Category Archives: Future Tech

What is coming down the pipe in naval and maritime technology?

From Epipole to Cyber War

Walls and Counter-Walls
Walls and Counter-Walls

From The Jaws of Victory

In the Peloponnesian War, the 414 BC final battle of Epipole showed the pitfalls of an over-reliance on communications and single circuits. During this last battle of the Athenian siege of Syracuse, the Syracusans countered the attempt of Athens to wall in the city by building a counter-wall in the projected path of Athen’s efforts. The Syracusans had gained a critical blocking position, and Athenian General Demosthenes concocted a plan to dislodge the defenders. The Athenian forces stalled during the daytime battles outside the counter-wall, when their enemies could easily observe and rally against them, so General Demosthenes planned t strike the counter-wall at night. The well-organized nighttime Athenian attack completely overwhelmed and nearly destroyed the first Syracusan garrison. As the alarm sounded, the Athenians rushed forward without allowing themselves time to re-organize and re-identify. When the first real resistance was met, the ensuing disaster captured by Thucydides is worth citing in full:

IFF degrades to, "is this person stabbing me in the face?"
Primative IFF:  “is this person stabbing me in the face?”

“Although there was a bright moon they saw each other only as men do by moonlight, that is to say, they could distinguish the form of the body, but could not tell for certain whether it was a friend or an enemy. Both had great numbers of heavy infantry moving about in a small space. Some of the Athenians were already defeated, while others were coming up yet unconquered for their first attack. A large part also of the rest of their forces either had only just got up, or were still ascending, so that they did not know which way to march. Owing to the rout that had taken place all in front was now in confusion, and the noise made it difficult to distinguish anything. The victorious Syracusans and allies were cheering each other on with loud cries, by night the only possible means of communication, and meanwhile receiving all who came against them; while the Athenians were seeking for one another, taking all in front of them for enemies, even although they might be some of their now flying friends; and by constantly asking for the watchword, which was their only means of recognition, not only caused great confusion among themselves by asking all at once, but also made it known to the enemy, whose own they did not so readily discover, as the Syracusans were victorious and not scattered, and thus less easily mistaken. The result was that if the Athenians fell in with a party of the enemy that was weaker than they, it escaped them through knowing their watchword; while if they themselves failed to answer they were put to the sword. But what hurt them as much, or indeed more than anything else, was the singing of the paean, from the perplexity which it caused by being nearly the same on either side; the Argives and Corcyraeans and any other Dorian peoples in the army, struck terror into the Athenians whenever they raised their paean, no less than did the enemy.”

In Sicily, the simple task of a man not stabbing his own ally in the face with a sword was hard enough with only primordial Identification Friend or Foe (IFF) and comms. In today’s high-speed remote-control warfare and vulnerable high-tech comms, in which seconds can mean life-or-death, the potential to accidentally destroy a friend, miss an enemy, or become isolated is even greater. When the enemy knows the “watch-words,” this potential becomes a certainty as paranoia and confusion set in.
 
The Offense Challenge

 

The defender often has the simpler fight. As illustrated in the excerpt and so aptly explained by the indomitable Chesty Puller, “So they’ve got us surrounded, good! Now we can fire in any direction, those bastards won’t get away this time!” The U.S. Navy, in its typical role as the expeditionary power, will almost always have that offense-disadvantage. It has yet to fight an enemy that can attack the precious network of communications that creates such an unspeakable force multiplier in the field. When the network is attacked, the swarm of American ships, missiles, and aircraft itself becomes a liability, as were the Athenians who cut apart their own brothers ahead of them.
 
Protecting Less with More
 
The solution to the communication weakness is to stay ahead of the offense-defense struggle through aggressive capital investment and streamlined lines of communication. As with the use of setting AEGIS doctrine to auto-respond to anti-ship missile (ASM) threats, cyber-warfare is far too fast for human operators. Our virtual-defense infrastructure may be significant, but it is slow, human, and defending far too many unnecessary and redundant communications. A response is a smarter investment in cyber-defense capital and a more disciplined use of our vital communications networks.

"We got the info via e-mail? Good! Bill, request a message. Susanne, request it be added to three status and SITREP messages. I'll request voice reports on two different circuits. I'll also need 6 of you to chat them every 3 minutes from your individual accounts. After that, we'll send a powerpoint for them to update. Also, one of you be sure to forget this is high-side information and constantly ping them until they cave and email it from Gmail. Get to it, people!"
“We got the info via e-mail? Good! Bill, request a message. Susanne, request it be added to three status and SITREP messages. I’ll request voice reports on two different circuits. I’ll also need 6 of you to chat them every 3 minutes from your individual accounts. After that, we’ll send a powerpoint for them to update. Also, one of you be sure to forget this is high-side information and constantly ping them until they cave and email it from Gmail. Get to it, people!”

Streamlining comes from bringing all communications under control, or more accurately bringing under control those using them. We are the Athenians screaming our watch-word at one another because no one bothered to re-organize before charging in. It boils down to paying attention and staying calm; what we have is seventeen sources pinging a ship for the same information that is held in 8 PowerPoint trackers, 2 messages, at least one call over the voice circuits, and 30 emails with at least half the lazy people asking for the information in the CC line. The sheer bandwidth of material that needs protection and monitoring could be decreased with a “ctrl-f” search of email and message traffic. It also leaves a veritable treasure-trove of information lying around in hundreds of different locations, making it easier to steal or detect. Better training – not only in proper communications procedures/methods, but basic computer literacy, – could solve this problem.

Unfortunately, people are not as good at defending us from cyber attack as John McClane might have you think.
Unfortunately, no matter what Hollywood would have you believe, most cyber attacks can’t be defeated by John McClane.

The speed of cyber-attacks only allows the “labor” side of the equation to be reactive; capital investment would concentrate more money in autonomous and innovative defensive programs: 10th Fleet’s AEGIS. Proactive patrol and detection can be done with greater advances in adaptive self-modifying programs and programs that can learn or understand context.  Recent developments in computing systems point to more organic systems that can”live” in the systems they defend. Biological processors and organic computing allow for hardware that thinks and learns independently, potentially giving defensive networks the added advantage of an instinct and suspicion. The development of mutable indium antimonide magnetic processors mean that the circuit hardware of a device may now be as mutable as the software running it. Imagine the vast new horizons in the OODA loop of defensive cyber systems  with hubs sporting the defensive animal instinct and the ability to re-wire their own hardware. The image painted is dramatic and far-off, but modest investment and staged introduction would serve as a better model than the dangerous possibility of a “human wave” mode of thinking. With better fluid cyber-defense systems guarding more disciplined communicators, the U.S. Navy can guard its forces against Epipolaes.

Matt Hipple is a surface warfare officer in the U.S. Navy. The opinions and views expressed in this post are his alone and are presented in his personal capacity. They do not necessarily represent the views of U.S. Department of Defense or the U.S. Navy. 

A Relay Race: Communication Relay Drones

"Can you hear me now? No, it's because you grabbed the EO/IR sensor instead of the communications relay package again."
“Can you hear me now? No? It’s because you grabbed the EO/IR sensor instead of the communications relay package again.”

Much of the conversation surrounding the advent of naval drone warfare has focused on those platforms performing the more ‘kinetic’ types of warfare – anti-submarine warfare, surface warfare, air warfare – and those of the voyeuristic surveillance variety.  However, a quick look at the composition of the carrier air wings of the U.S. Navy or the dispersed air units of a land campaign reminds us that supporting elements such as electronic warfare and command and control (C2) remain an integral part of modern combined operations.  While it may not be as “sexy” as the ability to deliver a missile on target, the ability to maintain battlefield communications is arguably more important as it is an enabler of nearly all other actions. 

In January, The Aviationist described the U.S. Air Force’s reiteration of the importance and utility of airborne assets providing communications by developing a new line-of-sight system:

The U.S. Air Force is trying to turn the targeting pods carried by some of its legacy fighters and the B-1 Lancer bomber, into flying wireless routers that would allow ground troops to communicate each other.

The U.S. military and associated defense contractors have experimented in the use of UAVs as communication relays over the ground wars in Iraq and Afghanistan, outfitting extant UAVs with communication relay packages (CRPs) to extend the range of terrestrial communication – primarily radios.  At sea, UAVs outfitted to act as communications relays could fill a variety of roles. 

First, as their name suggests, aerial communication relay drones (CRDs) could act to expand the reach of vessels and shore facilities to either additional unmanned aerial, surface, or subsurface vehicles; or to outlying manned vessels such as RHIBs or other small craft.  Even if not the primary means of communication, or necessary for a second craft’s operation, CRDs could provide dedicated data paths with enhanced exchange rates to pass more information on more reliable connections.  This would be all the more important in an operational environment with disbursed tactical components – such as the mothership concept – with increasing competition for limited communication paths.

"Oh BAMS, you're just so hard to talk to these days."
                                           “Oh BAMS, you’re just so hard to talk to these days.”

Second, CRDs could act to re-establish communications with outlying stations, between vessels, or between vessels and shore facilities in the event primary comm paths are degraded, denied, or compromised.  Whether it’s the effects of jamming, environmental interference, data corruption, equipment malfunction, or the outright loss of that equipment (such as the perennial fear of anti-satellite actions) the ability to restore secure and reliable communications is critical capability.

Once again, the more a navy follows a distributed model of naval warfare, the more it will rely on comm paths to effectively wage war, and the more crucial it will be to be able to restore them.  Drone autonomy can help mitigate this reliance with built-in protocols in the event of loss of comm, but it does not prevent the loss of information flowing to the C2 nodes (i.e. decision makers lose sight of what’s going on) or between units, with a potential loss in tactical efficiency.  In truth, the more comfortable a navy becomes with autonomous drone operations, the more units a single C2 node will command, and the more expansive an operational area it will need to communicate across.  Adding to the problem, the more modern naval warfare relies on these comm paths and the more fragile they appear, the likelier they will be the target of adversary actions.

A third role for CRDs would be as a critical tool during humanitarian assistance/disaster response (HA/DR) efforts.  Natural disasters have a nasty habit of taking down communication infrastructure such as cell towers, and even when they don’t, humans have a less nasty habit of trying to get in touch with their loved ones – thereby overwhelming what remains of the communications grid.  CRDs could help fill the gap.  Observation of recent international calamities has in fact led the U.S.’ Federal Communications Commission (FCC) to explore the use of UAVs to do just that, pressing ahead with ideas for the Deployable Aerial Communications Architecture.  Such an ability would also be useful in case of expeditionary operations into areas where such infrastructure never existed.

Communication relay drones could provide life-saving cellular and wireless service in an area decimated by a natural disaster.
Communication relay drones could provide life-saving cellular and wireless service in an area decimated by a natural disaster.

The capacity to restore comm paths, or establish alternates, could be achieved in a variety of manners.  CRDs could be purpose built or they could be so designated when a communications relay package/payload is fitted on to a multipurpose drone.  Depending on the mode of communication, CRDs could be designed to enhance extant communications past its normal quality, range, or security or they could provide simple bare-bones back-up.  CRDs could operate continuously in orbit or they could be held in reserve.  There are a lot of options to explore and a lot of tactical considerations to experiment with.  Perhaps the most important from a technical feasibility and cost/benefit analysis standpoint will be to parse through the various modes of communication that might be improved or restored – from radio to infrared to wireless to cellular.

While they haven’t received nearly as much attention as their sub-hunting, rocket-launching, or enemy-peeping kin, CRDs could fill a role just, if not more, important in the future of naval warfare.

LT Scott Cheney-Peters is a surface warfare officer in the U.S. Navy Reserve and the former editor of Surface Warfare magazine. He is the founding director of the Center for International Maritime Security and holds a master’s degree in National Security and Strategic Studies from the U.S. Naval War College.

The opinions and views expressed in this post are his alone and are presented in his personal capacity. They do not necessarily represent the views of U.S. Department of Defense or the U.S. Navy. 

Tactical Employment of Drone Motherships

As discussed in an earlier post, dynamics between unmanned naval systems and the platforms that carry them are changing rapidly to accommodate new technologies and tactics.  Arguably, various types of drone motherships have the potential to transform mine countermeasures more than any other warfare area, and the evolution in mine-countermeasures tactics towards the mothership-unmanned underwater vehicle (UUV) partnership is already underway.  One of the first major demonstrations of this concept occurred last summer during the U.S. 5th Fleet’s International Mine Countermeasures Exercise (IMCMEX), when a number of UUVs were tested from large amphibious motherships including USS Ponce (AFSB(I)-15).

Essentially, the Navy is moving from dedicated MCM ships, such as the Avenger-class minesweeper, to a trio of platforms operating together: a Generation I mothership (ex: an AFSB) carrying Generation II platforms (ex: manned RHIBs) and the UUVs themselves.  The Gen I mothership provides the endurance and sustainment to the package.  The RHIBs (specially modified to carry UUVs, as pictured below) take the mine-hunting or neutralization payloads off-board to minimize danger to the larger mothership.  And the payloads – in this case, high-resolution imaging sonars – are delivered to the target area via a small UUV.  Another option for getting the sensor/sweeping delivery systems to their operating area is using drones carrying drones, such as the French Espadon or Fleet-class Common Unmanned Surface Vessels (CUSV), launched from Gen III motherships like the Littoral Combat Ship’s (LCS).

Civilian mariners aboard Afloat Forward Staging Base (Interim) Ship USS Ponce (ASFB(I) 15) lower an 11-meter rigid hull inflatable boat (RHIB) to conduct tests on two M18 Mod 2 Kingfish Unmanned Underwater Vehicles. Ponce, formerly designated as an amphibious transport dock (LPD) ship, was converted and reclassified in April to fulfill a long-standing U.S. Central Command request for an AFSB to be located in its area of responsibility.
Civilian mariners aboard Afloat Forward Staging Base (Interim) Ship USS Ponce (ASFB(I) 15) lower an 11-meter rigid hull inflatable boat (RHIB) to conduct tests on two M18 Mod 2 Kingfish Unmanned Underwater Vehicles. Ponce, formerly designated as an amphibious transport dock (LPD) ship, was converted and reclassified in April to fulfill a long-standing U.S. Central Command request for an AFSB to be located in its area of responsibility.

A further example of an innovative drone carrier was revealed during the January 2013 Surface Navy Association’s annual meeting, when Major General Timothy C. Hanifen, USMC, Director, of OPNAV’s Expeditionary Warfare Division (N95) discussed how the U.S. Navy will demonstrate the forthcoming MK VI Coastal Patrol Boat to carry and launch UUVs for mine hunting and neutralization. 

There are likely a couple of reasons for this movement towards alternative motherships such as USS Ponce and smaller platforms like the MK VI to carrying MCM drones.  Clearing an area of mines is a complicated, methodical operation.  Simply described, mine clearance involves getting equipment (sonar, sweeping gear, and/or neutralization charges) on target to locate, classify, and neutralize mines as rapidly as possible in a port, shipping lane, or other expanse of water.  Generally speaking, more sensors moving more quickly over a wider area will complete the mission in less time, which is why airborne mine-sweeping and -hunting operations have proven so important.  Deploying smaller manned and unmanned craft from a larger ship, each carrying more than one mine-hunting or mine-neutralization vehicle will get more mine-hunting equipment in the water.  A single minesweeper can utilize one sonar and moves slowly through the water from mine to mine.  The mothership/drone combination multiplies the number of sonars in the water several times.  This unconventional platform experimentation is also likely a response to the technical problems and delays in deploying a viable mine warfare mission package on the Littoral Combat Ship, especially with the RMMV. 

The Chief of Naval Operations’ push for “payload over platforms” will lead to additional experimentation with other mothership/drone pairings.  Expect to see new combinations of unmanned vehicle carriers expanded into other warfare areas, including anti-surface (ASUW), anti-submarine (ASW), and intelligence, surveillance, and reconnaissance (ISR).

This article was re-posted by permission from, and appeared in its original form at NavalDrones.com.

Future Airwing Composition: Unmanned ISR

According to Defense News, the U.S. Navy’s inventory of manned intelligence, surveillance, and reconnaissance (ISR) platforms – land-based P-3 Orion and EP-3 Aries – will be cut by more than a quarter over the next few years. The current consolidations are not the first time in recent history the Navy has trimmed ISR capability. As late as the 1990s, a typical carrier air wing deployed with a number of organic platforms capable of collecting intelligence, including tactical aircraft such as the F-14 with the Tactical Airborne Reconnaissance Pod System (TARPS) and ES-3A Shadows for electronic signals intercept (ELINT). These aircraft were supplemented by a robust ground-based P-3 fleet along with numerous forward-looking infrared (FLIR)- and radar-capable helicopters on smaller cruisers and destroyers. Today’s remaining manned aircraft, such as the venerable, but still effective, P-3s are often found flying over-land missions in support of counter-terrorism and counter-insurgency operations. 

BAMS BAMS!
BAMS BAMS!

While the manned P-3 will eventually be replaced by Boeing’s manned P-8A Poseidon, the future of maritime ISR is unmanned.  In the near-term, tactical UAVs such as ScanEagle and Firescout will increase in numbers across the surface fleet.  Although their video can be transmitted over the horizon via satellite links from their launching ships, the shorter range of tactical UAVs generally makes them more appropriate for local reconnaissance operations. The MQ-4C Triton Broad Area Maritime Surveillance (BAMS) will soon be available to cover theater ISR missions, and eventually, as long-endurance, carrier-based drones are added to the fleet, the equation will tip even more in favor of unmanned ISR assets.

Carrier-based unmanned ISR aircraft will bring unprecedented capabilities to the U.S. Navy after over nine decades of naval aviation.  First, the aircraft will realize high sortie generation rates due to reduced maintenance and pilot proficiency requirements.  Because these aircraft will have much longer endurance than any manned aircraft, fewer planes will be needed to provide on-station ISR, which will be for a longer duration and can cover a larger area of land and sea. RQ-4 Global Hawks (BAMS’ brothers) are already demonstrating these ultra long-range patrols in the Middle East and Western Pacific.

Secondly, wear and tear on airframes will be greatly reduced compared to manned aircraft. Today when a carrier deploys, pilots must fly to remain proficient during the ship’s transit to and from an operating area. These transits can take over a month each way and the hours put on those aircraft during proficiency flights do not directly contribute to operations. The airframes of UAVs will only be flown operationally and not for training, extending their overall lifecycles. Additionally, because drones will not need to be tied to pilots in a squadron for training during transit, at least some of them could be cross-decked from a departing carrier to a new ship rotating into the operational theater (usually Central Command). Cross-decking will produce more operational sorties per aircraft than an equivalent number of manned planes, resulting in a smaller overall required UAV inventory.

Finally, unmanned aviation will eventually result in higher rates of fully mission capable aircraft than their manned counterparts on deployment. When a drone on a deployed aircraft carrier breaks down to the extent it requires depot-level repairs, it can be boxed up in the hangar and another drone can self-deploy within 24 hours from the United States or Europe to the carrier’s forward location to take its place. Drawing from a pool of “just-in-time” spares without worrying about ferry pilots, refueling, and other issues associated with short-range tactical aircraft will make CVNs that much more valuable. 

The Navy has arrived at a critical juncture towards deciding the future of unmanned aviation. The solicitation for the Navy’s Unmanned Carrier Launched Surveillance and Strike (UCLASS) program was delayed from last fall until sometime this spring.   Amy Butler at Aviation Week has discussed the Navy’s internal debates between aspects of survivability, endurance, payload capacity, and stealth. Yet, possibly the most important factor that should be considered in this program is affordability. The price points of the potential UCLASS competitors’ vehicles are publicly unknown, but the assumption might be made that generally a reduced-signature aircraft such as Northrop’s X-47B will drive higher program cost than a less stealthy platform like General Atomics’ Sea Avenger. Of course, as with any aircraft, total cost of ownership for UAVs includes training, maintenance, upgrades, and all ground-based infrastructure. In this area, the Sea Avenger also would likely save the Navy money because of the commonality of its ground control systems, communications networks, and other systems with the now-ubiquitous MQ-1 and MQ-9 aircraft flown by the Air Force and other agencies. If the Navy misfires on this program, at some point unmanned carrier aviation – or possibly carrier aviation writ large – could become unaffordable for the U.S. Navy. Wise choices up front in the UCLASS solicitation could pay big dividends decades from now.

This article was re-posted by permission from, and appeared in its original form at NavalDrones.com.