A further development of high significance was the E-3A Sentry airborne warning and control system (AWACS). Into a Boeing 707 airframe had been fitted equipment which made up a mobile, flexible, jamming-resistant, surveillance and command, control and communications system, capable of all-weather, long-range, high or low surveillance of all air vehicles, manned or unmanned, above all types of terrain. Its look-down radar gave it a unique capability hitherto absent. Sentry could operate for six hours, on station 1,000 miles from home base, with a maximum speed of 530 mph and a ceiling of 29,000 feet. Details of how it worked are given in the next chapter. Its entry into service in 1980 and into NATO in 1982 marked a great step forward.
The improved Harrier came into service with the US Marines as the AV-8B in 1983 and with the RAF as the GR-5 a year later. More than one attempt was made by the US Administration in the late 1970s to kill the AV-8B. Happily Congress remained firm and the very valuable inter-Allied (US/UK) development of an advanced vertical/short take-off and landing (V/STOL) aircraft was saved.
Three major developments in the late 1970s and early 1980s emphasized the joint sea/air character of modern naval operations. First, the advent of ocean-ranging, high-performance bombers, such as the Soviet Backfire, armed with stand-off anti-ship missiles; secondly, the increased anti-submarine potency of long-range maritime patrol aircraft (LRMP), such as the Nimrod; and thirdly the much extended range of shore-based fighter protection of snipping and naval forces made possible by in-flight refuelling. The air capability of these forces was much improved also, at little extra cost, by the invention in Britain of the ski-jump flight deck, first fitted in HMS Invincible, often publicly described as an aircraft carrier but more correctly designated a cruiser. Its use considerably enhanced the combat performance of V/STOL Harrier aircraft and led to the adaptation of the hulls of container-type merchant ships to be escort carriers. Unfortunately only one of these, the British Traveller, was operational by mid-1985.
Anti-submarine warfare (ASW), always difficult, costly and complex, was made even more so by the introduction of an effective anti-sonar coating for submarines. This reduced the detection-range of active sonar dramatically, although its use for the precise location of submarines, in order to bring weapons to bear, remained virtually indispensable. Fortunately passive sonar, which is not affected by coatings on the submarines, had made great strides by 1985. It took three main forms. For very long-range detection, surveillance arrays, called SURTASS (surface towed-array sensor system), towed by ocean-going tugs, were used; destroyer/frigate types, and submarines on anti-submarine patrol, towed tactical arrays, called TACTASS (tactical towed-array sonar system); and LRMP aircraft were equipped with much improved passive sonobuoys. All these measures would impose considerable restrictions upon the mobility of hostile nuclear-powered attacking submarines.
Increasingly the systematic deployment of both active and passive sonars in ships, submarines and aircraft, and where possible on the seabed, had come to be seen as the basis of an effective counter to the submarine. Without the energetic application of information technology this could not have been achieved. By this means data obtained from any submarine contact, however fleeting, in any theatre of war, could rapidly be collated, after processing, with other submarine contact data and intelligence to be analysed, compared, and stored for further use. A continuously updated master submarine plot could thus be maintained, which would be accessible electronically to any NATO commander engaged in anti-submarine warfare, at any level, at sea or on shore. In addition, the exercise of command and control over the forces engaged in fast-moving and extensive air-sea combat would be much facilitated by the development and adoption of narrow-band, secure, voice communication equipment for tactical use.
Amongst the more important new weapons in the sea/air battle would be Stingray, the air-dropped or surface-ship-launched, high-performance homing anti-submarine torpedo; and the Captor, a mobile, homing, anti-submarine mine. Lynx, an ASW helicopter coming into service in the Royal Navy in the early 1980s, was a particularly useful guided weapons platform. The underwater-to-surface anti-ship missile Harpoon was another effective new weapon, in use in NATO submarines. Without these weapon systems the exiguous naval, naval air, and maritime air forces of NATO would have been at a severe disadvantage in trying to protect merchant shipping and seaborne military forces against all-out attack by the Soviet Navy and Soviet naval aviation.
The fighting power of the US Navy, and hence of NATO, had by mid-1985 been augmented by the first fruits of two remarkable procurement programmes, namely the building of the Ticonderoga-class cruisers, Aegis-equipped (Aegis is an integrated computer-controlled air defence system), and the conversion of the Second World War Iowa-class battleships into what, as a cross between battleships and carriers, were nicknamed ‘battliers’. The former were the first major surface warships to have been conceived since the microchip came in to join the missile, and could engage air, surface and underwater targets simultaneously at all ranges out to hundreds of miles; the latter, with an assorted armament of 16-inch guns and guided missiles, both surface-to-surface and surface-to-air, coupled with the survival capability conferred by vast size and heavy armour protection, provided the US Marines with devastating and reliable naval gunfire support, as well as air cover offered by V/STOL aircraft.
Finally, in a far from exhaustive survey, we come to Tornado, the multi-role combat aircraft (MRCA) combining the activities of a new strike/attack and reconnaissance aircraft, and in another variant an advanced interceptor, which though a joint Allied (UK/FRG/Italy) development of the first importance, more than once nearly came to grief in Allied budgeting. Happily Tornado too survived, even if its production rate was slower than it should have been. Its role is covered in more detail in the next chapter, which deals specifically with air warfare.
Military operations in Europe in August 1985 were to last for only three weeks. They would demand, none the less, optimum performance against opponents who were for the most part resolute and almost always well equipped. Penalties for inefficiency or irresolution on NATO’s part would be high. The war was not in the event long enough to extract the fullest value from developing techniques, nor even to draw the best dividends from material already in use and now becoming familiar. It was quite long enough to show where weaknesses lay. It was also long enough to demonstrate very clearly not only that non-nuclear defence is expensive (if it is to be effective), which was something that had been realized for a long time, but also that nuclear war can hardly be avoided unless the high cost of the alternative is met. The margin of NATO success would have been safer if the improved techniques and equipment, of which a few have been looked at here, had been available sooner, or in greater quantity, or if some which never came into service had not been strangled at birth. What the West had, and the way it was used, was just enough to prevent the catastrophic use of battlefield nuclear weapons with all its dreadful consequences. It might easily have been otherwise.