Lt. Gen. Bogdan Hedges on Operational Testing - 0 views
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Several weeks ago, the Project On Government Oversight announced its cautious optimism upon learning the Director of Operational Test & Evaluation (DOT&E) planned to conduct a close air support (CAS) fly-off between the proven A-10 and the yet-to-be proved F-35. The cautious aspect of that optimism has been proven to be warranted. Under questioning by Representative Martha McSally (R-AZ), a former A-10 pilot, F-35 program executive officer Lt. Gen. Christopher Bogdan (USAF) dismissed the idea of a comparative test as irrelevant. The exchange occurred during a House Armed Services subcommittee hearing on updates to the Joint Strike Fighter program. General Bogdan’s remarks echo earlier comments by Air Force Chief of Staff Gen. Mark Welsh, who described the proposed test as a “silly exercise.” Dr. Michael Gilmore, Director of Operational Test & Evaluation, said in late August, “The comparison tests on the close-air support mission will reveal how well the F-35 performs and whether there are gaps, or improvements in capability, compared to the A-10.”
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When asked by Rep. McSally to comment about the comparative tests, Lt. Gen. Bogdan acknowledged the F-35 would not do as well as the A-10 in such a test. He smugly compared the test to a decathlete competing against a champion sprinter in a 100 meter race. “I don’t have to run that race to know who is going to win it,” he said. “What I prefer to do is test the F-35 in its close air support role as the Air Force sees the requirements for that mission for the F-35,” the General said. The test envisioned by the Air Force would be conducted in the manner it wants to conduct close air support missions in the future, not in the way decades of experience has proven it must be conducted in order to be effective on the battlefield. The Air Force wants these missions to be conducted from high altitudes using digital communications and precision munitions. In other words, it wants to accomplish the mission only through high-tech means from a distance, rather than getting low to the ground where pilots and ground controllers are able to coordinate in a way which has been used to great effect for decades.
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In a recent documentary, an A-10 pilot talked about the sensors available to help them correlate targets on the ground to ensure a precision strike. But in nearly the same breath, he described their shortcomings as well. “That will never replace just looking right, outside of my cockpit and looking at the battlespace. What am I seeing out there, big-picture?” That level of situational awareness only develops when a pilot is able to fly low and slow over the battlefield. That will be lost by F-35 pilots who will be restricted to much higher altitudes and speed. They will be forced there because, as Michael Gilmore said while testifying at an earlier hearing, “The (F-35) has some vulnerabilities that you would expect a high performance aircraft to have. The A-10 is going to be able to, can take, hits an F-35 couldn’t take.” The United States has already been through this process before and learned painful and expensive lessons by ignoring proven methods of designing effective weapons systems. Pierre Sprey, a veteran of many bureaucratic battles while designing effective aircraft, says the correct approach to this process is to first understand the mission the system is to perform: you’ve “got to start with what really happens in combat,” Sprey said in a recent interview.
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The A-10 has one major vulnerability; it's bought and paid for. Defense contractors don't get paid as much to manufacture spare parts for it as they are getting from the F-35 program, the most expensive weapons platform in U.S. history. But the F-35 can't do close air support, something the A-10 excels at. But Air Force generals are willing to have troops on the ground be killed to keep the F-35 boondoggle going. They've tried to retire the A-10 repeatedly, only to be blocked by members of Congress who understand the importance of the ground support mission. "By 2014, the program was "$163 billion over budget [and] seven years behind schedule."[19] Critics further contend that the program's high sunk costs and political momentum make it "too big to kill." https://en.wikipedia.org/wiki/Lockheed_Martin_F-35_Lightning_II