Space Force Seeks New Options for Launch

Space Force Seeks New Options for Launch

The Space Force is opening up competition for rocket launches with a “dual-lane approach,” potentially giving smaller companies a chance to break into the launch business, according to a new draft request for proposals released Feb. 16. 

In publishing the draft RFP, Space Systems Command announced an industry day event Feb. 28-March 1 to discuss Phase 3 of its National Space Security Launch program.  

Under “Lane 1” of the program, SSC will award indefinite-delivery/indefinite quantity (ID/IQ) contracts to multiple providers, enabling selected vendors to offer launch services beginning in fiscal 2025. The awards will cover a five-year span, with an option to renew for a second five years. To enable as many participants as possible, the Space Force will re-open the solicitation annually so that new competitors can “on-ramp” into the program. 

“Lane 2,” meanwhile, is open only to launch providers that already have fully-certified launch systems. In this part of its program, SSC will award ID/IQ contracts to two launch providers capable of reaching all orbits and providing “mission unique services, launch services support, fleet surveillance, early integration studies, and special studies.”  

This strategy “provides access to diverse commercially available systems, increases resiliency through alternate launch sites and streamlined integration timelines, … enables supply chain stability, and enhances affordability for the most stressing National Security Space missions,” said Maj. Gen. Stephen Purdy, the Space Force’s program executive officer for Assured Access to Space, in a statement. 

The prior Phase 2 contracts, awarded in August 2020, went to United Launch Alliance and SpaceX and shut out challengers Northrop Grumman and Blue Origin. That contract covered launch orders through fiscal 2024, although the actual launches will take place as late as 2027. 

Ever since that award, however, the Space Force has been seeking feedback on how to work with new entries to the launch market, beginning with a Request for Information to industry, seeking feedback on how it could work with launch companies of all sizes and indicating that it might establish “a research, development, test, and evaluation program to accelerate the development of transformational commercial space access, mobility, and logistics technologies that can be on-ramped when available.” 

And while ULA and SpaceX are the only companies to have won NSSL launch contracts, others have emerged as eager contenders, especially for launches that only have to reach low-Earth orbit. In addition to Blue Origin and Northrop Grumman, Rocket Lab, Firefly, and Virgin Orbit are all among the potential competitors for “Lane 1” contracts. 

Debate over the acquisition strategy for Phase 3 reached Congress this past year. In the conference report accompanying the 2023 National Defense Authorization Act, lawmakers wrote that the Space Force “should account for changes in the launch industry” and urged the service to “examine all possible options for awarding contracts for launches during the period covered by the phase, including: block buys; indefinite delivery, indefinite quantity; or a hybrid approach,” in addition to other considerations. 

At the same time, legislators have also pushed for the service to consider a “common launch integrator” to coordinate between the government, satellite builders, and launch providers. 

While the new draft RFP outlines the Space Force’s basic approach for Phase 3, the official RFP still needs to be finalized—Space Systems Command is currently projecting that to be released in the third quarter of fiscal 2023, between April and June. 

Side-by-Side: DIA Report Uses Photos to Show Russia Is Using Iranian Drones in Ukraine

Side-by-Side: DIA Report Uses Photos to Show Russia Is Using Iranian Drones in Ukraine

A new report from the Defense Intelligence Agency confirms the drones Russia has used to terrorize Ukrainian cities and pound the country’s infrastructure have been provided by Iran.

Russia has renamed the drones it acquired from Iran, but by drawing on declassified images and publicly available photos, the DIA report shows that Russia has carried out attacks in Ukraine with the same types of unmanned aerial vehicles Iran has used in the Middle East.

Part of what has made the drones used in Ukraine easy to link to Iran is their novel appearance.

“The Iranian-origin Shahed-136, renamed Geran-2 by the Russians, has a distinctive shape, with a delta-wing body and vertical stabilizers extending above and below the body, as displayed in Iranian press and military expos,” the DIA report noted, referring to the one-way attack drone.

“The images circulating in open press of UAVs in Ukraine clearly show the features of the Shahed-136’s delta-wing body and vertical stabilizers,” the report said.

Components of Shahed-136 drones have been recovered in Ukraine, which has enabled DIA to determine it is the same type of UAV Iran has transferred to the Houthis in Yemen and used in a 2021 attack on a merchant vessel. Engine components from drones recovered in Ukraine are of the same type used by Iranian drones, and the DIA found that a recovered Shahed-136 used in Ukraine had an Iranian-made MD-550 engine. The MD-550 is based on a German design, and its use in Iranian drones has been previously documented.

DIA

The Shahed-131, a one-way attack drone that the Russians have renamed Geran-1, is similar to the Shahed-136 but of a smaller size. The DIA noted the drones used in the Middle East and Ukraine were so similar that “some components even fractured in the same manner after impact.”

DIA
DIA

Ukraine, the report noted, also recovered a largely intact Mohajer-6 from the Black Sea. That multirole drone, the DIA said, appears to be identical to Iranian systems photographed in Iran and Iraq.

The U.S. accused Iran in October of providing the drones and sending trainers into Russia-occupied Crimea to train Russian forces on how to use them.

Iran initially denied the allegation. Tehran later claimed that the drones it sent were provided before the renewed invasion of Ukraine in February 2022. But the U.S. says the drones are being provided as part of an ongoing arrangement.

In December, National Security Council strategic communications coordinator John Kirby said Russia and Iran had established “a full-fledged defense partnership” that could lead to the production of drones in Russia. Iranian media has claimed Iran might even receive fighter jets from Russia.

Air Forces Central (AFCENT) commander Lt. Gen. Alexus G. Grynkewich addressed his growing concern over Iran’s drone supplies at an AFA Warfighters in Action event Feb. 13.

“It’s disconcerting to me that that kind of capacity and capability is being supplied to Russia for the war in Ukraine and I don’t see that changing anytime soon,” Grynkewich said. “Russians are going to continue to want to purchase those drones. The Iranians are going to continue to want to sell them.”

In addition to fueling Russia’s invasion of Ukraine, Grynkewich expressed concerned Iran’s military capabilities in the Middle East will grow due to its partnership with Russia.

“The other interesting dynamic is in a way it is flipped,” Grynkewich said. “Who is the client state and who is the benefactor? I never thought that I would see when Russia was beholden in some way to the Islamic Republic of Iran, but that is kind of the dynamic that you have.”

Yet another worry is that the military collaboration between Russia and Iran will lead to closer coordination between Russia and Iranian forces in Syria, where the U.S. still has about 900 troops to support the ongoing fight against remnants of the Islamic State as part of Operation Inherent Resolve.

“Both the Russians and the Iranians are trying to maintain or gain a bigger foothold,” Grynkewich said. “We haven’t seen that kind of cohesion between the two sides come together yet, but I think it’s only natural at some point that those kinds of conversations will be going on their side.”

GE Says New F-35 Engine Would Refresh Propulsion Industrial Base

GE Says New F-35 Engine Would Refresh Propulsion Industrial Base

If the Air Force and Pentagon decide the F-35 fighter needs an all-new engine, it wouldn’t just give the jet range and performance improvements—it would drive a refresh of the entire fighter propulsion industrial base, a GE Aerospace official claimed Feb. 16.

Competitor Pratt & Whitney, however, says putting a brand new engine on the F-35 would hurt future development for programs like the Next Generation Air Dominance fighter.

Speaking with reporters about GE’s XA100 Adaptive Engine Transition Program (AETP) powerplant, vice president and general manager of advanced combat engines David Tweedie said he is anticipating the upcoming fiscal 2024 defense budget will include a decision on the future of F-35 propulsion.

GE Aerospace is rooting for that decision to include AETP, which would put it back in contention to power F-35 fighters.

A new powerplant means “an opportunity not just to continue making legacy architecture/legacy-type engines that are currently in production, but to actually fully modernize” the fighter engine industrial base with “the latest technologies,” including many that are in commercial products but “have not yet been introduced into production fighter engines,” Tweedie said.

“It’ll provide a modernized, diversified and more resilient [military engine] industrial base in the United States,” he added.

Competitor Pratt & Whitney, meanwhile, continues to argue in favor of a more incremental upgrade to its current F135 engine.

“AETP technology is best suited for sixth-generation platforms, not the F-35,” Jen Latka, F135 vice president at Pratt, said in a Feb. 16 email to Air & Space Forces Magazine. “A brand-new F-35 engine will unnecessarily disrupt the program of record and divert billions from advanced sixth-gen propulsion solutions,” she said.

Pratt & Whitney has had been the F-35’s sole engine-maker since GE was locked out of the program in 2011. Both companies developed AETP powerplants under yearslong, multi-billion dollar Air Force contracts geared to providing greater range and power to the F-35 at midlife, but the Air Force hasn’t said yet whether it needs or can afford to develop a new F-35 engine.

The F-35 Block 4 needs more power and cooling capability to run its new capabilities, however, so no change at all isn’t a choice.  

To keep its options open, Congress appropriated $203 million late in 2022 for further development of AETP engines, which Tweedie said GE is using to “burn down risk” on its XA-100 version and keep a team of some 400 engineers together. GE has dubbed this effort “Design and Manufacturing Advancement”—a term Tweedie said describes activities akin to Engineering and Manufacturing Development—which will leverage data collected in prototyping and begin production design; continue airframe integration efforts with Lockheed Martin, and sketch out logistics and sustainment plans.

Pratt & Whitney also has an AETP engine to offer, but it has instead pitched what it calls the F135 Engine Core Upgrade, which would allow the company to keep its F-35 monopoly. Latka said in December that company believes the ECU approach would save $40 billion versus an all-new powerplant, counting development and integration costs and the need to flesh out a global support enterprise with new engines and parts.

“Our F135 Engine Core Upgrade will incorporate advanced propulsion technologies…and maintain the existing balanced industrial base. It’s also the only solution that works for all F-35 customers and enables full Block 4 capabilities starting in 2028.”

Tweedie said GE could have an XA100 production model ready for the F-35A and C in 2028—and the engines would integrate “seamlessly” with both aircraft. But making an AETP engine fit the F-35B, which has a unique propulsion system for vertical operations, will require substantially more development work, Tweedie acknowledged. He declined to say how much longer an F-35B-configured engine would take to develop and bring to production. But it can be done, he insisted.

He noted that the F-35A/C and F-35B use different versions of the F135 already; they are “not interchangeable,” although there is some commonality, he said.

The F-35 Joint Program Office asked GE to look at what would be necessary to make the XA100 work with the F-35B’s lift fan, drive shaft and swivel exhaust nozzle, Tweedie said, with emphasis on “how much commonality” and “how much ‘unique’ there would be” between the two versions.

GE was “pleased with the results of the study, in terms of our ability to show a path to make the modifications in a in a B-model derivative that could provide some good capabilities,” he said.

For its part, the JPO agreed “it would be a separate, incremental effort” from the conventional takeoff version, Tweedie continued. “We’ve provided what those incremental costs and timing would be.”

GE gave the JPO and Marine Corps, which operates the F-35B, an estimate of how long a separate AETP engine would take, but Tweedie declined to share it, except that it would be “after” the 2028 target for the conventional takeoff version.

Air Force Secretary Frank Kendall has said the service would like the performance improvements offered by the AETP engines, but USAF would have to bear the development costs alone if the Navy and other partners aren’t interested.

“We certainly perceive a significant amount of enthusiasm from the Air Force leadership … over the last few years,” Tweedie said.

“As you know, [on] December 22, 2020, we fired up the first engine and it worked right, and and that has generated a significant amount of onsite visits from a variety of Air Force leadership, to really ‘kick the tires,’ meet the team, see the … built engine, see [it] … disassembled and just truly understand so that they can make the most informed decision,” he said.

Tweedie argued that a new engine is an operational imperative, given the geopolitical landscape, to power an F-35 with “transformational capabilities.”

Repeating previous claims, Tweedie said the XA100 would provide the F-35A with 30 percent more range increase, 20 percent more thrust, and twice as much thermal management capacity, as well as “durability enhancements and readiness improvements that the warfighter needs.”

“This is a requirements-driven decision process,” Tweedie argued. The U.S. must deal with its pacing challenge in China, and “there’s a timeframe associated with that.”

While “we’re certainly glad to see our competitor”—Pratt—recognize that a new core is necessary, “incremental upgrades to existing engines cannot alone meet the actual needs of the warfighter,” Tweedie insisted.  

The Pratt ECU also offers only a seven percent range improvement, he noted.

“It’s not clear that a seven percent increase is something that actually provides operationally meaningful capability to the warfighter,” he said. “So we really feel strongly that the full capability of an AETP solution … is the way to go.”

Also, “injecting competition “into the propulsion world is something that we think can provide a lot of benefits, as has been done on other platforms in the past.”

Biden: Three Downed Objects Were For Research, Not Chinese Surveillance

Biden: Three Downed Objects Were For Research, Not Chinese Surveillance

In comments aimed at reassuring the American public and setting the stage for future diplomatic engagements with Beijing, President Joe Biden said Feb. 16 the three aerial objects the U.S. recently shot down were not part of China’s spy balloon fleet.

“The intelligence community’s current assessment is that these three ones were most likely balloons tied to private companies, recreation, or research institutions studying weather or conducting other scientific research,” Biden said in his first formal comments on the unprecedented series of air-to-air engagements over the skies of North America and the downing of the Chinese spy balloon off the coast of South Carolina on Feb. 4.

Biden added that he expects to speak soon with Chinese leader Xi Jinping about the U.S. decision to shoot down the Chinese spy ballon balloon and to continue the diplomatic dialogue between Beijing and Washington. Thus far, the Chinese have declined high-level talks on the incident, rebuffing Secretary of Defense Lloyd J. Austin III’s attempts to contact his Chinese counterpart.

“We’re not looking for a new Cold War, but I make no apologies,” Biden said. “We will compete and will we responsibly manage that competition so that it doesn’t veer into conflict.”

After the Chinese balloon was detected and traversed North America, the U.S. military downed three objects in the span of three days over the weekend Feb. 10-12. The Pentagon acknowledged it did not know whether any nations might have sent them as spycraft but said they posed a potential danger to civilian air traffic.

The Chinese balloon flew at an altitude of 60,000-65,000 feet, was up to 200 feet tall, and weighed several thousand pounds, according to U.S. officials. But the other “objects,” as the U.S. has termed them, were smaller and flew at lower altitudes. The objects shot down over Yukon, Canada, and Alaska were operating around 40,000 feet, while the object over Lake Huron was at 20,000 feet, according to U.S. accounts.

It now appears those unidentified objects were not a danger to U.S. national security, and Biden said he is directing the administration to develop better procedures for handling unidentified objects in the future.

The goal, he said, will be to distinguish “between those that are likely to pose safety and security risks that necessitate action and those that do not.” To do that, Biden said the U.S. will establish a better inventory of unmanned airborne objects above the U.S. that is accessible and up to date, improve U.S. capability to detect unmanned objects, update U.S. rules and regulations for launching and maintaining unmanned objects, and establish new global norms.

“These steps will lead to safer and more secure skies for our air travelers, our military, our scientists, and for people on the ground as well,” he added.

U.S. officials, including the head of North American Aerospace Defense Command (NORAD) Air Force Gen. Glen D. VanHerck, said previously that NORAD had adjusted its radars after the Chinese balloon incident. In making that adjustment, U.S. officials said NORAD no longer filtered out slow, small objects, which led to increased visibility of the objects that were subsequently shot down.

“We’re now just seeing more of them partially because the steps we’ve taken to increase our radars,” Biden said.

A group of hobbyists, the Northern Illinois Bottlecap Balloon Brigade, has reported that one of their balloons went “missing in action” after passing near an uninhabited island in Alaska, spurring speculation that it might be one of the objects that was shot down by an F-22.

Autonomous C-130s and C-17s? Air Force Invests in Feasibility Study

Autonomous C-130s and C-17s? Air Force Invests in Feasibility Study

The Air Force is exploring the potential of autonomous cargo craft, awarding a contract to tech company Reliable Robotics to study the feasibility of automating large, multi-engine airlifters. 

Reliable Robotics announced the contract Feb. 8, calling itself a “leader in safety-enhancing aircraft automation systems.” The company has worked with the Air Force before under three phases of Small Business Innovation Research contracts with the Air Force Research Laboratory. Those deals, awarded in May 2021, April 2022, and October 2022, saw Reliable Robotics develop and test its autonomous technology on existing Air Force aircraft. 

This newest study goes further, exploring autonomy specifically for cargo operations, said retired Maj. Gen. David O’Brien, senior vice president of government solutions at Reliable Robotics. 

“We’re looking at just sort of the feasibility,” O’Brien told Air & Space Forces Magazine in an interview. ” What is involved? What does it take? Of the various applications and utilities on an aircraft, which ones are most important to the Air Force in providing autonomy?”

O’Brien, who previously worked in Air Force acquisition both as an Airman and civilian, continued: “Then we’ll talk a little bit about aircraft deployment, how they would use it and in what conditions autonomy would really help serve their mission needs.” 

Reliable Robotics is driving toward a future in which cargo aircraft can fly with or without crews, can operate as remotely piloted, minimally manned, or fully crewed, depending on mission. That would reduce manpower requirements and increase flexibility. 

“If they had a solution where they could operate their autonomous large aircraft in the same way they operate their fully crewed aircraft, that provides speed advantages, increased tempo advantages, and provides a lot of utility in terms of aircraft usage,” added O’Brien. 

Managing increased operational tempos with limited manpower could be crucial to operating at effectively in the Indo-Pacific. Air Mobility Command has pushed the envelope with record-breaking endurance missions and experiments with limited aircrew on some flights. 

“The Air Force is definitely focused on being able to generate aircraft, definitely focused on a higher tempo, definitely focused on ways to … surge aircraft in newer ways that provide more opportunity and are less demanding on the operators,” O’Brien noted. “And so autonomy is, I think, a big solution to that.” 

Much of the focus on autonomous and remotely-piloted aircraft is in the combat arena, but cargo operations could be a good fit, as well, to reduce capacity gaps. Reliable Robotics brings new elements to that discussion because it’s intended for use with existing aircraft. 

“Reliable’s autonomy does not preclude piloted flight once installed. And when it’s installed, it’s installed basically in the walls and the ceiling,” O’Brien said. “So we retain and do not disturb the interior compartment. So that can be continued to be used.” 

Optionally-manned aircraft could form a significant part of the Air Force’s future fleet—both the B-21 bomber and Next Generation Air Dominance fighter has been designed with optional manning in mind

For cargo aircraft, autonomy could prove particularly relevant, thanks to demand from commercial carriers that could accelerate the technological development. 

“A lot of the advantages that Reliable is working in its commercial solution for commercial cargo carriers is going to be directly applicable to Air Force operations,” O’Brien said. “And I think that’s why the Air Force is excited about this.” 

Reliable is working with the Federal Aviation Administration to earn safety approval for its technology. But the short term need is to deliver a useful feasibility analysis. “We have a series of tests and tasks that we want to … make sure we satisfy for [the Air Force],” O’Brien said. “We will be meeting with them frequently, we will be getting access to aircraft, we will be getting everything we need to do an assessment on what autonomy for a large aircraft looks like.” 

NORAD Intercepts Russian Warplanes for Second Time in Two Days

NORAD Intercepts Russian Warplanes for Second Time in Two Days

Two U.S. Air Force F-35s intercepted a quartet of Russian fighters and bombers near Alaska on Feb. 14—the second intercept in two days. 

North American Aerospace Defense Command (NORAD) said the Russian flight, which included Tu-95 Bear-H strategic bombers and Su-35 and Su-30 fighters, approached the Alaska Air Defense Identification Zone, but did not penetrate into American or Canadian airspace.

Two F-35s were dispatched to intercept the Russian planes, supported by two F-16 fighters, an E-3 Sentry airborne warning and control system, and two KC-135 Stratotanker refuelers.

NORAD said the Russian aircraft never entered American or Canadian airspace.

The incident followed was very similar to the Feb. 13 intercept of four Russian aircraft—two Tu-95 Bear-Hs and two Su-35s—by two F-16s, also in the Alaska ADIZ, an warning zone that includes international airspace. 

The two intercept missions followed the recent shoot-down of a Chinese surveillance balloon and the shootdowns of other undefined objects by NORAD and U.S. Northern Command. The NORAD statement dismissed any connection between the incidents, noting that “this Russian activity near the North American ADIZ occurs regularly and is not seen as a threat, nor is the activity seen as provocative.” 

As with the Feb. 13 incident, NORAD said its forces “anticipated this Russian activity and, as a result of our planning, was prepared to intercept it.” It was unclear whether that was intended to mean NORAD had advance intelligence of specific Russian actions. 

The back-to-back Russian intercepts were the first since October, when Russia flew two Bear-H bombers into the ADIZ and were soon intercepted by American F-16s. 

U.S. intercepts of Russian aircraft were commonplace during the Cold War, but largely disappeared in the 1990s. In 2007, Russian President Vladimir Putin resumed long-range bomber flights, and NORAD intercepts of those aircraft have occurred with varying frequency since then. 

NORAD said it intercepts Russian aircraft six or seven times a year, but that total has reached as high as 15 since 2007. 

The Chinese balloon incursion spurred concern over NORAD’s readiness, which was amplified when NORAD Commander Gen. Glen D. VanHerck blamed a “domain awareness gap” for allowing NORAD to be surprised by the Chinese spy balloon. 

Some of those concerns, however, has been tamped down by the White House’s recent indications that the three most recent unidentified objects shot down were likely “benign.” 

Senators Sound Out Policy Experts on Aircraft for Ukraine, Defending Taiwan

Senators Sound Out Policy Experts on Aircraft for Ukraine, Defending Taiwan

Supplying advanced aircraft to Ukraine emerged as a key issue of the Senate Armed Services Committee’s first hearing of the new Congress. Over the course of nearly three hours Feb. 15, national security experts and lawmakers also discussed the upcoming 2024 National Defense Authorization Act, the looming specter of China’s Indo-Pacific ambitions, and Russia’s invasion of Ukraine. 

Roger Zakheim, director of the Ronald Reagan Presidential Foundation and Institute, testified that the national security community has learned over the past year that providing military support capability to Ukraine would not escalate or broaden the conflict. 

“Western support has helped transform the battlefield, badly damaging Russia’s military capabilities and moderated, for now, Putin’s military objectives,” he said. “Going forward, our support to Ukraine, be it with tanks, drones, aircraft, or missiles, should be tailored to executing a counter offensive strategy that rolls back Russia’s gains and restores Ukraine’s sovereign territory.” 

As such, Zakheim encouraged the committee to consider providing additional materiel to Ukraine, including fourth-generation fighter aircraft. 

“I think the point here is: What is the platform going to be used for? Why is it necessary? That is the question that should animate decision making with the emphasis on urgency and speed,” he said. “I think fighter aircraft—ones that this Congress has authorized the U.S. military not to use anymore that could easily be sent over there—could have a material impact on the fight within the sovereign territory of Ukraine.” 

Sen. Angus King (I-Maine) mentioned one of his concerns in Ukraine is the Russians preparing for a spring offensive with Ukraine unprepared. 

Zakheim insisted the focus should be on strategy, not concerns that Ukraine might use a specific platform for something other than what the U.S. would like. 

“If we trust Ukraine to restore its sovereign territory, then we should trust them with the platform to do that and not worry they’re going to use the platform for some other purpose or escalate the battle beyond the territory of Ukraine,” he added. 

King followed up, asking if Ukraine had respected existing limitations, particularly about expanding the conflict back into Russian territory. Zakheim noted some debate about the issue but argued that the Ukrainians would focus on their own sovereign territory. 

Aircraft support was just one issue of many discussed at the hearing, with China and Russia remaining centerpieces of U.S. national security posture. 

“China is our primary competitor; it is the only nation with both the intent and the capability to mount a sustained challenge to the security and economic interests of the United States and allies and partners around the world,” said SASC chairman Sen. Jack Reed (D-R.I.) “At the same time, Russia remains a violent destabilizing force.” 

Reed also emphasized that both countries remain existential threats, and the U.S. should be the alternative to Beijing and Moscow’s attempts to threaten vulnerable populations around the globe. 

Ranking member Sen. Roger Wicker (R-Miss.) noted that massive Chinese military modernization and Russia’s Ukraine invasion illustrate the need for the committee to provide the tools for their defeat

“There’s no doubt that continued real growth in the defense budget topline, above inflation, real growth above inflation, is an absolute necessity,” Wicker said. “We are in the crucial years of this military competition, and we cannot afford to let our guard down.” 

Though there was bipartisan consensus to support Ukraine and the build up capabilities in the Indo-Pacific, the question remaining is how exactly to do that—and how much. 

“Congress has provided billions of dollars of equipment and munitions to help the Ukrainian armed forces defend their country’s sovereignty and independence,” Wicker added. “Although we have provided considerable resources, I remain disappointed that the [Biden] administration has been hesitant to provide Ukraine with advanced capabilities to secure victory.” 

Wicker added that competing with China hinges on robust production of different weapon systems and platforms, particularly naval assets. 

Bonny Lin, senior fellow with the Center for Strategic & International Studies, noted that by 2049, China’s nuclear and conventional capabilities could resemble that of the U.S. But dealing with China has become even more difficult as Xi Jinping established himself as China’s sole leader, and she said she sees no end to China slowing down its ambitions. 

“U.S. engagement efforts, to date, are prone to disruption, and the [People’s Republic of China] continues to stonewall calls for critical dialogues,” Lin said, adding that the U.S. approach has encouraged the Chinese to compete more with the U.S., as well as its allies. “The PRC blames United States and our allies and partners for what it views as its deteriorating security environment and does not view its behavior as problematic.” 

Still, Lin warned that there is a risk that miscalculations on China’s part about such competition could foster confrontation. She also encouraged the U.S. to continue working to strengthen alliances to counter Chinese coercion—alliances that would be crucial to the survival of Taiwan in the event of a Chinese invasion of the island. 

“It cannot defend itself, no matter what we do, no matter what equipment we give them,” Lin said when Sen. Joe Manchin, D-W.V., asked if Taiwan could defend itself alone. “When you’re talking about a large-scale invasion event, the major, the vast power disparities that China can bring to bear, Taiwan would not be able to stand.” 

But she added that Taiwan could defend itself with help from the U.S. and allies. 

Speaking to the security environment in Europe, Fiona Hill, senior fellow at the Brookings Institution, said the biggest challenge is obtaining regional security on which Europeans can agree. 

“We need to find a formula that’s not entirely dependent on the military and economic power of the United States or its political leadership to ensure long-term success,” Hill said. She also emphasized that nothing in place after World War II and during the Cold War stopped Russia’s annexation of Crime in 2014, let alone its Ukraine invasion in 2022. 

“Western deterrence failed, in part, because American and European policymakers never meaningfully emphasized the West’s red lines; indeed, one might even ask, what were our red lines?” she said. “We certainly did not appear to uphold the post-World War II principle of ensuring independent state sovereignty and territorial integrity after 2014.” 

From a budget standpoint, Zakheim recommended increasing spending levels from that of 3 percent of gross domestic product to 5 percent of GDP. 

“As Congress debates how to manage spending amidst the debt ceiling negotiations, it should be mindful that cutting defense to FY 22 levels, which would be about 10 percent to the top line, would render the defense strategy nonexecutable,” he said. “It would reduce our military to nothing more than a regional force.” 

KC-135s, RC-135s Stand Down Pending Safety Inspections

KC-135s, RC-135s Stand Down Pending Safety Inspections

The Air Force ordered safety inspections for its entire fleets of KC-135 tankers, RC-135 reconnaissance planes, and WC-135 “nuke sniffers” to ensure no aircraft fly until faulty tail pins are replaced. 

The Time Compliance Technical Order (TCTO), issued Feb. 14, affects hundreds of aircraft. But the Air Force Life Cycle Management Center said the inspections should take just 30 minutes and even before the order was issued, at least 90 KC-135s had already cleared the inspections.  

The order came to light when a memo detailing the issue was published on the unofficial amn/nco/snco Facebook page. The Life Cycle Management Center confirmed the memo’s authenticity to Air & Space Forces Magazine. 

According to the memo, the Air Force bought 280 vertical terminal fitting pins—tail pins—from a supplier between 2020 and 2022, but a subsequent quality deficiency report concluded the parts were faulty. An analysis of two pins found they were the incorrect size, made with the wrong material, and insufficiently plated. 

The memo stated that engineering analysis was underway to determine the durability and damage tolerance of the pints, but warned that the aft pins in particular carry much of the weight for the tail fin—and if one of the pins failed, the other would be unlikely to handle the load, a potentially catastrophic risk. 

Exactly how many of the 280 pins in question were ever installed is unclear, but the memo states the tail pins on each aircraft are replaced during programmed depot maintenance, and a preliminary analysis of the depot maintenance data from 2020 to 2022 showed at least 200 aircraft could be affected. The Air Force’s inventory included 394 KC-135s, 22 RC-135s, and three WC-135s at the start of 2022

The decision to stand down the entire fleet for inspections was made “out of an abundance of caution, after consulting with our engineering experts,” Col. Michael Kovalchek, senior materiel leader for the Life Cycle Management Center’s Legacy Tanker Division, said in a statement. “We are working closely with Air Mobility Command and all operational users and anticipate all potentially affected aircraft will be inspected.” 

As of Feb. 12, 90 aircraft had been inspected, according to an AFLCMC release, and 24 were found to have nonconforming pins. Those 24, along with any other subsequent aircraft determined to have the faulty pins, will be allowed to fly one more time to a repair location, with most replacement pins only taking a day to install. Most of that work is expected to be done at the Oklahoma City Air Logistics Complex, according to the release. 

The 66 other inspected aircraft have been cleared to fly again. 

Many of the Air Force’s CV-22 Ospreys are also unable to fly pending replacement of clutch components that exceeded a new flight-hour limit. Unlike the tail pin issue, which has yet to result in mishaps, the Osprey stand-down came in response to multiple “hard clutch engagement” incidents, leading to emergency landings last summer. 

Russian Air Force ‘Has Lot of Capability Left’ One Year On From Ukraine Invasion

Russian Air Force ‘Has Lot of Capability Left’ One Year On From Ukraine Invasion

While the red stars on the aircraft of the Russian Aerospace Forces, or VKS, have not been very visible in recent months, Russia’s air force remains largely intact despite its grinding war in Ukraine, according to independent analysis and official comments.

The fighting in Ukraine has been dominated by artillery exchanges, and neither side has been able to establish air superiority. But as Russian forces begin a new offensive, there are mounting concerns among Ukrainian allies that Moscow may be preparing to make greater use of its fixed-wing and rotary aircraft.

Though U.S. Secretary of Defense Lloyd J. Austin III sought to dispel fears that Ukraine will face a qualitatively different Russian air threat, he did acknowledge that Russia still has lots of aircraft, which could put additional stress on Ukraine’s air defenses.

“In terms of whether or not Russia is massing its aircraft for some massive aerial attack, we don’t currently see that,” Austin said Feb. 14 in Brussels. “We do know that Russia has a substantial number of aircraft in its inventory and a lot of capability left.

“We need to do everything that we can to get Ukraine as much air defense capability as we possibly can.”

The abundance of Russian aircraft hasn’t resulted in the Kremlin dominating the skies over Ukraine. Ukraine has been able to hold Russian aircraft at risk with ground-based air defenses, including new Western systems, legacy Soviet-era kit, and man-portable air defenses. Analysts and foreign military officials have frequently noted Ukraine’s skillful employment of air defense systems.

To minimize risk, Russia has resorted to launching long-range missile attacks from bombers in Russian airspace and mounting attacks on Ukrainian cities and infrastructure with relatively cheap Iranian-made drones, putting additional strain on Ukraine’s air defenses.

“Russia’s failure to gain air superiority has meant its forces have had to engage targets in Ukraine from long range, with extensive use made of cruise missiles and other weapons,” the International Institute for Strategic Studies (IISS) wrote in its annual Military Balance report, released Feb. 15. “Air forces on both sides have suffered losses. Russia in 2022 lost some 6–8 percent of its active tactical combat aircraft inventory, but overall fleet size somewhat masks the loss to some individual types, including reductions reaching 10-15 percent for some pre-war active multirole and ground-attack aircraft fleets.”

Russia’s difficulty employing airpower in Ukraine has been hampered by its own doctrine, retired Air Force Lt. Gen. David A. Deptula, dean of AFA’s Mitchell Institute for Aerospace Studies, said. Instead of using its air force as an independent arm that can deliver decisive blows and support a joint campaign, Russia largely sees the role of fixed-wing aircraft as supporting ground forces.

“Russian air doctrine is very different than Western air doctrine,” Deptula told Air & Space Forces Magazine. “They don’t use airpower other than as a means of an extension of ground forces.”

Deptula pointed to other flaws in Russia’s use of airpower, such as leadership, training, equipment, and the lack of precision targeting.

“They’ve got a substantial number of aircraft in their inventory,” Deptula added. “But it’s not being used, or at least to date, it isn’t being used very effectively.”

Deptula and others cautioned that just because Russia’s air force has so far been held back does not mean airpower is irrelevant over Ukraine or that the West can safely discount the VKS as Ukraine is burning through billions of dollars of kit to fend off Russian attacks.

“The capability of the Ukrainians are growing over time,” said retired Air Force Gen. Philip M. Breedlove, who served as NATO’s Supreme Allied Commander when Russia first invaded Ukraine in 2014. “We are sending them air defense capability, but we are not sending them the density of capability so as to completely deny Russia.”

Ukraine also has an air force of its own, and the U.S. has provided the Ukrainians with AGM-88 High-Speed Anti-Radiation Missiles (HARMs), Zuni rockets, and an unspecified number of Joint Direct Attack Munition (JDAM) guided bombs. But Ukraine’s air force has been limited by the need to fly low to avoid Russian air defenses, noted Justin Bronk, an expert at the Royal United Services Institute who has extensively studied the air war over Ukraine.

Russia’s aircraft have also faced some of the same limitations inside Ukrainian airspace due to Ukraine’s air defense network.

“I think there’s some reticence on the part of the Russians to try to do a more fulsome campaign,” Breedlove said, citing Russian inability to effectively conduct suppression of enemy air defenses (SEAD). “Because they’re not doing SEAD, I don’t think they’re willing to put their best aircraft at risk.”

Russia has shown, however, that it is willing to burn through manpower and assets, even with extraordinarily high costs, over its nearly year-long renewed invasion of Ukraine.

“The fact of the matter is they have a big powerful air force,” Breedlove said.