Friday, May 18, 2018

Tales from a hundred years of Royal Air Force - The Centenary Collection

The Royal Air Force turned 100 on 1st April this year, and carries its age in great fashion. It was the first air service to become independent of the other two, and was born out of the hard-won experience built up over the battlefields of the Great War by the Royal Flying Corps and Royal Naval Air Service. The achievements of those two corps and of the air force that emerged from their unification are certainly worthy of celebration, and Penguin is doing so by publishing a collection of books that tell some of the countless great stories of the RAF.

The Centenary Collection is a series of six paperback books, united by same style of cover and by the same agile format, which bring together a good selection of tales of that human courage that has seen the RAF through the great challenges of its century.

Naturally, the skies of the Second World War get most of the attention, but of the many stories out there, Penguin has selected an interesting few:

The Last Enemy by Richard Hillary is not only the story of a Spitfire pilot in the terrible hours of the Battle of Britain, but also the extraordinary tale of a man who was shot down and survived through months in the hospital, becoming a member of the “Guinea Pig Club” that Archibald McIndoe created by pioneering plastic surgery.

Every so often, Richard writes the name of a comrade, of a friend, noting “from that flight, he did not return”. It hits home hard, every time. Not much else needs to be added.
There is no attempt on Richard’s part to reconstruct how he was shot down: just falling into darkness and pain, with hands and face burned, eyesight lost. Weeks of suffering, followed by the return of eyesight and a long struggle to get back in control of his hands and have his face rebuilt. It is a tale of courage and also a story of evolving medical practice. The strength of character that emerges from the pages is hard to describe: Richard is direct, sincere and concise in his memories: the intensity comes from what he sees and goes through, there is no need for tinsels.  
Richard decided to write his story, and that of his lost comrades, when he was in the hospital, slowly recovering. He said he wrote for humanity whole, to let at least some of the stories of those men be known, to show what they were ready to do for their ideals.
Richard Hillary was not tamed by what he went through. He helped rescue a mother and her children from a bombed house, and that ensured that he would never rest. He managed to get back to a flying unit.
The Last Enemy was first published in 1941. It is an open ended book, because Richard died 7 months later in a second crash.
Few stories could better underline the value of the men who made the RAF what it is.

Tumult in the Clouds by James Goodson is another inspired choice. Anglo-American, James survived the sinking of the SS Athenia off the Hebrides and distinguished himself by helping other survivors. He decided to become a fighter pilot in the RAF and served in 43 Squadron and for a stint in 416 Squadron, Canadian, before being posted to fly Spitfires with 133 Squadron, one of three Eagle Squadrons set up for American volunteers.  

Eventually, those Squadrons would become the core of Fourth Fighter Group, Eight Air Force when the United States declared war, and the Spitfires were hesitantly handed over to be replaced by P-47s. Including this particular story is a tribute to the long lasting and key relationship between the UK and the US, between the RAF and what wasn’t yet, at the time, the USAF, but the USAAF, with the extra A for “Army”. It is amusing to read of how an impudent Texan joyously asked King George VI permission to wear Texan boots with the RAF uniform, and touching that the original Eagle squadrons asked to continue wearing RAF wings on their uniforms after becoming USAAF units.
The book is rich of action, and recalls combat actions and rivalry with the great Luftwaffe units, and even the meetings with the Me-262, the first combat jet. One of the best stories to experience what it was like to fly fighters in the Second World War, and a great story of long range bomber escort flights and daring strafing through hellish barrages of Flak.

Going Solo by Roald Dahl brings us to Africa, where Roald is caught by the war. He trains in Nairobi, on Tiger Moths, then out to the huge base at Habbaniya, before joining 80 Squadron with its Gloster Gladiators. But Roald crashes in the desert and has to go through a slow and painful recovery in Alexandria, before ferrying a Hurricane out to Greece and staying there to fight alongside the remaining few, and they were really few at that point, trying to carry through a doomed campaign.

The book is full of photos that appear on many of the pages, and original letters sent at the time are also reproduced inside. It is another deserving story: the battles over Greece are not the most famous, so it is great to include them in this collection.

First Light by Geoffrey Wellum contains one of the most impressive recollections of training to become a fighter pilot. The pages transmit all the burning desire and all the fears and hesitations. The night flying, with its challenges. The difficulties in mastering navigation. The entry, with very little in terms of flying hours, in newly formed 92 Squadron. There is everything, and Geoffrey really transmits his emotions from the page. His account of his first flight in a Spitfire is particularly delightful.

The pages that follow are intense: the Battle of Britain, then fighter sweeps and escort missions over occupied France. All of them gripping, and culminating with Geoffrey taking part in Operation Pedestal, the desperate bid to resupply Malta.

Tornado Down by John Nicol and John Peters brings us to the RAF of our times. RAF Flight lieutenants John Peters and John Nichol were captured in the desert of Iraq in 1991 when their Tornado was hit by Saddam’s air defences. They were prisoners for seven terrible weeks of torture, abuse and interrogations.

The narration alternates between one protagonist and the other, telling the story of those days in vivid detail. The book contains multiple good photos and a cutaway of the Tornado, and gives us the chance to discover what it was like to go through that infernal experience and return to normality after it, which is a formidable feat in itself.

Immediate Response by Mark Hammond is the last book of the collection but, I will admit, the first one I began reading. Its great merit is to bring Kandahar and Bastion to life on the page and tell the story of operations that are very close in time, yet already distant. The key turning point in the Afghan campaign was in 2006 and the book shoves the reader into a Chinook flying in support of British troops holed up in the infamous platoon houses.
Major Mark Hammond is a Royal Marine, a bootneck with experience on Lynx and on USMC Cobra attack helicopters that refused to “fly a desk” and went on to serve in the Chinook force. In his story there is the joinery of modern day operations, and the intricacy of dealing with rules of engagement, political implications, media considerations that are a cornerstone of modern operations.

The most vibrant pages of the book are about a casualty extraction from an incandescent landing zone in Musa Qala, which required a major combined effort to be carried out and which resulted in the award of the Distinguished Flying Cross. This personal, direct, bootneck-speak story – truly hoofing, if you know what I mean – gives an insight of what Afghanistan was truly like, and shows the hard work of the MERT teams as well.
I want to include this extract from the book, which introduces another powerful part of the book, when Chinooks are instrumental to the first large scale Relief in Place between PARAs and Royal Marines, because it shows the complexity of modern operations and the variety of considerations involved.

The book is rich with images from the campaign and is opened by a cutaway of the Chinook.

Immediate Reaction is certainly recommended reading for everyone who wants to better understand operations in Afghanistan. A multitude of good books have been published, and I haven’t read them all so any list I can offer you wouldn’t be complete, but I can certainly recommend Ed Macy’s Apache and Hellfire for the Attack Helicopter side; Aviation Assault Battle Group – The 2009 Afghanistan tour of the Black Watch (3rd Battalion The Royal Regiment of Scotland) might be less known, and is a chronicle more than a novel, but is highly recommended. Rich of photos, maps, data contributed by multiple members of the battle group, this is a great summary of one of the most interesting roles covered by British troops in Helmand, written directly by those who were there. I also suggest picking up Company Commander by Major Russell Lewis and Joint Force Harrier by commander Ade Orchard with James Barrington. For me, Immediate Response was another step in a travel that began with those books and which is by no means finished.

The Centenary Collection is a perfect way to celebrate the RAF’s birthday in this special occasion. The stories that have been chosen show in full the kind of human values and of characters that have made the RAF what it is today. It sheds light to lesser known battles; it shows modern day joint force approaches and shows how the special relationship with the US truly went in force.

It is a collection of tales that I think anyone with an interest in the RAF’s story should possess. I’m certainly glad to add them to my own collection, right by my many aircraft models, because Spitfires and Hurricanes and Typhoons will make a good contour for these books.

These days I often stand accused of being a navy type, while my interest is the health of the UK’s military capabilities as a whole. Those that accuse me of an anti-RAF bias clearly do not know me, and misinterpret my comments. They can’t know, and some might not believe even if told, that it was the Spitfire that started my interest in the military. They can’t imagine that I was reading The Great Circus, the memories of Pierre Henri Clostermann, when I was just a boy; nor that the Dambusters Raid and the “thousand bombers” attacks were arguments of my readings and studies at an age when they probably should not have been. I grew up with pilots such as Guy Gibson as an ideal hero and with a great interest in the Pathfinders and in the agile, fast “wooden wonder” Mosquito which managed to improve the picture for Bomber Command while it was paying such a bloody price to get past German defences. The friends who have lived up with me ranting on about the RAF’s exploits could definitely shoot down any accusation of me having anything other than love for the Light Blue.
That doesn’t mean that I always have to agree with its decisions and their impacts on wider Defence, but that’s a story for another time.

The Centenary Collection is an ideal addition to my vast library, and a source of new inspiration. While I’m writing, though, let me also again recommend that you get your hands on The Great Circus (or The Big Show, in other editions) as well, if you get a chance to do so. Clostermann, Free French ace in the RAF, first on Spitfire and then on his beloved Tempest nicknamed “Grand Charles”, has another great story to tell.
It might have also been responsible, at least in part, for my special, (not) secret love for the Hawker Tempest and Fury... 

Sunday, May 6, 2018

Towards unmanned, stand-off maritime mine counter measures

The MOD has announced that the first unmanned minesweeping system has been accepted by the Royal Navy. This welcome development comes after years of tests, experiments and also delays. It is the result of 3 years of work following a contract announced in march 2015 and is just a step, however important, within a much larger enterprise.

RNMB Hussar in action, towing the Combined Influence Sweep package 

UK-only development; Combined Influence Sweep replacement

12 October 2005 was an historic day for the Royal Navy, because the Hunt class minesweepers HMS Middleton and HMS Ledbury conducted the last evolution at sea involving sweep gear, both the Oropesa mechanical wire system and the combined influence sweep equipment. The Royal Navy at that point had already operated unmanned, remotely controlled sweep systems in 2003 during waterway clearance work in Iraq, notably the opening of Umm Qasr. Under a UOR, a number of Combat Support Boats with remote controls were used to tow the Mini Dyad System (MDS) produced by Australian Defence Industries (ADI) and Pipe Noise Makers. Called Shallow Water Influence Minesweeping System (SWIMS), they were sent ahead of the RN minehunters as precursor sweeps against ground influence mines. The future of MCM was taking the path of stand-off action through unmanned systems and it was felt that the more than 100 years of manned ships sweeping were at an end.

The replacement for the sweep equipment was to come through the Flexible Agile Sweeping Technology, or FAST. The idea was to put two unmanned surface vehicles on the Hunt class vessels by modifying their open, capacious stern area. FAST, however, proved anything but fast, and even though a contract was signed in 2007 by the MOD with the Atlas-QED consortium, comprising Atlas Elektronik UK, QinetiQ and EDO Corporation, the resulting Technology Readiness Demonstrator never made it on the Hunt class. FAST became a test platform that spent the following years doing all sort of trials and demonstrations. Initially intended only for towing sweep kit, it ended up testing remote deployment and recovery of Sea Fox unmanned underwater vehicles, demonstrating that stand off clearance of minefields was possible.

The above photo, from Mer et, show FAST during tests involving the launch and recovery of Sea Fox at range. The Sea Fox UUV is visible on the launch arm to the right. 

Atlas Elektronik UK continued to work with the MOD and on its own, and eventually developed in-house the ARCIMS (ATLAS Remote Combined Influence Minesweeping System) system, which has enjoyed a first export success in an unnamed Middle East navy and has gone on to become the much delayed replacement for the Hunt’s sweeping capability within the Royal Navy.
An ARCIMS seaframe, but manned, was delivered to the Royal Navy in 2014 for trials and development purposes, and remains in service with the Maritime Autonomous System Trials Team (MASTT) of the Royal Navy as RNMB Hazard.    
On 6 march 2015, Atlas received a 12.6 million pounds order from the MOD for a first ARCIMS-derived system, in the unmanned configuration, configured to tow sweeping equipment. The system has now been accepted, and according to MASTT, which has already trialed it extensively, the new boat is called RNMB Hussar.

The RNMB Hazard, manned precursor to Hussar, is used in tests since 2014 
Redeployability directly from the shore after being transported by air, land or sea is a major advantage of the unmanned, stand-off MCM solutions. Here, Hazard is being moved.  

The 2015 contract for this system included the groundwork for two further “Blocks” of work, to be confirmed and funded later. Block 2 covers the integration with the Hunt class vessel: a refit will be necessary to clear the stern and add an A frame for launch and recovery of the 11-meters unmanned surface vehicle. A dedicate Reconnaissance Unmanned Underwater Vehicle Hangar is also envisaged. Block 2 is not yet under contract, nor is Block 3, which would consist of the acquisition of further systems. In 2015, four were envisaged.

This old image from the early phases of FAST shows the look of a modified Hunt turned into FAST mothership. The general arrangement is unlikely to change much with Hussar and MMCM, but the modifications to the Hunt class are not yet under contract, at least as far as i know

In late 2017 the First Sea Lord gave a speech in which he announced that the unmanned MCM project would be “speeded up” to deliver a workable system for “routine mine clearance” in UK waters within 2 years. The 2015 contract was always meant to last 3 years, so there is not an evident schedule change for the better; nor there is any evidence of rapid progress on Block 2 and 3. The unmanned system can be launched directly from the shore, so its use in UK waters probably does not require the modification of a Hunt. In other words, I’m not sure the 1SL speech is something to be happy about, or really a cut worded nicely.
In light of the coming of MMCM next year, Block 2 and Block 3 might never take place as originally envisaged.

MMCM; working with France

The Royal Navy is working on a second and much more ambitious programme, which is the Maritime MCM (MMCM) system jointly funded and developed alongside France. The contract for the manufacture of two full prototype systems, one for each country, was signed at Euronaval in October 2016, and next year the system should be delivered for trials.
The MMCM system-of-systems consists of multiple unmanned / remotely operated elements that will enable stand-off detection and disposal of mines up to 30 miles away from the mothership. The system is centered on a 11-meters Unmanned Surface Vehicle which will be used to tow a Synthetic Aperture Sonar and to deliver a Remotely Operated Vehicle for mine disposal. A large, autonomous underwater vehicle is also included, for reconnaissance of minefields.

Thales is tasked with delivery of the integrated Portable Operations Centre (POC), which will use a command & control solution jointly developed by Thales and BAE Systems. BAE Systems will provide the Mission Management System, the virtual visualization and experimentation suite. The BAE NAUTIS command and control system is expected to be at the core of the MMCM solution. NAUTIS is already operational on the RN minesweepers and in service in several other countries, from Turkey to Australia.

The Royal Navy in the meanwhile has been repeatedly using the Autonomous Control Exploitation Realisation (ACER), a containerized command post, complete with sensors, able to receive and fuse data streams from multiple unmanned air, surface and underwater systems. The ACER was successfully demonstrated at the Unmanned Warrior 2016 event, where it integrated data from 25 different unmanned systems supplied by 12 different organizations. For the occasion, it was embarked on the SD Northern River. It has also been used from the shore at the British Underwater Test and Evaluation Centre (BUTEC) range, and it was well visible on the flight deck of RFA Tidespring during exercise Joint Warrior 2018.
Whatever command system the MMCM employs, it will be important to integrate lessons from the ACER experience to ensure that integration of new unmanned vehicles, including eventually the rotary wing UAS that the Royal Navy hopes to put in service in the 2020s, is smooth.

ACER on the cargo deck of SD Northern River during Unmanned Warrior 2016 
ACER seen on the flight deck of RFA Tidespring during the recent Joint Warrior (thanks to RFANostalgia on twitter) 
Another ACER node seen again on SD Northern River while she plays prey to HMS Montrose's boarding team in recent exercises

ASV Ltd was selected to deliver the Unmanned Surface Vehicle, which will be a development of their Halcyon USV, an exemplar of which has already been used by the Royal Navy during various trials and experiments. The ASV will be similar in size to the ARCIMS / Hussar, and in theory a modified Hunt could carry two in tandem.
One interesting question going ahead is whether the RN buys further ARCIMS hulls in addition to the ASV Halcyon Mk2, or if it standardizes on one of the two. It is unfortunate that two virtually identical USVs are being procured, as having a single fleet would no doubt ease logistic considerations.

Halcyon is visible to the right, ahead of RNMB Hazard, during Unmanned Warrior 
Halcyon deploying a ROV 

The Halcyon USV that the Royal Navy has already employed has a displacement of over 8 tons and is capable of carrying a 2,5 tons payload at ranges in excess of 300 nautical miles. The vessel is 11.5 m long, has a beam of 3.5 m, is 2.9 m high, and can achieve a top speed of 29 kt (25 kt when fully loaded). It features a full navigation suite comprising GPS, radar, AIS, compass, and chart plotter; forward-looking EO cameras; a pan, tilt, and zoom camera; mission planning and mission management system; and a payload management system. The MMCM USV derivative will not dramatically depart from these dimensions, meaning that deployment from a Type 26’s mission bay will be another possibility.

The Hussar is similarly sized: 11 meters long, with a beam of 3.2m and a draft of 0.5m and a payload of around 3 tons. Propulsion is on two engines with water jet, giving an unladen max speed of some 40 knots and a speed of up to 15 knots while towing the sweep gear.
Atlas Electroniks and Rolls Royce have recently completed a demonstration campaign with an ARCIMS fitted with an autonomous collision avoidance system.
It will be interesting to see how the Royal Navy moves in the future in regards to the unmanned surface vehicle element.

The autonomous underwater vehicle will be a derivative of the French ECA A-27M.  With a speed of 6 knots and an endurance of 40 hours, the A-27 can dive down to 300 meters while carrying a suite of sensors which will include the Thales SAMDIS advanced syntheric aperture sonar, first demonstrated during 2014.
The SAMDIS, but in towed form, will also be streamed by the Halcyon-derivative USV, and will be the primary mine detection sensor.


The mines will be destroyed thanks to a multi-shot, reusable Remotely Operated Vehicle provided by SAAB. The Multi-Shot Mine Neutralisation System (MuMNS) could, in other words, replace the current Sea Fox, which was born as a one-shot system. There are two drones under the Sea Fox name: one, reusable, is used for reconnaissance, while the disposal system is sacrificed in the explosion that removes the mine. In more recent times, an add-on mask known as “COBRA” has made Sea Fox reusable by introducing the possibility of detaching the disposal charge and sail away, but the MuMNS is born with this concept of operation already in mind. The ROV can be operated down to 300 meters depth, and thanks to its “storm” magazine can actually carry other payloads in alternative to the mine disposal system.


Wood & Douglas is responsible for the communications between the elements of the MMCM system.

Currently, the main unmanned underwater vehicles employed by the survey and MCM flotilla are the REMUS 100 and 600 by Hydroid. Recently, the MOD has contracted an extension of support arrangements to ensure that these systems remain operational at least out to September this year, while a replacement contract is negotiated.
The REMUS 100 is used for Very Shallow Waters reconnaissance and its capability has been expanded in 2012 with the addition of extra sensors. A dozen systems should be in operation.
REMUS 600 can dive down to 600 meters for reconnaissance, lasting up to 70 hours. It can be reconfigured to dive down to 1500 and even 3000 meters. Additional sensor modules are added at the front. The basic payload suite consists of dual frequency Side Scan Sonar, CTD (Conductivity, Temperature and Depth) and pressure sensor.
Obviously, these systems are very important to the MCM mission and their extension in service and / or replacement will have to operate alongside the sweep and MMCM modules, and eventually possibly “become one” with said systems. The sweep payload itself would become just a component of the wider MCM system of systems.  

REMUS 100 
Deploying REMUS 600 

Both Hunt and Sandown are being life-extended and upgraded. The Hunt class is receiving new Caterpillar C32 diesel engines that replace her old Napier Deltics; and the Sandown class underwent the the Sandown Volvo Generator Programme (SVGP) that replaces the ageing Perkins CV8 diesel generators with more efficient Volvo Penta D13 Marine diesel generators. The first vessel to receive this upgrade was HMS Bangor, during a dry dock support period at Rosyth undertaken by Babcock in 2014.

Hunt class engine replacement 

Hunt class: the open stern is reconfigurable with relative ease, unlike on Sandown vessels. Note the white dome of the Satcom, added in the last few years, and the minigun positions, standard op Kipion fit 

The sonars fitted to the two classes have received significant updates: the Hunt class, with the hull-mounted Type 2193 sonar, are extremely good at detecting mines in shallow waters, down to 80 meters. The Sandown, with the multifrequency variable depth sonar system Type 2093, can hunt mines down to 200 meters depth. Both sonars have been improved with wideband pulse compression technology which allows for long-range detection and classification of low target echo strength mines by optimising performance against reverberation and noise simultaneously.
The capability of these sonars will have to be replaced though unmanned vehicles as part of the future solution going into the post-MCM ship era.

US Navy unmanned assets are often found in the Gulf on board RFA Cardigan Bay 

With the coming of MMCM, where do Block 2 and 3 of the Sweep technology contract sit?
Block 2 is arguably more necessary than ever, but the Unmanned Vehicles Hangar and launch and recovery equipment should not be just Sweep-focused, but more widely focused on the whole package.

Going ahead with a single USV type would be desirable, so the Sweep module should go on as a payload to be towed by whichever of the two USVs prove more successful.
As a consequence, Block 3 could have to include the migration effort and the delivery of more sweep modules but perhaps not more ARCIMS boats.

HMS Echo, a survey ship, has spent months as NATO MCM Squadron flagship. Here she is in La Spezia, Italy, in September 2017, embarking unmanned vehicles, training mines and other equipment. A sign of things to come. 

There is no telling what the Royal Navy is currently planning to do. Information is extremely scarce, but already in 2014, in the Naval Engineer magazine, the Sweep module was indicated as a component in the wider solution. Both Hussar and the incoming MMCM are, once more, prototypes, and it will be important to bring them together and harmonize the two programmes into one.

Motherships, not minehunters
The successful delivery of the whole future MCM package will transform the way mine clearance operations are carried out. If all goes well, in the new year the Royal Navy will finally be able to abandon its last reservations about the viability of stand-off mine clearance and begin crafting the course for the post-dedicate minehunter hull era.

France has already decided that it will no longer build dedicate, expensive, amagnetic hulls for the MCM mission. The latest Military Planning Law included funding to procure the first twonew-generation motherships by 2025, with two more to follow. The mothership will be large, steel-hulled, and flexible enough to cover other roles as well as MCM. Two designs are being considered: the NS 04 is a SWATH (Small Waterplane Area Twin Hull) complete of flight deck and hangar for medium helicopters as well as a large cargo / mission space in the stern for storage, launch and recovery of the unmanned vehicles.
The second design is a catamaran, with the same base characteristics. Other vessel designs, including more traditional monohulls, have been proposed. BMT in the UK has recently put forward the Venari, and years ago had proposed the Venator. These vessels all bring capabilities commonly found in OPVs, making them suitable for constabulary tasks as well as specialized MCM and hydrographic missions.
France’s future MCM programme (SLAMF, in French) intends to replace the current flotilla of Tripartite MCM vessels with 4 motherships, with another four vessels for Divers support, replacing four existing ships. Numerically, the contraction from 11 Eridan-class minehunters to four motherships is quite impressive, but the new vessels will be multi-role, and more easily deployable. Further units could be built if the same hull is selected for the new survey vessels to be ordered in the early 2020s.


The designs being considered for the french mothership 
BMT Venator 90 proposal 

Above, the BMT Venari proposal for a future mothership

Their pre-MMCM demonstration project, the ESPADON, launched in 2009, delivered an impressive optionally manned catamaran, the Sterenn-Du, displacing 25 tons, 17 meters long and 7.5 meters wide. Launched in 2010 and then employed in a vast range of tests, the Sterenn-Du is equipped with a launch and recovery “cage” between its two hulls. When the unmanned underwater vehicles return to the cage, they plug into connections that enable to downloading of the data collected. The Sterenn-Du was remotely operated in sea state up to 4, successfully carrying out launches and recoveries at range. The French navy does not exclude the possibility of using such large USVs again in the future, even if for the MMCM programme they have adopted the british approach of using a smaller platform.
For France, the ESPADON project removed all hesitations about the future of MCM being unmanned and stand-off.

The impressive Sterenn-Du, head on (above) and from the stern (bottom), seen with the launch and recovery cage lowered in the water, in this photo by mer et 

Despite years of work with FAST, the Royal Navy has instead not formally closed the door to the possibility of building a novel class of MCM-specific hulls, but this is looking more and more unlikely. According to current timelines, in any case, there will be plenty of time not just to evaluate MMCM and put it into service, but also to see the first French motherships enter service. The Royal Navy does not expect new vessels for the MCM mission before 2028, although a decision on the design will have to happen quite a lot earlier than that, considering how horrendously slow the british procurement and shipbuilding efforts can be. If ten years for delivering a Type 26 are any indication, the 2028 date for the first next generation mothership might actually end up proving to be hopelessly optimistic.

The programme that will deliver the future capability is known as MHC, MCM & Hydrographic Capability and deliberately envisages the replacement of not just Hunt and Sandown but of the survey ships Echo and Enterprise as well. Until late 2013 it was MHPC, with the P standing for “patrol”, but this was dropped after the order for the River Batch 2 vessels had been signed.
It would be extremely shortsighted to not take note of the multi-role capability of these new motherships and make sure they can adequately cover the “patrol” function as well. The removal of the P from the programme acronym is a most unwelcome development which is to be hoped will be reversed, because to not grasp the full range of advantages of having a new class of deployable ships would be criminal.
The unpleasant sensation, common to many other areas across the MOD, is that planning is so constrained by short-termism that the relationship between programmes is regularly misunderstood or deliberately ignored. From the small to the huge things, it seems like project offices are unable to talk to each other and ensure that the overlap, where it exists, is of the good rather than of the bad kind. Was it truly impossible to avoid developing two USVs for the same role? Was it intentional as a form of “parachute” in case of issues with one of them?
At a far greater scale, why is the relationship between River Batch 2, Type 31 and MHC so confused? The Royal Navy risks to move from a fleet of virtually only “ships of the line” escorts to a fleet with no less than 3 low-end, constabulary capable classes more or less overlapping each other. Worse, it might deliberately handicap the MHC mothership to artificially eliminate the overlap with River B2.
The Royal Navy needs to put order in its ideas, and ensure that the three programmes work together, not one against the other.

Earlier french designs for the mothership as shown by Mer et Marine

Until the new motherships arrive, the unmanned systems (both the Sweep and the MMCM kits) will be used initially in home waters, probably directly from the shore. Deployment at sea can happen from a multitude of different vessels, and we can reasonably expect to see SD Northern River’s capacious deck filled up with these systems in a future Joint Warrior.  
The interim mothership, however, should still eventually be the Hunt. It will be extremely interesting now to see if, when and how the first Hunt vessel is modified for the new era. The Hunt class, unlike the Sandown, has an essentially open stern where the sweep equipment used to be carried and operated from. For over a decade the RN has planned to modify this open space, but the project has been constantly delayed and, in a surprise move, in December last year two Hunt vessels had their refit and life extension cut short by early decommissioning as part of budget cuts.
The SDSR 2015 mandates that a third vessel will eventually bow out before 2025, leaving 12 between Hunt and Sandowns, and further cuts could reduce this number even further.
From the outside, the early decommissioning of HMS Quorn and HMS Atherstone looks symptomatic of the gravity of the crisis the MOD is constantly drowning into. The loss of two of the “reconfigurable” ships is in antithesis with over 10 years of work, plans and experimentations. I can’t know what the exact reasoning was behind the closed curtains of the MOD, but their hasty cut smells of pure desperation.

Is the unmanned future of MCM “speeded up” as the MOD claims? It doesn’t look like it at all. The delivery of the first sweep system is a major step in the right direction, but Hussar alone is just a beginning, 13 years after the legacy sweep capability was lost.
The modification of the first Hunt isn’t yet in sight; the procurement of other sweep systems might or might not happen. More information is needed on what the plan is, and we all know how helpful the MOD is when it comes to explaining itself.
It is really a bittersweet picture. A step has been moved, but it is extremely hard to share the triumphalism of the MOD press release.