The Third World War: August 1985 полностью

To SACLANT, apart from affording air defence and antisubmarine air patrols for shipping in the Eastern Atlantic and Channel, the UK was a critically important base from which to mount flank support for his Strike Fleet as and when it had to fight its way against Soviet sea and air opposition into the North Norwegian Sea. And in war this was, assuredly what the Strike Fleet would have to do. For SACEUR, the UK would be the mounting base for much of the deeper air effort behind the forward edge of the enemy’s battle area on the Continent. It would also be to the UK that any aircraft and crews held in reserve would be likely to be withdrawn. And then there was the air bridge: the endless belt of heavy-lift jumbo-sized aircraft that would carry most of the human reinforcements and much of their equipment from the USA to Europe as soon as full mobilization’ plans were put into effect. Given a rudimentary air-to-air missile system, even early generation long-range aircraft could wreak havoc with this flow if they got into that great aerial procession. They must not do so — and it was the task of the British Air Defence Commander to see that they did not. If that officer appeared, with the resources available to him in the mid-seventies, a preoccupied man, no one could say he had no cause.

Nevertheless, by 1977 things were beginning to improve, even if, in the view of the Royal Air Force, nothing like quickly enough. Some measurable progress had been made with the addition of two extra air defence squadrons provided by extending the life of some of the Lightning interceptors; the F-4 Phantoms were now the backbone of an interceptor force and had greatly raised its capability at all levels, as well as its resistance to electronic jamming; Bloodhound surface-to-air missiles (SAM) had been re-introduced to give low-level area defence in the south-east of England, while mobile squadrons of the British Rapier SAM provided point defence to vital airfields in the north. More improvements were in the pipeline: the Tornado air defence variant was due to replace the Phantom in the eighties; Nimrod airborne early warning (AEW) aircraft were on order; and a major rationalization and modernization plan was in train to streamline the heterogeneous and unwieldy radar communications and control systems that had grown up piecemeal through the years as the RAF struggled to improve its air defence under the parsimony of British defence policy. Looking further ahead, airfields were to have hardened protection for their aircraft, while a particularly flexible and jamming-resistant new data communications system, the United Kingdom Air Defence Ground Environment (UKADGE), would link the fighters, control centres, airborne early warning systems and airfields by the early 1980s.

Once the national consciousness began to become uneasy about the danger to the UK of unchecked Soviet military expansion, the path of the air planners became easier, and it was possible to gain some political support from all sides in the House of Commons for measures now clearly seen to be needed for the defence of the homeland. Policy agreement was one thing, putting it into effect was another. The task was formidable. It is no simple matter to increase, or speed up, the production of complex aircraft and weapons, or to create their support facilities. It is more difficult still to conjure up the skilled and experienced men and women needed to operate an expanded and complex military system without mounting a deliberate programme of expansion in sufficient time to develop it in an ordered way over a number of years.

By 1985 the Tornado interceptors were in service in considerable numbers, thanks to increased production and round-the-clock working by all the contractors in that part of the European industry. The AEW Nimrod had replaced the Shackleton, and the numbers of SAM systems had been increased by restricting overseas sales and by purchase from the United States. Among some very promising air-to-air and ground-to-air weapons was the new EUROSAM, a collaborative project with France, of which the RAF now had two squadrons at home. A tanker conversion of the splendid old VC-10 transport was coming into service, and this, together with some Boeings bought from the United States, had greatly increased the air-to-air refuelling resources so critically important for long-range interception over the sea to the north and west.