June 16, 2020 | International, Land
By: Mike Yeo
MELBOURNE, Australia — Japan has abruptly suspended the planned deployment of the Aegis Ashore ballistic missile defense system, which will drastically alter the U.S. ally's plans for defending itself against such threats.
Defense Minister Taro Kono cited cost and technical issues as the reasons for the suspension of Japan's plans to deploy two Aegis Ashore systems at Japan Ground Self-Defense Force, or JGSDF bases at Akita Prefecture in the north of Japan's main island of Honshu and at Yamaguchi Prefecture in the south.
He explained during today's announcement that that the main technical issue was the need to ensure that the rocket boosters of the interceptor missiles, which are used to accelerate the missile to supersonic speeds following their launch, will fall on its designated areas following separation from the missile.
Attempts to modify the software on the SM-3 Block IIA missiles to ensure correct booster separation so as to not put civilian lives and infrastructure at risk have not been successful so far, with modifications to the missile hardware likely to be needed, the minister said.
Kono added that Japan has already spent the equivalent of $1.02 billion on the development of the SM-3 Block IIA so far, which is being developed jointly by Japan and the United States. The missiles can also be fired from the Aegis equipped ships of both countries to intercept short- and intermediate-range ballistic missiles.
Japan's Aegis Ashore deployment plans have been controversial, with the defense ministry facing strong opposition from local governments and residents at both sites, citing concerns about the radiation from the system's Lockheed Martin Long Range Discrimination Radar.
The news of the suspension comes a little over a month after local media reported that the ministry will cancel the planned Aegis Ashore deployment at Akita and choose another site. However, this was swiftly denied by Japan Chief Cabinet Secretary Yoshihide Suga, who said at the time no decision had been made.
In announcing the suspension of the Aegis Ashore deployment, defense minister Kono said that Japan will continue to rely on its Aegis-equipped destroyers to provide ballistic missile defense against North Korea's missiles in the meantime.
Japan operates seven such destroyers and is building another, although the Aegis Ashore radars are more advanced than that used on the ships. The land-based systems also reduce the demands placed on the ships and their crews by the missile defense mission.
The latest developments come as Japan announces completion of the deployment of an upgraded Patriot Missile Segment Enhancement, or MSE, interceptors at four different locations throughout the country earlier this month.
The announcement was made during a media briefing by Gen. Yoshinari Marumo, chief of the Air Staff of the Japan Air Self-Defense Force, or JASDF, last Friday. The missile batteries, which can be used against aircraft or short-range ballistic missiles, are located at JASDF bases at Narashino, Hamamatsu, Ashiya, and Tsuiki.
August 25, 2021 | International, Aerospace, Naval
The U.S. Navy is 'well on its way' to delivering replacement small and medium unmanned underwater vehicles that will support the submarine and the expeditionary mine countermeasures communities.
February 16, 2021 | International, Aerospace
Michael Bruno Stop me if you have heard this before: A whole new class of aircraft will democratize and revolutionize seemingly everything, starting with air travel. Will it be advanced air mobility or maybe very light jets? Aviation consultant Brian Foley recalls the latter while thinking of the former, since both are in the news recently. Disruptive paradigms are not a new threat to aviation, even this century, he notes. The Eclipse very light jet (VLJ) was intended to make airborne commuting more of a reality before it became a $1.5 billion “smoking crater in the ground.” In November, the U.S. Bankruptcy Court for the District of Delaware authorized the sale of Eclipse Aerospace and the Eclipse Aircraft project to AML Global Eclipse, backed by British businessman Christopher Harborne, for $5.25 million. Now some observers wonder whether urban air mobility (UAM) and advanced air mobility (AAM) will experience something similar. “There are two sides of the fence, and you're either on one side or another,” Foley pointed out in a recent edition of the Aerospace Executive Podcast with talent finder Craig Picken. “One side of the fence is that this is disruptive technology, and this will just change the whole landscape of how people travel in cities and between regional points. Some investors believe that, too, and they are putting some chips down on the different potential winners if this thing does come out on the other end and is successful. “There are others that are a little bit curious to see how this thing works,” Foley continued. “We've had helicopter service for years, which isn't all that much different. There are some concerns over noise—these things are overgrown drones.” Yes, billions of dollars are pouring into UAM/AAM, but is it actually significant yet? Silicon Valley is behind this, as are multiple other investors. But UAM/AAM represents a fraction of their investments, which are otherwise cast far and wide and could include UAM/AAM only as a one-off gamble. “Even though it seems like a big number to us, it's just pocket change to them,” Foley said. “They hope there is a return. Right now, there are as many arguments why it's going to succeed and won't succeed.” Such context is easy to forget amid the flurry of recent headlines, such as Joby Aviation's takeover of Uber Elevate and a reported public trading debut on the horizon. What is more, consultants continue to publish eye-catching reports about the market's value in coming decades. The latest from Deloitte consultancy and the Aerospace Industries Association (AIA) says the UAM/AAM sector could be worth $115 billion a year by 2035, employing more than 280,000 “high-paying” aerospace workers and generating an annual $20 billion in U.S. exports. “It's become increasingly apparent that this particular area has become more real,” AIA Vice President for Civil Aviation David Silver told Aviation Week ahead of the release of the Jan. 26 study. “This is very real technology that is just on the horizon, and there is no single silver bullet that is going to make it happen.” Deloitte's global and U.S. aerospace and defense leader, Robin Lineberger, concurred during the interview. The report pushes for a sustained, collaborative approach by the public and private sectors for electric vertical-takeoff-and-landing (eVTOL) aircraft to be widely accepted and adopted, sooner rather than later. “With the market poised to grow sevenfold between 2025 and 2035, it's important for U.S. policymakers and industries to cooperate now to ensure American leadership in this transformative emerging sector,” he said. Already, the global race for AAM leadership is intensifying, the groups said, and the U.S. faces strong competition from China, Germany and South Korea. As a result, the AIA-Deloitte document calls for streamlined eVTOL testing and certification as well as seamlessly integrating aircraft into the U.S. airspace system. Silver said it is important to shed light on the issue now, at the beginning of the Biden administration, as Washington is expected again to consider domestic infrastructure development as a key priority. The point is to broaden policymakers' horizons, he said, so that they wonder, “Are we even asking the right questions?” Still, other observers point out that—like almost everything in aerospace—paradigm shifts come slowly compared with other business sectors. Take the City-Airbus vision from the European giant: “Realistically, we will have to wait until the end of the decade to see more than a demonstrator,” Airbus Helicopters CEO Bruno Even acknowledged in a November press briefing. Even's boss, Airbus CEO Guillaume Faury, was even more clear-eyed days later in a separate online debate with an automotive CEO. Faury explained that eVTOL projects, such as the Vahana two-seater and the CityAirbus four-seater, should be seen primarily as low-cost demonstrators for future technology on commercial aircraft. Faury stressed: “There will be a market eventually, but profitability will be tricky at the start." https://aviationweek.com/aerospace/urban-unmanned-aviation/can-uam-advanced-air-mobility-escape-hype-phase
September 27, 2023 | International, Land
Australian airmen also made stops in the Philippines and Japan to train with allied air forces in the region.