined efforts are paying huge dividends by saving test resources and by improving the combat capabilities of the systems under test." This new capability is scheduled to be operational, in theater, July 1.

Annex B lists the Ka-27 with the capability of employing RGB-N and RGB-NM Sonar Buoys. Annex M1 only lists Russian RGB-56 and RGB-64, would you believe that they corellate with the N and NM? TonyE states "RGB-55 is also known as RGB-N so I'd buy your reasoning." Brad says "...?

Moving along well with sonar detection, classification, TMA Solutions, and torpedo engagements. Should have some clarifying questions regarding target masking and Russian sonarbuoys. The use of Northern Aggression from the quick start booklet has been a very good intro to ASW and will go far to the Iranian Kilo stalking my MEU/ARG/ESG.

Peeps, Peeps, and more Peeps.. Now I'm for Peeps as much as the next guy, but these "peeple" have entirely too much time on their hands.

Happy Easter to you as well Tony. I t would have truley been a "very" happy one had the Twins held out to sweep the evil empire NY Yankees this afternoon.

Figured as soon as I posted it here, the answer would magically appear to me, which it has. Buried within 3.1.2, "Submerged submarines are rated for turning distance by their size class" Thanks anyway. Pete

From NSR #28 - April 2005 In the H 4.1 rules (3.3.6.5,p.3-12), strike both formulas and replace them with the following: (minutes at FMP/60)*FMP Speed (knots)*FMP Endurance Modifier = Cruise range needed (minutes at Afterburner/60)* Afterburner Speed (knots)*Afterburner Endurance Modifier=Cruise range needed.

Ok, I'm transitioning to submarines for a while in order to account for some ASW operations. To that end I am using the first ASW Scenario in the quick start book and the subject matter sub is an upgraded German Type 206A SS. First question is regarding the Ship Turning Table which includes an entry of a "surfaced submarine" = standard rudder 400 yards 4kts decrease and hard rudder 300 yards and 6kts decrease. Where is the turning of submerged submarines discussed, did not see it in the rules. Second question is in regards to the DM2A3 533mm Torpedo. Annex F lists three separate ranges and their respective speeds. How/when/where/why are these ranges and speeds are chosen for employment, or is it simply determined in the plotting phase at what range the torpedo will be employed and thereby determining the speed? Thanks,

defense-aerospace Pursuant to the UAV discussion that was going on down page in the H4 section, this may be of some ancillary interest. Boeing Apache and Unmanned Little Bird Demonstrator Test Expands UAV Control ST. LOUIS --- Boeing has demonstrated for the first time the ability of an AH-64D Apache Longbow helicopter to control an unmanned aerial vehicle (UAV) weapon payload. Boeing demonstrated the capability in February at its Mesa, Ariz., facility, home of both Apache helicopter production and the company's Unmanned Little Bird (ULB) UAV technology demonstrator used in the milestone test. "Evaluations of the Apache Longbow helicopter's ability to control UAVs have been ongoing," said Melanie Luna, Boeing program manager for the Airborne Manned/Unmanned System Technology Demonstration (AMUST-D) program. "The latest test is moving the Apache to the next level -- controlling a UAV's sensors and employing its weapons." During the test, the Apache Longbow, the AMUST-D aircraft, took control and commanded multiple payloads on the unmanned aircraft, an A/MH-6 derivative in development by Boeing. The Apache was on the ground during this engineering phase of remote weapons control while the ULB was several miles away. Testers used the Apache's newly developed UAV weapon page to perform the standard Hellfire missile firing sequence on the ULB demonstrator through the existing co-pilot station without hardware modifications. Both aircraft feature L3 Communications' tactical common data link equipment and technologies. The test supported an ongoing U.S. Army Aviation Applied Technology Directorate weaponization program through a contract with Boeing Phantom Works. The program is taking advantage of the ULB's UAV capabilities to provide a proof-of-concept test bed for laser-guided munitions deployment. The ULB demonstrator last year demonstrated UAV technologies in communication relay, precision re-supply, surveillance and weapons delivery. The ULB also completed a weapons test at Yuma Proving Grounds, Ariz., where the ground station operator controlling the aircraft located and hit the target with a Hellfire missile from several miles away. The AMUST-D program recently completed the first phase of flight testing at Fort Huachuca, Ariz., where the team demonstrated UAV level 4 (sensor and flight path) control with a tactical common data link-equipped Hunter UAV. Additional AMUST technology demonstrations will continue later this year via the Hunter Killer Standoff Team Advanced Concept Technical Demonstration. Phantom Works is the advanced research and development unit and a catalyst for innovation for The Boeing Company. It provides advanced solutions and innovative, breakthrough technologies that reduce cycle time and cost while improving the quality and performance of aerospace products and services. A unit of The Boeing Company, Boeing Integrated Defense Systems is one of the world's largest space and defense businesses. Headquartered in St. Louis, Boeing Integrated Defense Systems is a $30.8 billion business. It provides network-centric system solutions to its global military, government, and commercial customers. It is a leading provider of intelligence, surveillance and reconnaissance systems; the world's largest military aircraft manufacturer; the world's largest satellite manufacturer and a leading provider of space-based communications; the primary systems integrator for U.S. missile defense and Department of Homeland Security; NASA's largest contractor; and a global leader in sustainment solutions and launch services. -ends-

Jane's Defence Weekly April 12, 2006 USMC Looks To Revive OV-10s For Use In Iraq By Joshua Kucera, JDW Staff Reporter, Washington, DC The US Marine Corps is looking at the possibility of reviving the retired OV-10 Bronco observation aircraft for use in Iraq, according to a top service official. The aircraft, which was retired from US service in 1994, would be used to augment surveillance of roads in Iraq. Having additional aircraft there could increase the chances of US forces detecting the emplacement of roadside bombs or improvised explosive devices (IEDs), some service officials believe. "If this is a capability we think that will take out the IED or help us catch the IED maker ... you bet [we are interested]," a senior marine commander told Jane's. Service officials, with the help of an association of retired OV-10 pilots, have identified aircraft and pilots that could be used in Iraq, he said. The Marine Corps Warfighting Laboratory has been tasked to examine the cost of such a plan and the concept of operations it might use, the commander added. However, not all marine officials are enamoured with the idea. Lieutenant General John Castellaw, the service's deputy commandant for aviation, told Jane's he thought the experience of the Gulf War showed that the aircraft was too vulnerable. Marsh Aviation, which manages the inventory of the government-owned OV-10s and does upgrade work for international OV-10 customers, could remanufacture 10 or 12 of the aircraft suitable for military use by piecing together parts of various aircraft, said Floyd Stilwell, Marsh Aviation's chief executive officer. The company could start delivering aircraft within 10 months at a normal production rate and faster if the government paid for it, Stilwell said. The OV-10 proposal is one of many schemes - often secretive - to revive retired aircraft or convert civilian aircraft for use in operations in Iraq and elsewhere. The US Army has converted at least three Shorts 360-300 aircraft under the name Constant Hawk to do surveillance in Iraq and the sea lanes of the Middle East. Two of the aircraft collided with each other in Wisconsin in February shortly before they were to be sent to Iraq. Mohawk Technologies of Florida has operated a fleet of six OV-1 Mohawk reconnaissance aircraft under a US Department of Defense (DoD) contract for about 12 months, said Paul Pefley, the company's president. Pefley declined to say where the aircraft were being operated or for which branch of the DoD. The OV-1 was retired from US Army use in 1996. Most of the non-traditional aircraft plans, however, have gone nowhere and have been openly advocated only by a collection of veterans associations and a handful of members of Congress. There is a growing constituency, however, of people who believe that soldiers and marines in Iraq need better real-time intelligence and look back to the Vietnam-era Forward Air Controllers (FACs) as a model of how counterinsurgency can be fought from the air. Those FACs were more tightly integrated with small units than the surveillance aircraft used today, and more effective, the Congressional staff member said. "The air force is looking at all this, but very quietly," he said. "There's really a gap in combat information at a platoon commander, convoy leader level that is real and as real-time as you can hope to have it. We've got dozens of systems operating over there but there's a big logjam in the [intelligence] pipeline, and everyone knows it."

Naval SITREP #25 (Oct 2003) is the issue which discusses Harpoon Form 5 Aircraft mission Planning and contains the "official" Harpoon aircraft Endurance Rule change. "In Rule 3.3.2 (page 3-6 of the 4.1 rules), in the second paragraph from the bottom, change "Aircraft must move 20% of their maximum speed..." to "Aircraft must move at least 50% of their speed at Full Military throttle...""

Iran: Naval Doctrine Stresses 'Area Denial' (defense-aerospace.com) look here (Source: Radio Free Europe Radio Liberty; issued April 6, 2006) Iran's tests of its Fajr-3 missile, torpedoes, and other types of hardware during a week of war games from March 31 to April 6 have overshadowed the military exercises themselves. But the maneuvers, which are taking place in the Persian Gulf, the Straits of Hormuz, and the Sea of Oman, are significant because they highlight the role of naval power in Iran's military doctrine. Iran's long coastline -- approximately 2,400 kilometers in the south -- affects its military outlook, Defense Minister Mustafa Mohammad Najjar said during an early January visit to the southern port city of Bandar Abbas. "One of the strategies of the Defense Ministry is to promote our operation and combat forces' capabilities in the sea," he said. It would achieve this, he said, by building ships and submarines and through cooperation with the Gulf's littoral states. Najjar went on to say that the navy applies creative and innovative methods, uses asymmetric warfare, and depends on domestically-made products. Later that same month, an Iranian military official stressed "denial of access" and said the United States is very vulnerable at sea. Mujtaba Zolnur, a high-ranking official at the Islamic Revolution Guards Corps (IRGC), continued: "This is another weak point of the enemy because we have certain methods for fighting in the sea so that war will spread into the Sea of Oman and the Indian Ocean," "Aftab-i Yazd" reported on January 23. "We will not let the enemy inside our borders." General Yahya Rahim-Safavi, IRGC commander, said in summer 2005 that the plans of the corps' navy include confronting aggressors by using asymmetric warfare and by improving power- projection capabilities, "Siyasat-i Ruz" and "Kayhan" reported on June 8. Protecting Bases And Oil Fields A total of 38,000 men serve in Iran's conventional navy and the Islamic Revolution Guards Corps navy, and these forces are believed to have a significant capacity for regular and asymmetric naval warfare. Rahim-Safavi added that the navy wants to improve its missile systems and its surveillance capabilities, and it wants to strengthen its defense of Persian Gulf islands. The need to protect bases and oil facilities in the Persian Gulf makes "area denial" through mine warfare a major aspect of Iranian naval doctrine. Mines were used during the 1980-1988 Iran-Iraq War. Today, Iran has three to five ships with minesweeping and mine-laying capabilities, and many of its smaller vessels can lay mines. Aircraft can drop mines, too. Tehran has occasionally threatened to use mines to block the Straits of Hormuz, described by the U.S.'s Energy Information Administration as "By far the world's most important oil choke point." In February 2005 congressional testimony, the Defense Intelligence Agency director, Vice Admiral Lowell Jacoby, addressed this possibility by saying that Iran would rely on a "layered strategy" that uses naval, air, and some ground forces to "briefly" close the straits. Iran's purchase of North Korean fast-attack craft and midget submarines improved this capability, he said. Missiles are important for "area denial" as well. Iran compensates for limited air power and surface-vessel capabilities with an emphasis on anti-ship missiles. Four of these systems were obtained from China -- the long-range Seersucker missile, as well as the CS-801, CS-801K, and CS-802 anti-ship missiles. There are reports that Iran has purchased Ukrainian anti-ship missiles. Most commercial shipping is within range of missiles based on Iranian islands in the Persian Gulf. In an effort to limit hostile air power in the region, Iran might target air bases to its south, or it could try to strike aircraft carriers outside the gulf. Submarines could be used for the latter assignment, and the port of Chah Bahar on the Sea of Oman is being modified to serve the kilo-class submarines Iran purchased from Russia in the 1990s. As the Persian Gulf war games continued and Iran demonstrated new types of equipment, Tehran sought to reassure the international community of its benign intentions. Foreign Minister Manuchehr Mottaki said on April 4 that the country's military doctrine is essentially defensive, IRNA reported.

AH-1Z/UH-1Y Complete Developmental Testing Here (Source: US Navy via Bell Helicopter; issued March 1, 2006) NAVAIR PATUXENT RIVER, MD --- The H-1 Upgrades Program, which is replacing aging Marine Corps UH-1N and AH-1W aircraft with upgraded and 84-percent identical UH-1Y and AH-1Z aircraft, completed developmental testing Feb. 17. Currently, the program is preparing to enter Operational Evaluation as well as to start a third Low-Rate Initial Production lot. Two of the five developmental test aircraft have already been transferred to the operational test squadron and are being used to train the Marines who will conduct the operational evaluation. Two aircraft are in final preparation to be transferred to the operational test squadron. The first H-1 to fly in the upgraded configuration, AH-1Z-1, is currently preparing for live-fire testing at the Naval Air Warfare Center, China Lake, California. Bell Helicopter, the manufacturer of the aircraft, has 16 aircraft on two firm fixed price Low-Rate Initial production contracts worth $185.6 million and $111.4 million respectively. Seven aircraft are already in assembly in Amarillo, Texas. Since the first AH-1Z made its maiden flight Dec. 7, 2000, the five aircraft assigned to the H-1 Upgrades program here, tallied a total of 3,324 flight test hours and 3,048 test sorties in the development test and qualification of the AH-1Z and UH-1Y. The aircraft also have fired more than 2,000 2.75-inch rockets, 13,662 rounds of machine gun and automatic cannon ammunition, 11 Hellfire anti-armor missiles and three AIM-9 Sidewinder air-to-air missiles. To date, the H-1 Operational Test Team has put a total of 156.6 flight hours on the aircraft in 92 sorties. The AH-1Z Viper and UH-1Y Venom are slated to replace the current fleet of AH-1W and UH-1N aircraft which have been operating at sea with the Marine Corps for many years. The H-1 program provides over 80 percent parts commonality for the two aircraft. A change to the program that will build UH-1Ys completely new, rather than remanufacturing them from aging UH-1N's, was approved by the Defense Department's acquisition chief in April 2005. The first new build UH-1Ys will start production in 2006 as part of the third lot of low-rate initial production aircraft. First deliveries of the new aircraft are scheduled to begin in 2008. "The program has changed significantly since its inception to significantly enhance the performance and operational effectiveness of the aircraft beyond the original requirement," said Col. Keith Birkholz, the H-1 program manager. "The original program approved by Undersecretary of Defense Kaminski in 1996 provided for upgrades to the aging UH-1N (Huey) and AH-1W (Super Cobra) rotor, transmission, and tail systems, along with an AH-1W cockpit upgrade (the AH-1W suffers from having a very high pilot workload). "The current program provides for a common cockpit upgrade for both aircraft," he added, "significantly improved reliability, maintainability, and supportability, training systems compatible with the USMC training vision, along with significant improvements to performance/payload/warfighting capability - well beyond original expectations." The resulting systems provide more capability and lower lifecycle costs than was expected from the program at its inception in FY96. "Developing and incorporating these new technologies will ultimately provide the Marines with a more capable, survivable and lethal system that's a vast leap in capability beyond the aging platforms they currently operate, and with greatly reduced total lifecycle costs," said Birkholz. Among the new technologies adding capability to the aircraft is the Thales-supplied Helmet Mounted Sight and Display system. "The helmet mounted sight and display is cutting edge technology in the rotary wing environment and we are the first to attempt full integration of it into an attack platform," Birkholz explained. "The Top Owl was an 'off-the-shelf" option chosen by every pilot who participated in the comparison testing/trade study in 2001. We plan to optimize the Top Owl display module system to meet unique requirements of Marine Corps missions and employment without any changes to the aircraft interfaces, helmet tracker or software." Thales recently received a contract to optimize Top Owl optics and displays for the USMC mission, according to Birkholz. Program officials expect to be ready to field the optimized Top Owl concurrent with the UH-1Y fleet introduction scheduled for FY08. "Modifications we are making to the helmet will incorporate alternative night vision concepts based on existing and proven technology while retaining the extensive integration of the Top Owl system already completed," Birkholz added. PMA-276 and the H-1 Integrated Test Team now have more Top Owl time than any other user. By 2018, the Marine Corps will have procured 100 UH-1Y Venoms and 180 AH-1Z Vipers.

From defense-aerospace.com, and placed in this thread more for general "SA" - situational awareness. Marine Corps Attack Pilots in Pacific Now Fully Equipped (Source: US Marine Corps; issued April 10, 2006) KADENA AIR BASE, OKINAWA, Japan --- When a Harrier released the Joint Direct Attack Munition onto Tori Island March 21, it was the first time ever the Marines have deployed the system in the Pacific area of operations. The launch of the ordnance marked the beginning of III Marine Expeditionary Force having the ability to deploy the JDAM from AV-8B Harriers and F/A-18 Hornets when needed. The JDAM is a kit that attaches to ordnance and uses the global positioning system, combined with satellite technology, to hit targets with pinpoint accuracy. The JDAM has the capability to take conventional free-fall ordnance and turn it into precision guided munitions. Although the JDAM has been employed during Operations Enduring Freedom and Iraqi Freedom, Marine Attack Squadron 214 became the first Harrier squadron to be outfitted with the JDAM in September 2005. Now attached to Marine Medium Helicopter Squadron 262 (Reinforced), they became the first forward deployed Harriers to use the JDAM. The unit employed the JDAM, which was attached to a 1,000 pound guided bomb unit, on Tori Island off the coast of Okinawa and hit its target within three meters, according to Capt. Antonio DeMarco, assistant operations officer for the Harrier Detachment. “(The JDAM) proved to be accurate, just as advertised,” said DeMarco. “It’s always exciting to use the JDAM, because I know I can rely on it.” Headquarters Marine Corps wanted the Harrier community to be able to utilize the JDAM in every theatre of operations, according to Maj. Samuel Smith, HMM-262 (REIN) Harrier Detachment officer-in-charge. “(The JDAM) elevated the Harriers’ capabilities to be on par with other attack platforms, and it increases our lethality and operational effectiveness,” Smith said. The JDAM, acquired by the Marine Corps five years ago, was created in 1997 to make missions safer for the pilots and to minimize collateral damage on the ground, said DeMarco. “JDAM is a great weapon addition, because all we do is (set) the coordinates, release the ordnance and leave our position,” DeMarco said. “This is a great way for pilots to avoid enemy fire, and it allows us greater accuracy, and helps minimize potential friendly and civilian casualties on the ground.” One of the reasons the JDAM is so useful in the Pacific theatre is that it can be guided through any type of weather condition, according to Smith. “Laser guided bombs are really great weapons if the weather is good,” said Smith. “But, the best thing about the JDAM is it will go through anything because of its GPS.” Harriers are the only strike aircraft in the Marine Corps that can generate their own coordinates accurate enough to drop a JDAM, according to Smith. “Although other platforms have great systems, (Harriers) are the first Marine attack aircraft that is able to showcase this capability,” Smith said. Eight more JDAMs are expected to be released in the Pacific to improve pilot proficiency in combat. VMA-214 is based out of Marine Corps Air Station Yuma, Arizona, and is currently supporting the 31st Marine Expeditionary Unit.

Speed Change (3.3.2.1): Acceleration: (ATA*10%)*Maximum Speed = rate of acceleration. Deceleration: 20% of maximum speed at the start of a phase. Course Changing and Turning (3.3.3): If D-ATA = 0.5 a 90 degree change of course is allowed, all others can change 180 degrees. Altitudes and Altitude Changes (3.3.4): If accelerating 50% of maximum rate of climb (See Change of Altitude Table) If diving greater than 50%, aircraft can double acceleration rate and increase speed by 150% [Edit Dec 2008] There is an official rules change to 3.3.4 in Naval Sitrep #26, April 2004. Pre-calculated Range Reduction Modifiers 1/.3 = 3.3 1/.4 = 2.5 1/.5 = 2.0 1/.6 = 1.7 1/.8 = 1.25 Maybe more to follow

Per PaulK and as always sounds well-founded and appropriate. "Here's the math on your problem: fuel factor of 3.53kg/nm 145kts/240=0.6nm Performance Effects Altitude effect = 2.5 (just my way of stating 1/.4) Throttle effect = 4 The "Performance Effects" are used to determine range equivalents (in terms of fuel expended) for aircraft that deviate from Clean loading, Cruise altitude and Cruise throttle setting parameters upon which the basic endurance numbers are based. Range equivalent of fuel used based on Altitude (and load) effect = 0.6 X 2.5 = 1.5nm Range equivalent of fuel used based on Throttle effect = 0.6 X 4 = 2.4nm What this says is that if you were at cruise throttle you would have burned 1.5 nautical miles worth of fuel to travel that .6nm at low altitude and if you were at cruise altitude you would have burned 2.4nm worth of fuel to travel that .6nm at FMP. Since throttle setting has a greater impact use that equivalent range of 2.4nm to calculate fuel used. Fuel factor of 3.53Kg/nm X 2.4nm = 8.472 Kg of fuel burned in that first movement phase to get .6nm away from the ship." Cudos to TonyE as well, as I believe that he was on the right track despite all the chaff I was launching last night.

Found this while trying to learn more about maneuvering boards. Seems like good stuff. here

At the suggestion of Paul K (Av8rMongo) I'm going to amend the pioneer signature stat to "stealthy" and due to the snail like speed add a house rule 50/50 chance that an acquisition radar can lock onto such a small/slow object. I'll run a few trials and report back.

Interesting report on UAV's UAV Study

I suppose flying it lower, much lower would allow to benefit from the combination of the FLIR not being effected by altitude and the Straight flush's limitation at detecting a/c at VLow/NOE. These seem to have been heavily utilized in DS/DS, with a number lost to enemy action. Does anyone know of the details of say at what altitude these uav's were actually employed? Thanks

Ok, first it does appear in the High Tide Annex. Second, and to clarify in Harpoon-world: In an SA-6b Long Track/Straight Flush configuration, while the Long Track can detect a large aircraft out to 81nm, the SA-6 is still limited to "acquiring" the "large" target aircraft until the 54nm range of the Straight Flush, regardless of altitude. This is what I am now thinking, sound about right?