Rolls-Royce Supports USAF with Experience, Innovation

Aug. 18, 2022 | By Adam Stone

The roots of innovation trace back to World War I. Rolls-Royce’s predecessor company in Indianapolis, the Allison Engine Company, adapted early automobile engines for the De Havilland DH-4, a single-engine, two-seat biplane bomber. Later, Allison designed and manufactured thousands of engines for such legendary American military aircraft as the P-51, P-38, P-39, P-40, and others, and provided engines for the British Spitfire. Throughout the history of its Indianapolis operations, Allison and later Rolls-Royce have remained a trusted Air Force partner through technological, economic, and military revolutions—including the acquisition and name change.

“When Rolls-Royce acquired Allison in 1995, it picked up that legacy and tradition of supporting first the Army Air Corps, and later the U.S. Air Force,” said Lt. Gen. Darryl Roberson (retired), senior vice president of business development at Rolls-Royce North America. “From the very start with this company, there was an innovative mindset—a determination to stay on the leading edge of technology and capabilities in support of warfighters.”

Engine making is and was always part science, part art. There is a reason just a few companies today can build high-tech jet engines. “There are fewer, in fact, than nations with nuclear arms,” he said. No wonder, he adds, that “Even today, the Russians and Chinese still try to steal our technology—they can’t match it on their own.”

That long-standing engineering culture helps ensure that Rolls-Royce delivers today—on its promises, with its technology, under any conditions, from extreme heat to destructive sands, to bone-chilling cold.

“There is a lot of technology that goes into this, as well as the ability to test and modify, to work out the wrinkles,” he said. “We use our long history, our experience, to optimize these engines in ways that others cannot.”

One reason, Roberson said: The deep, direct ties between Rolls-Royce employees and their Air Force customers. Roberson spent 34 years as a USAF fighter pilot and commander. “I was a part of the Air Force for half of the time that the Air Force had been in existence,” he mused. “I grew up with it.” Now he gets a thrill from continuing to contribute.

“As an industry partner for the Air Force, it is critically important for us to understand their needs and desires, where they’re trying to go and how best to help them get there. The years spent servicing those engines, upgrading those engines, helping to improve capabilities—that tight relationship and our daily side-by-side work—all that gives us a deep understanding of the culture of the United States Air Force.”

Rolls-Royce engines power the C-130, the workhorse transport and its derivatives, and the versatile CV-22 tiltrotor, as well as the unmanned Global Hawk long-endurance, high-altitude, remotely piloted surveillance aircraft.

C-130J airframes have flown more than 2 million flight hours performing airlift, search and rescue, special ops, electronic warfare, and other needs. “It is critically important and super versatile aircraft,” Roberson said. Whether older -H models or newer C-130Js, “I have no doubt we will be supporting C-130s for at least the next 20 or 30 years.”

Rolls-Royce was a pioneer in vertical lift, powering the Marine Corps’ AV-8B Harriers as well as the V-22 and the engineering enabling those engines to direct their thrust through the transition from horizontal to vertical flight and back again—among the most complex engine technologies. Rolls-Royce also provides the vertical lift capability for the F-35B Lightning II.

“We are the leader in understanding how to take off vertically and transition to horizontal flight,” Roberson said. “When you tilt it from one orientation to another, when you transition from vertical operation to horizontal operation, these are extremely complex conversions. Rolls-Royce’s experience is unparalleled.”

No less unique is the B-52, and Rolls-Royce continues to evolve engine capabilities. Engineers work to improve the propulsion, and to deliver more electrical power to support emerging systems.

“These advanced electronic systems that are important for survival in engagements with the enemy, the systems that are needed to put precision fires on a target—all of that requires additional power,” Roberson said. “We are constantly improving, constantly upgrading and advancing to provide what the Air Force needs to conduct the modern fight.”

Rolls-Royce is at the heart of an effort to keep the B-52 Stratofortress flying until it approaches the century mark. To do that, Rolls matched the proven engines from its business-jet business to the rigorous requirements demanded of a long-range bomber. Advanced engineering made that easy.

“The ability to digitally manipulate the data that we have on our engine made a big difference in the competition,” Roberson said. “Suppose a question came up: ‘What if we needed more power for this or that?’ Our ability to digitally analyze the B-52 allowed us to very accurately predict what we could or could not do, and what the impacts and potential cost implications would be. All of that allowed us to be very precise and responsive both to the Air Force and to Boeing.”

Rolls-Royce is likewise applying those technologies to manufacturing, using digital twins to model performance and predict maintenance, and applying digital engineering and advanced materials and manufacturing processes to reduce parts count, increase reliability, and boost performance.

“In some cases, we’ve leveraged modern manufacturing and materials technology to reduce the thousands of parts that make up an engine by a significant amount,” Roberson said.

“We’re delivering better fuel efficiency and longer flight times, but with less maintenance and greater reliability,” he said.

Looking Ahead

Military aircraft must fly under often difficult conditions, often under extreme heat, cold, and in dirty, sub-optimal environs. Combat conditions only make the demands more intense. “We work hard to give the Air Force engines that do what they need to do in combat,” Roberson said. “That requires a lot of engineering prowess.”

Modern technologies like additive manufacturing enables fewer parts, and new materials, such as coatings, can last longer and reduce downtime. Digital engineering is the key enabler, because it makes it possible to experiment using digital models rather than real life, so that in the long term, “We can manufacture parts in innovative, new ways, much more quickly, and much more reliably,” Roberson said.

“Technology now is allowing us to achieve greater levels of performance in higher-temperature engines than we ever could before,” Roberson said. Further down the road, Rolls-Royce is working on hybrid-electric flight, a solution Roberson said could give pilots greater stealth, as they switch to the quieter electric mode when approaching enemy positions. And the reduced heat profile of an electric engine would also reduce the likelihood of detection.

“This company is absolutely committed to hybrid electric and electric flight for the future,” Roberson said. “We always want to be on the leading edge.”

A Trusted Partnership

Throughout the history of its Indianapolis operations, Allison and later Rolls-Royce, which acquired the company in 1995, has remained a trusted Air Force partner.

1917	Early American military pilots begin flying DH.4 aircraft, initially powered by Rolls-Royce Eagle engines. Later versions featured Liberty powerplants, which were based on race car engines, from Allison Engine Co. in Indianapolis.
1942	Allison opens new factory in Indianapolis, Indiana, to produce V-1710 piston engines. These engines would power P-51, P-38, P-39, P-40 and other aircraft during and after World War II. Later versions of the P-51s would be powered by Rolls-Royce Merlin engines, iconic for their use in RAF Spitfires and Hurricanes.
1947	Allison begins producing J33 engines, which will go on to power the P-80 Shooting Star, the Air Force’s first operational jet fighter, as well as the F-94 Starfire and the T-33 jet trainer. Allison produced nearly 7,000 J33 engines. Its later J35 engines would become the primary powerplant for the F-84 Thunderjet and F-89 Scorpion.
1956	First production C-130A aircraft are delivered to the Air Force, the first among more than 2,600 aircraft to be produced in the C-130 line. The initial aircraft were powered by four T56 turboprop engines from the Allison factories in Indianapolis. The T56 becomes one of the longest production engines in aviation history, with over 18,000 engines produced.
1968	First flight of the USAF A-7D Corsair II, powered by a single Allison TF41 turbofan engine, a license-built version of the Rolls-Royce Spey. A-7D aircraft flew in the Air Force fleet for more than 20 years.
1985	An Allison engine, designated T406 and later renamed as the Rolls-Royce AE 1107C, is selected to power the V-22 tiltrotor aircraft.
1995	Rolls-Royce purchases Allison Engine Co. with U.S. Government approval, officially joining two companies with a long, intertwined history of aerospace collaboration.
1996	First flight of the C-130J, powered by four Rolls-Royce AE 2100D3 turboprop engines.
1998	First flight of the Global Hawk UAV aircraft, powered by a single Rolls-Royce AE 3007H turbofan engine.
2006	First operational CV-22 aircraft delivered to Air Force at Kirtland AFB, powered by Rolls-Royce AE 1107C turboshaft engines.
2019	Rolls-Royce AE 2100D3 engines surpass 8 million engine flight hours on the C-130J fleet.
2021	Air Force selects Rolls-Royce F130 engines, to be produced in Indianapolis, for B-52 engine replacement.

AFSOC Grounds CV-22 Osprey Fleet Over Safety Issue

Aug. 17, 2022 | By Greg Hadley

Air Force Special Operations Command grounded its CV-22 Osprey fleet Aug. 16 as part of a safety stand down, with no timeline set for the aircraft to begin flying again, the command confirmed to Air Force Magazine.

The stand down, ordered by AFSOC commander Lt. Gen. James C. “Jim” Slife, comes after two incidents of “hard clutch engagement” in the past six weeks, AFSOC spokesperson Lt. Col. Rebecca Heyse said in an emailed statement.

News of the stand down was first reported by Breaking Defense.

Hard clutch engagement involves the clutch connecting the rotor gear box to the engine slipping, then catching hard, causing the aircraft to lurch.

The two incidents in the past six weeks came after two in the previous five years, Heyse said. No injuries have been reported as a result of the incidents, “due in large part to the skill and professionalism of our Air Commandos who operate the CV-22,” Heyse said.

AFSOC hadn’t yet gathered enough engineering data analysis to identify the cause of the issue, “so it’s unknown if it’s mechanical, design, software or some combination of any of those,” Heyse said.

And until a root cause is determined and risk control measures are put in place, “no AFSOC CV-22s will fly,” she said. Ultimately, “the goal is to determine a viable long term materiel solution,” she added.

The Marine Corps and Navy both operate their own versions of the Osprey, and AFSOC has been in contact with Naval Air Systems Command about the issue, Heyse said, deferring comment on any stand down of those aircraft to the respective services.

AFSOC has more than 50 Ospreys in its fleet, based out of Cannon Air Force Base, N.M., Hurlburt Field, Fla., Kirtland Air Force Base, N.M., RAF Mildenhall, U.K., and Yokota Air Base, Japan. The CV-22’s tiltrotor design allows it to take off and land vertically but pivot its engines forward for higher-speed and longer-range horizontal flight.

The aircraft has generated controversy with its safety record, however. Within the past six months, nine Marines have died in two separate crashes on board the MV-22 Osprey.

The CV-22’s stand down marks the second such grounding of Air Force planes in recent weeks, as Air Combat Command just recently cleared its F-35As to begin flying again after conducting inspections for a faulty ejection seat part.

Promotion Rate for Staff Sergeants Hits Lowest Point Since 1997

Aug. 17, 2022 | By Greg Hadley

The Air Force’s recent trend of low promotion rates for enlisted noncommissioned officers continued Aug. 17, as the service announced it had tapped just 9,706 senior airmen out of 45,991 eligible to become staff sergeants—a 21.1 percent promotion rate.

That mark is the lowest in nearly a quarter of a century, according to data provided by the Air Force Personnel Center to Air Force Magazine. In 1997, just 18.66 percent of eligible senior airmen were selected.

The low promotion rate was driven by both an unusually high number of eligible senior airmen—the most since 1998—and a relatively low total number of Airmen selected—the fewest since 2014, and just the second time this century when fewer than 10,000 were picked.

This year’s numbers also represent a dramatic shift from just a few years ago, when the service promoted roughly half of those eligible in 2018 and 2019. Even as recently as 2020, the promotion rate was 41.58 percent, just shy of double the 2022 rate.

The 2014 cycle is the only other one since 2000 to have a rate below 30 percent.

The official release of those who were selected for promotion will take place at 8 a.m. Central time Aug. 25, according to AFPC. The list will be available on the Air Forces Personnel Center website’s Enlisted Promotion page, the Air Force Portal, and myPers.

The Air Force uses Weighted Airman Promotion System (WAPS) tests for E-5s. The test was revamped in 2022, going from 100 knowledge-based questions to 60 knowledge questions and 20 “situational judgment test” questions. The service also changed how it evaluated Enlisted Promotion Reports.

While the Space Force has moved to promotion boards for all its noncommissioned officers, Chief Master Sergeant of the Air Force JoAnne S. Bass has previously said her office is considering whether to do away with WAPS after moving to boards for ranks E-7 through E-9.

Regardless, enlisted promotion rates have been down for many NCO ranks this year. The service promoted its fewest tech sergeants in a decade, and the promotion rate for master sergeant was the lowest it’s been since 2010.

And those numbers are unlikely to rebound in the near future, the service has warned, as a result of high retention amid the COVID-19 pandemic, end strength numbers plateauing, and recent enlisted grade structure revisions.

In particular, leaders say the grade structure revisions were necessary to combat a decline in experience among Airmen in the NCO corps.

“The majority of the experience decline was attributable to the Air Force trying to achieve an enlisted force structure with too many higher grades,” Col. James Barger, Air Force Manpower Analysis Agency commander, said in a July statement. “We also found that experience levels would continue to decline unless the Air Force lays in more junior Airmen allocations and fewer E5-E7 allocations.”

The goal, Barger said, is to reach a “healthier” distribution of Airmen across grades by fiscal 2025—seemingly indicating that lower promotion rates could continue for another two or three years.

YEAR	SELECTED	ELIGIBLE	PROMOTION RATE
2022	9,706	45,991	21.10
2021	15,660	44,663	35.06
2020	13,864	33,341	41.58
2019	14,235	29,179	48.79
2018	15,669	30,651	51.12
2017	14,181	32,006	44.31
2016	16,506	39,064	42.25
2015	13,269	39,260	33.80
2014	9,403	36,739	25.59
2013	11,212	34,078	32.90
2012	13,448	33,060	40.68
2011	11,337	26,549	42.70
2010	13,518	28,510	47.41
2009	15,223	30,574	49.79
2008	12,209	28,098	43.45
2007	15,130	36,608	41.33
2006	13,298	37,071	35.87
2005	14,614	36,405	40.14
2004	13,625	33,306	40.91
2003	13,651	27,416	49.79
2002	19,448	30,880	62.98
2001	20,793	32,170	64.63
2000	19,605	38,654	50.72
1999	16,053	44,109	36.39
1998	11,033	48,719	22.65
1997	9,854	52,820	18.66

Source: Air Force Personnel Center

With FMS, Air Force Looks to Integrate With Allies Earlier and in New Ways

Aug. 17, 2022 | By Greg Hadley

DAYTON, Ohio—With a new policy in hand, the Air Force’s Foreign Military Sales enterprise is looking to go beyond selling USAF systems to allies and partner nations—and instead to help them develop their own capabilities.

Such an approach, deemed “non-program of record acquisitions,” is part of a larger shift in FMS toward more and earlier integration with other countries, Brig. Gen. Luke Cropsey, director of the Air Force security assistance and cooperation directorate, told reporters at the Life Cycle Industry Days conference.

“Over the last decade, in particular, we’ve seen a significant shift to partners not only wanting to get in earlier, but in a lot of cases, actually wanting to get into doing platforms or designs that we aren’t flying,” Cropsey said.

In the past, “we typically didn’t sell weapons systems to foreign partners until after Milestone C, when we had basically a production capability up and running, and we had already gone through all of our wickets, testing and everything else, so that we had a good, stable product that we knew that we were going to be able to provide,” Cropsey said. And when it came to systems that the Air Force wasn’t producing for itself, there was little, if any, way to help.

But now, with the new “non-program of record acquisition” policy—implemented in the past year—Cropsey and his team are able to “pull in a foreign partner nation’s money from a funding perspective and marry that up with somebody else’s money and actually form a collective program around those shared requirements,” he said.

While there have been other ways for partners to work with the Air Force to develop new systems and capabilities, such as international agreements, Cropsey noted that being able to do so through Foreign Military Sales will create more opportunities for more countries.

“The fact that we’ve now added that capability from a policy perspective into what we’re capable of doing in the FMS portfolio, I think is a big benefit to our partners, because the FMS side of this business is by far the the larger … when it comes to the number of countries that we have involved and the size of the dollars associated with it,” Cropsey said.

The most high-profile example of this new policy to date has been L3Harris’ electronic warfare suite for the F-16, called Viper Shield. While the U.S. Air Force has chosen Northrop Grumman to equip its F-16s with the Integrated Viper Electronic Warfare Suite, USAF and Lockheed Martin selected Viper Shield to go on the F-16V, designed solely for FMS.

Air Force Chief of Staff Gen. Charles Q. Brown Jr. made reference to Viper Shield in a speech in July at the Global Air and Space Chiefs’ Conference in London, saying the process “brought together partners from the Indo-Pacific, Europe, the Middle East, and Africa.”

But still more can be done, Brown said, as he laid out his vision for “Integrated by Design,” a process by which the Air Force will “start with allies and partners in mind versus building U.S. first, then adapting to include allies and partners.”

A key portion of integration by design, Brown stressed, is Foreign Military Sales, and in bilateral talks with allies, he said he has frequently heard that the U.S. must improve its FMS.

“I will tell you, this is something we are working on,” Brown pledged.

And even beyond non-program of record acquisitions, there will be other ways for the enterprise to innovate, he indicated.

“There are opportunities to leverage or change existing policies to enable us to work together to align investments, capabilities, and approaches, so together, we can optimize our innovation and industrial capacities,” Brown said. “And together, we should look deeper at our capability development and export policies to see where we can either open up or change policies to better align efforts.”

Air Force Global Strike Command Test-Launches Minuteman III

Aug. 16, 2022 | By Greg Hadley

Air Force Global Strike Command test-launched an unarmed Minuteman III intercontinental ballistic missile Aug. 16, several days after delaying the test to avoid stoking tensions with China.

The launch from Vandenberg Space Force Base, Calif., took place at 12:49 a.m. Pacific time. The ICBM reentry vehicle traveled approximately 4,200 miles to the Kwajalein Atoll in the Marshall Islands, AFGSC announced in a press release.

Airmen from the 625th Strategic Operations Squadron at Offutt Air Force Base, Neb., and Sailors from the Navy’s Strategic Communications Wing executed the launch on board a Navy E-6B Mercury aircraft using the Airborne Launch Control System.

Airmen from the 341st Missile Wing at Malmstrom Air Force Base, Mont., 90th Missile Wing at F.E. Warren Air Force Base, Wyo., and 91st Missile Wing at Minot Air Force Base, N.D., helped support the test launch, while the Space Force’s Col. Bryan Titus, vice commander of Space Launch Delta 30, was the launch decision authority.

“This scheduled test launch is demonstrative of how our nation’s ICBM fleet illustrates our readiness and reliability of the weapon system. It is also a great platform to show the skill sets and expertise of our strategic weapons maintenance personnel and of our missile crews who maintain an unwavering vigilance to defend the homeland,” Col. Chris Cruise, 576th Flight Test Squadron Commander, said in a statement.

AFGSC emphasized in its release that the test launch “is not the result of current world events,” and in a separate release, Space Launch Delta 30 indicated that the launch had been scheduled years in advance.

That schedule shifted slightly, however, when Speaker of the House of Representatives, Rep. Nancy Pelosi (D-Calif.), led a Congressional delegation on a visit to Taiwan in early August.

That visit, the first by a Speaker to the island in 25 years, drew a fiery response from China, which considers Taiwan a rogue province and rightfully its territory. The Chinese launched military exercises all around the island. U.S. President Joe Biden, seeking to avoid escalating tensions, announced Aug. 4 that the Minuteman III test would be delayed.

China is still conducting military exercises around Taiwan after another U.S. congressional delegation visited the island, but the Minuteman III test took place 12 days after the initial postponement.

That stands in contrast to earlier this year, when the Pentagon first delayed, then canceled, an ICBM test entirely to avoid potential miscommunication and escalation. In March, the Defense Department postponed a test in the early days of Russia’s invasion of Ukraine, as Russian President Vladimir Putin raised tensions by putting his nuclear forces on high alert. In April, the Air Force announced that the test had been canceled.

The last publicly announced test launch was in August 2021.

‘Wildly Successful’ Skyborg Will Become Program of Record but Won’t Stop Developing S&T

Aug. 16, 2022 | By Greg Hadley

DAYTON, Ohio—Skyborg, the Air Force’s effort to develop an artificial intelligence-enabled system to control unmanned aircraft, is ready to “graduate” and contribute to key programs such as the Next Generation Air Dominance family of systems, a top program executive officer said.

But while the so-called Vanguard effort is seemingly on the verge of becoming a program of record, it won’t stop developing, experimenting, and testing new technologies.

For months, Air Force Secretary Frank Kendall has described his vision of four to five low-cost, uncrewed aircraft flying alongside the crewed fighter that will be the centerpiece of NGAD—or other fighters such as the F-35—to create a formation. Lately, Air Force officials have started referring to those uncrewed aircraft as collaborative combat aircraft, or CCA.

Kendall and other leaders have pushed an ambitious pace to deploy these drones, perhaps by the middle of the 2020s. Such a timeline is a credit to the success of Skyborg, Brig. Gen. Dale R. White, program executive officer for the Air Force Life Cycle Management Center’s fighters and advanced aircraft directorate, told reporters during the Life Cycle Industry Days conference.

“We used Skyborg as the foundation, the stepping-off point, with all of the [science and technology] work that we did, which feeds into it, and we’re continuing to work with industry and with the enterprise, and we’ll continue to refine that approach,” White said, adding that because of Skyborg, the CCA effort is not “starting from zero.”

Since being identified as a priority effort in 2020, Skyborg has already demonstrated capabilities that CCAs will likely need.

In December 2020, a drone included in the Skyborg program flew alongside an Air Force F-22 and Marine Corps F-35, allowing the two crewed platforms to communicate using otherwise incompatible datalinks. The Autonomous Core System, the “brain” of Skyborg, has successfully flown multiple aircraft made by different contractors. Multiple drones operated by the ACS have flown together, demonstrating a drone “teaming” capability. And there have been other flight tests as well, the details of which have not been publicly announced.

“I think the most important thing is our ability to show that the Autonomous Core System was effective and it can be moved from aircraft to aircraft,” White said. “And so that demonstration we had in [2021] was really to focus on … we had two completely different vendors, two completely different aircraft, and we could use the Autonomous Core System on both. And so that served as kind of a foundation that autonomy was something that was mature enough to be able to move the program forward, and that’s going to feed the CCA approach.”

In its 2023 budget request, the Air Force indicated that it wanted more than $100 million over the next two years to further that approach under a Research, Development, Test, and Engineering program called Autonomous Collaborative Platforms, which “matures technology from the Science and Technology (S&T) Skyborg Vanguard program,” budget documents state.

In that regard, “we see Skyborg as kind of a graduation exercise,” White said. “The Secretary has made it clear he sees the vision of a program of CCAs. That shouldn’t be a question. He’s made that abundantly clear.”

But while Skyborg’s technology is maturing and advancing toward operational use, the program’s S&T side won’t slow down, White added.

“Most people may not know this, but Skyborg is still flying. We just flew again in June,” he said. “They’re still pushing out capability, continuing to push the bounds of what we can do with autonomy.”

Indeed, White indicated that Skyborg has not only proven out technology for autonomous unmanned aircraft, but it has also demonstrated a new way for acquisition and S&T to work together.

“While we may graduate, programmatically speaking, there’s still continued work that needs to be done on the S&T side,” White said. “And what we found is through that process of Skyborg, that relationship between the PEO and [Air Force Research Laboratory] commander [Heather L. Pringle], it has proven to give us so much benefit. I get to steer what I think she should be looking at. And then she goes off and does that. And then that feeds into the decision space of how we build capabilities.”

Ideally, White added, that’s how the Air Force would like for all its programs to work. “In the case of Skyborg, it was just wildly successful in terms of what we got out of it, what we continue to get out of it, and how we use that to present decision space to our leaders on how we set up programs of record,” he said.

Such an approach is especially important for Skyborg given its focus on software, artificial intelligence, and machine learning. Observers and officials have frequently bemoaned the Pentagon’s acquisition process for cutting-edge technology, saying it doesn’t work with the rapidly iterated, constantly improving approach of tech innovators.

By allowing Skyborg’s science and technology progress to continue while integrating it into collaborative combat aircraft and other programs, the Air Force is moving closer to operational AI, said Caitlin Lee, senior fellow for the Mitchell Institute’s Center for Unmanned and Autonomous Systems.

“It is really important to prototype and to do so quickly and to iterate quickly and to do lots of tests and evaluation, and Skyborg is doing that,” Lee said. “What I’m talking about is crossing what they call the Valley of Death into a program of record. And I think the real trick there is that you can’t just stovepipe this AI in a program of record all by itself. It’s got to be constantly integrated and developed within a platform and optimized for that platform.”

Troubled Sri Lanka Seeks to Strengthen Relationship With PACAF and Quad

Aug. 16, 2022 | By Abraham Mahshie

The tiny Indian Ocean island of Sri Lanka has an outsize geostrategic importance, and its military seeks deeper ties with Pacific Air Forces for maritime security and disaster relief while not roiling China, a senior Sri Lankan Air Force official told Air Force Magazine.

Rocked by political unrest and financial collapse in July, the island the size of North Carolina with 22 million inhabitants remains neutral and unaligned but is heavily indebted to China. Just 34 miles off the coast of India at its closest point, Sri Lanka aims to further professionalize its Armed Forces and capabilities at a moment when PACAF is seeking to strengthen regional partnerships.

The Sri Lanka Air Force, 30,000 strong, has sought to work more closely with PACAF and is willing to participate in some exercises of the Quadrilateral Security Dialogue, commonly known as “the Quad” grouping, which includes Australia, the United States, Japan, and India.

“We are very concerned about the status quo of the region,” Sri Lankan defense attache Air Vice Marshal Sampath Wickremeratne told Air Force Magazine in a recent meeting at the Embassy of Sri Lanka in Washington, D.C.

“We are very careful, and we do not agitate [any] of the power players in our region,” he said, stressing Sri Lanka’s unaligned status. However, Sri Lanka is worried about shifting security trends in the Indo-Pacific. “There was a status quo, then China coming up with their programs. They are building influence in the region.”

China also came to Sri Lanka’s economic aid with a $3 billion loan in 2020. The assistance is cited as an example of Chinese “debt diplomacy,” whereby lenient terms are given with big strings attached. Now, China holds some 10 percent of Sri Lanka’s debt.

Wickremeratne acknowledged that the United States’ presence in the Indian Ocean traces to the 19th century, and he described China as a “close distant friend,” reflecting its close ties to Sri Lanka while geographically separate.

Sri Lanka’s territorial defense force consists of fewer than 10 fighter jets divided into two small squadrons of Israeli Kfir and Chinese Chengdu F-7G fighters, a licensed version of the Soviet MiG-21 that had been used to contain terrorist groups in the north and east of the island during the insurgency.

The Sri Lanka Air Force’s transport fleet includes two grounded C-130s that lack spare parts due to past U.S. sanctions, the attache said. It relies instead on the Soviet-era Antonov AN-32 and the Chinese-made Xian MA-60. Its helicopter fleet is a mix of Eastern and Western origin, including the Soviet-era Mi-17, Mi-24, and Mi-35 and the American Bell 212, Bell 412, and Bell 206.

For intelligence, surveillance, and reconnaissance, Sri Lanka uses American-supplied Beechcraft turboprop planes.

During the years of internal fighting, many Western countries distanced themselves from defense ties with Sri Lanka, but the country now aspires to reengage globally and strengthen its ability to patrol its territorial waters, which are often used for drug and human trafficking, and illegal fishing.

“We use the satellites and the cloud, and we monitor the dark ships,” Wickremeratne said of illegal vessels.

“For drugs, people recently have used Sri Lanka as a hub for transiting from east to west, from the Afghanistan side to [the Association of Southeast Asian Nations] side,” he said. “The Air Force plays a very big role in that because of the speed, reach, and the height. We are able to react sooner than the other forces.”

Now, Sri Lanka aims to develop its transport and ISR capabilities to better respond to humanitarian and disaster relief and to enhance maritime surveillance, an area where PACAF has shown interest in strengthening collaboration.

One way the attache said Sri Lanka can more closely support PACAF’s goals is by allowing the placement of ISR assets such as the U.S. Department of Transportation application SeaVision or Hawkeye 360, a commercial company that gathers radio frequency data from satellite constellations.

Sri Lanka already partners with India, Australia, and Japan regionally. Wickremeratne is an example of how Sri Lanka’s nonaligned status has allowed relations with divergent countries. He has conducted fighter training and flown with the air forces of Israel, Pakistan, and India.

“We are getting a lot of support on maritime security,” Wickremeratne said of ties with the United States.

Sri Lanka’s position on participating in Quad activities, and to a lesser extent, those of the newly formed AUKUS group of Australia, the United Kingdom, and United States, is delicate. Sri Lanka agrees with the group’s objectives to maintain the international order, including maritime boundaries, in contrast to China’s numerous, ongoing maritime disputes and aggressive action in the air and the sea.

“Whatever the security structures that are going to be placed in the Indian Ocean region, we would like to play a part of it, but not in a very military angle,” he said, proposing subject matter exchanges, technology, and intelligence sharing. “Anything that we can take and make our territorial security more powerful.”

Inquiries to the PACAF Sri Lanka desk officer were referred to U.S. Indo-Pacific Command, which did not respond to requests for comment by Air Force Magazine.

Command Chief Master Sgt. for Pacific Air Forces David R. Wolfe said PACAF is working on ways to meet Sri Lanka’s defense needs and to respect its neutral status.

“All we’re trying to do is help every country take whatever the next step is for them,” Wolfe told Air Force Magazine at the recent Senior Enlisted Leader International Summit outside Washington, D.C., which did not include the participation of Sri Lankan enlisted officials.

“There’s a very loosely tied, like-minded group of countries that each country for a different reason engages at a different level,” he said. “If they have fears about the geopolitical environment, [we need to] try to allay those fears the best we can, and then find what is the next step for them.”

On the enlisted development side, PACAF aspires to help Sri Lanka grow the education and retention of its enlisted corps with opportunities to reach leadership positions. Wickremeratne admitted that after the country’s conflict period, many former soldiers were released into society without job opportunities.

Sri Lanka’s geographic position is also valuable to PACAF.

“Maritime surveillance is a need,” Wolfe said.

“Interoperability is the main thing that we want with all of the countries, and Sri Lanka is no different,” he said. “Humanitarian assistance and disaster relief is our most likely five-meter target, the most likely need. I mean, that can happen tomorrow, right? So, we have to be ready.”

Air Force Official: We‘re ‘Starting to Lose Our Lead’ in Propulsion

Aug. 16, 2022 | By Greg Hadley

DAYTON, Ohio—Reduced competition, over-reliance on legacy systems, and falling funding are all contributing to a “critical inflection point” in propulsion for the Pentagon and industry members—and things are headed in the wrong direction, the director of the Air Force Life Cycle Management Center’s propulsion directorate warned.

Speaking with reporters at the Life Cycle Industry Days conference, John Sneden said there is a significant gap between how the U.S. propulsion enterprise is viewed publicly and how it is actually performing at the moment.

“I think there is a perception, and I think there’s a reality dynamic that’s out there. And we’re usually pretty keen on talking about the dichotomy between the two,” Sneden said. “The perception, I think, that’s out there is that we’re maintaining, if not advancing, our military advantage in propulsion. And that’s always been because we’ve always had the world’s greatest advantage in propulsion. But the reality is that our lead is starting to—we’re essentially stagnating, and we’re starting to lose our lead.”

Part of the problem, Sneden claimed, is a relative lack of propulsion projects being pushed by the Air Force. The Adaptive Engine Transition Program, aimed at developing next-generation propulsion technologies, launched in 2016, but other science and technology programs have yet to follow.

“We’ve had no large combat engine science and technology program in our labs since 2018. AETP was the last big program that came out of that,” Sneden said.

From an operational perspective, “we haven’t done a new fighter engine, transitioned it to the field, since essentially the F135 in the early 2000s timeframe,” Sneden said.

For more than a decade, Congress, the Pentagon, and industry members had considered the idea of an alternate engine for the F-35 fleet, with proponents saying it was necessary to increase competition and drive down costs.

That idea never came to fruition, however. And with no other major fighter engine programs transitioning to production since, “from an industrial base perspective, you start to get some atrophying of it, if you don’t continue to push the marketplace forward to drive those outcomes,” Sneden said.

Instead, the Air Force has turned to legacy engines to power new programs such as the F-15EX and T-7A—the F-15EX will use the the F110-GE-129, while the T-7 will have the F404-103. And while industry officials have promised that these new engines will provide upgraded performance, “inserting brand new technology into our legacy propulsion systems … means that you’re not … really exercising that advanced propulsion side with the industrial base,” Sneden said.

That issue could become even more urgent in the near future, as the Air Force, the F-35 Joint Program Office, and the Office of the Secretary of Defense consider the future of F-35 propulsion. The fighter has endured engine issues that have kept jets grounded and sent sustainment costs soaring.

There’s a consensus that something must be done, but Pratt & Whitney, which makes the F135, is pushing for what it calls the F135 Enhanced Engine Package, an update of the existing system, while GE Aviation is advocating for its AETP engine, the XA-100.

Should leaders decide to stick with the F135, Sneden warned that the future of AETP would be murky at best. Beyond that, only one other advanced propulsion program is in the works, the Next Generation Adaptive Propulsion program, and Sneden said the Air Force, constrained by a lack of resources, will have to commit to a vendor for that program by late 2024.

“If we end up with one vendor there and we don’t move forward with AETP, that vendor could actually get us into a place where we have essentially a reduced advanced propulsion industrial base,” Sneden said. “So we are concerned about it.”

Lack of competition isn’t the only concern. Sneden also pointed to declining funds for the propulsion directorate’s Component Improvement Program, which is focused on safety and reliability. In 2021, the initiative got $121 million in the Air Force’s budget. The Future Years Defense Plan submitted with the 2023 budget included just $34 million combined from 2024 to 2026, before ticking back up to $90 million in 2027.

Less funding will only exacerbate other issues, Sneden said.

“If you really want to win in the battle against China, who is catching up to us, who is spending the dollars, putting the emphasis … to obtain parity with the U.S., you have to invest in propulsion to be able to move yourself forward,” Sneden said. “So the message here really is a simple one. If we want to hold on to our propulsion advantage, we have to invest. We have to move our propulsion technologies forward. And we have to get them in the hands of the warfighter. Otherwise, China will have parity with us and eventually will exceed where we’re at.”

Brown Tours Pacific as U.S. and China Hold Dueling Exercises

Aug. 15, 2022 | By Abraham Mahshie

Air Force Chief of Staff Gen. Charles Q. Brown Jr. had hardly left the Indo-Pacific theater before China flew a joint bomber and fighter mission with U.S. partner Thailand. In nearby Indonesia, the U.S. concluded exercise Garuda Shield alongside Australia, Japan, and Singapore.

Brown’s first trip back to the theater where he commanded Pacific Air Forces from 2018 to 2020 comes at a time of heightened U.S. competition with China. Brown kicked off his trip at Travis Air Force Base, Calif., before visiting Joint Base Pearl Harbor-Hickam, Hawaii; Andersen Air Force Base, Guam; Kadena, Air Base, Japan; Osan and Kunsan Air Bases, South Korea; Eielson Air Force Base, Alaska; and U.S. partners and allies in Singapore and the Philippines from Aug. 4 to 13.

“In order protect and enhance our collective international security, we need to focus on purposefully fostering our relationships,” Brown told senior enlisted leaders Aug. 1 at a gathering of 65 nations outside Washington, D.C.

Brown reflected on the relationships he built at the Air Command and Staff College at Maxwell Air Force Base, Ala., in 1997. His former classmates included the current air chiefs of Japan, Mexico, and Israel, he said.

“Those relationships are so important, relationships you build at the senior level, and relationships you build at more junior levels, and how they overlap in some form or fashion and offer the chance to work together,” Brown said. “The emerging challenges and threats of today require the weight of effort from all our nation’s best.”

Just days after delivering the message of nurturing long-standing relationships, Brown was on a plane for the Indo-Pacific to rekindle some of his own.

Meanwhile, China soon began live-fire exercises around Taiwan and launched a major exercise with the Thai Air Force. Thailand’s joint training exercise with China comes despite a close and long-standing U.S. basing relationship with Thailand and a June visit by Defense Secretary Lloyd J. Austin III.

Brown’s Pacific Swing

Brown set the stage for his Pacific swing Aug. 4 at Travis, the largest air mobility wing, and what he called the “Gateway to the West” for its role in defense of a free and open Indo-Pacific.

At Hickam, Brown discussed the value of strengthening relationships with allies and partners, and 15th Wing Airmen highlighted how they work with regional partners to integrate joint operations. As he spoke, 14 nations, hosted by Indonesia and the United States, were conducting exercise Garuda Shield 2022.

Garuda Shield welcomed for the first time Australia, Singapore, and Japan alongside Canada, France, India, Malaysia, New Zealand, South Korea, the United Kingdom, and growing U.S. Pacific partners Papua New Guinea and Timor-Leste. While primarily a land and sea exercise, this year’s expanded “Super Garuda Shield” also included air defense exercises, airborne operations, and an airfield seizure exercise.

By Aug. 7, Brown toured Andersen Air Force Base and Northwest Field, Guam, which have undergone new construction as America’s westernmost power projection point.

At each stop, Brown held an all-call with Airmen to discuss the Air Force’s role in the National Defense Strategy, to talk about resiliency, and to urge Airmen to innovate. In small group settings, he had breakfasts and lunches with Airmen to gather their feedback and to provide mentorship, according to a readout provided to Air Force Magazine.

At Kadena Air Base on Aug. 11, Brown said Airman must exploit the air domain through mission control and empowerment of Airmen.

“Successful operations and combat support in a contested environment demand maximum delegation, trust, and empowerment of Airmen before conflict starts,” he said at the all-call. Brown also honored Master Sgt. Jason Yunker for his innovative work on the Versatile Integrating Partner Equipment Refueling (VIPER) kit to refuel aircraft in austere locations.

In South Korea, Brown visited both Osan and Kunsan Air Bases on Aug. 12, where in 2007-2008, he served as 8th Fighter Wing commander. Brown then flew north to Eielson Air Force Base. Details were not available about his Eielson trip, and the Air Force chief held no public meetings before his partner-building trips to Singapore and the Philippines.

Brown was in the city state of Singapore Aug.7-10, one of the strongest U.S. partners in Southeast Asia, to reaffirm the strong bilateral defense partnership and to discuss ways to enhance cooperation. There, he met with the Singapore minister of defense, chief of the defense force, and chief of the Air Force. He participated in a national day parade and was given Singapore’s military Meritorious Service Medal.

“Strong bilateral relationships like that of the U.S. and Singapore are cultivated over time and are based on communication and transparency and shared values and interests,” Brown said, according to an Air Force press release.

The United States and Singapore celebrated the 30th anniversary of exercise Commando Sling in June. Brown and Singapore’s leaders discussed the planned consolidation of Singapore’s Air Force F-16 and future F-35 fighter jet training detachments in the United States.

Brown’s final stop was the Philippines, where a new government has signaled its willingness to cooperate militarily with China. Brown’s visit was consistent with a Defense Department hope to deepen the U.S.-Filipino defense partnership after strained relations under ex-president Rodrigo Duterte.

In Manila, Brown met with the Chief of Staff of the Philippines Armed Forces and the Air Force command general to discuss ways to deepen cooperation. The Philippines is among the nations with whom China has acted aggressively on the high seas and maintains a maritime dispute. The Philippines, nonetheless, is deeply dependent on China economically.

“The U.S.-Philippine alliance is strong; we support a resilient and independent Philippines with the capability to protect its sovereignty and defend its security interests on its own terms,” Brown said, according to a press release.

The Air Force Chief of Staff told Philippines defense leaders that the United States would support Philippine Air Force modernization requirements. Brown is expected to brief members of the media Aug. 17 to provide further details about the objectives and accomplishments of his Pacific trip.