Defense Industry Daily

CH-148 Cyclone
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Canada’s Maritime Helicopter Replacement Program has been a textbook military procurement program over its long history. Unfortunately, it has been a textbook example of what not to do. While Canada’s 50-year old Sea King fleet aged and deteriorated to potentially dangerous levels, political pettiness and lack of concern turned a straightforward off-the-shelf buy into a 25+ year long odyssey of cancellations, lawsuits, rebids, and more. Eventually, the Canadian military settled on Sikorsky’s H-92 Superhawk as the basis of its new CH-148 Cyclone Maritime Helicopter, which will serve from the decks of Canada’s naval ships and bases.

The civilian S-92 has gone on to some commercial success. To date, however, Canada has been the H-92’s only military customer – with all of the associated systems integration and naval conversion burdens that one would expect. After a long series of badly missed milestones and delivery delays, there are also deeper questions being raised concerning both the machines’ fitness, and DND’s conduct of the program as a whole. This article covers the rationale for, history of, and developments within Canada’s Maritime Helicopter Program.

CH-148 MHP: Systems & Program CH-149: Rescue me!
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The 5-bladed EH101 had been the New Shipboard Aircraft Program’s initial winner in July 1992, and serves in a naval and anti-submarine helicopter role with the British and Italian navies. A civilian version currently serves Canada in a search-and-rescue role as the CH-149 Cormorant, but they were bought long after the naval helicopter contract was canceled for political reasons. Reliability and readiness issues with the Canadian CH-149s have added further strains to Canada’s relationship with AgustaWestland.

Canada chose a different naval helicopter platform when they restarted the Maritime Helicopter Replacement Program, but the ride has been rough and the delays have been long. Many of those delays arose because a project touted as an off-the-shelf buy became nothing less than the development of a new helicopter platform for the global military market, with specifications that no existing off-the-shelf machine could meet.

The MH-92/ CH-148 Naval Helicopter CH-148: DND rendering
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The H-92 Superhawk platform Canada chose for its “CH-148 Cyclone” maritime helicopters is a larger derivative of the ubiquitous H-60 family that comprise most of the US Navy’s current fleet. it makes heavier use of rust-proof composite materials, and also sports uprated engines, a rear ramp, and other features that place it in a similar class to Europe’s delayed NH90 NFH model, whose schedule has also slipped until it is also expected to become fully operational around 2013.

Initial Cyclone specifications called for GE’s 3,000 hp class CT7-8C engines, but helicopter weight growth will force another engine upgrade before the final design is ready. Standard self-sealing fuel tanks can carry up to 3,030 kg of fuel, and an in-flight refuelling probe allows in-air refueling for extended range flights.

The 17 cubic meter cabin is fitted with a cargo handling system with a centerline 1,814 kg/ 4,000 pound capacity cargo winch, floor rollers, and cargo tie-down points. A 6 foot-wide aft ramp allows easy and fast loading and unloading of cargo and troops. A 272 kg/ 600 pound capacity hydraulic rescue hoist can reportedly be added to the helicopter if necessary.

A Telephonics APS-143B radar, a HELRAS active dipping sonar system supplemented with launched sonobuoys, and a Star SAFIRE-III day/night surveillance turret, offer a good mid-level sensor set by the standards of new western naval helicopters.

Mk.46 loading, CH-124
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Armament has not been discussed. Other naval helicopters generally hold 2-4 mounting points for some combination of lightweight torpedoes, depth charges, and light anti-ship missiles. Some, such as the Cyclone’s smaller MH-60 cousins, can also mount machine guns, rockets, or short-range anti-armor missiles on their wing stubs. Canada’s history suggests that a minimalist approach is likely, involving only Canada’s Mk46 torpedoes. On the other hand, enough re-use of existing MH-60 family systems could leave the Cyclones fitted “for, but not with” a wider variety of weapons. Sikorsky is known to be eyeing potential exports, and would benefit from having a wide range of available weapon options.

Survivability will be handled using the helicopter’s AN/ALQ-210 radar warning and locator system, linked to the AN/ALQ-144Av5 countermeasures suite. The nature of their missions, however, means that these helicopters’ most dangerous enemy is likely to be… nature. This is also true for their crews. If the worst should come to pass, Canada’s frigid waters challenge sailors to survive long enough to be rescued. To address that, the CH-148 includes emergency flotation systems under the cockpit and in the tailboom; they’re deployed automatically, and are expected to work up to Sea State 5 conditions. If they fail, or aren’t practical, a 15-man life raft is installed in each side wheel sponson.

A number of CH-148s won’t be fielded to this standard, at least initially.

Program delays eventually pushed Canada’s DND to accept “interim” helicopters that could be used for some training, but weren’t ready for service. Overall, the CH-148 interim helicopters will be deficient in 4 areas:

1. Mission system software which controls all weapons and sensors won’t be ready.

2. Messaging functionality/ tactical data exchange capability (automated data-link exchanges of tactical data between designated units, including the ships and aircraft) won’t be fully installed.

3. Mission flight endurance will be 21 minutes less than the contracted requirements.

4. The ability to operate on a single engine, even at high temperatures that cost helicopters their lift.

The first 2 issues will be solved with software and electronics upgrades. The latter 2 issues are expected to be solved by uprated turboshaft engines. All of these upgrades will, of course, require extensive testing of their own.

The CH-148 Program CH-148: Developmental
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In 2000, Canadian program costs for 28 maritime helicopters were estimated at C$ 2.8 billion. That escalated to C$ 3.1 billion in 2003. By 2010, the program had hit C$ 6.2 billion, including purchase costs, 20 years of in-service support, training, and extra spending in order to keep the CH-124 Sea King fleet operational during project delays.

Those delays have also been substantial. Initial CH-148 delivery was originally scheduled for November 2008, but that was pushed back twice, and the new December 2010 milestone would be for “interim” helicopters that were missing key capabilities. Those standards were relaxed even further to eliminate night or over-water flights, but Sikorsky still missed the delivery date.

In the wake of a very vague announcement about contract renegotiation and further program delays, observers began questioning whether the program’s initial dates were ever realistic, and whether even the revised dates could be depended upon. As of September 2013, the program hasn’t even had a single interim helicopter accepted. It has missed every milestone so far, and shows no signs of changing that record. The timeline below captures most of the program’s shifting dates and promises, along with its progress to date:

Meanwhile, the H-92 seems likely to become the base helicopter for the USA’s new Presidential helicopter fleet, but hasn’t been able to secure other military sales. If Canada collapses as a customer, the USA’s VXX program could still go ahead, because the civil S-92 is already the base machine for several heads of state. Its military future beyond that would become very tenuous, however, and the S-92 would likely join the S-76 as proposed military machines that became reasonably successful civil-only platforms.

Plan B: Other Options Dutch NH-90 NFH
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In September 2013, Canada’s government confirmed that they were seriously considering other helicopters for their naval needs, in conjunction with cancellation of the CH-148 contract. By January 2014, they decided to renegotiate the CH-148 contract one more time. While sunk costs should be discounted, all alternatives to the H-92/CH-148 would have involved some type of cancellation fee, even if Canada terminates for breach of contract. Beyond that, each model had its own strengths and drawbacks.

AW101. AgustaWestland’s AW101 naval serves in a full anti-submarine role with Britain and Italy. The British are upgrading their fleet to a stable Merlin Mk2 configuration, and the helicopter is more advanced and proven than it was when the S-92 beat the AW101 in 2004.

The flip side is that Canada’s AW101/ CH-149 search and rescue machines have had consistent issues with reliability and demand for spare parts, and Britain’s figures indicate that the problem isn’t limited to Canada. The Mk.2 hopes to improve that situation, but there isn’t enough operational data yet to know how much improvement has actually been delivered. AW101s would also require an associated weapons buy, or a sub-project to integrate the helicopter with American weapons in Canada’s stocks.

AW159 Lynx Wildcat. If Canada is willing to consider a significantly smaller helicopter, the new AW159 variant of the globally popular Lynx family offers them more versatility for shipboard deployment, without major structural upgrades.

The new AW159s are very capable anti-submarine helicopters, but won’t have the same utility helicopter versatility as Sea Kings, S-92s, or other large counterparts. They also wouldn’t have space for Canada’s extra TACCO (tactical control officer) in back to monitor the sensors and make tactical decisions. Their purchase cost would be lower, but like the AW101, they’d require added weapons integration or purchases, as well as an investigation of flotation options.

EC725 Super Cougar. Eurocopter’s machine lacks a folding tail boom for storage aboard navy ships, and would need to integrate naval equipment (radar, dipping sonar, sonobuoys, weapons). Canada has been there and done that with the S-92, and they’re deeply unlikely to do it again.

MH-60R & ALFS,
Bermuda
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MH-60R Seahawk. Sikorsky’s smaller but proven MH-60R has been in service with the US Navy for several years, and Australia won’t be its last export customer. It offers great interoperability, compatibility with Canada’s existing weapons is assured, and deliveries would take place quickly from a full-rate production line.

MH-60Rs could be an option if Canada decides to negotiate them as part of a broader settlement with Sikorsky. Its problem is that it won’t qualify unless Canada scraps the flotation requirements, which exist because Canadian crews have to fly over a lot of lethally cold water. Canada also wouldn’t have space to include their extra TACCO (tactical control officer) in back, to monitor the sensors and make tactical decisions.

NH90 NFH. The European NHI consortium’s helicopter has an strong installed base within NATO, and offers Canada the advantage of ongoing modernization investments from multiple partner countries. The NH90 NFH variant was very developmental in 2004, but as of 2013, the naval version is finally being delivered in its operational configuration. NHI is publicly unclear re: integrated weapons options, and so Canada would need to investigate that.

The NH90’s problem has been late, late delivery, and the company remains backlogged. Given cutbacks in orders from their core customers, they’d certainly welcome the business. The questions are: Can NHI deliver? And how much stock can Canada place in a helicopter that doesn’t have much operational history in its operational configuration?

CH-148 Industrial Partnerships

The basic S-92 helicopter is assembled in Stratford, CT, but key parts are made elsewhere. It is used in industries like offshore oil & gas, and has carved out a niche as a government VIP helicopter. Industrial partners for the S-92 civil helicopter and CH-148 maritime patrol helicopter include:

CH-148 MHP: Contracts & Key Events 2016

At Paris 2011

November 7/16: A Canadian CH-148 Cyclone has conducted its first anti-submarine warfare testing with the HMCS Windsor off the coast of Nova Scotia. The Sikorsky-made naval helicopter was tested as part of its Operational Test and Evaluation (OT&E) carried out by the Helicopter Test and Evaluation Facility (HOTEF). Crews onboard the CH-148 employed Expendable Mobile ASW Training Targets (EMATTs) to simulate submarine movements and noise patterns, which allowed HOTEF crews to further develop those tactical procedures that will be used by operational crews following CH148 Release to Service.

2014

June 23/14: Concessions. What trade-offs did Canada’s government make, in order to get a CH-148 helicopter that could be built and accepted? CBC News reports that they traded away:

• The ability to secure the helicopter’s ramp in various positions during flight.
  
• Crew comfort systems that could handle extreme temperature operations, as in Afghanistan or Libya.
  
• Unobstructed hand and foot holds for technicians to conduct maintenance.
  
• The ability to self start in very cold weather.
  
• Cockpit ergonomics factors.
  
• A system to automatically deploy personnel life rafts in emergency situations.

That last concession could be an issue in Canada’s lethally cold oceans, but the biggest concession is that the Canadian military will default to FAA civilian standards under “FAR Part 29,” instead of insisting on on 30-minute “run dry” capability if the main gearbox loses all of its oil. That’s exactly what happened in the S-92 crash off of Newfoundland (q.v. March 11/09), causing Canada’s Transportation Safety Board to recommend that the FAA do away with FAR Part 29’s “extremely remote” loophole. Other competitors, like the AW101, have proven this capability. Sources: CBC News, “Sea King replacements: $7.6B Cyclone maritime helicopters lack key safety requirement”.

June 18/14: Agreement #4. Sikorsky parent firm United Technologies:

“United Technologies Corp. (NYSE: UTX) today announced Sikorsky Aircraft Corp.’s signing of a contract amendment with the Government of Canada on the Canadian Maritime Helicopter Program, pursuant to the previously disclosed Principles of Agreement [q.v. April 15/14]. The amended contract enables Canada’s Department of National Defense to take delivery of operationally relevant CH148 Cyclone helicopters and facilitates retirement of the Sea King fleet starting in 2015.

As a result of the amended agreement, Sikorsky will record sales of approximately $850 million and a charge of $440 million in the second quarter of 2014 reflecting the cumulative effect of progress to date toward completion of the program, as modified [see also $157 million charge taken Jan 23/13].”

It has been a good quarter for the S-92, as Sikorsky received an $1.245 billion contract on May 7/14 to develop the S-92 into the next US Presidential helicopter. Sources: UTC, “United Technologies Announces Agreement With Government of Canada for the Maritime Helicopter Program; Reaffirms 2014 EPS Expectations of $6.65 to $6.85 Per Share”.

April 15/14: Agreement #4. Canada and Sikorsky have reportedly reached an agreement regarding the CH-148 program, but it isn’t public yet. Anonymous sources are telling CP that Canada won’t pay more money, will accept up to 8 interim capability helicopters, and will pay only for “the delivery of capable aircraft.” The catch is that Canada had to be realistic about what that meant, and distinguish between capabilities they needed to have, vs. capabilities they wanted to have. It’s amazing that this hadn’t been done during previous contract amendments, but there you have it. CP adds:

“Documents obtained under the Access to Information Act show that in addition to a report by consultants, officials also conducted an independent analysis of the financial implications of the existing program on the country’s defence industry. [Competitors] were also asked what they might be able to provide…. Internal documents showed last January that more than $1.7 billion has already been spent in preparing to receive the troubled choppers.”

Sources: The Canadian Press, “Ottawa and Sikorsky agree on new terms for Cyclone choppers: sources”.

3rd contract amendment

April 14/14: FAA on S-92. The FAA issues a warning that may have some bearing on the CH-148 program:

“The FAA has issued a Special Airworthiness Information Bulletin… [re:] the possibility of salt encrustation and engine performance degradation while operating the Sikorsky Aircraft Corp. S-92A in a heavy salt spray environment. At this time, the airworthiness concern is not an unsafe condition…. For operations that take place in a heavy salt spray environment, the pilot should monitor turbine gas temperature (TGT) relative to engine torque. Any abrupt rise in TGT might indicate salt encrustation and possible engine power degradation or imminent compressor stall. If a rise in TGT is observed while maintaining constant engine torque, the pilot should give priority to exiting the heavy salt spray environment. Flight through precipitation may help to reduce salt encrustation on engine components.”

Sources: HAI Rotor News, “Sikorsky S-92A: Heavy Salt Spray Environment”.

Jan 3/14: 4th time lucky? Canada will negotiate a 4th contract with Sikorsky to deliver the CH-148:

“Today, the Government of Canada and Sikorsky Aircraft Corporation announced that a Principles of Agreement (POA), which will form the basis of formal contract negotiations…. Canada will see delivery of helicopters with operational capability sufficient to begin retirement of Sea Kings in 2015, and a program to enhance those capabilities culminating in a fully capable CH 148 Cyclone Maritime Helicopter in 2018…. Sikorsky has committed to deliver the needed helicopter capability at no additional cost to Canada… the Government of Canada will only issue further payment to Sikorsky upon capability delivery…. Sikorsky has agreed to pay Canada $88.6 million in liquidated damages for non-delivery.”

Shifting risk to Sikorsky makes for an attractive offer, under circumstances where other options would either have great difficulty delivering anything earlier, or create significant integration problems on their own. The question was whether the CH-148’s remaining problems could be solved, without jettisoning important operational and safety features. Hitachi seems to think so (q.v. Sept 4/13), but that has yet to be proven. Initial training and testing will continue in Shearwater, and Hitachi Consulting will retain some role in the project. Sources: Public Works Canada, “Government of Canada to continue with Maritime Helicopter Project and begin retiring Sea Kings in 2015” | Halifax Chronicle-Herald, “Ottawa won’t scrap Cyclone purchase, Sea Kings retirement starts next year”.

2013

Initial delivery not until 2015 now – if it ever happens, with Canada looking elsewhere; Serious tech issues with CH-148 detailed; Sikorsky takes financial hit, losing money on each initial helicopter; CCPA-Rideau report; Procurement a general problem within Canada. Keep fixing ’em…
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Dec 13/13: The Canadian Press reports that Canada is back in talks with Sikorsky to salvage the CH-148 program, which remains their primary option:

“[UTC CEO] Louis Chenevert… told analysts in a conference call on Thursday that the company is having “productive discussions with the Canadian government” on the Cyclone program and that the talks are in the “advanced stages.” Public Works Minister Diane Finley conceded the government “is in discussions” with Sikorsky to see if they can put together a plan to go forward.”

Oct 4/13: Other Options. The Canadian Press reports that the the Canadian government is actively putting together a “Plan B” for the maritime helicopter program.

“The attempt to chart a new course for the long-delayed Sea King replacement program took place in Ottawa on Thursday at an unusual meeting that involved not only government officials and executives of AgustaWestland and NH Industries, but also Cyclone manufacturer Sikorsky.”

Helicopters of interest reportedly involve the AW101 Merlin, NH90 NFH, and MH-60R Seahawk. Source: Global Post, “Official met with Cyclone rivals as Tories consider ditching chopper program”.

Nov 8/13: Tech issues. The Official Opposition’s defence critic Jack Harris [NDP, St. John’s East] formally asks Conservative Party Defence Minister Rob Nicholson to confirm that (a) the MHP still has a requirement to run for 30 minutes with no lubrication; and (b) that the CH-148 either has this capability, or will have it when Sikorsky delivers its helicopters.

Harris specifically references an S-92’s fatal 2009 crash off of Newfoundland (q.v. March 11/09), which was blamed in part on the helicopter’s failure to run after a mechanical failure drained its oil.

The government, and Sikorsky, both refuse to answer his questions. CBC News, “Sea King helicopter replacement standard questioned by NDP”.

Oct 17/13: Small is complicated. While DND is supposedly considering smaller machines like the MH-60R or AW159 as CH-148 alternatives, Canada would either have to change the way it uses helicopters, or place a difficult upgrade aboard its ships.

The biggest problem is Canada’s habit of using a TACCO (tactical control officer) in back to monitor the sensors and make tactical decisions, up to and including firing weapons. The MH-60R and AW159 wouldn’t have space for one. Canada could then do 1 of 2 things. It could rely on modern electronics to eliminate the TACCO, and let the pilot team handle that. Or, it could try to retrofit a TACCO space and equipment into the operations rooms of its current and future ships. Sources: CBC, “Smaller Sea King replacements would mean big changes to navy”.

Sept 12/13: Tech issues. The CBC reports that current CH-148’s engines and cockpit are at risk because of certified “E-3” vulnerabilities to powerful electromagnetic waves (q.v. July 2013). Their source is “defence sources with intimate knowledge of the troubled program”, and E-3 fixes could be a real problem:

“The aircraft was not designed from the ground up with this kind of shielding in mind,” said the source. “Military aircraft, the skin of military aircraft, are sometimes embedded with a fine copper screen or mesh to prevent the intrusion of electromagnetic interference.” One solution could involve retroactively installing screens around sensitive electronics, but that could add as much as 136 kilograms to the weight of the helicopter. That worries engineers who have long been concerned whether the Cyclone’s engine is powerful enough to comfortably lift its existing weight.”

The article also claims that the CH-148’s flight limitations over water stem from “separate, unresolved concerns about the flotation system”. Sources: CBC News, “New Cyclone choppers beset with technical snags”.

Sept 5-6/13: Other Options. June 2013 statements by Public Works Minister Rona Ambrose seemed to hint that Canada was looking for a way out of the contract. That’s no longer just a hint. Public Works spokesperson Amber Irwin says that the report from Hitachi Consulting “is not yet finalized,” but she does confirm that:

“We are conducting an analysis of price and availability of other aircrafts manufactured by other vendors….” …sources inside National Defence said the effort is “quite serious” and more than just a warning to Sikorsky…”

Canada has reportedly sent a team to Britain to look at their AW101 Merlin naval helicopter, which is a militarized counterpart to the CH-149 search and rescue helicopters that Canada already operates. It was also the naval helicopter that Canada originally ordered in the 1980s, at the beginning of this whole sorry saga. An AgustaWestland spokesperson says that they’ve conducted an internal analysis, and believe the AW101 is “more compliant today than we were at the time of bidding.” Other potential options, including Sikorsky’s smaller MH-60R Seahawk, Europe’s NH90 NFH, and AgustaWestland’s AW159 Lynx Wildcat, also have their pros and cons discussed in the “CH-148 Program” section. Sources: CDFAI, “Canadian Cyclone Maritime Chopper Never to Rotate in Service?” | Canadian Manufacturing, “Timing of acquisition unclear if Ottawa changes course on maritime helicopter” | CBC News, “‘Other options’ sought for Sea King helicopter replacements” | Global News, “Harper government now evaluating helicopters ‘other’ than troubled Cyclones”.

Sept 4/13: Report. Hitachi Consulting delivers its CH-148 Program Report to the Canadian government. They say that there is a “reasonable expectation” that the project is salvageable, but only if the government treats it like the developmental project it is, and reorganizes how the project is managed within 3 months. Most of all, the government needs to let go of a specification set that couldn’t be met by any existing naval helicopters, and create the authority for “trade space” that will give up some of those specifications in return for cost, space, and time improvements. That, says Hitachi, has been the project’s fundamental flaw from Day 1. The 3-month period would see the governance model changed, and the specification trades negotiated with Sikorsky and the RCAF. Sources: Hitachi Report PPT summary | CBC, “Cyclone helicopter contract revisions urged by report”.

Aug 4/13: The Canadian Naval Review delivers a hard body-check to recent Canadian defense reporting, on the dubious occasion of the CH-124 Sea King’s 50th anniversary in service. CNR:

“It is highly likely that the movement on the Cyclone file came from developments in the United States, not in Canada, and particularly relate to the renewed competition for the presidential helicopter. According to a report in the New York Times, “Few Suitors to Build a New Marine One” by Christopher Drew (28 July), Sikorsky will be the sole bidder for the contract to replace the presidential Sea Kings. This contract, along with a potential order for the USAF Combat SAR helicopter, both using the Cyclone airframe/engine combination, has effectively created a “critical mass” which makes the prospect of the resolution of whatever technical (as opposed to legal) issues affect the Cyclone more attractive to Sikorsky.”

July 2013: E-3 XX. DND’s directorate of air worthiness gives the interim CH-148s a restricted flight certificate, and imposed restrictions on the helicopter’s operations because of electromagnetic compatibility, electromagnetic vulnerability and electromagnetic interference (E-3 concerns). Civilian helicopters aren’t designed to take the full brunt of emissions from a high-power naval radar or similar source, while military machines design resistance in from the outset. Sources: CBC News, “New Cyclone choppers beset with technical snags”.

July 28/13: Deal, v4.0? Sikorsky has reportedly reached agreement with the Canadian government to begin fight testing with the 4 helicopters it has delivered as of early August 2013, without having Canada formally accept them as meeting requirements.

They’re also proposing a deal that would retire the 50-year old Sea Kings sooner, in return for CH-148s that would be below previously-agreed standards, then phase them into full service over time using software upgrades. Sources: CTV News, “Sea King choppers could retire sooner under U.S. aircraft-maker’s proposal”

July 15-20/13: Sea Kings. Canada’s Sea King helicopter fleet is grounded, after a CH-124 accident at CFB Shearwater near Halifax. It had landed after a 5-hour training mission and taxied to a hangar, then stopped and tipped forward while the rotors were still spinning. The blade fragments dented walls and broke glass on surrounding buildings, but didn’t hurt anyone. The helicopter sustained extensive damage, and the operational fleet may shrink to 22 machines.

Canada rules out mechanical failure as an issue, and the fleet begins flying again while investigations continue. Winnipeg Free Press |QMI, via Sun Media.

June 25/13: What’s Canada preparing for? As maintenance of Canada’s CH-124 Sea King fleet continues to get harder, CBC News reports that Public Works Minister Rona Ambrose has hired an outside consultant to study Sikorsky’s work, and Canada’s contract. The question? Whether it’s even possible to deliver the aircraft Canada ordered. Minister Ambrose:

“I have employed the services of an independent consultant and contractor to undertake a review of the ability of this company to deliver this to the government…. I am very disappointed in Sikorsky…. They have not met their contractual obligations to date. They have missed every deadline and every timeline…”

Which is partly because Canada kept changing the specifications, a fact that places Canada in a weaker legal position than it might otherwise enjoy. Ambrose adds that the 4 / 6 interim helicopters delivered to date don’t even meet minimum interim specifications, and offered that gap as an explanation for her department’s refusal to allow Canadian Forces personnel to train with them. That’s astonishingly bad defense policy, but refusing to take any delivery does make sense if you’re thinking of escaping the contract altogether. Come to think of it, so does removing the planned deck strengthening for some frigate updates, and hiring an independent consultant to examine what amounts to a question of contractor default. CBC News.

Feb 21/13: 2015? RCAF head Lt.-Gen. Yvan Blondin tells a Postmedia interview that: “In the short term, the Sea King can fly.” The report adds that:

“That flexibility will likely be needed amid recent reports that the air force won’t receive the first of its planned Sea King replacements, U.S. aerospace giant Sikorsky’s Cyclone maritime helicopters, until 2015 – seven years later than scheduled.”

Feb 17/13: Why so long? A DND analysis obtained by Postmedia says that as of 2011, it takes an average of 199 months/ 16.5 years for military acquisitions over 55 sampled projects. This has been a long term problem. the average was 190 months in 1998, but assistant deputy minister Alan Williams at the Defence Department implemented initiatives that dropped it to 89 months under Liberal prime ministers Jean Chrétien and Paul Martin. Does the report offer an explanation? No:

“It is impossible to pinpoint what is delaying the cycle time, further in-depth analysis needs to be conducted to review the whole acquisition process. Progress has not been made in reducing the overall acquisition cycle time.”

Williams, who left the public service in 2005, offers a fairly simple explanation: sole-source procurements give the upper hand to the vendor, so contract negotiations drag on indefinitely. That probably part of it, but Canada’s balkanized responsibilities, consistent insistence om specifications not met by anything in the marketplace, and an unaccountable public service culture which has included deceiving Parliament, must also be considered as factors. Ottawa Citizen.

Feb 11/13: CCPA & Rideau. The left-wing CCPA and Rideau Institute issue a joint paper about the CH-148 program, which borrows its title from minister MacKay’s July 2012 comments. “The Worst Procurement in the History of Canada” chronicles Canada’s maritime helicopter replacement efforts since 1990, and notes the recent 50th anniversary of CH-124 Sea King operations. With respect to those Sea Kings:

“Sea King operations suffer because of a lack of spare parts, increasing maintenance hours, and concerns resulting from accidents. Between 1995 and 1998, the Auditor General found the Mission Capable Rate (MCR) of Sea Kings fell from 42% to 29%.18 The number of “aborts” increased substantially — to more than 60 aborts per 1,000 flight-hours — between 1990 and 2000.19 By the year 2000 an average of 30 hours of maintenance was required per flight-hour.20”

Another 12 years hasn’t helped matters. Meanwhile, the CH-148 has become a Mexican standoff. As CCPA explains:

“One reason for the lack of collection [on late delivery fees] seems to be that DND and Public Works introduced new requirements for the helicopter after the contract was signed. Sikorsky therefore might have a basis for legal action against the government if they are fined. This may also explain why Public Works reduced the penalty from $250,000 per day in the original Request for Proposal to $100,000 a day, and why it capped that penalty at one year.94 Canada thus finds has itself between a rock and a hard place, unable to secure new helicopters without pressuring Sikorsky, and unable to pressure Sikorsky for fear of being sued.”

CCPA recommends that Canada explore alternatives to the CH-148s, including AgustaWestland’s AW101 naval, Eurocopter’s EC725 Super Cougar, Europe’s NH90 NFH, or Sikorsky’s smaller but proven MH-60R. Unfortunately, as noted above, every one of these options is problematic. With that said, CCPA is correct in pointing out that looking elsewhere would strengthen their recommendation to toughen negotiations with Sikorsky, who won’t want the S-92’s only military customer to ditch it.

They’re on more fanciful ground with their 1st recommendation, for “full transparency on the Maritime Helicopter Project, so that the public can judge the appropriateness of any approach to dealing with the crisis.” Not going to happen – certainly not from this government, and probably not from any other party’s government, either. The culture of denial and coverup in Canada’s public service is too established and too deep, and none of the 3 major parties shows any signs of challenging it. See also Epoch Times | National Post | Reuters.

CCPA report

Jan 23/13: Sikorsky Finance & Forecast. Parent firm UTC holds its Q4 2012 conference call for investors, which includes references to the Canadian Maritime Helicopter program. The company is taking a USD $157 million charge related to costs associated by expected program delays, or about $5.6 million per helicopter.

They’re maintaining their projection of 8 helicopters delivered in 2013, which would make 12 total at Shearwater, but don’t offer any definitive forecast regarding requirements compliance and acceptance. What they do say is that they’ll lose $14 million on each CH-148 delivered in 2013. Sikrosky IR – Webcasts.

2012

Late fees an issue now for “worst procurement in Canadian history”; Helicopters at Shearwater, but no formal delivery as milestones missed; is 2017 the real delivery date? CH-124 Sea King
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Sept 25/12: #4 in. Technically, it could be argued that MH-806 was #1, since it first arrived in May 2011. It left that same month, however, and has just returned after a round of modifications at Sikorsky’s West Palm Beach facility. Source.

Aug 3/12: #3 in. A new CH-148, MH-807, arrives at CFB Shearwater. That makes 3 helicopters on site, but the government still hasn’t taken delivery. Sikorsky still operates and maintains the machines.

Training for CH-148 technicians also begins this month. Source.

July 12/12: Worst. Procurement. Ever. That’s the opinion of… Defence Minister Peter MacKay. His exact words:

“Unlike shipbuilding, that was a brand new design that was put in place through negotiations by a prior government. We inherited this contract. This is an example of how procurement can go badly wrong. This is the worst procurement in the history of Canada, including the $500-million cancellation costs that are attached to the Maritime helicopter program [cancellation by the Liberal Chretien government in the 1990s] and then the costs of further maintenance to fly 50-year-old helicopters…. I saw a Sea King aboard the Charlottetown when we were in the [Persian] Gulf and that aircraft has been replaced piece by piece, almost in its entirety, so there is urgency to get the Maritime helicopter program on track…”

July 4/12: 2017? CBC News reports:

“Canada’s long-promised fleet of new Sikorsky naval helicopters… likely won’t be delivered and ready for combat for up to another five years, informed industry sources tell CBC News…. industry insiders familiar with the Sikorsky project say the Cyclone helicopters being built for Canada are a new design with a lot of sophisticated electronics and military mission systems that aren’t yet even installed, all of which will take years to integrate and become combat-ready.

….Public Works Minister Rona Ambrose, whose department is responsible for enforcing deadlines in the contract with Sikorsky, tells CBC she wouldn’t even guess when the company might deliver the entire fleet. “They haven’t given us a date…. As we know, their dates – the promises they have made to us – have shifted numerous times.” “

July 2/12: Nothing, Still. Canada’s Globe and Mail reports that the deadline to begin delivering fully operational helicopters has now passed, without even interim helicopters that have been accepted for service.

“Sikorsky and the federal government are remaining vague about the problems with the Cyclone program, but it is clear the company is struggling to obtain the “airworthiness certification” that is mandatory for the helicopters to fly off on military missions. In addition, the company is still working to ensure the helicopters have the necessary engine power to meet the government’s mandatory endurance requirements… Public Works and National Defence are stating that they expect the delivery of the interim helicopters to occur “later this year.” This suggests the delivery of the fully compliant helicopters – initially scheduled for 2008 – will not happen until 2013.”

June 16/12: #2 in. A new CH-148, MH-808, arrives at CFB Shearwater. That makes 2 helicopters on site, but the government still hasn’t taken delivery. Source.

June 7/12: #1 in. A new CH-148, MH-805, arrives at CFB Shearwater to replace MH-806 in the initial training role. We’re calling it #1, because it’s the first one that’s staying. Source.

May 17/12: CH-148 out. The Navy’s lone CH-148 training helicopter, MH-806, leaves CFB Shearwater and flies to Palm Beach, FL, for modifications. Source.

Jan 27/12: More delays, more penalties. The Winnipeg Free Press reports that things are about to become more difficult for the CH-148 program. The CH-148 safety certification process, and other delays, make it very unlikely that Sikorsky can begin delivering fully capable CH-148s with all mission software, for acceptance by June 2012.

Instead, an unnamed defense source says they’re only committed to 5 interim training helicopters in 2012. That would trigger another C$ 80 million in contract penalties, on top of the C$ 8 million levied for not delivering the interim helicopters on schedule.

“But senior defence officials said that penalty and the anticipated additional $80 million be deducted… out of reduced [maintenance] payments and in-service support over time… said the senior official. “If you beat them up now, you disincentive the company from giving you completed aircraft. If you take it out of in-service support costs, it’s easier for them to manage and it lowers our operating costs.”

Jan 3/12: Late fees. The Ottawa Citizen reports that Public Works and Government Services Canada still intends to get the much-reduced $8 million in late fee damages from Sikorsky, but has no timeline for when. That mirrors the helicopter itself, which still has no interim status CH-148 flying, even though they were supposed to have begun flying in summer 2011:

“In its attempts to help Sikorsky along, DND officials reduced the criteria for the interim aircraft to receive a military airworthiness certification… [that] would have allowed for safe flying of the aircraft but the helicopter would have been restricted in what it could do. It would not have been allowed to fly over water or at night… Sikorsky has sent an interim helicopter to Shearwater, NS but DND has not accepted delivery of that aircraft. “The CF (Canadian Forces) will take formal delivery and assume ownership of the helicopter once a Canadian military airworthiness clearance is granted and once initial aircrew flight training is conducted,” DND noted in an email. DND will not say when that first interim helicopter will be accepted but noted that Sikorsky has maintained that it plans to deliver maritime helicopters to Canada sometime in 2012.”

2011

1st interim CH-148 arrives, but not fit for flight training; Infrastructure investments; Flight testing. CH-148: Waiting to fly
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Nov 28/11: No flight training. The Canadian Press reports that the helicopter flown to Shearwater AB in Halifax earlier is still being used to train ground crew. Despite defense minister MacKay’s promises of an operational flight training helicopter by summer 2011, DND spokeswoman Tracy Poirier says they don’t have it yet:

“Critical work remains outstanding before the Defence Department can take official delivery and assume ownership of the interim helicopter in accordance with the contract”… the federal government will only accept the helicopter when it receives a Canadian military air worthiness certificate.

A spokesman for the federal Department of Public Works said in an email that Ottawa has assessed $8 million in penalties against Sikorsky for delays with the Cyclone procurement program — the maximum that can be applied. But Sebastien Bois declined to say whether the fines have been paid.”

May 12/11: Interim CH-148 Arrives. The first interim CH-148 Cyclone model, MH-806, arrives at 12 Wing Shearwater in Nova Scotia. It will be used to support ground-based training of Canadian Forces (CF) aircrew and technicians, and will remain under Sikorsky ownership and control for now.

The Canadian Forces will take formal delivery, and assume ownership of the helicopter, once a Canadian military airworthiness certificate is granted, and once initial aircrew flight training is conducted. That formal delivery is expected before the end of summer 2011 – but that isn’t what happens. Canada DND | CASR.

“Interim” CH-148 arrives

March 7/11: Rotorhub reports from Heli-Expo in Orlando, FL, where Sikorsky CEO Jeff Pinto says that despite yet another delay (vid. Jan 7/11 entry), the firm is “weeks rather than months away” from finally delivering the first interim CH-148. That delivery was scheduled for November 2010, under a June 2010 agreement that ratified long-standing delays and set out a new baseline. Key milestones completed so far include 750 flight hours, and finalized certification. The publication adds:

“Pino said although the delays in delivery had resulted in penalty payments, these could be ‘rationalised’ [DID: written off in stages] over the life of the programme. ‘This is a very interesting and lucrative contract where the Canadians want to pay to fly and leave the rest to the OEM,’ Pino said. The company was working with the Canadian government on the possibility of a bigger transmission for the CH-148, although it may take six months for the final configuration to be determined.”

In the wake of the Cougar Helicopters crash (vid. March 11/09 entry), the Transportation Safety Board of Canada (TSB) had raised issues with the certification of the civilian S-92’s gearbox. Pino said that no S-92 changes were planned in response to that incident, however, adding that the new transmission mount is unrelated. For the military version, a bigger transmission would be a likely follow-on from engine power upgrades the Canadians are requesting. The civilian S-92 changes are focused on weight, reliability, and operating cost improvements, plus electronics upgrades, and an internal auxiliary fuel certification for the SAR configuration.

Feb 22/11: Infrastructure. The government of Canada announces a C$ 155 million project to replace a 60-year-old hangar near Victoria International Airport on Canada’s west coast, with a 20,000-square-meter merged operations and support facility at Canadian Forces Base Esquimalt, British Colombia. Given the requirement for more space, and the need for an appropriate fire-suppression system, it was cost effective to build a new facility, rather than renovate the current 60-year-old hangar.

CFB Esquimalt is the home of Canada’s Pacific Fleet. The facility will be ready by 2014, in order to house 443 Squadron’s 9 new CH-148 helicopters. The project includes the hangar, an exterior aircraft parking apron for up to 5 CH-148s; a taxiway linking this apron to the runway; a re-fuelling and wash area; parking for up to 300 vehicles; and a guard house with security barriers and a perimeter security fence. At least one existing building will be demolished during the project, and the new facility is expected to accommodate 350 people. No contractors have been picked yet. Prime Minister’s Office | Postmedia | Rotorhub.

Jan 31/11: Testing. Canada’s DND announces that a CH-148 Cyclone, which arrived at Shearwater base on Jan 6/11, will be undergoing several weeks of testing on board the frigate HMCS Montreal, under the direction of Sikorsky International Operations Inc.

The tests will revolve around its operational limits in ship-borne use, and “the vessel has undergone considerable modification so that the tests may be conducted in optimal fashion.” Since the modifications were made, HMCS Montréal has successfully completed Air Work-Ups, which tested the abilities of the crew to conduct routine flying operations, respond to in-flight emergencies and to a helicopter crash, and combat shipboard fires.

Jan 7/11: Sikorsky:

“We have notified the Canadian government that there will be a short delay in delivery of the first aircraft due to an issue outside of our control. Our contract contains provisions for such events, and we are now in discussions with the Crown in keeping with those provisions.”

2010

Auditor General report faults DND for evading rules, not being honest with Parliament; 2nd contract renegotiation involves “interim” helicopters now; CH-148 prototype arrives for SHOL testing.

Oct 28/10: OAG Report. Canada’s Office of the Auditor General (OAG) releases its 2010 Fall report. The report’s main focus is on Canada’s C$ 61 billion economic stimulus program, which rates an unusual verdict of being well managed. Canada’s CH-148 program, on the other hand, rates a far more negative verdict. The biggest issues involve huge cost and time inflation, but the 2008 contract amendment also comes in for criticism because the original procurement strategy was based on a lowest price bid, giving no credit to bids offering more capability. OAG points out that by signing a contract to upgrade the S-92’s engines in 2008 (q.v. Dec 23/08 entry), DND effectively acknowledged that its contracting strategy had misled bidders on 2 key counts: the importance of an off-the-shelf platform, and the requirements themselves. Key excerpts:

“In 2000, total indicative costs of the 28 maritime helicopters were estimated at $2.8 billion and revised to $3.1 billion in 2003, exclusive of the cost of providing in-service support. The cost of purchasing and providing in-service support for the helicopters, and of training personnel, is currently estimated to be $5.7 billion over 20 years. This estimate does not include costs related to contracted Sea King support, new infrastructure, Canadian Forces personnel, and ongoing operating costs [which raise the program to C$ 6.2 billion for 28 helicopters]. In addition, the project has experienced delays. Delivery of the first fully capable Cyclone, initially expected in 2005, was delayed to 2008 and is now expected to occur in 2012.

“We found that National Defence has been slow to assess the full life-cycle costs, and some elements of these costs have still not been completely determined. As early as 2000, information provided to National Defence’s Program Management Board for preliminary project approval described the proposed acquisition project as non-developmental… [but] The project specifications included nearly 3,000 technical requirements. The winning bid by Sikorsky was to convert an existing commercial helicopter (the S-92) to military service, adapt it for marine use, and integrate numerous individual existing mission components and new technologies. According to National Defence officials, this will result in a state-of-the-art helicopter that has never existed before. The initial acquisition contract reflects this complexity in that it included $612 million for one-time engineering costs… The developmental nature of the Cyclone helicopter, along with its novel features, also has implications for certifying its airworthiness.

“…the full life-cycle costs were not–and some still have not been–presented to decision makers at key decision points… Moreover, without sufficient funds, National Defence may have to curtail planned training and operations… On the basis of the bid received from Sikorsky, $2.3 billion in estimated costs for contracted in-service support for 16 years (based on flying 10,000 hours annually) was presented for effective project approval in 2004. By this time, National Defence realized that personnel, operations, and maintenance costs would exceed those associated with the Sea King by $1.1 billion over 20 years. This is significant because National Defence did not seek additional funding for the in-service support provisions, so these incremental costs will need to be covered by its existing operations and maintenance budget… National Defence initially assumed that, despite known deficiencies, the hangars and other facilities used for the Sea King helicopters could be used for the new helicopters… In 2005, however, National Defence determined that there was a need for significant investment in new infrastructure. It has since initiated approximately $340 million in projects for maintenance, spare parts warehousing, training, and squadron facilities… There was also a need to extend the life of the Sea King helicopters longer than originally anticipated… An option to extend the period was exercised in November 2007 for an additional $168 million to cover the period up to 2014. The extension coincided with the notification that the delivery of the Cyclone helicopters would be delayed.”

See: Canadian OAG Release re: military helicopters | Media Statement | Full report || Parliamentary Hansard transcript re: defense questions | Canadian Press | CBC | Global News timeline | National Post | National Post op-ed | Toronto Sun | Vancouver Sun || Agence France Presse | China’s Xinhua || Defense News.

Key Report: Canada’s OAG

July 26/10: New deal. Canada’s Department of National Defence clarifies the new arrangements with Sikorsky, and the state of the program.

The first 4 phases of Ship/Helicopter Operating Limitations (SHOL) trials (vid. April 19/10 entry) successfully tested and validated the design of hangar and flight deck modifications aboard Canadian ships, maintenance support, developed standard operating procedures for ship and flight crew personnel, and defined safe flight parameters. Subsequent SHOL trials will be conducted in extreme weather conditions to define those parameters.

Mission software development has become an issue for the program, and Sikorsky’s inability to meet contract requirements forced a contract amendment, so the Navy could take delivery of interim CH-148s with partially-functional mission systems.

The interim helicopters will not be deployed on operations, Instead, they’ll be used for initial cadre training of aircrew and maintenance personnel, and initial operational testing and evaluation (IOT&E) to develop procedures for the Cyclone’s flight and operations, and to develop support systems like supply chains for spare parts, and maintenance processes and procedures. Once delivery of the fully compliant CH-148s begins in 2012, the interim helicopters will be retrofitted and returned by December 2013.

June 30/10: The Canadian government and Sikorsky sign an agreement to amend their CH-148 contract. In return for changes to acceptance criteria for the initial helicopter set, to the overall delivery schedule, and to milestone payments and liquidated damages provisions, Sikorsky will:

• Withdraw an existing arbitration claim against the government;
  
• Invest another C$ 80 million in contracts/ R&D work with Canadian firms;
  
• Offer payments for any future MH-92 maritime helicopter sales that could amount to more than US$ 30 million;
  
• Charge reduced interim helicopter in-service support rates until acceptance of the fully compliant helicopters in June 2012.

Liquidated damages requirements will now be triggered only by failure to deliver interim helicopters starting in November 2010, and for failure to deliver the fully compliant helicopters beginning in June 2012. The C$ 3.2 billion 20-year in-service support contract will run until March 2028. Source.

2nd contract amendment

Shearwater arrival
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June 8/10: From late to later. Sikorsky will deliver its CH-148s to the Canadian Armed Forces late, even by the revised schedule. Borrowing a leaf from the NH90 NFH’s playbook, Sikorsky will begin delivering only “interim helicopters” for testing and training by the renegotiated date of November 2010. Then, instead of delivering at a rate of one per month, Sikorsky will deliver only 6 helicopters by June 2012.

The remaining 22 helicopters will be fully operational versions, including upgraded engines. They are promised as of June 2012, and as they arrive, the initial 6 helicopters will be pulled back for engine retrofits and any other required modifications. Recall that the original contract’s initial delivery date for the CH-148 was November 2008. Halifax Chronicle-Herald | CTV.

June 7/10: German exports? Canada may not wind up alone. Germany is the NH90 TTH’s biggest customer, but the helicopters have had problems, and it has delayed any NH90 NFH anti-submarine helicopter buy. Now Sikorsky is looking to pursue a 30-helicopter bid to replace Germany’s H-3 Sea Kings with their MH-92 Cyclone instead of Eurocopter’s NH90 NFH. They also want to compete with the H-92 for an 8-19 helicopter Combat Search And Rescue (CSAR) opportunity to replace German UH-1Ds. A German decision is expected in late 2010, if proposed budget cuts don’t derail the programs.

At the ILA 2010 airshow in Berlin, Sikorsky signed a Memorandum of Understanding “to explore opportunities” in aftermarket support involves their long-standing partner ZF Luftfahrttechnik GmbH (ZF Aviation Technology), while the other involves Switzerland’s RUAG, and will explore “Maintenance and Repair Operation as well as integrated logistics support and completion capabilities.” Rheinmetall and MTU are also reputed to be involved in discussions.

The H-92 might be operational in a maritime role before the NH90 NFH, and the firm has some H-92 CSAR design experience from its participation in the aborted American CSAR-X competition. Their bid remains something of a long shot, but Sikorsky representatives are quoted as saying that the partnerships and experience will stand them in good stead to bid the future CH-53K heavy-lift helicopter for the Franco-German HTH program. Sikorsky has reportedly secured American export approval for the Cyclone, and would conduct final assembly in Germany. Aviation Week | Flight International | Shephard Group.

April 16/10: Testing. The CH-148s have begun SHOL (Ship Helicopter Operational Limitations) testing off of Nova Scotia. Testing started shortly after the test helicopter arrived in Feb 19/10 and is taking place in 4 phases:

Phase 1 tests confirmed that the prototype aircraft’s flight test instrumentation systems could operate in close proximity to the electromagnetic emitters of the ship.

Phase 2 evaluated how the test helicopter and the Canadian Recovery, Assist, Securing and Traversing (C-RAST) work together. The C-RAST moves the helicopter in and out of the hanger, and locks the helicopter in place on the ship so it doesn’t slide off.

The 3rd phase was completed earlier in April and involved take-offs, departures, landings and utility evolutions conducted during the day, in order to establish the standard operating procedures for the aircraft.

The 4th and final phase is expected to be complete by the end of April. These tests will be conducted at sea in the North Atlantic under increasingly challenging weather conditions and sea states, in order to determine a safe envelope for the helicopter to operate from the Halifax class ship with medium winds and deck motions. Further testing is planned later in the program to test the full capabilities of the aircraft at high winds and high deck motions.

Feb 19/10: Testing arrival. Sikorsky’s prototype CH-148 Cyclone maritime helicopter arrives at CFB Shearwater, Nova Scotia, for several weeks of “ship helicopter operational limits” trials with the Halifax-class frigate HMCS Montreal. “Aircraft 801” reportedly first flew in November 2008. Canadian Navy | Aviation Week Ares.

2009

Pattern of government dishonesty begins to surface; Civil S-92 crash off Newfoundland has implication for CH-148. CH-148 first flight
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Nov 8/09: The Ottawa Citizen’s David Pugliese reports on the CH-148’s slow progress. While the first helicopter is scheduled to arrive at CFB Shearwater in December 2009, actual sea trials aren’t scheduled until February 2010 or later, and even when those are done, other steps are required before Canadian pilot training can begin:

“…sources say while the first helicopter is expected to arrive in early December from Sikorsky, it is not being actually accepted by the Canadian Forces… The first Cyclone (MH02) has just finished being painted at West Palm Beach in Canadian Forces colors… The sea trials should have been completed almost 20 months ago according to the delivery schedule contracted with Sikorsky in 2004.

Successful completion of the sea trials, followed by development and approval of the ship-helicopter operating limitations (SHOL) for the new helicopter, which will require several months at least, are a MHP contractual obligation that must be met long before Canada accepts delivery of the first aircraft and can begin training its own pilots on the Cyclone…”

Cougar Helis S-92
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March 11/09: S-92 accident. An S-92 operated by Cougar Helicopters goes down in the sea off of Newfoundland, Canada with 18 people aboard, while ferrying workers to one of the offshore oil rigs. In the end, only 1 of the 18 passengers survives. Standard procedures give all passengers immersion suits, but winds were running between 25-35 knots, with a 3m/ 9-10 foot swell, and water temperatures near freezing.

The problem ends up involving shearing in some of the helicopter’s titanium studs, which caused the loss of all oil. The helicopter crashed about 10 minutes after that, which calls the 30-minute “run dry” requirement into serious question. The Globe and Mail | See also CBC and Flight International report & photos re: later Canadian TSB findings.

Feb 20/09: The Ottawa Citizen’s David Pugliese continues to investigate the specifics behind the December 2008 announcement of a contract settlement with Sikorsky. In “New Engnes for the Troubled Cyclone Helicopter?” he quotes Canada’s DND:

“Sikorsky is making a number of improvements to the current design of the helicopter to meet the performance requirements specified in the current contract. An improvement being made that was not in the original contract will provide the helicopter with growth potential for the engine and main transmission.”

Pugliese points out that this is a problem, for 2 reasons:

“The weight growth requirement was actually stated in the MH Statement of Operational Requirement (SOR) and was initially included in the RFP Requirements Specification but was later removed at Sikorky’s request… [however,] In order to use a [Lowest Cost Compliant ] selection methodology, PWGSC and DND both had to assure the Auditor General in 2003 that the MH performance and equipment requirements (as stated in the RFP) would be finite and that no extra funds would ever have to be allocated for additional capability over the entire life of the aircraft, otherwise a Best Value selection methodology whereby additional capability could be acquired at minimal additional cost was mandated.”

DND responses add that they are also looking at technological improvements that will become available as a spin-off from Sikorsky’s R&D. They include “an enhanced rotor blade design, larger tail rotor and a new 5-bladed rotor hub”, which could add another 500-600 pounds of payload capacity. Aerospace analysts contacted by Pugliese respond that:

“The new rotor design that the response refers to is the one being considered for Sikorsky’s bid for the USAF’s CSAR helicopter. It involves very significant structural changes to the aircraft including a substantial increase in the aircraft’s overall length both with rotors turning and when folded which would raise major issues for ship compatibility. Since DND and PWGSC are inexplicably avoiding the engine question, we suggest you dig further.”

Winter 2009: SNAFU. Plain Talk: The Process of (Not) Acquiring Maritime Helicopters [PDF format] is published in the Canadian Naval Review by Jane’s Canadian correspondent Sharon Hobson. Hobson reports that Sikorsky was exempted from key performance requirements during the bidding phase, unlike its competitors NIH Industries (NH90) and Lockheed Martin/ AgustaWestland (EH101). Additionally:

“…In order to speed things up during the bidding process, the project office only required that the bidders provide proof of compliance for 475 [mandatory technical requirements]. The bidders were allowed merely to state that they would comply with the other 1,000. When things started to go wrong – and they started to go wrong fairly quickly – the project office went into crisis management mode.

When I interviewed the project manager in February 2006, he told me that the preliminary design review (PDR) had been completed in January, and that the critical design review (CDR) would be completed by the first week of June. However, in September 2006, the same official conceded to another reporter that the PDR was not yet complete. The project office does not appear to have given a media interview since then. Moreover, it turns out that because Sikorsky was unable to complete fully each milestone within the PDR and CDR, the project office subdivided the milestones so that the payments would continue to flow…

2007 – 2008

Reports of impossible schedule prove true – contract renegotiated; RWR & ESM picked. Canadian Parliament
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Dec 23/08: Contract failure, change. Canada’s government announces that they have renegotiated the contract with Sikorsky. DND will now begin receiving helicopters by November 2010, allowing necessary operational testing and training to begin prior to the delivery of mission-ready helicopters beginning in 2012, and all helicopters by 2013.

The effect of these changes is to delay operational use of the helicopters for 2 years. The original contract had penalty clauses for late delivery, but those clauses appear to have been waived in exchange for these contract amendments. The government release also took pains to state that it “…has determined that the delays experienced were largely outside the control of the Contractor.”

Most of the contract modifications appear to concern “upgrades.” These have not been specified, except to say that they have an estimated value of $77 million for the 28 helicopters, and $40 million for the 20 years of In-Service Support contract, based on the Canada/ US currency exchange rate of December 2008. The release adds that contract amendments will be funded from within the original project budget. Canadian government announcement | CBC report.

Contract renegotiated

Nov 20/08: Dev flight. A CH-148 Cyclone makes its first flight at the Sikorsky Flight Development Center in Florida. Source.

1st flight

Nov 5/08: The Ottawa Citizen’s defense reporter David Pugliese publishes some comments from his sources, suggesting the program’s schedule was never realistic, that further delays to 2012 or even 2014 are possible, and that vague statements from Sikorsky and Canada’s DND are omitting important pieces of information. One key excerpt:

“Your blog notes that Sikorsky is now claiming the first article will fly “before the end of the year”. Rumors in the industry suggest that any such flight will be without the mission system, which is still not in formal lab testing. Compare this to Sikorsky’s original (public) promise to fly a fully equipped first article by September 2007.”

January 2008: Sikorsky formally advises the Canadian government of delays in the original schedule.

April 18/07: RWR/ESM. Lockheed Martin announces a $59.4 million U.S. Navy Foreign Military Sales contract to provide the helicopters with Radar Warning Receiver (RWR)/Electronic Support Measure (ESM) systems derived from its AN/ALQ-210 system, which will also be deployed on the US Navy’s new MH-60R multi-mission naval helicopters.

The ALQ-210 passively detects, identifies and geo-locates hostile radar transmitters. The systems provided to Canada’s Department of National Defence will also feature new functionality designed to meet specific Canadian Forces requirements. Honorary Col. Rick Mercer of 423 Maritime Helicopter Sqn will be relieved, we’re sure.

Jan 23/07: Strike! The Globe and Mail reports that CH-148 delivery will be at least 5 1/2 weeks late because of a strike at Sikorsky’s factory. Canada’s federal government deems the delay to be reasonable, and they are reportedly foregoing the late penalty provisions in the contract. Those terms could allow Canada to charge up to $100,000 a day for late delivery, to a maximum of $36 million.

2004 – 2006

Contract for 28; Radar & surveillance turret picked. CH-148 concept
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Dec 6/05: Sikorsky Aircraft opens the company’s new MH-92 helicopter fly-by-wire system integration lab with a ribbon cutting ceremony in Stratford, CT. The new lab will develop, integrate and test the fly-by-wire and avionic systems for the MH-92, and the CH-148 Cyclone will be the system’s inaugural customer.

BAE Systems will be Sikorsky’s team-mate on this sub-project, which is expected to lead to companion fly-by-wire integration labs for Sikorsky’s H-60, CH-53K, and X2 aircraft.

Fly-by-wire differs from traditional helicopter flight control systems by replacing the mechanical linkages to the cockpit controllers with a redundant, purely electrical system that is more responsive, more survivable if hit, saves weight, and reduces maintenance costs. Europe’s competing NH90 already has fly-by-wire built in, so Sikorsky is playing catch-up in this area. Sikorsky release.

Fly-by-wire lab open

June 14/05: FLIR. FLIR Systems, Inc. announces a “competitively awarded” subcontract from General Dynamics Canada of Ottawa, Ontario, for its popular Star SAFIRE III airborne multi-sensor imaging systems with multi-year in-service support. The total subcontract value, including potential option awards, is in excess of $20 million (USD). Deliveries will commence within 9 months of contract award, and continue until 2009.

FLIR’s Star SAFIRE III is used on a wide variety of systems, and has options to include laser rangefinding and targeting features.

June 5/05: Radar. Griffon Corp. subsidiary Telephonics announces a subcontract award from General Dynamics Canada. They will supply 31 ship sets of their APS-143Bv3 multi-mode imaging Maritime Surveillance Radar, fully integrated with their Mark XIIA Identification Friend or Foe (IFF) interrogator sub-system hardware. The contract also contains options for initial spares and 20 years of in-service support for the Canadian Maritime Helicopter Project (MHP), and could exceed $50 million in value if all options are exercised.

The internal, fully integrated Mark XIIA IFF interrogator has been designed to be compatible with the IFF interrogators being supplied for the US Navy’s MH-60R LAMPS helicopter, the Canadian CP-140 Aurora upgrade program, and the US and International Air Force’s AWACS platforms.

This program will be managed from Telephonics’ facilities in Farmingdale, NY, with a portion of the work being performed in Canada as defined in the Industrial Regional Benefit plan included in Telephonics proposal. The first test aircraft system is scheduled for delivery in July 2007.

April 21/05: Infrastructure. L-3 Communications MAS launches the construction of a new $45-million Maritime Helicopter Training Centre for the Canadian Forces in Shearwater, Nova Scotia. L-3 MAS has lead responsibility for the Cyclone’s in-service support, which includes provision of the training facility and training.

The actual construction is subcontracted to PCL Constructors Canada Inc., and the center is expected to be operational in April 2008. It is expected that over 160 new jobs will be created directly and indirectly during construction of the 3-storey facility, which will be LEED(Leadership in Energy and Environment Design) Silver Certificate certified. The building will include flight and mission simulators, and serve as the home for 406 Squadron. Sikorsky release.

April 12/05: Project office open. Sikorsky Aircraft Corp. and Canadian government officials today formally inaugurate a new Canadian Maritime Helicopter Project (MHP) office located here in the company’s main manufacturing facility in Stratford, CT.

The newly renovated 25,000 square-foot space includes a 5,000 square-foot secure area to accommodate a detachment of 17 Canadian government employees overseeing the project. The remainder of the space houses Sikorsky Aircraft, General Dynamics Canada and L-3 MAS Canada personnel assigned to the MHP. Sikorsky release.

Project office

Nov 23/04: Deal signed. The Government of Canada signed contracts with Sikorsky International Operations Inc. for the Maritime Helicopter Project, to provide 28 helicopters (C$ 1.8 billion), as well as 20 years of in-service support and a training facility (C$ 3.2 billion), including construction of a training facility and a simulation and training suite.

Sikorsky had joined with L-3 MAS (in-service support) and General Dynamics Canada (systems integration) to form The Maritime Helicopter Team. CBC report.

28 CH-148s

Additional Readings

• Canada DND – Maritime Helicopter Project: Status

• General Dynamics Canada – CH148 Cyclone – Maritime Helicopter Project

• Canadian Office of the Auditor General (Oct 26/10) – 2010 Fall Report of the Auditor General of Canada: Chapter 6 – Acquisition of Military Helicopters

Background: Helicopters

• Canadian DND – CH-148 Cyclone

• Sikorsky – H-92 Helicopter. Military version of the S-92 civil helicopter, which is used by customers like the global offshore oil & gas industry.

• Naval Technology – [AW101] Merlin – ASW / Transport Helicopter, United Kingdom. Also serves with or has been ordered in a naval role by Italy, Denmark, Japan, and Portugal.

• DID – AW159 Wildcat: The Future Lynx Helicopter Program

• Eurocopter – Cougar EC725. Note that it doesn’t have a naval/ anti-submarine version with a naval radar, that can carry sonobuoys, dipping sonar, and naval weapons.

• DID FOCUS – MH-60R/S: The USA’s New Naval Workhorse Helicopters

• DID FOCUS – NH90: Europe’s Medium Helicopter Contender

Background and Views

• CASR, via WayBack – Politics, Procurement Practices, and Procrastination: the CH-124 Sea King Helicopter Replacement Saga

• DID – Ring My Bell: New Helicopters for Canada’s Coast Guard. S-92/CH-148 helicopters could be an option for the new polar icebreaker entering service around 2017. But Sikorsky is running out of time to be competitive.

• Epoch Times (Feb 13/13) – Scandals the Norm in Military Buys: Military procurements an uphill battle. Begins to explain why, something that’s missing from many other analyses.

• Canadian Centre for Policy Alternatives (Feb 11/13) – “The Worst Procurement in the History of Canada”: Solving the Maritime Helicopter Crisis. Prepared with the equally left-wing Rideau Institute.

• Defence Watch, via WayBack (Jan 27/10) – Canada’s Maritime Helicopter Saga Laid Out in a New Book, The Politics of Procurement. By UBC Press. Covers the entire saga, from the CH-124 replacement competition to the EH101 cancellation, CH-149 Cormorant (EH101) SAR buy, and the CH-148 Cyclone.

• Canadian Naval Review (Winter 2009, Vol.4 #4) – Plain Talk: The Process of (Not) Acquiring Maritime Helicopters [PDF]. Characterizes the procurement process as dishonest in several respects.

CVN 70: Homecoming
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Osama Bin Shot, Osama Bin Buried. (May 3/11)

In November 2005, Northrop Grumman Newport News in Newport News, VA was awarded a $1.94 billion cost-plus-incentive-fee contract for accomplishment of the FY 2006 mid-life refueling and complex overhaul (RCOH) of the Nimitz Class aircraft carrier USS Carl Vinson [CVN 70]. The ship was commissioned in 1982, and this effort shall provide for the accomplishment of the overhaul, alterations, repair, maintenance, and refueling of CVN 70 and its nuclear reactor plants to ensure continued safe operation of the ship. According to GlobalSecurity.org, the Carl Vinson is scheduled to remain in service until 2032.

It’s interesting to note that the US DoD comptroller’s FY 2007 “Program Acquisition Costs by Weapon System” document lists split-funding of the CVN 70 RCOH over FY 2006-2007, with a total cost of $2.89 billion. So, how does this $1 billion discrepancy resolve itself? What about all those contracts before FY 2006? And how did the program go, now that the USS Carl Vinson has returned to the fleet at last?

The RCOH and the Damage Done CVN 70 with destroyer
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During an American Nimitz Class carrier’s 50 year life span, it has 4 Drydocking Planned Incremental Availabilities and 12 Planned incremental availabilities. It has only one Refueling and Complex OverHaul, however, which is the most significant overhaul the ship receives during its 50-year life span. After nearly 25 years of service, the USA’s current nuclear aircraft carriers must undergo a 3-year maintenance period to refuel their nuclear reactors, upgrade and modernize combat and communication systems, and overhaul the ship’s hull, mechanical and electrical systems.

NAVSEA’s official cost figure for the CVN 70’s entire RCOH is $3.1 billion. As of April 2007, they told DID that the program was on budget, and releases marking the ship’s re-delivery make the same claim for the now-complete program.

In addition to the years of advance procurement, advance planning, and then installation work conducted by Northrop Grumman and the government, the other billion dollars or so is used for the development, procurement and installation of Government Furnished Equipment and Government Furnished Information. Examples of major systems that will be developed or procured for the USS Carl Vinson include new communications systems, new navigation systems, radar replacements or refurbishments, new ship self defense missile systems, new oxygen and nitrogen generating systems, modifications to air conditioning plants, new catapult control systems, new environment oil pollution control system and upgrades to aviation landing and recovery systems.

Note, also, that the cost of the replacement nuclear power units is not covered under the Newport News contracts. The power units used to refuel a CVN during RCOH cost about $510 million in FY 2007 dollars.

Hence $1.94 billion in contracts to Northrop Grumman’s Newport News, within a $2.89 billion split-year appropriation over FY 2006-2007, and other contracts as well to bring it to $3.1 billion overall.

The new CVN-21 Gerald R. Ford Class will have a redesigned nuclear power plant that’s expected to make use of advances from the USA’s Seawolf and Virginia Class submarine reactors, in order to eliminate expensive reactor refueling entirely. It will also have more modular, “open architecture” computer systems that will simplify modernization of the ship’s combat and communication systems. These changes are expected to significantly lower RCOH time and costs for the new carrier class, and allow many electronics upgrades to take place in earlier phases.

USS Carl Vinson RCOH: Contracts & Key Events Seagoing again
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Unless otherwise noted, all contracts are issued by Naval Sea Systems Command in Washington, DC.

November 7/16: Live-fire exercises have been conducted on the USS Carl Vinson in order to test its RIM-116 Rolling Airframe Missile (RAM) and Phalanx Close-In Weapons System (CIWS). The nuclear-powered super carrier fired at two drones using the ship’s aft RAM launcher and fired the CIWS as part of a pre-aim calibration firing evolution during Carrier Strike Group 1’s Composite Training Unit Exercise. Crew on board said the CIWS PAC fire served a dual purpose, allowing Carl Vinson Sailors to perform a maintenance check as well as readying the mounts for a rogue drone situation.

May 2/11: Osama Bin Shot, Osama Bin Buried. Less than a day after a SEAL team raid into a fortified compound in Abbotabad, 40 miles from the Pakistani capital of Islamabad, the body of Osama Bin Laden is buried at sea, from the deck of the USS Carl Vinson. San Diego Examiner.

Dec 4/09: Northrop Grumman Corporation re-delivers USS Carl Vinson to the U.S. Navy, after the ship successfully completes sea trials, 2 days ahead of schedule. The redelivery follows the completion of modernization, maintenance, and guarantee work accomplished during the ship’s post shakedown availability (PSA) and selected restricted availability (SRA), 2 stages that generally follow the RCOH. Northrop Grumman release.

July 31/09: The nuclear-powered aircraft carrier USS Carl Vinson [CVN 70] is returning to Northrop Grumman Shipbuilding in Newport News, VA for $50 million worth of post-RCOH maintenance work via a modification to a previously awarded contract (N62793-03-G-0001). Northrop Grumman expects to complete the work by December 2009, and $30.7 million in contract funds will expire at the end of the current fiscal year on Sept 30/09. The Supervisor of Shipbuilding, Conversion and Repair in Newport News, VA manages the contract. See also Northrop Grumman release.

July 11/09: USS Carl Vinson is re-delivered to the US Navy, and accepted back into active service, marking the formal completion of its $3.1 billion, 20+ million man-hour RCOH process. The ship is now working towards a flight deck re-certification.

USS Carl Vinson is the 3rd Nimitz-class aircraft carrier to complete RCOH at Northrop Grumman Shipbuilding-Newport News. USS Theodore Roosevelt [CVN 71] will begin her RCOH later in summer 2009, advance Planning is currently underway for the USS Abraham Lincoln’s [CVN 72] RCOH. US Navy release | NGC release.

RCOH done

July 1/09: USS Carl Vinson completes initial sea trials, the last stage of the RCOH process. The carrier, which departed on June 28/09, returned to Naval Station Norfolk flying the traditional broom on its mast to signify a sweep of all trials.

The RCOH project was performed by the company’s Shipbuilding sector in Newport News, VA, and is projected to complete within budget. The ship is scheduled to be delivered to the U. S. Navy next week. NGC release.

Oct 28/08: Northrop Grumman announces a $2.1 million contract from U.S. Naval Sea Systems Command (NAVSEA). NGC’s Sperry Marine business unit will upgrade the steering control systems for USS Carl Vinson [CVN 70] – but not as part of the RCOH.

Sperry Marine will replace the steering units and helm control console on the bridge and install new electronics and software, during the ship’s first scheduled maintenance period following its RCOH. The contract also provides for engineering support and documentation.

Drydock to Pierside
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May 9/07: Northrop Grumman Corporation completes the dry dock portion of work for the USS Carl Vinson 5 days ahead of schedule. Tugboats moved the ship from dry dock to a new multi-level shipyard pier where it will undergo final outfitting and testing. This is approximately the half-way point of the RCOH.

Work accomplished while the ship was in dry dock includes removing, refurbishing and reinstalling the propellers, propeller shafts and rudders; painting the carrier’s massive hull and replacing thousands of valves, pumps, and piping components. Shipbuilders also removed the top two levels of the island and mast and replaced it with a reconfigured island structure and new mast to provide enhanced capability.

So, what work remains between now and redelivery to the Navy in 2009? Installation and testing of updated combat and electronic systems; overhaul and energization of electrical distribution systems; overhaul, repair, and testing of propulsion plant systems; habitability upgrades and modernization; crew move-aboard; and installation and testing of aircraft launch and recovery equipment. See Northrop Grumman Newport News release.

March 30/07: U.S. Congressman Duncan Hunter (R-CA), ranking Republican on the House Armed Services Committee, issues a release re: the US Navy’s announcement that USS Carl Vinson will shift its home port to San Diego once it re-enters service. According to Rep. Hunter’s release, San Diego was selected on the basis of several factors, including existing infrastructure, family support facilities, and proximity to training areas. The carrier will join its fellows USS Nimitz [CVN 68] and USS Ronald Reagan [CVN 76].

Screwed.
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Jan 7/07: Workers finish installing Carl Vinson’s 4 new propellers (“screws”) at Northrop Grumman Newport News. The installation marks the achievement of a milestone in the work outside the ship’s hull, preparing her for undocking from the shipyard’s Drydock 11 to Pier 3 later in 2007. See US Navy release.

The screws are close to 21 feet in diameter and weigh about 65,000 pounds each. They are very similar in size, weight, and material to the propellers on previous ships of the Nimitz Class, but the blades are shaped differently to reduce wear and erosion. The propellers have been outfitted with a protective covering that will be removed later in the construction process. The new propellers are also planned for use on the future-generation CVN-21 Gerald R. Ford Class carriers, and were recently installed on the last Nimitz Class carrier George H. W. Bush [CVN 77].

Dec 29/06: AMSEC LLC in Virginia Beach, VA received a $10.2 million firm-fixed-price contract for program management, material procurement, and installation of shipboard equipment for the USS Carl Vinson [CVN 70]. This effort supports work performed under the previous contract for Phase I: Planning and developing processes, procedures, preliminary Plan of Action & Milestones (POA&M), and timelines for the accomplishment of re-outfitting of Vinson. This effort also supports Phase II: Program Management, to include material/ equipment procurement from Phase I and final installation on board the ship.

Work will be performed in Newport News, VA and is expected to be complete by May 2009. This contract was not competitively procured by the Supervisor of Shipbuilding Conversion and Repair in Newport News, VA (N62793-07-C-A022).

Into Drydock
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Nov 29/05: Northrop Grumman Newport News in Newport News, VA is awarded a $1.94 billion cost-plus-incentive-fee contract for the FY 2006 mid-life refueling and complex overhaul of the USS Carl Vinson (CVN 70). Work on Northrop Grumman’s portion of the RCOH effort will be performed in Newport News, VA and is expected to be complete by March 2009, as detailed further in this Northrop Grumman release. Funding is provided and work is authorized in accordance with Public Law 109-77 and Public Law 109-104. The contract was not competitively procured (N00024-06-C-2115).

Dec 13/04: Northrop Grumman Newport News Shipbuilding and Drydock Co. in Newport News, VA received a $215.3 million cost-plus-fixed-fee modification to previously awarded contract (N00024-01-C-2103) for FY 2005 advanced planning and material procurement for the Refueling and Complex Overhaul (RCOH) of the USS Carl Vinson [CVN 70]. Work will be performed in Newport News, VA (99%) and Puget Sound, WA (1%), and is expected to be complete by November 2005.

Feb 6/04: Northrup Grumman Newport News Shipbuilding and Drydock Co. in Newport News, VA received a $139.3 million cost-plus-fixed-fee modification to previously awarded contract N00024-01-C-2103, for fiscal 2004 advanced planning and material procurement for the refueling and complex overhaul (RCOH) of the USS Carl Vinson [CVN 70]. Work will be performed in Newport News, VA (99%), and Puget Sound, WA (1%), and is expected to be complete by November 2004.

CVN 70: Turnaround
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Dec 11/02: Newport News Shipbuilding and Drydock Co. in Newport News, VA received a $143 million cost-plus-fixed-fee modification for FY 2003 advanced planning and material procurement for the refueling and complex overhaul (RCOH) of the USS Carl Vinson [CVN 70]. Work will be performed at Newport News, VA (97%) and Puget Sound, WA (3%), and is to be complete by November 2003. This contract was not competitively procured (N00024-01-C-2103).

March 29/02: Newport News Shipbuilding and Drydock Co. in Newport News, VA received a $42.2 million cost-plus-fixed-fee modification to previously awarded contract N00024-01-C-2103, a May 15/01 cost-plus-fixed-fee $9.3 million contract for advanced planning and engineering services for “future aircraft carrier availabilities.”

Under this modification, they will perform advanced planning, design, documentation, engineering, procurement, ship checks, fabrication and preliminary shipyard work in order to prepare and make ready for alterations, repairs, maintenance and routine work on the USS Carl Vinson [CVN 70], and its reactors. Work will be performed in Newport News, VA (98%) and Puget Sound, WA (2%), and is to be complete by November 2002. This contract was not competitively procured.

Additional Readings and Sources

Many thanks to US NAVSEA for working with DID to clarify key figures.

Type 26 concept
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In the late 2000s Britain slated to replace its existing fleet of Type 22 Broadsword Class and Type 23 Duke Class frigates with 2 new ship classes under a program known then as “Future Surface Combatant” (FSC). By the 2010 Strategic Defence and Security Review (SDSR), the FSC’s C1 (T26) and C2 (type 27) tentative variants were merged into a single Type 26 Global Combat Ship (GCS) class.

Outside attention often focuses on big-ticket ships like aircraft carriers, submarines, and advanced destroyers – but the frigate is the real backbone of most modern navies.

Lord Nelson loved his HMS Victory and her fellow first-rate ships of the line, but he asked the admiralty for more cruisers because he knew their versatile value as the “eyes of the fleet.” Modern multi-role frigates that can engage threats on the water, under water, and in the air fill that same role today, protecting other navy ships or undertaking independent action away from their task group.

The Type 26 GCS will have to fill that niche – but first, its requirements and design must be defined.

Britain’s Future Surface Combatants Type 23 frigate:
HMS Northumberland

Of Britain’s 30 frigates built – 14 Type 22s and 16 Type 23s – 17 (4 Type 22s, 13 Type 23s) still serve in the Royal Navy, and some of the Type 23s have received modern refits to keep them going a bit longer. All remain outclassed by more modern designs. Another 10 frigates of these types have been sold abroad to Brazil, Chile, and Romania, and 3 Type 22s have been deliberately scrapped or sunk. The 2010 SDSR decided that the rest of the Type 22s will join their fellows abroad, or in the scrapyard, leaving just the Type 23 Duke Class. Fortunately, the Type 23s have been doing a lot of sailing in less strenuous environments than the treacherous North Atlantic seas they were designed for. That has helped them to last longer, but no ship lasts forever, and replacements are needed.

Type 26, 2013
click for video

Key Type 26 design criteria include multi-role versatility, flexibility in adapting to future needs, affordability in both construction and through-life support costs, and exportability. In reality, these requirements represent a set of key trade-offs. Some can be complementary, such as cost and exportability. Other pairings usually come at each other’s expense, such as the desire for high-end multi-role capability within a small ship footprint, versus the desire to keep initial purchase costs low.

The current Assessment Phase was designed to make many of these trade-offs, and the program was timed so it can take the 2010 Strategic Defence Review into account. Initial reports indicate an imagined cost of about GBP 400 million per ship, but the Royal Navy is no better than the American Navy at shipbuilding cost estimates.

The first ships of the Type 26 class are due to enter service in the early 2020s, and Britain envisions at least 12-13 of them. The current Type 26 plan involves 5 basic frigates, and another 8 ships with additional anti-submarine warfare equipment.

By the 2030s, around half of front line Royal Navy personnel are expected to operate on Type 26 frigates.

Type 26: Design T26 concept, 2012
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At present, there is no full detail design, and hence no defined equipment set for the Type 26. BAE’s original working baseline reportedly involved a 141m, 6,850t ship, but reductions in target cost led them to publish figures of 148m but just 5,400t. The crew would be just 118, with room for 72 embarked troops.

The ship will use a CODOG (Combined Diesel Electric or Gas Turbine) propulsion system, with a 36MW MT30 turbine from design partner Rolls-Royce, unspecified MTU diesel generator sets, and a gear box via David Brown Gear Systems Ltd. GE will be the overall integrator for the diesel-electric system. Current plans state a top ship speed of 28+ knots, with 60 days endurance and a range of 7,000 miles/ 11,000 km) at normal steaming speed of 15 knots/ 28 kmh.

MK45 Mod 4

Armament will include a 127mm gun, where according to Jane’s BAE’s Mk 45 Mod 4 has an edge over Oto Melara for the Maritime Indirect Fire System requirement. The new MBDA/Thales CAMM (Common Anti-air Modular Missile) will replace the current Seawolf system for short range air defense. CAMM/FLAADS-M benefits from carrying an active radar seeker, reducing the need to rely on a ship’s own radar illumination for targeting during saturation attacks. The Ministry of Defence has also reiterated that the ship would have a mission bay for “unmanned air, surface and underwater vehicles, or additional boats.”

Little is certain beyond that. The big outstanding questions involve radars, the combat system, and secondary weapons.

T26 mission bay, 2012
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Radars. Based on the drawings of the May 2012 design, the long-range volume search radar atop the integrated mast would be a Type 997 Artisan system, which is also slated to equip Britain’s future carriers and upgraded Type 23 frigates. The drawings also show the compact antenna faceplates of an active array radar mounted around the integrated ship’s mast, however, similar to Australia’s CEAFAR/ CEAMOUNT solution. At the very top end, a dedicated air defense variant of the ship could use the SMART-L derived S1850M radar that equips British Type 45 destroyers.

VLS. The May 2012 design’s 48 illustrated vertical launch missile silos combine 24 larger Mk.41 or Sylver cells and 24 shorter cells. The VLS systems do come in different lengths, and the smaller cells would probably be slated for the short-range CAMM air defense missile. By October 2014 it appeared Mk.41 was the UK’s choice.

Combat system. The use of CAMM means that at least some aspects of the PAAMS combat system will find their way onto the ship, but that area is still very unclear. What is clear, is that the ships will lack America’s Cooperative Engagement Capability, which allows participating ships to see, track, and even fire on targets illuminated by any other CEC-equipped ship or plane. CEC makes a big difference to roles like wide-area air defense, and to ship’s potential for use in anti-ballistic missile networks. Its presence would have pushed the Type 26 toward a positioning as a high end frigate, especially in conjunction with a very long-range radar like the S1850M. Instead, the Type 26 looks set to become a versatile mid-budget “value play” within the global export market.

Secondary Weapons. The displayed layout shows a last-ditch CIWS gatling gun, and its positioning would allow Thales’ through-deck 30mm Goalkeeper. On the other hand, Britain has now used Raytheon’s smaller, bolt-on 20mm Phalanx system on its Type 45 destroyers, so either choice would just expand existing buys. The Goalkeeper has more stopping power, but the Admiralty could decide that Phalanx’s expandability makes it the more desirable option. The ability to convert a MK15 Phalanx mount into an 11-missile “MK15, MOD31” SeaRAM launcher, or some kind of future “laser Phalanx,” is something Goalkeeper doesn’t have.

Helicopters. Merlin helos will provide maritime force protection and anti-submarine warfare capabilities, while AW159 Lynx Wildcats HMAs (Helicopter Maritime Attack) will play a variety of attack and utility roles. The Wildcats will share Stingray torpedoes and Mk11 depth charges with the Merlins, and they will also sport Martlet (light) and Sea Venom (heavy) missiles.

Industrial Team

BAE Systems has made 10 selections so far, and expects another 19-20 agreements in 2014, before the production contract is signed. Official selections so far include:

Targeting Exports F124 fires SM-2
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Britain intends to develop its frigates with an eye to export orders, in hopes of to spreading development costs over more vessels, getting more benefit from the manufacturing learning curve, reducing costs per ship thanks to volume orders, and sustaining the UK’s naval shipbuilding industry.

Rumored design options for export customers include a choice of gas turbine engines for maximum speed, or a slower but more efficient all-diesel design; as well as optional ship equipment fit-outs focused on either anti-submarine warfare (ASW) or air defense.

So far, countries that have been reported as expressing some level of interest have included Australia, Brazil, Canada, India, Malaysia, New Zealand, and Turkey.

DSEi report

Talks do not a deal make, however, and Britain will have a formidable set of established competitors to contend with.

While the Americans have more or less abandoned this field, the Franco-Italian FREMM program offers a fully modern design, using the same MBDA PAAMS air defense missiles and DCNS SYLVER vertical launch systems as Britain’s Type 45 air-defense destroyers. Meanwhile, variants of France’s Lafayette Class stealth frigate design remain popular around the world.

The German-Dutch F124 air defense frigates offer stealth and advanced air defense via active array radars, while using the ubiquitous American Mk.41 vertical launch system for their missiles. Lower down the scale, ThyssenKrupp Marine’s globally popular MEKO Class family of ships provides a budget alternative. So does Damen Schelde’s modular Sigma Class, which can be built as anything from an Offshore Patrol Vessel to a full-size frigate.

Beyond the standard competitors, and countries like Russia with their own separate set of naval clients, China has recently begun exporting frigates in Asia. They will soon be joined by South Korea’s very capable naval shipbuilding industry, which has demonstrated success in fielding modern domestic warships, and has a very strong commercial shipbuilding base to draw from.

Contracts & Key Events 2015 – 2016

Long-lead production contracts; first ship timetabled late 2016.

November 7/16: MBDA has been awarded a $125 million Demonstration and Manufacture contract by the British MoD for the Sea Ceptor air defense system for the Type 26 (T26) Global Combat Ship (GCS). The company said the deal will last for 10 years and involves support to the T26 design as well as the manufacture of the electronics equipment required for the class of eight ships. News of the deal comes following the announcement by BAE Systems that the first steel for the frigate will be cut in Glasgow next summer.

March 23/16: BAE Systems and the UK government have signed a contract extending the company’s development of a new class of Type 26 anti-submarine frigate. The $670 million deal will run from this April for 15 months, and follows a previous 12 month extension of demonstration phase which comes to an end next month. Work will now be carried out to further maturing the frigates design, and manufacturing of equipment for the first three of eight ships scheduled to be built by BAE. However, neither BAE or the MoD commented on whether a full scale production will follow the end of the latest contract.

March 9/16: BAE Systems and the UK MoD are currently in discussions to agree on to the next tranche of work, and establish a revised production schedule that could delay the start of building a fleet of new anti-submarine warfare/general purpose frigates. An initial contract under the Type 26 program was to build 13 of the vessels, however this was cut to eight last November by the Conservative government. To fill the capability gap, the Type 31 program looks to build five cheaper, smaller general purpose frigates. The current discussions aim to decide on how these programs will go forward with a revised schedule expected for the early fall.

August 7/15: The Royal Navy’s future frigate program, the Type 26 Global Combat Ship has received a boost with the announcement of a number of long-lead production contracts totaling $265 million. The subcontracts were placed with principal suppliers for the delivery of key system components. Prime contractor BAE Systems is executing a $1.3 billion, one-year demonstration contract awarded in February, with negotiations on the production and delivery schedule of the thirteen Type 26 ships planned still underway. Manufacture of the first ship is provisionally timetabled to begin in late 2016, with the first ships in class thought to be scheduled to enter Royal Navy service in the early 2020s. Other states have reportedly taken an interest in the Type 26, including Australia, Canada and Germany.

2013 – 2014

Design changes; Export prospects; Sub-contractors picked; CAMM-M Sea Ceptor missile confirmed.

Dec 1/14: Industrial. In the run-up to the September referendum on Scottish independence, then defence secretary Philip Hammond had made clear that UK naval ships were made in the Union, meaning that an independent Scotland couldn’t build future ships such as T26 frigates. Now that the Scots have voted to remain within the UK, Michael Fallon defence secretary confirms that Type 26 frigates will be built on the Clyde.

Fallon hopes to announce long lead contracts in early 2015. That would assuage for good Scottish voters who were distressed by statements made last month by the head of the Royal Navy who implied that a foreign procurement may be in the cards. BAE is improving infrastructure at the Scotstoun yard as well as recruiting more than 200 people there and at Govan. An OPV contract awarded in August was a first step to secure future work for these yards.

Sources: E&T: Frigates to be built on Clyde, Fallon confirms | The Herald: Boost for Clyde yards as BAE to take on 165 apprentices | The Telegraph: MoD announces new £348m shipbuilding contract for Clyde [OPVs].

Nov 9-13/14: Negotiations. A Defense News interview with First Sea Lord Adm. George Zambellas creates a bit of a firestorm, and underscores the difficult state of negotiations for the planned 13-ship contract. Which means approval could be delayed until at least mid-2015, making it hard to begin cutting steel in 2016. Adm. Zambellas stirred up a lot of passion in Scotland when he seemed to say that Britain may turn away from the Type 26 altogether, right after a referendum that dangled the shipbuilding contract as a major reason for a “no” vote on independence:

“The acquisition process looks for a solution …. to be able to give us what we need. The affordability question that comes from that depends on the best that industry can deliver. You’ll notice, I haven’t necessarily said that that’s the British industry, because the decision has not been made as to exactly what that solution to the requirement will be, and we wait to see what comes of it… But the Navy knows what it wants. It wants a credible platform with global reach and the sort of quality, particularly in anti-submarine warfare to keep us right up there.”

Key problems seem to revolve around the Type 26’s cost, and are made more difficult by reports that Type 26 ship size is creeping up to 6,500t / 8,000t full displacement. If true, that’s destroyer size, which would makes a per-ship cost target under GBP 400 million (about $650 million) almost impossible to achieve. Meanwhile, McKinsey’s consultants have been brought in to undertake a GBP 1.9 million program cost review.

The 6,000t Franco-Italian FREMM is mentioned by outside observers as the most obvious alternative, given its combat system and VLS compatibility with the Type 45s. On the other hand, even if Britain moved past its policy of only building warships in the UK, the French Senate’s 2013 report pegged per-ship program cost at EUR 605 / GBP 480 million. GBP 6.24 billion for 13 is far beyond Britain’s budget, and even paying less than the French paid for development is unlikely to bridge a gap near GBP 2.25 billion. Sources: Defense News, “Britain Struggles With Costs for New Frigates” | The Scotsman, “MoD considers pulling [GBP] 4bn Clyde frigate contract”.

Oct 27/14: Sub-contractors. The Type 26 will use CODOG hybrid propulsion of an MT30 gas turbine for sprinting, and diesel-electric systems for patrolling and cruising at lower speeds. General Electric is responsible for the diesel-electric propulsion system (q.v. June 3/14), and they have deployed a team of noise and vibration specialists using 3-D software to model its acoustic dynamics.

The goal for any sub-hunting frigate is to create a system that is somehow shock-proof, compact, and extremely quiet. It isn’t easy, but it’s one of those underrated characteristics that makes as much difference to the ship’s long-term performance as any carried weapon. Sources: Manufacturing.NET, “A Warship So Quiet, It Sneaks Up On Submarines”.

Oct 9/14: components. Defence Secretary Michael Fallon writes in answer to a question from the House of Commons that T26 GCS will use Mk41 as its vertical launch system, which has the benefit of accommodating a large number of missiles. Another tidbit is that the light LMM to be used by the Royal Navy on Wildcat helicopters will be dubbed Martlet. Source: MoD/House of Commons [PDF].

Aug 18/14: The Royal Navy is looking to acquire 13 Type 26 frigates in all, at an estimated cost of about GBP 4 billion (US $6.6 billion). The initial order is expected to involve 8 ships as a “phased commitment,” but one must wonder if a cash-strapped government will really be able to order the rest.

The main investment decision is supposed take place around the end of 2014, and BAE is very focused on getting a contract in place before the May 2015 elections. Meanwhile, a potential “yes” vote in the September 2014 referendum on Scottish independence threatens to derail the contract entirely. Sources: Defense News, “New UK Frigate Proposals Coming Together”.

June 24/14: Sub-contractors. Imtech Marine announces that a contract from BAE Systems will supply the frigates’ complete low-voltage electrical distribution systems, and a climate control system that includes protection against chemical, biological, radioactive and nuclear threats (CBRN).

Imtech Marine’s HVAC specialised division Schiffbau-/Dockbautechnik will design, manufacture, install and test the HVAC system. For naval applications Imtech Marine has developed a standard switchboard IMAS design, which is capable of adaptation with respect to voltages of 440V/690V, current ratings up to 4000A/5000A, head height restrictions, maintenance access, internal partitioning/separation, tolerance to flooding, arc flash detection, tolerance to shock and vibration, EMI & EMC tolerance and emissions, CO2 injection ports and top and bottom cable entry. Britain’s Bay Class LSDs use it, and so will the new Queen Elizabeth Class aircraft carriers. Sources: Imtech Marine, “Imtech Marine selected by BAE Systems to provide key systems for the Type 26 Global Combat Ship Programme”.

CAMM-M launch
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June 6/14: Australia. Australia’s new Liberal government announces funding for initial studies around their 8-ship SEA 5000 future frigate program. The initial commitment is A$ 78.2 million, for design & engineering studies around installation of the CEAFAR/ CEAMOUNT radar faces and associated electrical & cooling systems, Saab’s 9LV combat system, and the RIM-162 Evolved Sea Sparrow [ESSM] – to be mounted on the same Navantia 7,000t hull used for the Hobart Class air defense destroyer.

That’s a very big ASW frigate, and that size introduces extra costs. If that remains the chosen approach, the Type 26 will be out of the running, but Australia has to be able to afford these choices. On which point, the Liberal Party government is also making serious threats about buying their ASW frigates abroad if ASC can’t improve its productivity, which the Minister says stands at 150 man-hours per tonne instead of the global benchmark of 60.

That leaves an opening, but the decisions here also introduce technical complications to a Type 26 bid. The CEAFAR/ CEAMOUNT active-array radar faces are very different from the rotating Type 997 Artisan that’s currently planned for the Type 26, and would require significant changes to the existing mast and superstructure. The 9LV is a very popular global combat system, and that might make it a good choice if Britain wants to export Type 26s, but it would add extra costs to integrate Britain’s chosen CAMM-M Sea Ceptor air defense missile. Likewise, Australia’s insistence on the RIM-162 ESSM requires the American Mk.41 vertical launch system, not the French SYLVER A50 on board the Type 45s. Adopting those would also be good for export prospects, but now the Type 26s can’t share the Type 45’s Aster-15 missile as a long-range air defense option. Each of these incompatibilities creates extra costs for someone. Read “Australia’s Future ASW Frigates: Warfare Down Under” for full coverage.

June 3/14: Sub-contractors. BAE Systems announces a 2nd set of sub-contractor awards for the Type 26 program (q.v. Sept 11/13 for the 1st set). The new members include:

• Babcock for the ship’s Air Weapons Handling System. they also do this for submarines.
  
• DCNS for work on the vessel’s propulsion shaftlines
  
• GE Energy Power Conversion for the Electric Propulsion Motor and Drive System
  
• Imtech for the Heating, Ventilation and Air Conditioning System, and the Low Voltage Electrical equipment
  
• Raytheon to develop the Integrated Navigation and Bridge Systems
  
• Tyco Fire & Integrated Solutions for the ship’s Fixed Firefighting Systems

BAE is expecting a manufacturing contract by the end of 2014, so they expect to sign on about 25 suppliers this year. Sources: BAE, “Type 26 Programme Welcomes New Suppliers On Board”.

Feb 7/14: Industrial. BAE’s preferred plan for the Type 26 project involves closing the Govan shipyard on the Clyde river once carrier and OPV construction ends in 2018, and investing about GBP 200 million to upgrade the Scotstoun yard in Glasgow as the sole GCS build facility. After comparing processes with 34 leading shipyards around the world, they’ve come to the conclusion that they need to be building by module, indoors, while using a number of techniques and technologies.

BAE Systems director of business and transformation Charlie Blakemore argues that Scotstoun requires more up-front work, but leaves the company with a more advanced facility that would allow speed production by 33%, and lower costs compared to a 2-shipyard build. The GBP 200 million investment’s centerpiece would be a 360 yard-long new dock hall capable of building 2 ships at once indoors. The investment would also create steelwork preparation & fabrication facilities, a paint cell, supporting offices and employee welfare facilities, and a quay. Construction would take place from 2015-2017.

In addition to lowering Type 26 costs, Blakemore also believes that the Scoutson plan would leave BAE in a better position to compete with modernized foreign shipyards for exports.

Plan B would invest GBP 100 million across both, and split shipbuilding between them, building partly in the open and moving completed sections between them by barge. Either plan uses the same number of workers, so the union is cautiously leaning toward the Scoutson plan. As GMB union steward John Dolanm reportedly put it: “If we stand still, we will fail in five years”. Sources: Herald Scotland, “Revealed: the £200m plan for a frigate factory on the Clyde” | BBC, “Govan shipyard likely to close in BAE revamp of Clyde facilities” | UPI, “BAE Systems seeks public comment on shipyard plans”.

Nov 6/13: Sea Change. BAE and the UK government agree on a big restructuring of military shipbuilding. The new agreement will replace the Terms of Business Agreement (ToBA) that restructured the sector (q.v. May 20/08, Oct 29/09), as a condition of the carrier contracts. This is just an agreement in principle, so far, but its outlines include changes to the CVF aircraft carrier program, designation of Glasgow shipyards as the site for Type 26 construction (barring a successful independence referendum), a government commitment to pay extra costs involved in shrinking the shipbuilding sector as a whole, and a bridge buy of OPVs.

The original agreement had made BAE responsible for financing slack shipbuilding periods, but if government delays to the Type 26 are the reason for the slack, industry argued that the government should pay. Rather than paying termination and industrial costs to keep the shipyard idle, the UK government is ordering 3 Ocean Class OPV vessels, for delivery by 2017. The River Class OPVs HMS Tyne, HMS Severn and HMS Mersey will probably be retired at the same time. The difference between the 2 classes? The larger Ocean Class adds a flight deck that can handle AW101 Merlin helicopters. Sources: BAE Systems, “UK Naval sector restructuring” | Royal Navy, “New ships for Royal Navy secure UK shipbuilding skills”.

Major shipbuilding restructuring

Nov 2/13: Industrial. BAE removes the dockside portal cranes at Govan shipyard, which sets of a lot of speculation and uncertainty about the shipyard’s future.

Industrially, the firm says the portal cranes haven’t been used for 5 years, as they’ve been replaced by better mobile cranes. The reason for all the nervousness is leaked reports that BAE is considering consolidation, including the closure of one shipyard. Sources: BBC, “Govan: A shipbuilding history” | BBC, “New fears for Govan shipyard’s future”.

MT30

Sept 11/13: Sub-contractors. BAE Systems announces the ship’s initial set of sub-contractors, but doesn’t offer specifics regarding the equipment.

The ship will use a CODOG (Combined Diesel Electric or Gas Turbine) propulsion system, with an MT30 turbine from design partner Rolls-Royce, unspecified MTU diesel generator sets, and a gear box via David Brown Gear Systems Ltd. The 36MW MT30 has already been picked for Britain’s new Queen Elizabeth Class aircraft carriers, so the choice creates future fleet commonality.

Rohde & Schwarz has been selected to design the Integrated Communications System. Sources: BAE, Sept 11/13 release | Defense News, “BAE Selects 4 Firms for Type 26 Frigate Program”.

Type 26, 2013
click for video

Sept 9/13: Lots of news. The Royal Navy unveils the latest concept design for their Type 26 frigate, as well as a short video concept. They confirm that the Type 26 will be 15m longer than the Duke Class at 148m, and add about 500 tonnes at 5,400t. Noticeable changes from the 2012 illustrations include centering the helicopter hangar rather than mounting it on the port side, and moving the mission module space from the stern to a space behind the helicopter hangar.

At the same time, BAE Systems tells Bloomberg that they are pursuing interest from 8 countries for up to 30 ships, including a new air defense variant that Britain isn’t planning to buy. They’ve been burned before by naming countries, however, and won’t offer any details. Supplier selection is underway, with detail design expected to begin in 2014, and construction in 2016.

The UK MoD makes the day a trifecta by signing a GBP 250 million production contract for the Sea Ceptor missile, and confirms that they’ll deploy it on Type 23 ships beginning in 2016. Their move will ensure that the missile will enter service aboard the Type 26 as a proven weapon, but the Type 26’s margin for error is slim: the Type 23s will retire between 2023 – 2026. Sources: Royal Navy, Sept 9/13 release | Bloomberg, “BAE Systems New Global Combat Ship Draws Export Buyer Interest” | DID: I Think I CAMM: Britain’s Versatile Air Defense Missile.

Latest design, Exports & a Missile buy

May 14/13: Mk-41 + MBDA. MBDA signs an MoU with Lockheed Martin to jointly explore the market for the integration of MBDA naval missile systems into Lockheed Martin’s MK-41 Vertical Launch System, and ExLS VLS/cell insert. They’ll begin with a late 2013 demonstration involving Britain’s new CAMM-M Sea Ceptor missile, which makes the Mk-41 system a possible inclusion on board Britain’s forthcoming Type 26 frigates.

That’s also the right move if Britain is positioning its ships for export, and MBDA + MK-41 is a pairing that has the potential to shake up the global naval missile industry. Read “CAMM Opener for the Naval Missile Market: MBDA & LMCO’s MoU” for full coverage.

Jan 18/13: Australia. Britain signs a defense cooperation treaty with Australia. The Type 26 frigate is explicitly discussed, along with broader areas cyber security, defense procurement reform, personnel exchanges, and science and technology generally.

Australia’s 2009 Defence White Paper includes a plan to buy 8 frigates with an anti-submarine focus, but construction isn’t expected to begin until late in the decade. Britain’s invitation includes possible design work, however, which could start earlier. UK MoD | Australian DoD | Joint press conference transcript.

2012

Basic design approved, without CEC. Turkish loss. T26: 2012 design
(click to view full)

August 20/12: New Design Iteration. The Ministry of Defense and BAE release graphics of the latest Type 26 design from the Assessment phase. What this isn’t, is a detailed design, complete with a defined array of systems and weapons. It’s just the basic requirements and general characteristics – here’s what we know:

“With a basic displacement of around 5,400 tonnes, the Type 26 Global Combat Ship will be around 148m in length (the equivalent of around 15 double decker buses), and one of the most advanced vessels in the Royal Navy’s fleet. It is expected to feature: vertical missile silos capable of housing a range of different weapons; a Medium Calibre gun; a hangar to accommodate a Merlin or Wildcat Helicopter and a Flexible Mission Space for Unmanned Air, surface and underwater Vehicles, or additional boats; and the most advanced sensors available to the fleet.”

The big outstanding questions involve radars, the vertical launch system (which helps determine eligible missiles), the combat system, and secondary weapons. UK MoD | BAE Systems.

Basic design approved

July 5/12: No Portsmouth work? Portsmouth’s The News reports that BAE is leaning toward building the Type 26 frigates in Scotland, which could put thousands of local shipbuilding and sub-contractor jobs at risk, once Portsmouth’s sub-contracted work on Britain’s new carriers finishes around 2014. Apparently, the Portsmouth yard would require additional investment, while the Scottish yards would not.

BAE is said to be pushing for all 13 of the Type 26 frigates to be based in Portsmouth from 2020, which would boost its fleet repair and maintenance operations within the naval base.

June 11/12: No CEC. Speaking during question period in the House of Commons, Defence Secretary Philip Hammond said the Royal Navy had identified Co-operative engagement Capability as a “lesser priority” during the Planning Round 12 process, and decided not to spend around GBP 500 million to implement it on their 6 Daring Class destroyers and forthcoming Type 26 frigates. Media coverage criticized the decision, and the UK MoD’s blog responded that:

“The MoD’s comprehensive assessment of CEC informed the decision made during PR12 that it was not necessary to commit to purchasing the capability at this stage. As the Defence Secretary made clear last month, the MoD budget has headroom of £8bn over the next 10 years for potential new programmes. The Armed Forces Committee will prioritise which projects to commit to when necessary, and not before.”

The American CEC system gives fitted ships the ability to see what other CEC-equipped ships, aircraft, or land stations see, and to fire at targets the launching ship’s radars cannot see. It’s vital for wide-area anti-air defense, and for ballistic missile defense. That makes CEC more important to the Type 45 air defense destroyers, but its absence will push the Type 26 toward an international positioning as a mid-tier frigate, instead of a high-end ship. Daily Telegraph | Defence Management.

No CEC for British ships

May 21/12: Turkish loss. Turkey decides that the Type 26 project doesn’t meet its requirements for the $3 billion, 6-frigate TF-2000 program. Hurriyet Daily News:

“The Defense Ministry last month sent a letter informing their British counterparts that Turkey was “no longer interested” in BAE Systems’ offer, [said] an official familiar with the tender… “BAE has already started the [Type 26] project. It was late to join. Our needs would have increased the cost. Or we would have had to review our requirements in accordance with the British Navy, but our requirements are different. BAE had also asked for a ‘license fee.’ The partnership offer would have become a model in which Turkey was financing BAE’s project,” the source told the Daily News.”

The question is whether the remaining bidder, Lockheed Martin, can do any better. Turkey reportedly wants to take a frigate design, add Aselsan’s Multifunctional Phased Array Radar project (CAFRAD) to Lockheed’s AN/SPY-1 to create what would essentially be a new radar, and use Havelsan’s Genesis combat system from Turkey’s FFG-7 upgrade project instead of Lockheed Martin’s Aegis. Then they want all of this equipment to work with Raytheon’s SM-3 long-range ballistic missile defense missile, assuming that the USA agrees to sell that to them. Making all of these changes is a major development contract in itself. Tying them together so they work properly, and then testing them fully, is another expensive project. Integrating them with Turkey’s ship design is the 3rd project, and could also prove to be rather expensive if required fixes from the previous projects are too far beyond initial ship specifications for space, weight, or power. Time will tell if this is another example of Turkey’s wish lists being too big for their budgets, if negotiations will lead to compromises on the wish list, or if Turkey will give BAE another opening by backing off and re-thinking its program.

Turkey

May 17/12: Alba gu brath – but not shipbuilding. The Scottish National Party’s independence bid gets a setback, as procurement minister Peter Luff and the Prime Minister’s office tell union leaders that an independent Scotland won’t get any future warship contracts. Since Scotstoun, Govan and Rosyth only deal with military orders, and aren’t working on any export orders, that would be it. Confederation of Shipbuilding and Engineering Unions’ regional secretary, Kenny Jordan, estimates that up to 16,000 jobs are at risk in the Scottish defense industry and its local supply chain.

This is a matter of regulation as well as preference. Even if Britain changed its mind, and wanted to outsource shipbuilding work beyond its borders, EU article 346 would force them to bid that work at least across Europe. Those Scottish jobs are currently protected, because there’s an exemption that allows strategic defense projects to be kept in-country. Leaving the country would place Scotland beyond that exemption.

A Scottish decision to buy into the Type 26 program for its own navy could create a way out of the bind, by allowing negotiated work-sharing offsets. That would still be a far smaller share of work on the Type 26, and skills decay could complicate even that plan. If there’s much delay between independence and serious ship orders, the layoffs and exodus of skilled workers could leave the Scottish shipbuilding industry struggling to execute even a reduced role. Defence Management | The Scotsman.

April 10/12: Design. QinetiQ touts BAE’s use of its Paramarine advanced marine design software for the Type 26’s early stage design and structural development, as they work to model various configurations and estimate costs.

That may have something to do with the fact that UK MoD picked Paramarine as its chosen “stability software” some time ago, and uses it for certification. That pushed BAE to use it for the new Astute Class fast attack submarines, Type 45 air defense destroyers, and Britain’s CVF aircraft carrier programs, before they began using it for the Type 26.

2011

CAMM. Canada out? Prospects in Brazil, India? CAMM-M/ Sea Ceptor
(click to view full)

Sept 13/11: FLAADS-M. MBDA touts recent milestones in its Future Local Area Air Defence System (FLAADS) program, whose CAMM missile will equip Type 26 and Type 23 frigates at sea (FLAADS-M), and also replace the Rapier missile system on land (FLAADS-L).

FLAADS’ Command and Control system currently involves >75% re-use of Sea Viper software from the Type 45 destroyer, and the Platform Data Link is undergoing trials at MBDA. The CAMM missile’s “soft vertical launch” concept has worked in trials, including a successful ejection and turnover trial at Bedfordshire on May 20/11. Finally, MBDA touts “significant progress” with the CAMM radar seeker in air carry trials. Read “I Think I CAMM: Britain’s Versatile Air Defense Missile” for full coverage.

CAMM missiles

Sept 5/11: Requirements. UK magazine The Engineer discusses the process underway to define the Type 26 and its systems. Brian Johnson of BAE surface Ships says that “the requirement specifies eight ships capable of ASW and five ships equipped for more general duties,” with the first few British ships receiving systems from the current fleet of Type 23s, as a way to lower costs and risks. The timeline involved means that some of this “legacy equipment” hasn’t even been installed on the Type 23s yet, during their planned refits and upgrades.

Right now, about 200 engineers and other personnel are working on capability tradeoffs and fine-tuning design, in anticipation of a Capability Decision Point scheduled for November 2011.

Aug 11/11: India. Could India be interested in the Type 26? Their current and planned frigate projects are all Russian designs, but India’s Project 17-A, and Britain’s budget squeeze, might create an opening. Pitches to Brazil and India are showing a common theme: invitations to be part of the ship’s design phase.

“BAE Systems has described to Business Standard how Whitehall envisages the designing and building of the GCS. The countries that eventually form the consortium would join heads to frame broadly common specifications for the warship. Presently, the GCS is planned as a flexi-role frigate. This means each vessel could be optimised for any one of the three traditional frigate roles: anti-submarine, air defence or general-purpose. To cater for these different roles and the different requirements of participating countries, the basic GCS design would have 80 per cent commonality in design and components, with 20 per cent remaining flexible.”

See: India’s Business Standard | Think Defence.

March 6/11: Canada. Jay Paxton, a spokesman for Defence Minister Peter MacKay in Canada’s current Conservative Party minority government, is quoted as saying that:

“Canada will not be pursuing collaboration with the United Kingdom on our new surface combatant fleet.”

This comes after a long set of political questions and industry lobbying by Canada’s shipbuilders, triggered by British admissions that talks were taking place. Soon after this announcement, the government fell on a no-confidence motion, triggering an election that gave the Conservative Party a Parliamentary majority. That could give the government the freedom to re-consider. Or, it could simply set their earlier position in stone. CTV News | Defence IQ | Ottawa Citizen.

Canada out?

Feb 6/11: Brazil. MercoPress refers to Brazilian and British media reports that a GBP 2.9 billion deal (about 7.85 billion Reals, or $4.68 billion) may be about to buy 6 Offshore Patrol Vessels at GBP 60-80 million each, and 5-6 Type 26 frigates at GB 300-400 million each. While the new Rousseff administration is reviewing both the F-X2 fighter purchase and naval plans, the paper cites Brazil’s growing deepwater oil production as a compelling driver for the Marinha do Brazil. MercoPress adds that:

“The articles mention that according to the agreement with BAE Systems and following on Brazilian policy of ‘technology transfer’ the first patrol and frigate units would be built in the UK and the rest in Brazilian yards… Developed countries are most aware of defence dynamics in Brazil since the country’s long term policy is to increase defence expenditure from the current 1.5% of GDP to 2% of GDP by 2030. Since the country’s economy is forecasted to grow a sustained 5% in the coming decades, defence investments will also expand strongly. With a nominal Brazilian GDP of 1.57 trillion US dollars, – IMF figures – if defence expenditure was now 2.2% of GDP, it would represent 34 billion USD.”

See also UPI.

Jan 31/11: Canada. U.K. Defence Minister Gerald Howarth responds to Parliamentary questions by saying:

“I am delighted to say that we are in close discussion with the Canadians [regarding the Type 26]. My right hon. Friend the Secretary of State has just returned from an extremely profitable visit to Malaysia, Australia, New Zealand and Turkey. All those countries have expressed interest in joining the United Kingdom in a collaborative programme that would have the benefit of bringing together not only members of the Commonwealth but some of our key allies, while also driving down costs for the Royal Navy.”

Both Canada and Australia have plans for a “future frigate” competition in their 20-year defense procurement strategies, and BAE can expect strong competition on both fronts. Canada may be a better bet than Australia, where Spain’s Navantia has established a very strong foothold with its current Hobart Class destroyer and Canberra Class LHD programs. UK Hansard transcripts | Defense News.

2010

Assessment phase, requirements. T26: original concept
(click to view full)

Nov 29/10: Requirements. Rumors surface that the UK government is looking to sharply slash target costs for the Type 26 frigates, from GBP 500 million to GBP 250-350 million ($400 – 550 million), in order to field a large enough Royal Navy fleet.

If the project is properly managed, and British shipyards can be cost-competitive, global precedents suggest that this is still enough to field a capable multi-role frigate. The question is what capabilities get removed, or become options that the frigates are fitted “for, but not with.” The latter approach has been popular in Britain, but it has resulted in expensive ships that lack key capabilities – such as the lack of anti-ship missiles on the Navy’s billion-pound Type 45 destroyers. The Scotsman | Reuters

Oct 26/10: Brazil bid. BAE Systems submits a detailed proposal to the Brazilian Navy for an 11-ship fleet renewal package that include Type 26 frigates, but goes beyond. They are certain to face competition from shipbuilders like France’s DCNS (FREMM/ Gowind), and possibly other competitors like Spain’s Navantia (F100), Royal Dutch Schelde (Sigma), and even South Korea’s Daewoo.

In addition to having Brazil join the Global Combat Ship (Type 26/27) program at the design stage, BAE’s proposal would supply a modified Wave Class fleet tanker and a variant of BAE’s River Class Ocean Patrol Vessel that’s similar to ships being built under technology transfer in Thailand. All ships would be built in Brazil, and BAE Systems Surface Ships division Managing Director, Alan Johnston says that:

“We are in discussions regarding the naval proposal with a number of potential industry partners in Brazil, including shipyards and combat systems developers… and will provide further details in due course.”

See: BAE Systems | Southern Daily Echo.

Sept 14/10: Brazil. Britain and Brazil sign a Defence Cooperation Agreement, which includes an “assured warship procurement package” of BAE Systems’ Type 26/GCS frigates and its 90m blue-water Ocean Patrol Vessels. If Brazil joins early, they can even influence the Type 26/27’s design. BAE Systems’ Managing Director for the West, Dean McCumiskey:

“This [package] is based on proven and versatile ship designs and includes an invitation to become an international partner in our new Global Combat Ship programme. If BAE Systems is selected to support Brazil’s ambitious naval re-equipment programme, the ships we develop will be built at a partner shipyard in Brazil, with maximum content sourced from the wider Brazilian industry.”

The opportunity to provide maintenance etc. for the ships’ 20-30 year lifespan might be even more significant than the order itself. BAE can expect competition from DCNS’ FREMM frigates first and foremost, as well as other contenders like the Dutch Sigma family, Korea’s shipbuilders, et. al. The fact that all of Brazil’s current frigates are British designs (6 Niteroi Class, 3 Type 22) may work in BAE’s favor. UK MoD | BAE Systems | Andover Advertiser | Financial Times |Reuters.

March 25/10: The UK Ministry of Defence signs a 4-year, GBP 127 million contract with BAE Systems, to conduct the Type 26’s Assessment Phase. A team led by BAE Systems Surface Ships, working with the MOD, will consider requirements and design proposals for the new multi-role frigates. An 80 strong joint MOD and BAE Systems team has already been established out of Bristol and this will rise to 300 over the next 4 years.

Britain’s First Sea Lord, Admiral Sir Mark Stanhope:

“These programme announcements are welcome news for the Royal Navy. You simply cannot have an effective Navy without capable frigates, and the Type 26 combat ship will form the future backbone of the Royal Navy’s surface combatant force, alongside the new Type 45 destroyers. These ships will be highly versatile, able to operate across the full spectrum of operations, from war-fighting to disaster relief.”

See: UK MoD | BAE Systems | BBC

Type 26 Assessment Phase

Additional Readings

Readers with corrections, comments, or information to contribute are encouraged to contact DID’s Founding Editor, Joe Katzman. We understand the industry – you will only be publicly recognized if you tell us that it’s OK to do so.

Background: The GCS

• Royal Navy – Type 26

• Naval Technology – Type 26 Global Combat Ship (GCS) Programme, United Kingdom

• UK MoD Defence Equipment & Support, via WayBack – Naval Design Partnering Team

• Information Dissemination (Sept 22/09) – Future Surface Combatant at DSEi 2009

Background: Ancillary Equipment

• Rolls Royce – MT30 Marine gas turbine engine. Will also be featured on Britain’s new aircraft carriers.

• BAE Systems – Artisan 3D Medium Range Radar Type 997 and YouTube video. Will also be featured on upgraded Royal Navy Type 23 frigates, and on their new aircraft carriers. Artisan isn’t confirmed for the Type 26 yet, but illustrations all show it, and its presence on the Type 23 makes it a near-lock.

• DID – I Think I CAMM: Britain’s Versatile Air Defense Missile

• QinetiQ – Paramarine. Advanced marine design software.

Background: Related Ships & Equipment

• Royal Navy, via National Archive – The Future Navy [PDF]. Long-term vision as of 2008.

• Royal Navy – Type 23 Frigates

• Royal Navy, via WayBack – Type 22 Frigates. Now retired.

Naval Doctrine

• Project Gutenberg – Some Principles of Naval Strategy. Sir Julian Corbett’s classic masterpiece.

• Information Dissemination – May 10th, 2019: Missing Nelsons Cruisers. For those who might think that the principles of Nelson’s time are no longer relevant today.

News & Views

• The Engineer, via WayBack (Sept 5/11) – Designing the Type 26 Frigate.

• RUSI, via WayBack (October 2010) – A Global Role for the Global Combat Ship? [PDF].

• The Faster Times, via WayBack (Oct 4-27/10) – BRIC Military Modernization and the New Global Defense Balance. (Part 1 | Part 2).

• RUSI, via WayBack (October 2007) – The Shape of the Future Surface Combatant [PDF].

tag: t26, ukfrigates

Americas

• After much wrangling, Lockheed Martin and the Pentagon have concluded negotiations on the ninth lot of the F-35 Joint Strike Fighter program with a unilateral agreement that will see 57 jets produced for $6.1 billion. At $107 million per plane, this is the lowest price per plane thus far. The deal will give profit margin certainty to Lockheed and its partners who have been producing the jet under a placeholder agreement known as an “undefinitized contract action,” something the company would have preferred to not have to deal with. Lockheed said that the latest lot is “not a mutually agreed upon contract, it was a unilateral contract action, which obligates us to perform under standard terms and conditions, and previously agreed-to items.” Lot ten negotiations, for 94 aircraft, are still underway.

• Northrop Grumman will help to develop a directed energy laser system for self-protection of next-gen jets for the USAF. The Air Force Research Laboratory contract has tasked the company to develop and produce the beam control piece of an airborne laser weapon demonstration array that the laboratory is developing as part of the Self-Protect High Energy Laser Demonstrator (SHiELD) program. Testing is to begin in 2019. The laser would reside in a pod that could be attached to fighter-sized aircraft, with the system tested on aircraft flying at supersonic speed.

Middle East & North Africa

• Following a number of high-profile drone incidents, Dubai is testing out ways to detect and track drones in order to prevent them from disrupting flights at its airport. Trials are currently underway to create a tracking system to detect the real-time location of any nearby drone and the radio frequency on which it is being operated. Other measures suggested by aviation associations representing airlines, pilots and airports across Europe have called for mandatory registration and training of drone users following a number of near-misses.

Europe

• Consortiums led by BAE Systems and Rheinmetall have been selected by the the UK MoD for the assessment phase of the Challenger 2 life extension project (LEP). Both groups were selected as the preferred bidders by the government, aimed at modernizing up to 227 of the aging Challenger 2 tanks currently in service with the British Army. Two $23 million contracts for the assessment phase are expected before the end of the year for a 24-month assessment program ahead of selection of a winning proposal in 2019. The winners stand to earn $802 million from the project.

• An F-16 with the 416th Flight Test Squadron at Edwards Air Force Base, USA, is carrying out risk-mitigation testing of the Joint Strike Missile (JSM), a fifth-generation, long-range, precision-guided, stand-off missile system designed by Kongsberg Defence Systems and being developed for the Norwegian armed forces. While the weapon will be eventually integrated on Norwegian F-35s, testing on the F-16 will allow for easier integration on the next-generation stealth fighter. The JSM is designed to be carried in the F-35A’s internal weapons bay and is the only powered, anti-surface warfare missile to do so according to Norwegian officials.

• The German high court will soon rule on Germany’s decision to lease a Heron TP UAV from IAI, following legal action mounted by rival bidder General Atomics Aeronautical Systems. Berlin decided earlier this year to lease the Israeli-made drone based on previous experience with the Heron I but met opposition from GA based on the fact that the decision was made without a competition. German sources have called the legal action “a very rude intervention in Germany’s sovereignty.”

Asia Pacific

• A Chinese company is to receive three Russian helicopters following an announcement at the Airshow China 2016. Jiangsu Baoli Aviation Equipment Co. is set to receive Mi-171A and Ka-32 helicopters as well as an Ansat light helicopter in a medevac configuration. Delivery is slated for next year.

• India is expected to announce its new blacklisting policy for foreign defense companies guilty of corruption next month. While the exact details are yet to be known, companies will not be given a blanket ban and will be allowed to participate in future competitions following the payment of an economic penalty. It remains to be seen whether the six foreign companies currently blacklisted under the current graft regime will be allowed back into the fold.

Today’s Video

ANSAT Light multi-role helicopter:

IAI Heron
(click to view full)

Germany has just added itself to the list of countries leasing UAV services for the Afghan conflict, by signing a contract with Rheinmetall Defense and their partners at Israel Aerospace Industries to provide an unspecified number of Heron UAVs as the SAATEG (System zur Abbildenden Aufklarung in der Tiefe des Einsatzgebietes). Rheinmetall’s KZO tactical UAV began operating in Afghanistan in 2009, but the Heron is a larger UAV with much better endurance and payload.

Contracts & Key Events ImLite
(click to view full)

November 4/16: The German high court will soon rule on Germany’s decision to lease a Heron TP UAV from IAI, following legal action mounted by rival bidder General Atomics Aeronautical Systems. Berlin decided earlier this year to lease the Israeli-made drone based on previous experience with the Heron I but met opposition from GA based on the fact that the decision was made without a competition. German sources have called the legal action “a very rude intervention in Germany’s sovereignty.”

July 13/11: German defense minister Thomas de Maiziere travels to Israel. On the agenda: extension of the Heron contract to 2014. Der Spiegel [in German].

July 8/11: Aviation Week reports on Germany’s high-end UAV plans, beyond its planned 6 RQ-4 Euro-Hawk surveillance and SIGINT drones. The publication states that Germany is looking to field 16 systems of MALE drones over the next decade, to replace the current Heron UAV lease.

Nov 8/10: It’s not just about UAVs. Defense Update reports that the German Air Force has become RAFAEL’s 1st international customer for the ImiLite “multi-intelligence” Intelligence Surveillance and Reconnaissance (ISR) processing system. The Luftwaffe already uses Rafael’s Reccelite pods on Tornado strike aircraft in theater, though engagement restrictions have basically the turned the fighters into fast reconnaissance jets.

With ImiLite, information from leased Heron UAVs and Tornado aircraft can now be shared on the ground, avoiding delays created by sending all of the data to a central facility. ImiLite links directly to both pod and UAV feeds, hence its “multi-intelligence” designation, and is capable of processing multiple sources in parallel. Analysts can “peel away” layers to focus on specific sensor types, and track back through feeds for forensic analysis. Defense Update.

Sept 17/10: Rheinmetall Defence announces that the follow-on SAATEG contract option has been picked up, for another 2 years of UAV services in Afghanistan. It will run from Oct 23/10 to Oct 22/12, in return for a “substantial 8-figure euro” sum.

The fleet of 3 Heron-1 UAVs has already completed its first 1,000 hours of flight time on behalf of the Bundeswehr in Afghanistan, flying for up to 24 hours at a stretch. Rheinmetall Defence

March 18/10: Oops. The Luftwaffe confirms that one of its Heron UAVs struck a parked aircraft while being rolled back after landing at Mazar-e Sharif air base. “There was damage to both aircraft,” the air force confirms, without providing further details. It has launched an investigation to determine the cause of the accident. Luftwaffe | Flight International.

Luftwaffe: Heron-1
by M. Bertram
(click to view full)

March 17/10: The leased “SAATEG Intermediate Solution” system of “two different unmanned aerial vehicles, including three Heron 1 aircraft and two ground control stations, which Rheinmetall makes available as part of an operator solution” at Mazar-e-Sharif AB, Afghanistan, goes into full operation. The other UAV is presumably Rheimetall’s own KZO.

The German acronym SAATEG stands for “system for imagery reconnaissance deep in the area of operations,” and is is used for real-time aerial surveillance and reconnaissance throughout the German ISAF contingent’s North-Central area of operations. They are supported by a complete maintenance organization in Afghanistan, staffed it with Rheinmetall personnel. Overall operations and control of the aircraft during reconnaissance missions is of course in the hands of German military personnel. Rheinmetall Defence.

Oct 28/09: A “multi-million Euro” contract will see the Bundeswehr lease a Heron UAV system and support from Rheinmetall for 1 year, with an option for a 2 year-extension. Flight operations will commence by mid March 2010, backed by an in-theater 24/7 maintenance and support center. Rheinmetall | IAI.

Different IAI Heron variants are already serving in Afghanistan, with the Canadians and Australians leasing Heron-1 UAVs operated by MDA, while France fields a larger “SIDM” Heron TP variant that’s built and maintained by EADS. The pictures put forward in the Rheinmetall and IAI releases suggested that the German system would be IAI’s Heron TP, but subsequent Luftwaffe pictures established them as conventional Heron 1s.

The Herons will join other leased UAVs in theater with Australia (Heron-1, Boeing’s ScanEagle), Britain (Elbit Systems’ Hermes 450), Canada (Heron-1, ScanEagle), the Netherlands (Aeronautics DS’ Aerostar), and Poland (Aerostar).

Oct 28/09: At least one article [in German] claims that negative experiences with American weapons export bureaucracies and laws shifted the competition away from the MQ-9 Reaper, undermining trust that Germany’s Aug 1/08 DSCA request would result in UAVs that were available on time for the Afghanistan deployment.

It remains to be seen whether the Herons end up serving as an interim bridge to future systems like the Franco-German-Italian Talarion, or an MQ-9 order follows later.

Aug 13/09: Flight International reports that Germany considered the MQ-9 Reaper, Heron-1, and Heron-2/TP for its UAV needs, but decided to look at leasing the Israeli UAVs instead of buying Reapers:

“Germany is going a different path,” says GA-ASI chief executive officer Thomas Cassidy. “They are looking at leasing from an Israeli company. Whether or not that continues or not I don’t know. We have Predator Bs available if they want to switch to Predator Bs.”

Americas

• A number of F-35Bs will conduct developmental and operational testing aboard the USS America amphibious assault ship. Two of the Short Takeoff & Vertical Landing (STOVL) variant will be used in third phase development testing, evaluating the jet’s short take-off vertical landing operations in a high-sea state, shipboard landings, and night operations. Another five will undergo operational testing which involves the simulation of extensive maintenance on a ship. The USS America is the first ship of its class that incorporates design elements specifically to accommodate the new Joint Strike Fighter.

• Lockheed Martin has won a number of US Navy & USAF contracts for work on the Aegis Weapon System and F-22 Raptor aircraft. A $536 million deal will see Lockheed conduct sustainment services for the F-22 through to December 2017 while a $60 million award covers Aegis ship integration and test efforts for five new Arleigh Burke-class ships, as well as the modernization of five existing ships of that class. Completion of the Aegis contract is expected for November 2017.

• CACI International has landed a massive deal to support the US Joint Improvised-Threat Defeat Organization (JIDO). Valued at $1.7 billion, CACI will provide JIDO with deployable analytical operations, intelligence and training services to support the organization’s Focused Support/Decisive Effort mission worldwide. The deal will seek to enhance the ability of deploying joint forces to integrate capabilities, technologies and lessons learned against improvised-threat weapons, including improvised explosive devices, or IEDs.

Middle East & North Africa

• Israeli Air Force officials plan to have its fleet of F-35I “Adir” fighters operational as soon as possible, with service technicians due to visit the US in order to participate in a series of test flights manufacturer Lockheed Martin plans to perform at its Fort Worth, Texas facilities. The test flights aim to familiarise the crew with maintaining the fighter and preparing it for a combat mission and also includes a visit to the USAF’s base in Utah to observer operational procedures for the F-35. With the first two Israeli F-35s slated to arrive next month, immediate work is expected to begin on installing Israeli-developed systems.

Europe

• Swiss firm Pilatus is confident that a contract with the French government to sell Paris PC-21 trainers is very close. It’s expected that between 20-25 of the turboprop aircraft will be sold in a procurement deal designed to replace the French Air Force’s aged fleet of Dassault Alpha Jet trainers. A decision on the competition is expected in 2017 with the PC-21 the only trainer being offered by the two shortlisted consortia, respectively led by Airbus Defence & Space and Babcock. Leonardo’s Aermacchi M-345 had also been in the mix but did not make it to the competition’s latter stages.

• The UK’s finance minister has announced funding worth $2.3 billion in order to counter cyberattacks. Speaking at a technology conference in London on Tuesday, Chancellor of the Exchequer Phillip Hammond added that “we will not only defend ourselves in cyberspace, we will strike back in kind when we are attacked.” The spending over the next five years represents a doubling of funding on cyberdefense in the 2011 to 2016 period.

• Planning to visit Crimea? Well, some of the Soviet-era tourist attractions once available may have been commandeered for Russian defense in the region. Previously abandoned Soviet missile bunkers, once open to the public (for a $50 fee), are now off limits as Moscow has blocked roads to the area which locals now believe “is a functioning military base with an anti-ship missile system.” The bunkers are just one of several previously abandoned military installations being used as the militarization of the Crimean peninsula continues, as reciprocal NATO buildups occur within Russia’s east European neighbors.

Asia Pacific

• AAI Corp has won a $206 million US Army contract to carry out work as part of Australia’s RQ-7B Shadow drone program. The foreign military sale includes contractor logistics sustainment services for Shadow, and is expected to be completed by October 2017. Australia’s first Shadow drones have been in operation since 2011 and provides reconnaissance, surveillance, target acquisition and force protection for brigades in all weather and at all hours.

Today’s Video

Higher quality look at Chinese J-20s:

(click to view full)

In an exclusive June 2006 interview, Israeli Air Force (IAF) chief procurement officer Brigadier-General Ze’ev Snir told Israeli media that the F-35 Joint Strike Fighter was a key part of their IAF recapitalization plans, and that Israel intended to buy over 100 of the fighters to replace their fleet of over 300 F-16s.

Since then, however, the expected cost of that purchase has more than doubled. Israel’s F-35 contract had to deal with that sticker shock, with issues like the incorporation of Israeli technologies and industrial work, and with major schedule slips in the core F-35 program. Israel was even contemplating delaying its purchase, which would have removed an important early adopter for the Lightning II. In the end, however, Israel decided to forego other fighter options, and became the first foreign buyer of operational F-35s. So, how is the “F-35i Adir” shaping up?

F-35 for Israel: Key Issues F-16B & X-35
(click to view full)

The IAF currently flies 27 F-15I “Raam” Strike Eagles and 102 F-16I “Soufa” fighters as its high-end strike force. Another 72 F-15 A-D Eagle and 224 F-16 A-D Falcon models form the backbone of its force, making Israel the world’s 2nd largest F-16 operator behind the United States.

The plan was that Israel would phase out its F-16A “Netz” models in particular. A smaller number of new F-35s would first replace the Netz fighters, and then replace more advanced F-16 A-D models. That plan is underway, but it has run into turbulence at every step. The F-35i “Adir” will need to address those issues as it competes with other options for future IAF dollars.

Cost

Israel’s original estimates made their F-16 replacement plan seem feasible. They pegged a 100-plane F-35A deal at around $5 billion, and Gen. Snir added that:

“The IAF would be happy to equip itself with 24 F-22s but the problem at this time is the US refusal to sell the plane, and its $200 million price tag.”

Unfortunately, Israel’s September 2008 request for its first 75 F-35s revealed an estimated $15 billion price tag – or about $200 million per plane. All in return for a fighter with poorer air-to-air performance than the F-22, and less stealth. Defense News quoted an official in the IDF General Staff as saying that:

“It’s unbelievable, first it was $40 million to $50 million, and then they [the IAF] told us $70 million to $80 million. Now, we’re looking at nearly three times that amount, and who’s to say it won’t continue to climb?”

Unless its price drops sharply, the F-35 can expect to experience continued competing against other options for each successive IAF offer. A pending gusher of oil and gas revenues from offshore fields may make the Israelis less price sensitive, but Israel’s jets aren’t just for show. If the F-35s are seen as too expensive to support the fleet size Israel needs, the IAF will look at more affordable options to supplement their F-35is.

Capability F-22A Raptor
(click to view full)

Israel originally wanted a different fighter, and pressed the USA for F-22EX aircraft, in order to maintain the IAF’s traditional requirement of regional air superiority. The F-33 offers far fewer weapon choices than the F-35, but it would have been available immediately, while offering better air-to-air performance and higher stealth capabilities against the most advanced air defense systems and fighter radars. Ultimately, America’s shut-down of its F-22 program removed that option.

For Israel, F-35 capability is linked to progress in its testing and integration schedule, which has slipped very badly over the last 5 years. The F-35A Block 3, which will be fielded in 2018, will arrive with a weapon set that hardly distinguishes it from an F-22, and is far inferior to the array its existing fighters already carry.

Longer term, F-35 capability is also linked to another variable: Israel’s ability to customize it, as the IAF has done to its F-15 and F-16 fleets.

Customization Spice bomb
click for video

Access to the F-35’s software source code remains a live issue for the Israelis, as it has been with the Australians [PDF], British, and others. That access is necessary when air forces want to upgrade the aircraft’s computers, and/or integrate new weapons, communications, or electronic warfare systems. Israeli planes generally undergo heavy modifications to incorporate Israeli electronics and weapons systems, and the USA has allowed the Israelis access to the F-15 and F-16’s software. Israel has since exported a number of those enhancements for F-16 and F-15 customers in Asia and Latin America.

The USA doesn’t seem willing to bend on the software code issue for anyone, and insists on routing upgrade and change requests through Lockheed Martin, with attendant costs and possible delays.

Israel has gone ahead with an initial buy anyway, while negotiating to add key items. Israeli “F-35i Adir” fighters will include compatible communications systems and datalinks, and provisions to insert some locally-built ECM and defensive electronics.

Israel will also want to broaden the plane’s weapons array to include Israeli weapons, as a subject of future agreements. Items mentioned in reports to date include Python short-range air-to-air missiles, and dual-mode guidance Spice GPS/IIR smart bombs. Those items are still being negotiated, and Israel’s top-of-the-line strike fighter will need even more weapons than these in order to be fulfill its role.

Israel’s Leverage

Israel didn’t get everything it wanted in its initial buy, and ended up paying considerably more than it had expected. On the other hand, it did get the USA to move on the subject of ECM defensive systems as of 2010, and may succeed in getting more changes made.

On the seller’s side of the table, Israel’s buy is a respected vote of confidence that the F-35 needs. Lockheed Martin is trying to ramp up orders for the F-35 quickly, even though the aircraft are now expected to remain in testing until 2018. A large order book would allow the firm to offer early buyers much lower prices for each plane, using dollar averaging over a substantial initial batch, instead of charging $130 – $170 million for early production aircraft, and $100 million or so for the same plane 3 years later.

That wide difference in purchase costs is standard for military aircraft of all types, but the F-35 is about 5-7 years late versus its ideal market window. Worse, American budgets are already slowing orders, with over 150 planned fighters removed from the latest 5-year plan. Potential customers with air fleets that are reaching their expiry dates are reluctant to pay those high early production costs. If enough of them defect, the F-35 program as a whole could find itself in trouble. By adding an Israeli endorsement, and adding orders during a critical period for the program, Israel’s 20-plane order assumes an importance out of proportion to its size.

The final leverage point for Israel is its solid commitment to its fighter force, and known need for future upgrades. Over time, 326 F-16s have to be replaced with some something, and an early order puts the F-35 in a strong competitive position for further orders. If volume purchases from other countries can help drive costs down closer to $80 million, and new approaches can beat current estimates of high F-35 operating and maintenance costs, the F-35 could become very hard to compete against.

Beyond the F-16s, The IAF’s F-15 Eagles will also require replacement in the coming years, which will be a competition all its own. If the F-35 falters, sharply closer defense relations with Italy could turn the Eurofighter into an option, and Boeing is spending private funds to develop a stealth-enhanced F-15SE “Silent Eagle.” The F-15SE would offer longer range, twin engines for reliability, a much wider set of integrated weapons, and IAF fleet commonalities, in exchange for less stealth than the F-35. If costs are even close to equivalent, the F-35 will have a serious competitor.

Contracts and Key Events 2016

November 3/16: Israeli Air Force officials plan to have its fleet of F-35I “Adir” fighters operational as soon as possible, with service technicians due to visit the US in order to participate in a series of test flights manufacturer Lockheed Martin plans to perform at its Fort Worth, Texas facilities. The test flights aim to familiarise the crew with maintaining the fighter and preparing it for a combat mission and also includes a visit to the USAF’s base in Utah to observer operational procedures for the F-35. With the first two Israeli F-35s slated to arrive next month, immediate work is expected to begin on installing Israeli-developed systems.

July 29/16: The Israeli Air Force has announced that its first F-35I “Adir” fighter has flown in the USA and the flight of a second jet is expected shortly. A pilot from lead manufacturer Lockheed Martin will conduct a number of further tests prior to the fighters’ delivery to Israel on December 12. As with its existing fleets of F-15 and F-16s, Israeli F-35As will be heavily customized to suit the IAF’s needs.

May 5/16: Testing of newer versions of Israeli-made weapons systems is currently underway, and will be eventually installed on Israel’s coming F-35I Adir fleets. While specifics regarding the systems being tested have not been released, the list includes versions of Rafael’s Spice precision-guided bombs and infrared- and radar-guided air-to-air missiles. Testing has been conducted using Boeing F-15s and Lockheed F-16s.

May 4/16: The first F-35I for the Israeli Air Force will be rolled out by Lockheed Martin on June 22 at the manufacturer’s Forth Worth plant. The ceremony will be met by an Israeli delegation led by Defense Minister Moshe Ya’alon. Israel’s order of F-35s will then be fitted with the indigenously developed C4 software system designed to meet the Israel Defense Force’s requirement that all Israeli aircraft have unique electronic systems in order to keep a technological edge.

April 6/16: Israel is seeking to gain greater autonomy in its participation and design of its F-35I Joint Strike Fighter procurement. This will include its own command, control, communications and computing (C4) system, indigenous weaponry and the ability to perform heavy maintenance in country rather than at predetermined regional overhaul facilities. Delivery of the first F-35Is are expected to commence this December, and it is expected that Israel Aerospace Industries (IAI) will begin installing a tailor-made C4 system on top of the central avionics embedded in the joint strike fighter. At present, Lockheed Martin is working with Elbit subsidary, Cyclone Ltd., for external fuel tanks to mount on the F-35A.

January 21/16: Despite their commitment to the F-35 acquisition program, Israel plans to conduct a deep upgrade of their Boeing F-15I Ra’am fleet, with plans to keep it as the backbone of their strike capabilities. The modifications, including structural changes, the addition of an active electronically-scanned array (AESA) radar, updated avionics and new, unspecified weapon systems, will allow for the aircraft’s continued use as a strategic aircraft even after the F-35I comes into operation. While it’s been said that some missions will be switched over to the F-35I, the F-15 will continue to be used as the air force integrates weapons systems on the newer fighter.

2011 – 2014

F-35i development contract; Major sub-contract for F-35 wings; Nevatim will be the F-35’s base; Israel may want to buy other fighters to keep its fleet numbers up.

IAF pilot training in the USA has been pushed back steadily as the F-35 program faltered, and is now expected to start in 2016. The 1st F-35A would arrive in Israel around 2017, and modifications toward F-35i Adir standards would follow soon thereafter.

LMCO Touts the F-35
click for video

Nov 18/14: Politics.

Strategic Affairs Minister Yuval Steinitz says that the 25-31 plane deal now has majority opposition, and will probably be cut in a compromise solution. In addition:

“Steinitz declined to go into detail about the closed-door discussions, but he cited misgivings about whether the F-35’s range, payload and manoeuvrability would suit Israel’s needs.”

If true, that creates some interesting longer-term questions. Meanwhile, Reuters quote an unnamed “Israeli defence official” re: a staggered plan of 13 F-35s now, then another 18 in 2017 to make 31. Once Israel figures out an acceptable compromise, the next challenge is that terms for the Citibank loan guarantees to pay for the F-35 buy were due to expire on Nov 15/14. That could force renegotiation, if an extension hasn’t already been secured. Sources: Jewish PRess, “Will Israel Reduce F-35 Order From US?” | Reuters, “Israel may halve second order of F-35 fighters: minister”.

Nov 6/14: Industrial. IAI Lahav formally opens its production line for F-35 wings, which has been operating since September 2014. Initial deliveries under the current contract for 20 wings will begin around May 2015, with ongoing production of about 4 wings per month. A wider Memorandum of Understanding could expand IAI’s eventual production totals as high as 811 wings, worth about $2.5 billion.

“The wings will be attached to the F-35A stealth fighters, some of which will enter the service of the IAF during 2017 and be upgraded with Israeli systems to become the F-35I (“Adir” in Hebrew). Therefore, it is not unreasonable to believe that some of the wings will return to Israel.”

Lockheed Martin and Northrop Grumman have worked with IAI before, as a supplier of wings for F-16 fighters and T-38 super sonic lead-in fighter trainers. The firm was also a producer of its own unique fighter aircraft designs until 1987, and continues to upgrade its Kfir design to this day. Even so, F-35 wing production has required “tens of millions of dollars” in investment from IAI, given the advanced materials and extreme fit tolerances involved. Sources: Israel IAF, “F-35 Wings Production Line Inaugurated” | IAI, “IAI Began Serial Production of the F-35 Fighter Wings”.

Nov 2-5/14: Politics. Israeli defense minister Moshe Ya’alon is recommending the cancellation of several deals with the USA, including 6 MV-22 tilt-rotors, more KC-135 aerial tankers, radar-killing missiles, and radar upgrades for Israel’s F-15s – but the potential purchase of more F-35s (q.v. Oct 28/14) has survived.

After a Nov 5/14 meeting of high-level ministers, however, the $3+ billion F-35i’s prospects are in some doubt as well. Opponents reportedly include Strategic Affairs Minister Yuval Steinitz, Finance Minister Yair Lapid, retired IAF General and Agricultural Minister Yair Shamir, former defense minister Moshe Arens, and IDF ground commanders.

Recent fighting in Gaza, and developments in Lebanon and Syria, are pushing the critics to recommend buys of precision weapons, UAVs, and ground forces equipment instead. The weak protection of Israeli M113s has come in for particular criticism, and hundreds of modern armored vehicles could be bought for the same $3+ billion. Sources: Defense News, “Israeli Brass Urge MoD To Stick With V-22 Deal” | Times of Israel, “Ya’alon said to cancel aircraft purchase from US” | Times of Israel, “Ministers may look to shoot down F-35 jet deal”.

Oct 28/14: 2nd tranche? Reuters reports that Israel is looking to buy a 2nd lot of 25 more F-35s for about $3+ billion, with delivery beginning in 2019.

That timeline would force an order no later than 2017, and Israel might expand its order to 31 planes if Lockheed Martin can make good progress on promises to bring the plane’s flyaway cost down to $80 million by 2018. The approval process is still underway within the Israeli government. Sources: Reuters, “UPDATE 1-Israel to buy 25 more F-35 Lockheed stealth fighters -sources.”

Oct 28/14: F-35i. Lockheed Martin Aeronautics Co. in Fort Worth, TX receives a $220.7 million cost-plus-incentive-fee contract modification for Israel’s F-35 System Development and Demonstration Phase I Increment 2. This modification includes the development and demonstration of the hardware and software for the Israel F-35A/i. $77.8 million in FMS funds are committed immediately.

Work will be performed at Fort Worth, TX, and is expected to be complete in March 2019. US NAVAIR in Patuxent River, MD manages the contract on behalf of their Israeli client (N00019-12-C-0070).

F-35i SDD

Oct 27/14: LRIP-8. Lockheed Martin announces that they’ve reached an agreement in principle for the LRIP-8 contract for 43 F-35 Lightning II aircraft, including Israel’s first 2, with deliveries beginning in 2016. They don’t have a price tag, but it’s only an agreement in principle.

As of Oct 24/14, 115 F-35s have been delivered, including test aircraft. The key isn’t the aircraft, however, it’s the software required to make it an effective combat aircraft. They aren’t there yet; indeed, that effort is behind schedule. Sources: LMCO, “DOD and Lockheed Martin Announce Principle Agreement on Purchase of F-35s”.

Oct 20/14: F-35i/ ALIS. Lockheed Martin Aeronautics Co. in Fort Worth, TX receives a $7.7 million cost-plus-incentive-fee contract modification to provide updates for the Israeli effort to develop their F-35A/i and the Autonomic Logistics Global Sustainment system, under the Foreign Military Sales program. $2.6 million is committed immediately.

Work will be performed in Orlando, FL (70%), and Fort Worth, TX (30%), and is expected to be complete in December 2017. US NAVAIR in Patuxent River, MD manages the contract on behalf of their Israeli client (N00019-02-C-3002).

April 22/13: Industrial. Israel Aerospace Industries (IAI) signs a 10-15 year contract with Lockheed Martin to produce F-35 wings, with deliveries to begin in 2015. Their production will reach beyond Israel, and the contract could be worth up to $2.5 billion over its lifetime.

IAI’s Lahav production line already produces F-16 and T-38 wings, but the F-35’s manufacturing methods and challenges are a few steps ahead. IAI is investing in the required advanced systems and technologies, and working with Lockheed martin to get the new line set up. IAI.

Major sub-contract: wings

Aug 28/12: F-35i. Lockheed Martin Aeronautics Co. in Ft. Worth, TX receives a $206.8 million cost-reimbursement contract modification to pay for Phase I Increment 1, of Israel’s F-35i System Development and Demonstration. This modification includes the development of hardware and software, from the initial requirements development to the Preliminary Design Review (PDR). In addition, a hardware-only post PDR will continue through finalized requirements, layouts, and build to prints, including production planning data.

Note that Pentagon contract announcements are often for the 40-50% of the total expected costs, in order to get work underway. As such, previous figures of $450 million to add Israeli radio, datalink, and electronic warfare systems could still be true. Work will be performed at Fort Worth, TX (60%); Los Angeles, CA (20%); Nashua, NH (15%); and San Diego, CA (5%), and is expected to be complete in May 2016. US Naval Air Systems Command in Patuxent River, MD will manage this effort, on behalf of its Israeli Foreign Military Sale client (N00019-12-C-0070).

July 26/12: F-35i ECM. Reuters reports that Lockheed Martin has changed their minds and reached a $450 million agreement to include Israeli ECM/electronic warfare systems within the F-35i. This has been a long-standing and consistent concern for Israel, who needs to adapt immediately to new threats once information is gathered.

If an agreement is signed, the Israeli F-35Is would initially be distinguished by their radio, datalink, and electronic warfare systems, which would theoretically be available to other F-35 customers as an option. “Sources familiar with the negotiations” say that the Israeli systems would be integrated beginning in 2016, and that the deal is “to be finalized in coming weeks.”

F-35i Initial SDD

F-15I, Red Flag 04
(click to view full)

Dec 26/11: Other options. The Jerusalem Post reports that Israel is looking for ways to bolster its fleet before the the F-35s arrive. Phased elections in Egypt, which are beginning to hand significant power to Taliban-style Salafists and the Muslim Brotherhood, are creating a new strategic situation. Meanwhile, the possibility of slowdowns to the F-35 program or further cost increases leaves their affordability and timeliness in question.

Beyond upgrades to existing platforms, the Israelis are reportedly considering scenarios in which American budget cuts lead to retirement of serving F-15s and F-16s, and hence the availability of used planes at a bargain price.

Dec 12/11: Other options. The Jerusalem Post reports that delays to the F-35 program appear to be pushing Israel toward further F-16C/D upgrades, and may even trigger new aircraft buys if the multi-national program’s delivery dates slip beyond 2017.

Nov 22/11: Basing. The IDF has decided to base its F-35s at Nevatim AB, in the Negev, between Be’er Sheva and Arad. Arutz Sheva | Jerusalem Post.

June 30/11: F-35i. The IAF has sent 2 servicemen to the United States to serve as the lead technical team in the development of the F-35i, and integrate Israeli technology. It’s now believed that deliveries won’t begin until 2016-2017, and the IAF is reportedly looking at 2016 as the date for pilots to go through training in the USA. Jerusalem Post.

2010

Negotiations lead to Cabinet approval and a contract for 20 “F-35i” planes. F135 Engine Test
(click to view full)

Oct 14/10: Engines. To no-one’s surprise, Israel’s F-35As will fly with Pratt & Whitney engines. Israel’s early delivery schedule meant that the F135 was the only practical engine option.

There’s also a relationship angle to this buy. Unlike the USAF, Israel has remained a steadfast Pratt & Whitney (F100 engine) client for all of its F-16s, as well as its F-15 fleets. Pratt & Whitney.

Oct 7/10: Israeli Ministry of Defense Director General (Maj. Gen. Ret.) Udi Shani signs the F-35A Letter of Offer and Acceptance at a ceremony in New York, covering 20 F-35A fighters with an option for another 55. Lockheed Martin.

Sept 16-20/10: Approval. Israeli Prime Minister’s Office:

“The Ministerial Committee on Security Affairs, chaired by Prime Minister Benjamin Netanyahu and Defense Minister Ehud Barak, has decided to approve the deal to purchase 535 [sic, they mean F-35] stealth aircraft.”

A Sept 19/10 release adds that:

“I would like to commend the staff work that was done by the security establishment and the IDF and which led to the integration of [Israeli] systems into the plane. The plane is currently being developed and will be equipped in the coming years. This is one of our answers to the changing threats around us, to maintain our attack capabilities, along with other actions to improve both our defensive and offensive abilities in the decades to come. We will hold separate discussions on these, but I think that this step, acquiring the most advanced plane in the world, more advanced than any plane in the area, is an important and significant step for the security of Israel.”

On Sept 20/10, the Knesset (Parliamentary) Finance Committee approves the purchase of 20 F-35As plus spare parts, initial maintenance and training, and simulators, for up to $2.75 billion. That approval gives the Israeli Ministry of Defense permission to make a commitment to Lockheed Martin for the purchase of the aircraft.

20-75 F-35s

Aug 30/10: Industrial. Reuters reports that Israel’s F-35 industrial work package may well include wing assemblies, which would be done by Israel Aerospace Industries. A final deal is expected by late September 2010. Reuters adds:

“An Israeli official said reciprocal purchase deals worth $4 billion had been secured for Israeli companies for their participation in the plane’s manufacture and might be increased to $5 billion although it would be conditional on Israel exercising its option to buy the additional 55 planes.”

Aug 27/10: F-35i. Aviation Week reports that Israeli F-35s will be designated F-35i. Initial cockpit interfaces will allow installation of IAF command, control, communications, computer and intelligence (C4I) systems, via a plug-and-play feature in the main computer. They will also be able to carry a 600-gallon external drop tank to boost range. The biggest weakness will be electronic warfare systems. The U.S. will not grant Israel the source code to alter threat and jamming libraries, and so Israel must rely on an arrangement by which the U.S. will “make the required software changes to meet any new threat that might emerge in the region.” If they’re willing. When they get around to it.

Other priorities whose exact future is less certain include installing Python 5 and subsequent air-air missile in the F-35’s internal bays; initial F-35As will be restricted to American AIM-9Xs externally. Israel is reportedly interested in adding a version of the Stunner radar/infrared dual-mode anti-air missile from the David’s Sling anti-missile system, and will have to make changes to Rafael’s Spice GPS/IIR guided bombs, in order to fit within the F-35’s weapon bays.

The air force reportedly plans to receive the first JSF for test flights in the U.S. in 2015, with 3 more fighters delivered by the end of the year, another 3 in 2016, and the other 13 in 2017.

Aug 24/10: The F-35A will have to make a wider case in Israel. Finance Minister Yuval Steinitz believes that a decision with such great defense and economic implications, should not be left solely to the defense minister and the Israel Defense Forces. Instead, the F-35 will be considered by a forum of senior ministers. Ha’aretz.

August 15/10: Defense Minister Ehud Barak announces formal approval for purchasing the American F-35A. Reports indicate that Israel will buy 20 jets for about $2.75 billion, and add that the deal is a “closed package” with few to no Israeli modifications. The aircraft would be delivered from 2015-2017. If Israel chooses to buy more F-35s from later production blocks, they may have more Israeli systems.

Defense Ministry Director-General Udi Shani reportedly said that one of the considerations in approving the deal was an American offer of $4 billion in industrial offset contracts to Israeli defense industries. Their exact composition will be part of negotiations and future agreements with Lockheed Martin, who already has good relations with Israeli defense firms in a number of spheres. The entire deal will be funded by American military aid dollars, and still needs the Israeli cabinet’s approval before a contract can be signed and announced. Arutz Sheva | Globes | Ha’aretz | Jerusalem Post | Ynet News || Agence France Presse | Bloomberg | Reuters.

MoD F-35A approval

July 27/10: Customization. A Ha’aretz op-ed article claims that:

“And now Israel goes hat in hand pleading for a chance to be allowed to acquire the F-35 aircraft, at a price tag of $150 million each. But it’s not only the astronomical price. Israel is told that the F-35 must be taken as is – no changes or modifications to suit Israel’s specific needs, and absolutely no Israeli systems included. Take it or leave it.

Just imagine Israel’s position today had the Lavi project not been canceled…”

That claim contradicts other reports.

July 19/10: Negotiations. Reuters reports that Israel may be just “days away” from a $3 billion contract to deliver 19 F-35s. Outgoing DSCA head Vice Admiral Jeffrey Wieringa is quoted saying that: “The ball is in their court… I am waiting for them to make a decision any day.”

Lockheed Martin VP for F-35 business development, Steve O’Bryan, added that the firm is close to reaching a FY 2010 LRIP-4 production agreement with the U.S. government for another 32 planes, adding that classified briefings have been given to other countries, including Greece and Belgium, and that Finland and Spain have expressed interest.

July 8/10: F-15SE. Boeing flies its stealth-enhanced F-15SE “Silent Eagle,” for the first time, demonstrating the weapon bay operation in flight. The next stage will involve firing an AIM-120 air to air missile from the recessed weapon bay, which is part of the plane’s conformal fuel tank.

Boeing executives are also quoted as saying that they expect export approval for the F-15SE, and have received interest for Korea. A Jerusalem Post report adds Israel to this list, citing several conversations between Israeli defense officials and Boeing about F-15SE capabilities, and possible interest in a cheaper Silent Eagle bridge buy that allows full Israeli customization, while the F-35A achieves greater cost certainty and lower production costs. The F-15SE could also fit South Korea’s interest in a KFX-3 development program, which would involve both Korean research and equipment, but use a foreign fighter as the base. Both South Korea (F-15K) and Israel (F-15I) already fly Strike Eagle variants, and the 2 countries have begun to cooperate in a number of advanced defense programs. This raises interesting speculation about the possibility of tripartite cooperation on the F-15SE. Boeing | Defense News | Jerusalem Post.

April 25/10: Customization. Jane’s Defense Weekly reports that earlier expectations of an F-35 contract by the end of 2010 appear to have faded. Instead, the IAF is looking at buying 18-24 F-15 or F-16 variants as a stopgap, and may even postpone its fighter replacement program and retain F-16As in its inventory instead. Leading candidates for the additional squadron, and possible follow-on buys, would be more F-16I or F-15Is, or collaboration with Boeing to develop and field the stealth-enhanced F-15SE Silent Eagle.

With respect to 3rd party equipment issues, Jane’s adds that the Americans have approved the installation of Israeli electronic warfare systems, but no decision has been made concerning RAFAEL’s Python 5 short range air-air missile, or the dual GPS/IIR guidance Spice guided bomb. UPI.

March 8/10: Negotiations. With the American F-35 program facing a delay of a year or more before its variants enter operational service, and testing going very slowly, Israel is reportedly delaying its own contract signing. A contract was originally expected in March 2010, but media reports indicate that spring 2011 is more likely.

The reports also characterize issues of Israeli technology insertion as largely resolved, but adds that delivery delays and the $130 million minimum expected cost may give a leg up to Boeing’s F-15SE “Silent Eagle,” which could be offered for $100-100 million and be available in 2011 instead of 2014-2015. Jerusalem Post | Brahmand | Jane’s | UPI.

Feb 12/10: Negotiations. UPI reports that discussions between Israel and the USA concerning the F-35 are also covering the potentially contentious area of exports to Arab countries.

Traditionally, American weapons exported to Arab countries have been less sophisticated than the same weapons sold to Israel. Saudi Arabia’s F-15S Strike Eagles are an example of achieving that through downgrade, while Israel’s F-16I “Soufa” is an example of achieving that by letting the Israelis fully customize their aircraft with Israeli equipment. Option #2 is currently a sticking point of its own in negotiations, and non-NATO downgrades or Israeli upgrades in the stealth arena would each create their own issues.

2009

Negotiations as cost and customization concerns come to the fore; Boeing unveils stealth-enhanced F-15SE Silent Eagle; F-15SE unveiled
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Nov 25/09: Customization. Jon Schreiber, who heads the Pentagon’s F-35 international program, told Reuters that an Israeli version of the F-35 could include command and control systems developed in Israel, as well as the ability to carry Israeli Python 5 air-air missiles and Spice dual-mode GPS/IIR guided bombs in early model jets. Israel would also get “a relatively inexpensive path for hardware and software upgrades to add future weapons,” by which he may mean the planned reprogramming facility for the global fleet. Ha’aretz says that the boost of an Israeli endorsement has become more important to the program:

“The Americans’ willingness to soften their stance is the result of a series of meetings held by Lockheed officials and Israeli defense establishment officials three weeks ago, and also difficulties with the project, particularly concerns that orders by countries participating in the development project will be low.”

The JSF program office is still reportedly opposed to the introduction of an Israeli electronic warfare suite, but the need for fast reprogramming and tight national security regarding Israel’s knowledge of enemy signals makes that a key Israeli condition. Schreiber is quoted as saying that policy or circumstances would have to change, in order for that restriction to change. At present, the plan is for a centralized F-35 fleet signals database and electronic warfare update facility at the United States Reprogramming Laboratory in Fort Worth, TX.

Schreiber says that the United States plans to formally submit its offer and prices in January 2010. Israel must approve this no later than March 2010, and reach a deal with Lockheed on integrating the Israeli weapons and other systems by June or July 2010, in order to buy in FY 2012 and take delivery delivery in 2015. Reuters | Ha’aretz | Jerusalem Post.

Nov 24/09: Customization. Reuters reports that:

“The United States will keep to itself sensitive software code that controls Lockheed Martin Corp’s new radar-evading F-35 fighter jet… Jon Schreiber, who heads the program’s international affairs, told Reuters in an interview Monday [that] “That includes everybody,”…acknowledging this was not overly popular among the eight that have co-financed F-35 development – Britain, Italy, the Netherlands, Turkey, Canada, Australia, Denmark and Norway.”

Instead, the USA plans to set up a “reprogramming facility” to develop F-35-related software and distribute upgrades. The terms on which allies might use this facility, and Lockheed Martin’s ability to stall or block upgrades that might boost competing products, are not detailed. Reuters | UK’s Daily Mail | New Zealand TV | UK’s Spectator Op-Ed.

Nov 23/09: Cost. Reuters reports that order delays and reductions by several F-35 partner countries are likely to push up prices for early buyers. With respect to Britain’s F-35B orders (vid. Oct 25/09 entry), however, F-35 international program manager Jon Schreiber says:

“The only thing that they’ve told me is that they’re currently on plan – and don’t believe what you read in newspapers…”

Nov 10/09: Negotiations. The Israeli newspaper Ha’aretz reports on F-35 negotiations and the associated issues, and lays out the timetable:

“The United States is scheduled to respond next week to Israel’s express request for 25 of the jets. Jerusalem is to reach a final decision by early 2010, and there’s a good chance a deal will be signed by the middle of the year. Assuming Lockheed maintains its original production timetable the first fighters will be delivered in 2014. Two years later, Israel will have its first operational squadron of F-35s.”

Nov 4/09: Customization. Jane’s reports that Israel has decided not to integrate any Israeli equipment into its first F-35As, in order to curtail an expected price tag of over $130 million per plane. A follow-on Nov 11/09 article in Ha’aretz reports that Israeli defense firms are not at all pleased by this development:

“This time, the defense establishment skipped over this [consultation] stage and is willing to accept the American dictate that this aircraft is a closed package [technologically] and it is very difficult to make changes to it that are specific to each client,” the [industry] official said. “The air force urgently wants this aircraft and it looks like they are going to give in, which is going to result in the Israeli industry almost not participating in the largest procurement program in IDF history.”

The country is also debating the wisdom of the purchase as a whole, with the Ministry of Defence arguing for a 2-year delay in procurement. Israel’s air force has always believed in qualitative superiority over regional competitors, but the F-35A’s 2014 delivery/ 2016 in service dates would make it irrelevant to Iran’s expected hostilities. On the other hand, the funds required could buy a lot of Namer heavy IFVs and other equipment, which would be extremely valuable during the next war in Lebanon.

Lockheed Martin is trying to keep the pressure on, saying that by 2016, F-35 production slots will already be filled by other orders and may be unavailable. The question is whether this will spur Israel to begin F-35 payments on schedule in 2010, or spur them to find another aircraft.

Oct 5/09: Cost. Aviation Week reports that the proposed international consortium buy to get allies their F-35s in time, but avoid the vastly higher price tags of early-production aircraft, may have collapsed. If so, the cost repercussions are likely to affect Israel’s calculations as well:

“A plan for a five-year, eight-nation, 368-aircraft order for Joint Strike Fighters is dead, according to a senior Australian government official. According to Australian Financial Review (subscription site) Defence Management Organization chief executive Stephen Gumley has told Australia’s parliament that a lack of interest among partners, plus US procurement rules, has killed the plan. (To “cruel” something, in Australia, means approximately the same as “kibosh” – its implication is terminal.)

Gumley also told AFR that, as a result, Australia may defer its main JSF orders by two years, to 2015 (with delivery in 2017) to avoid buying high-priced low-rate initial production aircraft.”

Other reports, such as a recent Dutch KRO-Reporter TV show, quote Lockheed Martin representatives as saying that they hope to be able to offer a firm averaged price to international partners in Q1 2010.

Sept 8/09: Negotiations. The Jerusalem Post reports that the Israeli F-35 contract signing is likely to be delayed past the target of early 2010, and continues to face problems. That may delay the F-35A’s introduction past 2014:

“A continued Pentagon refusal to integrate Israeli systems into the stealth Joint Strike Fighter will likely cause delays in the arrival of the advanced fighter jet to Israel, senior defense officials and IDF officers told The Jerusalem Post… The negotiations are still ongoing and we do not even know yet what the price of the aircraft will be,” said a top officer involved in the negotiations… Israeli demands have focused on three issues – the integration of Israeli-made electronic warfare systems into the plane, the integration of Israeli communication systems and the ability to independently maintain the plane in the event of a technical or structural problem. The British have made similar requests and according to a recent report in the Daily Telegraph is also seeking independent maintenance capabilities as well as access to some of the more classified technologies.”

July 9/09: Letter of Request. The Jerusalem Post reports that the Israeli Air Force has submitted an official Letter of Request (LOR) to the Pentagon to purchase its first squadron of 25 F-35s:

“Defense officials said that… negotiations regarding the final price of the plane – estimated at around $100 million – as well as the integration of Israeli systems would continue. The LOR will be followed by the signing of a contract in the beginning of 2010. The first aircraft are scheduled to arrive in Israel in 2014…According to senior IDF officers, the Defense Ministry and the Pentagon have reached understandings on most of the major issues…”

See also: Arutz Sheva | defpro | Turkish Daily News | Al Jazeera | Pravda | China’s Xinhua.

April 19/09: F-15SE. The Jerusalem Post reports that Israel’s Air Force is reviewing Boeing’s new F-15 Silent Eagle (F-15SE, see March 17/09), as a potential alternative to Lockheed Martin’s F-35A, if export permission for a downgraded F-22 model is still refused. While the F-35’s high cost remains an issue for the Israelis, expected delivery delays to 2014 and the inability to install Israeli-made systems appear to be bigger stumbling blocks.

In contrast, the F-15SE would be available by 2011; like an F-22EX model, some additional development will be required to finalize the design. The F-15SE offers considerably more range and payload than the F-35, for less than the F-22 would cost; possibly for less than early-model F-35s would cost. Electronics and equipment flexibility would be similar to the other F-15s Israel flies, and the potential option of upgrading Israel’s 25 F-15I Strike Eagles to a similar standard offers an additional consideration.

On the flip side, the resulting aircraft would offer significantly less stealth than the F-22, and less than the F-35A as well. This would make precision strike attacks against advanced air defense systems more difficult. It would also lack the suite of integrated, embedded multi-spectral sensors, which reach their modern apotheosis on the F-35A.

April 17/09: Negotiations. Ha’aretz reports that Israel’s F-35 negotiations are still bogged down, with cost – and more so, technology transfer and control – as the key issues.

March 19/09: Negotiations. The Jerusalem Post relays word from Israel’s Ministry of Defense, who said that Israeli systems “have already been installed in the F-35… We are holding further discussions to install further systems.”

US-built models of the jet would incorporate Israeli-made data links, radios and other command and control equipment, but would reportedly exclude an Israeli-made electronic warfare suite due to the high cost of integrating the system into the plane.

March 17/09: F-15SE unveiled. Boeing unveils the F-15SE “Silent Eagle” variant. The aircraft has slightly canted vertical tails to improve aerodynamics and reduce weight, some minor radar shaping work, the addition of coatings to improve radar signature further, and a pair of conformal fuel tanks with cut-in chambers for 2 air-to-air missiles each, or air-to-ground weapons like the 500 pound JDAM and 250 pound GBU-39 Small Diameter Bomb. The tanks would be swappable for traditional conformal tanks if desired, and weapons could also be carried externally. BAE’s DEWS electronic self-protection system would be fitted, along with Raytheon’s AN/APG-63v3 radar that will equip all Singaporean F-15s and be retrofitted to the American fleet.

The intent appears to be to offer a “budget Raptor” in the $120 million range, with a basic radar signature that’s competitive with newer fighters like the similarly-priced Eurofighter Typhoon. Advantages would include better radar signature when internal carriage is used for long combat air patrols or limited precision strikes, a superior and proven AESA radar, longer range, and more total carriage capacity if necessary. On the flip side, it would not provide the same maneuverability options as canard equipped contenders like EADS’ Eurofighter or Dassault’s Rafale. The total package would come closer to parity with the SU-30MKI/M and subsequent versions of Sukhoi’s offerings, but may or may not measure up against longer-term opponents like Sukhoi’s PAK-FA or China’s J-XX. From Boeing’s release:

“Boeing has completed a conceptual prototype of the CFT internal-carriage concept, and plans to flight-test a prototype by the first quarter of 2010, including a live missile launch. The design, development, and test of this internal carriage system are available as a collaborative project with an international aerospace partner.”

March 17/09: Negotiations. Reuters quotes Pentagon official Jon Schreiber, who heads the Joint Strike Fighter’s international program, concerning potential buys by Israel and Singapore:

“I think our system will meet [Israel’s] requirements with some tweaking, and I think they’re starting to come around to that realization themselves. They have pretty tight budget constraints and we’re attempting to fit their requirements into their budget… We expect to get a revised letter of request from (Israel) within the next month or so…”

March 14-15/09: Dave Majumdar of Examiner.com proposes sending Israel the USA’s recently-decommissioned F-117A stealth attack aircraft, in order to meet Israel’s needs immediately and give them breathing room to buy the F-35 at a less expensive stage. That might be an interesting policy move for the USA, but it’s not in Lockheed Martin’s interest to do so. Part 1: The Problem | Part 2: The Solution.

Feb 25/09: Negotiations. Aviation Week quotes an Israeli Air Force general who says the F-35’s price is the biggest issue, industrial participation industries is 2nd, and the tiff about replacing U.S. electronic warfare systems with local products is 3rd.

The report adds that Elta is expected to provide its own AESA radar to replace the APG-81, without U.S. complaint, but the price tag of “more than $100 million” remains the biggest problem.

Feb 10/09: Customization. Aviation Week’s Ares publishes “JSF Secrets to Stay Secret“:

“After a long period of obtuse answers about whether foreign customers would be able to put their own systems in F-35 or customize the software themselves, the issue has been clarified.

“No,” says Maj. Gen. Charles Davis, program executive officers of the Joint Strike Fighter program… They are going to buy aircraft that have basically the same capability as all the others,” Davis says. “They are trying to do a requirements analyses for future missions. Those mission [refinements] would be submitted through Lockheed Martin [and other contractors]. That [customization] is doable through software. It is not doable by Israelis sticking boxes in the airplane. [Elbit and Elta being involved] is not an option…”

The Jerusalem Post notes that this is a significant departure; Israeli F-15s and F-16s have all been modified to carry Israeli electronic warfare, radars, munitions, and command and control systems. Israel believes that electronic warfare in particular must be local and flexible, in order to counter local, evolving threats in a timely way, rather than suffering on someone else’s schedule. Its weapons are another significant area of departure, and have become successful exports while offering their own form of insurance against both countermeasures and foreign diktat. In this case, however:

“…the US refused to conduct the negotiations [on these issues] with the [Israeli] MOD until an announcement that it would procure the plane had been made. The announcement was made in October in an official request to the Pentagon.

A defense industry source familiar with the negotiations between Israel and the US said that the talks were “tough” but predicted that a deal would be reached in the coming months and that Israel would finally place an official order.”

Feb 7/09: Cost. In a talk at the Brooking Institution, JSF program head USAF Maj.-Gen. Charles R. Davis has admitted that that the average cost of F-35 fighters will range from $80 – 90 million in current dollars, but IDF sources tell the Jerusalem Post that they believe the cost per aircraft will exceed $100 million, “making it very difficult for Israel to follow through with its initial intention to purchase 75 aircraft.” Jerusalem Post.

2007 – 2008

Plans for 100 F-35As; DSCA request for 25-75; Cost becomes a concern. F-35B features
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Nov 9/08: Cost. Israel remains relatively unaffected by the global financial crunch, has $3 billion per year in military aid dollars to spend within the United States, and faces growing regional threats to its existence. Lockheed Martin is seeking to finalize early orders for the F-35, in order to assure production. It seems like a natural fit. Israel is only an F-35 “security cooperation partner,” however, and its HMDS helmet-mounted display technology is its only contribution to date.

Israel traditionally incorporates an array of its technologies and weapons into American-bought fighters. A Reuters report adds that:

“A Lockheed source said seven Israeli companies had already been contracted to contribute to the [Israeli F-35] project.

On the other hand, uncertainty over the breadth of and timing that integration, questions about F-35 delivery schedules, and pricing issues are all working against contract negotiations. There are even reports that Israel is considering a renewed request for the $180 million F-22A, which could be delivered by 2011, or for additional purchases of upgraded F-16s instead.

Reuters reports that CEO Robert Stevens visited Israel in early November to lobby for an early 2009 contract, and advanced the argument that an earlier buy would translate into greater participation. The argument is also being used that Israeli investment in technology inserts would become potential export options for other F-35 customers, as was the case with the F-16. On the other hand, Defense News quoted an official in the IDF General Staff as saying that

“It’s unbelievable, first it was $40 million to $50 million, and then they [the IAF] told us $70 million to $80 million. Now, we’re looking at nearly three times that amount, and who’s to say it won’t continue to climb?”

See also: Israel’s Ha’aretz newspaper | Jerusalem Post | Israel’s Globes business paper | Reuters | StrategyPage.

Nov 10/08: F-22. Flight International reports that sticker shock over the proposed $200 million per plane price of F-35As, and a need for rapid delivery, may push Israel to renew its F-22EX request with the new Obama administration. An excerpt:

“This aircraft can be delivered in two years if the deal is approved [DID: 2011, vs. 2012-14 for F-35s], and that is very important for the security of Israel,” comments one Israeli source.”

Oct 16/08: Cost. The Jerusalem Post reports that:

“According to the officials, the IDF will likely hold off signing an official contract with the US Air Force to buy the jet, also known as the F-35, until the economic situation becomes clearer… One official said it was possible that if orders dropped, the cost of the plane would increase and that as a result Israel would need to reconsider the number of planes it will buy.”

Sept 26/08: Request. the US Defense Security Cooperation Agency announces [PDF] Israel official request to buy an initial 25 F-35A Joint Strike Fighters, with an option to purchase at a later date an additional 50 F-35A or F-35B Short Take-Off and Vertical Landing (STOVL) aircraft. The estimated cost is $15.2 billion if all options are exercised, or about $200 million per plane as the in-service cost.

While the notice states that the aircraft could contain either the Pratt and Whitney F-135 engine or General Electric/Rolls Royce’s F-136 engine, in practice, the F135’s development and testing is far ahead of its rival’s. The initial aircraft are almost certain to contain PW’s F135 engines, which raises the odds that any option purchases will also use F135s for fleet commonality.

Israeli F-35s would also be equipped with unspecified Electronic Warfare Systems; Command, Control, Communication, Computers and Intelligence/ Communication, Navigational and Identification (C4I/CNI); Flight Mission Trainer; Weapons Employment Capability, and other Subsystems, Features, and Capabilities; F-35 unique infrared flares; and External Fuel Tanks. These new aircraft would also require: Flight test instrumentation; Unique systems or sovereign requirements; Reprogramming center to add new threats to the F-35′ defensive systems; Software development/ integration; Hardware/ Software In-the-Loop Laboratory Capability. Finally, maintenance will involve F-35 Performance Based Logistics services including Autonomic Logistics Global Support System (ALGS); Autonomic Logistics Information System (ALIS); aircraft ferry and tanker support, support equipment, tools and test equipment, spares and repair parts, personnel training and training equipment, publications and technical documents, U.S. Government and contractor engineering and logistics personnel services, and other related elements of logistics and program support.

The prime contractors will be Lockheed Martin Aeronautics Company in Fort Worth, TX, and either Pratt & Whitney Military Engines in East Hartford, CT (extremely likely) or General Electric Fighter Engine Team in Cincinnati, OH (very unlikely). Because these systems are so new, implementation of this proposed sale will require multiple trips to Israel involving U.S. Government and contractor representatives for technical reviews/support, program management, and training over a period of 15 years. U.S. contractor representatives will be required in Israel to conduct Contractor Engineering Technical Services (CETS) and Autonomic Logistics and Global Support (ALGS) for after-aircraft delivery.

Official request

F-35A head-on
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Oct 25/07: Early delivery? Israel may begin taking deliveries of the F-35 in 2012, a couple years earlier than expected and only slightly after the USA begins receiving production aircraft of its own. The timing and technology agreements reportedly came in the wake of a Washington meeting between Israeli Defense Minister Ehud Barak and US Secretary of Defense Robert Gates, and may represent an attempt to deflect Israeli calls for an export version of the F-22A Raptor, which has more stealth and capability, and whose production line is currently scheduled to close in 2010.

Read “F-35s to Israel Early?” for full coverage.

June 21/06: Plans for 100. Israel’s globe’s Online interviews Brigadier-General Ze’ev Snir, who confirms that the IAF is looking to replace its F-16s with the F-35, at a cost estimated at at least $5 billion for 100 aircraft, or about $50 million per. That figure was always very questionable, given the F-35 program’s price increases and the additional costs associated with placing a new aircraft type in service.

The F-35 also fits into a broader modernization effort. Israel is also reportedly considering several near-term IAF procurements, including a possible buy of 6 C-130J Hercules transports plus associated support & equipment at a cost of about $500 million [requested July 2008, up to $1.9 billion], as well as a $100 million upgrade of Sikorsky CH-53 Super Stallion helicopters to extend their operational lifespan by 20 years. See full Globes Online article.

Additional Readings

• DID – Lightning Rod: F-35 Fighter Family Capabilities and Controversies.

• DID – Israel Requesting F-22EX Fighters.

• The F-35’s Air-to-Air Capability Controversy. Can the aircraft hold its own against existing fighter competitors like the Russian SU-30 family, French Rafale, the Eurofighters flown by Saudi Arabia, etc.?

• DID – Israel Kicks Off Program to Improve Its F-16s and F-15s.

• Ha’aretz (July 27/10) – F-35 – take it or leave it.

• Aviation Week (June 11/09) – Boeing Studies Stealth Eagle Options. Interesting point made re: retrofits and stealth sales: “It’s not how low can you go, it’s how low are you allowed to go, and the U.S. government controls that,” says Brad Jones, Boeing program manager for F-15 future fighters. “We can get to different levels depending on the country.”

• DID (Aug 22/05) – Follow-Up: Tech Transfers to Israel Resume, Conditionally.

• DID (Apr 19/05) – Reports: Israel Frozen out of F-35 Development.

Americas

• Embraer believes they will hit their operating targets for 2016 thanks to strong year-end demand. The company made the announcement on Monday. Chief Financial Officer Jose Antonio Filippo also told journalists a writedown of the company’s used aircraft portfolio, which contributed to a $34 million third-quarter loss, was focused on its commercial jets inventory and was not likely to be repeated in coming quarters.

• A Russian arms trafficker serving a 25-year sentence in the US has appealed his conviction. Viktor Bout was convicted for attempting to sell millions of dollars worth of arms to whom he believed were militants with the FARC, a Colombian rebel group. Bout’s lawyer claims that a co-conspirator, Andrew Smulian, was a government informant throughout the investigation, which means Bout could not have been involved in a conspiracy with him. Bout’s infamy made the silver screen in 2005, with his story serving as the basis for Nicolas Cage’s Yuri Orlov in the movie “Lord of War.”

Middle East & North Africa

• After rumors they would do so, Turkey has officially requested a second batch of F-35s under the Joint Strike Fighter program. A meeting of the Defense Industry Executive Committee (SSIK), Turkey’s procurement authority, brought top political and military officials together on Friday to make the decision. Officials are also hoping to build a new-generation, dual-fighter jet fleet by their country’s centennial, 2023, comprised of the F-35 and an indigenous aircraft, known as TFX, that Ankara has been designing.

• Iraqi special forces have reached the outskirts of the city of Mosul, as the offensive to reclaim the city from the Islamic State enters its third week. Soldiers of the elite Counter Terrorism Service (CST) have already captured the state television station, the most important building reclaimed to date. While the offensive on Mosul involves Kurdish Peshmerga, Shia militias and regular Iraqi security forces, the CST has been heavily trained with US help, undergoing training exercises with other elite units in places like Jordan.

Europe

• The Netherlands has contracted AeroVironment to conduct upgrade work on their RQ-11B Raven UAVs in a $10.3 million deal. In service since 2008, the Ravens will see their current analogue configuration upgraded to include AeroVironment’s digital datalink. Also included in the deal are new Puma AE and Wasp micro unmanned air systems, plus a new ground control station and support, which AeroVironment says will be delivered within six months.

• An investigation by the BBC and the Guardian newspaper has suggested that engine maker Rolls Royce was involved in corruption. Findings include the establishment of a network of agents hired to help them land lucrative contracts in at least 12 different countries around the world, sometimes allegedly using bribes. One deal scrutinized uncovered evidence of a suspicious payment of cash that may have helped Rolls-Royce win a major contract for engines on Hawk trainer aircraft worth $400 million to the company.

Asia Pacific

• Two J-20 stealth fighters made their public flying debut yesterday in a brief one minute taster at the Airshow China exhibition. Following a vertical split at the end of the runway, one of the J-20s quickly disappeared over the horizon, leaving the other to perform a series of turns, revealing its delta wing shape against bright sub-tropical haze. Neither of the fighters, however, expanded on basic maneuvers, with both failing to conduct a low-speed, high angle of attack pass, or opening weapons bays. Without a more encompassing display, it may be a while before we see the J-20 as a rival to the F-35 on the export market.

• An official with Indonesia’s defense ministry has confirmed that Jakarta is still in negotiations to purchase either nine or ten Su-35 fighters. Defense Minister Ryamizard Ryacudu had expressed his country’s interest in the fighter in May but any concrete deal has yet to materialize. While Russian and Indonesian officials haggle over pricing, it’s believed that Western companies such as Lockheed Martin and Saab are trying to wrest such a big ticket deal away from Russian manufacturer Sukhoi. Indonesia boasts one of the world’s fastest growing defense budgets with expectations that the archipelago will spend more than $20 billion on procurement between 2016 and 2025.

Today’s Video

J-20s at Airshow China:

Americas

• Two men in California have been charged for taking part in a scheme to smuggle $3 million worth of military aircraft parts and other defense equipment to Iran. Zavik Zargarian and Vache Nayirian stand accused of violating the International Emergency Economic Powers Act and the Iranian Transactions and Sanctions Regulations, according to the US Department of Justice. If convicted, Zargarian faces a maximum sentence of 115 years in federal prison and a $4,770,000 fine, while Nayirian faces a maximum sentence of 95 years in prison and a $3,770,000 fine, prosecutors said. Their trial begins on December 20.

• Expect to hear more about the DoD Strategic Capabilities Office’s (SCO) swarming drones concept in the coming months, says deputy secretary of defense Ash Carter. Speaking at the Center for Strategic and International Studies in Washington last week, Carter claimed the technology has made some important strides in recent weeks, but specific details are still being kept close to the chest of the SCO. The office is currently testing the Perdix, a palm-sized, expendable UAV that springs out of a fighter jet’s chaff dispenser and flies low to capture video. However, Perdix is not believed to be part of the swarming drones concept.

• The first upgunned Stryker infantry carrier vehicle has been returned to the US Army. Designated as the Stryker Dragoon, the vehicle comes armed with a more lethal 30mm cannon and will be fielded with the Germany-based 2nd Cavalry Regiment in May 2018. Other new aspects of the upgrade include an integrated Kongsberg MCT-30mm Weapon System with a remotely-operated, unmanned turret; a new, fully-integrated commander’s station; and upgraded driveline component and hull modifications. Full rate production will commence following an abbreviated test phase in Spring 2017.

Africa

• A delegation from Airbus visited Nigeria following a proposal earlier this year to sell their C295W light transport aircraft to the Nigerian Air Force. While it remains to be seen how many of the aircraft Nigeria would purchase, Airbus is expected to include training and support personnel in any deal made. Ghana, Mali, Algeria and Egypt have all either ordered or currently operate the C295W as Airbus looks to grow sales to the African market. This September saw the company help bring a Portuguese maritime surveillance/patrol variant of the C295 to display at the Africa Aerospace and Defence exhibition in South Africa.

Europe

• Polish prosecutors are to investigate the recently scrapped Caracel military helicopter deal with Airbus to see if the move circumvented Polish law or was linked to corruption. Speaking to local media, prosecutor Michal Dziekanski said “this will be a complicated, comprehensive investigation, encompassing a very large set of evidence.” Tomasz Siemoniak, the defense minister responsible for originally brokering the deal during the previous administration, called the Airbus tender “fair and transparent” and said it was canceled by his rivals for political reasons.

• Sentinel R1 surveillance aircraft operated by the RAF will live to fly until at least March 2017 despite the fact one of the five-strong fleet should have been retired by now. Manufacturer Raytheon has been contracted for $159 million in support work on the remaining fleet which will see four Sentinel aircraft continue in operation until 2021, extended from the previous retirement date of 2018. Funding has yet to be released in order to keep the fifth plane flying over the same period with a decision expected in March.

Asia Pacific

• This week will see China unveil its J-20 stealth fighter during a flight demonstration at the China International Aviation and Aerospace Exhibition in the southern city of Zhuhai. The warplane, along with the J-31, are attempts by Beijing to close the technological gap with the US and to increase their offensive and defensive capabilities. While the J-31 is still in development, it is hoped that the plane will compete with the US-made F-35 on the international market.

• Israeli-made Heron and Searcher UAVs will be armed with missiles by India. Known as Project Cheetah, the program will see the drones equipped with advanced surveillance technology as well as the ability to conduct surgical strikes, severing the need for the deployment of further aircraft. It’s expected that Israeli firms will be involved in the upgrades. The armed drones will then undergo operations against militants fighting in the disputed Kashmir region with the aim of limiting Indian military casualties.

Today’s Video

Testing of the Chengdu J-20 earlier this year:

M1126, post-IED
(click to view full)

Under current plans, the 8×8 wheeled Stryker armored vehicle will be the future backbone of 8 US Army and 1 National Guard medium armored brigades. The 5th Stryker Brigade from Fort Lewis, WA was the first Stryker unit sent to Afghanistan, deployed in the summer of 2009 as part of a troop level increase. The brigade was equipped with 350 Stryker vehicles. In the first few months of deployment, they lost 21 soldiers, with 40 more wounded, to IED land mines. The losses prompted the Army to examine modifications to their Stryker vehicles, in order to make them more resistant to land mines.

One result is the Stryker hull redesign, creating the v-hulled Stryker DVH. The US Army is now on pace to order 2 brigades worth, as it moves toward the end of Stryker armored vehicle production.

Strykers, Struck: The Afghan Experience & Response Struck Stryker
(click to view larger)

The Strykers have come under criticism for their performance in Afghanistan since the first Stryker brigade was deployed there in the summer of 2009. The Stryker vehicles have been faulted for their lack of maneuverability on rough terrain, a problem that Canada’s similar LAV-IIIs have also experienced.

That creates an associated vulnerability to IED land mines planted in the road. In June 2009, the 5th Stryker Brigade, 2nd Infantry Division deployed to Kandahar province. It had 37 troops killed in action and 238 wounded over its year-long deployment, and their flat-bottom Strykers were diverted part-way through into road guard missions, away from intense combat. Their replacement, the 2nd Stryker Cavalry Regiment, continued the “freedom of movement” missions, and had suffered 14 KIA, 5 noncombat KIA, and more than 100 wounded, as of May 2011. Stars and Stripes reports:

“In one incident in August [2010], a 1st Squadron flat-bottomed Stryker was struck by a massive bomb hidden in a highway culvert in Kandahar province. The blast peeled away the armor protecting its engine like the skin of an orange, snapped off a wheel at the axel and mangled the metal cage that was designed to protect troops from rocket-propelled grenades.

[Pfc. Dustyn Applegate]… doesn’t rate the Stryker as a good vehicle for the sort of counter-IED mission that his unit was engaged in… “That’s the bad thing about the Stryker,” he said. “It has a flat bottom, so when the blast happens, it just blows up instead of up and out like with an MRAP. There is no safe place on the Stryker.”

On the other hand, “M1126 Strykers in Combat: Experiences & Lessons” detailed surprisingly positive reviews of the wheeled APCs’ performance in Iraq. There, they made good use of roads, and their relative silence compared to tracked vehicles was an asset in urban warfare. If the Stryker is not the vehicle for all situations, it has at least proven to be very useful under defined circumstances.

Any campaign that includes the mission of securing key roads, which is to say any mission that depends on economic progress and trade growth, will find Strykers very useful – so long as they remain survivable.

Deflecting Danger: The Strykker DVH Effort V-Hull at work:
Cougar MRAP
(click to view full)

Hence the Stryker double-v hull design, which channels blast force away from the vehicle and its occupants. The US Army has announced contracts to produce 742 Stryker DVH vehicles, as retrofits and as new production vehicles. That’s the full extent of the current plan, which was a major step beyond the program’s initial plan of 450 Stryker DVHs.

The modified M1126 Stryker ICVV/DVH infantry carrier is the base variant for 7 additional configurations, which will be employed as part of coherent v-hulled Stryker Brigade Combat Teams: M1129 DVH Mortar Carrier, M1130 DVH Command Vehicle, M1131 DVH Fire Support Vehicle, M1132 DVH Engineer Squad Vehicle, M1133 DVH Medical Evacuation Vehicle, M1134 DVH Anti-Tank Guided Missile Vehicle, and the Infantry Carrier Vehicle DVH-Scout (ICVV-S). The ICVV-S is a new configuration that allows internal stowage of the Long Range Advance Scout (LRAS) surveillance system, which is mounted externally on the standard M1127 Reconnaissance Vehicle.

The Stryker DVH program retains a connection with overall Stryker modernization efforts. In a sense, it just prioritized one element of that plan for faster fielding, and made them the front-line vehicles for an SBCT in-theater. That will rise to 2 SBCTs by the end of 2012. After that, the Army says that:

“Once the Army decides on the appropriate future force structure, fleet mix and overall number of combat vehicles, the quantity of DVH Strykers and variants of Strykers will be finalized.”

America isn’t the only one upgrading its LAV-IIIs. Blast-protection efforts are underway for Australia’s ASLAVs, and in Canada via the near-term LAV LORIT program, and their longer-term LAV-III upgrade to the same base vehicle.

To date, however, the Stryker Double-V Hull remains unique to the USA.

Left Behind

Stryker M1128, Iraq
(click to view full)

Some Stryker typers won’t be getting the DVH treatment. The US Army does not plan to purchase Stryker DVH versions of the M1127 Reconnaissance vehicle (which does have an ICVV-S DVH counterpart), M1128 MGS assault gun, or the M1135 Nuclear, Biological, Chemical Reconnaissance Vehicle. Once the DVH vehicles are done, and the last set of M1135s are ordered and produced, overall Stryker production will end.

During the December 2010 Stryker DVH Configuration Steering Board, the Army decided not to pursue full-rate production for the standard M1128 Stryker Mobile Gun System, either. While the M1128’s 105mm gun offers potent firepower, the type already has significant weight and protection issues that haven’t been resolved. The Army decided that neither continued production nor DVH made sense for this type, unless the Stryker Modernization program gave the vehicle more base heft and power.

That seems less and less likely. According to US Army spokesperson Lt. Col. Peggy Kageleiry:

“Stryker Modernization has been replaced with a reduced-scope Engineering Change Proposal (ECP). The scope of the ECP for Stryker upgrades is still to be determined, but the following will be considered: buy-back Space, Weight, Power, and Cooling (SWaP-C) deficiencies, improve mobility and protection, and provide ability to accept future network and protection upgrades.”

Contracts & Key Events M1126 DVH Exchange
(click to view full)

Under the contracts, the GM General Dynamics Land Systems Defense Group partnership in Sterling Heights, MI will provide design and integration engineering services, test articles/prototypes, and procurement of materials, including long-lead materials, to support the modified hull design with related integrated system changes. The US Army says the contract objectives are an integrated solution that will provide improved protection levels to support operations in Afghanistan.

The Army’s Tank-automotive and Armaments Command (TACOM) in Warren, MI manages these contracts.

FY 2017

M1126 DVH
(click to view full)

November 1/16: The first upgunned Stryker infantry carrier vehicle has been returned to the US Army. Designated as the Stryker Dragoon, the vehicle comes armed with a more lethal 30mm cannon and will be fielded with the Germany-based 2nd Cavalry Regiment in May 2018. Other new aspects of the upgrade include an integrated Kongsberg MCT-30mm Weapon System with a remotely-operated, unmanned turret; a new, fully-integrated commander’s station; and upgraded driveline component and hull modifications. Full rate production will commence following an abbreviated test phase in Spring 2017.

FY 2016

May 9/16: The US Army has awarded General Dynamic Land Systems a $329 million contract for the production, logistics product development, and test support for the Stryker Infantry Carrier Vehicle (ICV) 30mm lethality upgrade. Upgrading the lethality and durability of the Army’s Strykers has become a recent priority for the service as the Pentagon looks to increase the vehicle’s operational capabilities. General Dynamic’s work on the project is expected to run until January 15, 2021.

March 4/16: An industry wide search is to be carried out by the US Army to seek increased capabilities for its Stryker units. The Army will look at different sensors, better ways to integrate capabilities, and ways to make vehicles more survivable. This will go beyond the current efforts to upgun the armored vehicle by adding 30mm cannons or Javelin missiles, and to add Double-V Hulls for extra durability. The new and improved vehicles are expected to reach operational capability by early 2018.

February 15/16: The US Army plans to upgun their 8×8 Stryker armored vehicles. The vehicles will be fitted with a 30mm automatic cannon, that comes with air-burst shells, for use in air defense activities. The gun would allow the vehicles to act as a mobile anti-aircraft gun, as the Army looks to increase capabilities of existing systems, while funds for any major programs are non-existent. The upgunning with the 30mm cannon was initially intended to destroy light-armored vehicles such as the Russian BMP, with the inclusion of the air-burst shells allowing for greater capabilities.

November 6/15: Lithuania has requested 84 Stryker Infantry Combat Vehicles from the US, with the State Department approving the potential Foreign Military Sale. The request also includes 30mm cannons – recently approved as an upgrade for some US Strykers stationed in Europe – and Remote Weapons Stations, as well as machine guns, communications systems and auxiliary equipment. The potential deal is estimated to value $599 million, with 30 US government or contractor personnel required to travel to Lithuania to help implement the introduction and sustainment of the Strykers.

October 6/15: The Army’s Stryker vehicles will benefit from a $411 million upgrade program for the vehicles’ main armament, with the 2016 NDAA bill including $314 million for modification work to the fleet to up-gun their 12.7mm cannons to 30mm guns. The remaining $97 million is earmarked for R&D, with the House and Senate Armed Service Committees criticizing the Army for an increasingly unacceptable per-vehicle cost to upgrade the Stryker fleet. A response to fears that the Strykers would be out-gunned by would-be Russian adversaries in Europe, the Army was given a provisional thumbs-up for the upgrade work in April, with the Hill stipulating that the upgrades will be limited to the Army’s European-deployed Strykers rather than form a fleet-wide upgrade program.

FY 2013 – 2015

May 5/15: The Army’s European-deployed Stryker mobile guns have been given a provisional thumbs-up for more powerful weapon systems. The current 12.7mm machine guns will be upgraded to 30mm autocannons, with the “high priority need” a reflection of the 2nd Cavalry Regiment’s requirement for increased lethality, according to a memo obtained by Breaking Defense earlier this month.

Jan 12/14: Good news, bad news. The good news: the Army wants to convert all 9 of its standard Stryker Brigades to the DVH configuration, using the DVH Exchange option.

The bad news is what you’d expect: no funding beyond the first 2 brigades they’ve already done, and the 3rd they hope to finish by 2016 (q.v. Sept 10/13). Which means GDLS Canada’s LAV-III/ Stryker manufacturing equipment will have to be placed in layaway mode for a future production line restart, to be triggered by either future US Army orders or foreign sales. Either way, however, a line restart always costs extra. Sources: Defense News, “US Plans Radical Upgrade of Stryker Brigades”.

Sept 10/13: 3rd brigade. The Project Manager for the Stryker Brigade Combat Team received the approval from the Army Acquisition Executive to begin buying a 3rd brigade of Stryker DVH vehicles to switch with an existing brigade. The initial 66 vehicle conversions of an eventual 337 have been awarded via a $118 million contract to GDLS. Deliveries will begin in July 2014, and the initial 66 will be complete by February 2015.

As of this order, the DVH Exchange pilot program had wrapped up in April 2013 after delivering 52 vehicles on time and under budget. Remaining brigade orders will be based on the availability of funding, using an incremental approach over FY 2014-2016. Sources: US Army, “Army gives green light for procurement of 3rd Stryker Double-V Hull brigade” | GD, “General Dynamics Awarded $118 Million for Stryker Double-V Hull Vehicles” | Yellowhammer News, “80 Anniston Army Depot jobs preserved with DVH Stryker announcement”.

Orders for 3rd brigade begin

Oct 15/12: DVH Exchange. The US Army announces that they’ve completed the 1st vehicle in their Stryker DVH exchange program. The exchange involves taking a standard Stryker variant, reusing common parts, refurbishing them, and inserting the parts into a vehicle on the DVH production line.

The Army is documenting the teardown and reuse process, in hopes of having clearer figures if the Army decides that it wants more Stryker DVHs later on. Obviously, they’re hoping to find out that this saves money, by using a lot of the old parts. Once they’ve had a chance to try and make this process more efficient, then cost it, they’ll be in position to present a case. US Army.

FY 2012

M1126 DVHs, Afghanistan
(click to view full)

March 4/12: Plans. The US Army clarifies its plans for the Stryker DVH: 760 total, to be delivered by the end of 2012, equipping 2 Brigade Combat Teams. When queried, however, Lt. Col. Peggy Kageleiry said that:

“…the Army has a current procurement target of 742 Double-V Hull (DVH) Stryker vehicles… which will be completed by December 2012. Procurement of 158 NBCRVs which are on contract in FY12 & FY13, will complete the current planned Stryker vehicle purchase. Once the Army decides on the appropriate future force structure, fleet mix and overall number of combat vehicles, the quantity of DVH Strykers and variants of Strykers will be finalized.”

With respect to performance in-theater, Lt. Gen. Bill Phillips, principal military deputy to the assistant secretary of the Army for Acquisition, Logistics and Technology, says there have been about 40 land mine incidents for the DVH. In 38 of those incidents, all soldiers walked away with just minor injuries. In his words: “That vehicle has performed beyond our expectations.”

Jan 18/12: Industrial. GDLS’ newly-acquired Force Protection manufacturing facility in Ladson, SC, will be doing work on another v-hulled vehicle. About $10 million in new work is moving there, to install additional combat-related communication and protection equipment on 292 Stryker DVH (Double-V Hull) 8×8 wheeled APCs, which are getting ready to deploy to Afghanistan.

The new work begins in March 2012, and will occupy about 45 jobs until about February 2013. Force Protection.

Jan 17/12: DOT&E Report. The US Defense Department’s Director of Operational Test and Evaluation issues his FY 2011 Annual Report, which includes the Stryker DVH program. The program get good reviews, based on tests. The modified Strykers retained the same basic mobility, proved their performance against land mines, and actually had better reliability than their flat-hulled counterparts. They were rated both operationally effective for performance, and operationally suitable for reliability.

Quibbles were minor, involving data collection for the M1126 ICVV’s operational assessment, and problems with the Stryker DVH driver’s compartment being too small for larger Soldiers. The Army is planning a driver’s compartment redesign, and will continue to test the other 7 DVH variants through Q3 2012. In the nearer term, February 2012 is expected to see the end of Styker ICVV-Scout operational testing, and M1129 Mortar Carrier Vehicle DVH developmental and operational testing, at Yuma Proving Ground in Arizona.

Oct 25/11: +177. General Dynamics Land Systems announces a $367 million order for another 177 Stryker double-V hull (DVH) wheeled APCs, raising the US Army’s buy to 2 full Stryker DVH Brigade Combat Teams. Work on Stryker DVH vehicles is performed in Anniston, AL and Lima, OH, as well as the main production facility in London, ON, Canada (W56HZV-07-D-M112, #0266, Mod.1).

The firm says that over 320 double-V-hulled Stryker vehicles have been produced so far, under a contract awarded in July 2010 for 450 double-V-hull vehicles. Deliveries will be complete by July 2013. DID checked with GDLS, and confirmed that this order brings the total number of ordered Stryker DVH vehicles to 742.

Oct 5/11: +115. General Dynamics Land Systems announces a $243 million contract to produce and deliver another 115 Stryker DVHs. General Dynamics will also provide production sustainment support and obsolescence management services. Work will be performed in Anniston, AL, London, ON, Canada, and Lima, OH. Deliveries will be complete by September 2012 (W56HZV-07-D-M112, #0266).

The firm says that about 300 double-V-hulled Strykers have been delivered so far, under a contract awarded in July 2010, with initial deliveries rolling out in May 2011. This order begins to go beyond the program’s original goal of 450. GDLS.

FY 2011

M1126, Mosul – no DVH
(click to view full)

June 1/11: A $40 million cost-plus-fixed-fee contract modification “for Stryker double-V hull development and delivery of prototype vehicles.”

Work will be performed in Sterling Heights, MI, and London, Ontario, Canada, with an estimated completion date of July 30/12. One bid was solicited, with one bid received (W56HZV-07-D-M112).

May 20/11: Deployment. Stars & Stripes relays the US Army’s statement re: Afghan deployments of the Stryker DVH, and also details combat statistics and criticisms related to the Stryker’s deployments in Afghanistan.

May 9/11: Deployment. US Army:

“In the coming weeks, Soldiers in Afghanistan will begin to see 150 new Strykers with a double-V hull, or DVH… The Stryker DVH, with enhanced armor, wider tires and blast-attenuating seats, went from conception to production in less than one year… “The rapid turnaround of the DVH is responsiveness at its best,” Col. Robert Schumitz, Stryker Brigade Combat Team Project Management Office, project manager, said… Engineers at General Dynamics Land Systems conceived of the double-V-hull design and tested it at Yuma Proving Ground, Ariz., Aberdeen Proving Ground, Md., and the Army’s National Training Center at Fort Irwin, Calif… There are 140 Stryker DVH’s already in the Army supply chain, and plans are to field a total of 450 vehicles.”

April 12/11: +404. A pair of contracts worth $49.5 million revise earlier orders for 404 vehicles. The wording is confusing, but GDLS clarifies that: “The dod announcements are not new vehicles or contracts” – designating them as limit increases to existing contracts.

A $37.2 million firm-fixed-price contract revises the not-to-exceed amount and obligated amount for Double-V hull production cut-in to 178 Stryker vehicles. Work will be performed at London, Ontario, Canada, and Anniston, AL, with an estimated completion date of Feb 29/12. One bid was solicited and one received (W56HZV-07-D-M112).

A $12.3 million firm-fixed-price contract revises the not-to-exceed amount and obligated amount for Double-V hull production cut-in to 226 Stryker vehicles. Work will be performed at London, Ontario, Canada, and Anniston, AL, with an estimated completion date of Feb 29/12. One bid was solicited and one received (W56HZV-07-D-M112).

March 3/11: +15. GM GDLS Defense Group, LLC in Sterling Heights, MI receives an $18.7 million cost-plus-fixed-fee contract that will “provide for support for 19 Stryker flat-bottom vehicles and 15 Stryker double-V hull vehicles.” Work will be performed in Sterling Heights, MI, with an estimated completion date of Feb 29/12. One bid was solicited with one bid received (W56HZV-07-D-M112).

Dec 3/10: Support. A $91.9 million cost-plus-fixed-fee/firm-fixed-price contract, for service to support performance specification changes to the Stryker vehicle. These changes will design and buy “necessary components to support the Stryker mine protection kit” for vehicles in the Afghan theater.

Work will be performed in Sterling Heights, MI (5%), and London, Canada (95%), with an estimated completion date of Dec 31/10. One bid was solicited with one bid received (W56HZV-07-D-M112).

Oct 27/10: +46. A $8.3 million firm-fixed-price contract cuts the modified double-v hull design into another 46 Stryker vehicles on the production line. Note that cut-in contracts pay for making the changes and for the new materials, not for the entire Stryker.

Work will be performed in London, Canada (50%), and Anniston, AL (50%), with an estimated completion date of Feb 29/12. One bid was solicited with one bid received (W56HZV-07-D-M112, #0256). This order brings the total to the program’s goal of 450 vehicles.

Oct 13/10: +45. A $9.5 million firm-fixed-price contract to cut the modified double-V hull design into the production of another 45 Stryker vehicles. Work is to be performed in London, Ontario, Canada (50%), and Anniston, AL (50%), with an estimated completion date of February 2012. One bid was solicited with one bid received (W56HZV-07-D-M112).

FY 2010

M1129 MC – no DVH
(click to view full)

Aug 10/10: Renovations may be more difficult than they first appear. A $20 million firm-fixed-price contract adds the modified hull design (double-V hull), into an additional 78 new-build vehicles, raising the total to 359. It also revises the obligated amount for the previous 281 vehicles (vid. July 9/10). Work is to be performed in London, Ontario, Canada (50%), and Anniston, AL (50%), with an estimated completion date of Feb 22/12. One bid was solicited with one bid received (W56HZV-07-D-M112). See also GD release.

Aug 6/10: A $9.8 million firm-fixed-price contract revises the obligated amount for the production cut-in of the revised Stryker performance and hull design into 281 new-build vehicles (vid. July 9/10). Work is to be performed in Sterling Heights, MI (30%), and London, Canada (70%), with an estimated completion date of Feb 16/12. One bid was solicited with one bid received (W56HZV-07-D-M112).

July 9/10: A $30.1 million firm-fixed-price contract directs production cut-in of the revised Stryker performance specifications, which incorporates a modified double-V hull design, into 281 vehicles. The new vehicles will be sent to Afghanistan. Work will be performed in London, Canada (70%), and Sterling Heights, MI (30%). Deliveries will begin in January 2011 to allow vehicles to be available for use by the Stryker brigade that will rotate into Afghanistan in 2011, and will be completed by February 2012. (W56HZV-07-D-M112). See also GDLS release.

June 1/10: The GM GDLS Defense Group, LLC in Sterling Heights, MI recently received a $29.1 million cost-plus-fixed-fee contract buys 14 Stryker Double-V Hull prototype vehicles for government ballistic, performance/durability, and logistics testing and demonstration.

Work is to be performed in Sterling Heights, MI (41%); and London, ON, Canada (59%), with an estimated completion date of Nov 30/11. One bid was solicited, with one bid received by TACOM, CCTA-AI in Warren, MI (W56HZV-07-D-M112).

April 9/10: A $58.3 million cost-plus-fixed-fee contract for a modified hull design for the US Army’s Stryker vehicles to improve performance and survivability in Afghanistan. Work is to be performed in Sterling Heights, MI (41%), and London, Ontario, Canada (59%), with an estimated completion date of Nov 30/11 (W56HZV-07-D-M112).

March 11/2010: During US Senate testimony in early 2010, Gen. George Casey said that the US Army was planning to modify the Stryker vehicle with a double V-shaped hull designed to deflect land mine blasts from below.

The Stryker M1135 NBC (Nuclear, Biological, Chemical) reconnaissance and M1128 MGS assault gun variants would reportedly not be modified under the current plan. That could create field issues, since the M1128 is meant to act as firepower support in Stryker brigades.

Additional Readings

• General Dynamics Land Systems – Stryker ICV, DVH

• US Army – Army plans major Stryker upgrades. Outlines the next steps beyond the DVH program. A number of DVH vehicles will probably receive these retrofits as well.

• DID – Stryker DVH Armored Vehicles for Colombia. The country ordered 24 LAV-III DVHs in January 2012.

Americas

• As with last quarter, higher than expected sales of Paveway laser- and GPS-guided smart bombs and air-to-air missiles have contributed to Raytheon reporting a 4.3 percent rise in quarterly revenue. Raytheon’s missile systems unit increased 9.4 percent to $1.80 billion in the third quarter while their airborne systems business also jumped 10 percent to $1.59 billion. The announcement, however, didn’t save the company from taking a greater than 3 percent drop in shares in early trading on Thursday as a broad sell-off in defense stocks was caused by some companies in the sector missing revenue targets.

• Northrop Grumman recorded a rise in quarterly profits, announcing a 16.7 percent rise with shares hitting an all-time high of $229.45 and were still up 3.9 percent at $228.10 in afternoon trading on Thursday. The company now expects full-year sales of $23.9 billion to $24.1 billion, up from $23.5 billion to $24.0 billion. Increased business from their participation in the F-35 program, autonomous systems and increased buying in top-secret programs all contributed to the rise. Both Northrop and Raytheon’s better than expected accounts follow that of Lockheed Martin earlier in the week.

• Negotiations over low-rate initial production (LRIP) lots 9 and 10 of the F-35 Joint Strike Fighter look close to conclusion following the completion of supplier discussions between Northrop Grumman and lead contractor Lockheed Martin. The talks indicate that Lockheed may soon wrap-up its 15-month talks with the Joint Program Office (JPO). But both the JPO and Lockheed have said that negotiations were still ongoing and gave no comment as to when they would come to an end.

Middle East & North Africa

• It’s been reported that the US military is using bases in Tunisia to conduct surveillance drone operations against Islamic State militants in Libya with unarmed MQ-9 Reaper UAVs. However Tunisian sources have denied that the drones have been in Libyan airspace and instead are being used for training Tunisian forces and protecting the country’s borders. Following attacks by jihadists in a popular vacation destination in 2015, Washington has given more than $250 million in security assistance to Tunisia while the UK has provided personnel to train Tunisian forces.

Europe

• Engineers from Russia’s Elektropribor design bureau, specialists in aviation technology, are developing a new carrier-killing torpedo to replace the high-speed Shkval. As with its predecessor, little information is known about the new weapon dubbed Khishchnik, or Predator, however those working on the project are looking to improve on the capabilities found in Shkval by utilizing the similarities in torpedo engines and their airborne equivalents. With Shkval nearly three times the speed of a standard torpedo, an improved Khishchnik could potentially leave enemy vessels defenseless from being hit.

• Unlike some of their American counterparts, Airbus posted lower than expected third-quarter profits, attributed to drops in their commercial jet liner and helicopter business. Quarterly operating profit before one-off items fell 21 percent to $796 million while revenue fell 1 percent to 13.95 billion euros. Additional headaches for the defense group followed when the UK government continued their ban on Super Puma oil industry flights just weeks after European safety regulators cleared the helicopter to fly again.

• The A-100LL flying laboratory has made its maiden flight. Based on the A-50, the aircraft will form the basis for the the A-100 AEW&C platform and when introduced into service will replace the A-50 and A-50U. The test-bed will be used for ground and flight tests of various system elements, including electromagnetic compatibility and information exchange protocols.

Asia Pacific

• A Request for Information (RFI) has been issued by the Indian government for the provision of 200 sets of self-protection systems for their fleet of Mi-17V-5 helicopters. The self-protection suites will protect Indian helicopters against radar controlled weapons and IR seeking missiles while fighting against militants in the dense forest terrain found in areas such as Kashmir. Each system contains a Radar Warning Receiver (RWR), Missile Approach Warning System (MAWS) and Counter Measure Dispensing System (CMDS); while fifteen helicopters will receive an additional Laser Warning Receiver (LWR) and Directed Infrared Counter Measure system.

Today’s Video

Russian warships passing the English Channel (while watched by the Royal Navy):

Indian Mi-17s
(click to view full)

In October 2006, the Indo-Asian News Service reported that the Indian Air Force will buy 80 medium lift multi-role Mi-17 1V helicopters from Russia. India’s Chief of Air Staff Marshal S.P. Tyagi reportedly told the news agency that the contractual detail would be finalized within a few months, that Russia will start delivering the helicopters in 2007, and that deliveries would finish within a year. MosNews estimated the deal’s value at approximately $662 million, with the exact value depending on ancillary equipment like avionics.

The deal is the result of a dance over time involving both Sikorsky and India’s HAL, and the Mi-17 1V incorporates a few changes to the well-known Mi-17 already in service with India. Of course, “a couple of months” in Indian procurement time turns out to be over 2 years – and in a now-familiar scenario, Russia ended up asking for about double the originally agreed deal terms. Nevertheless, a deal is now done.

Maneuvering for Position: Offers and Types Indian Mi-17
(click to view full)

July 2006 reports had characterized the sale as conditional on Russia buying 20 of India’s Dhruv light helicopers, but this has not mentioned since and appears to have been dropped. Sikorsky had also bid on the contract, but the IAF reportedly believed the Mi-17’s commonality with the existing fleet made it a batter choice.

According to Aeronautics.ru, the Mi-17-1V Helicopter is manufactured in the following versions: combat; assault (carrying about 30 airborne troops); ambulance (with medical equipment and 12 stretchers); and transport (airlifting up to 4,000 kg in the cargo cabin and up to 4,000 kg on external sling). Its two TV3-117BM Turboshaft Engines are rated at 1,900 hp each, giving this variant greater service/hovering ceiling, improved performance in “hot and high” conditions, and better load capacity. An enlarged rear door with a loading ramp substitutes for the older clamshell doors, making it quicker and easier to load and unload troops and supplies. The avionics set includes radio and flight navigation equipment used to fly the helicopter under day, night, and adverse weather conditions, and de-icing equipment.

The Mi-17v5 differs from the Mi-171V in having a protruding ‘dolphin’ nose rather than the glassed-in round noses other Indian Mi-17s possess, more powerful 2,200hp TV3-117VM engines with new auxiliary power unit, and an extra port door on the starboard side. It shares the rear fuselage ramp that distinguishes both of these models from earlier Mi-17 versions. The improved Mi-17v7 variant reportedly features the 2,400hp VK-2500 engine with a digital FADEC for full performance in hot and high conditions. This would seem to make it more suitable for India – but media reports indicate that the order is for 80 Mi-17v5s

These characteristics are especially important on India’s mountainous northern and northeastern borders. India already operates both the Mi-17 and the improved 1V as the Pratap, and StrategyPage notes that the country has about 150 Mi-17 and Mi-8 helicopters in service. IAF Mi-17s were used in the Nov 29/08 commando assault over Nariman House, which killed some of the terrorists conducting their massacre in Mumbai.

The Mi-17 is popular far beyond India, and the type’s consistent string of wins indicate that Russia may have a strong commercial winner on its hands. The American UH-60 is more expensive than the Mi-17, and lacks the tactical flexibility of its rear ramp option. The European NH90 is more expensive still, and offers greater capabilities including a rear ramp and better lift – but suffers from serious delivery and availability problems. The Mi-17, in contrast, offers comparable performance for less, no political restrictions on its use, greater integrated armament capabilities than its competitors, optional versions that include western engines and avionics, and availability that has remained good thus far. While international competition can also be expected from Eurocopter’s Puma family, the Mi-17 is poised to remain a strong export success.

Doing the Deal: Updates and Key Events Indian Mi-17 1V
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The problem for India’s MoD was that Russia had most of the negotiating leverage. The competing European NH90 medium helicopter is still badly backlogged on the production lines, as is the American CH-47 Chinook heavy-lift helicopter that has become so popular in Afghanistan’s “hot and high” conditions. The European medium-heavy EH-101 is in better shape than the NH90, but its still backlogged to the point that Britain bought Denmark’s fleet to upgrade its front-line capacity, rather than waiting for delivery from the factory. That leaves Russia’s Mi-17, which has abundant international orders and does not depend on India; or adoption of the American S-70 Black Hawk, with its corresponding removal of key features and questionable “hot and high” performance; or possibly Eurocopter’s EC532/EC725 Cougar.

Inducting either the S-70 Black Hawk or Eurocopter Cougar into service would come with an additional cost of its own, since the helicopters would lack commonality with India’s existing 12 squadrons of Mi-8s and Mi-17s. These helicopters are already significantly more expensive than the Mi-17; Brazil will pay over $1 billion to buy 50 Eurocopter Cougars, and based on recent orders the simple fly-away cost of 80 UH-60M Black Hawks would hover near $1 billion. Additional training, maintenance tooling, spare parts inventory, and related factors add an expected 30-40% to a new helicopter type’s procurement cost. Which means that available alternatives remained significantly more expensive, even when compared to a Russian deal that had doubled in price.

October 28/16: A Request for Information (RFI) has been issued by the Indian government for the provision of 200 sets of self-protection systems for their fleet of Mi-17V-5 helicopters. The self-protection suites will protect Indian helicopters against radar controlled weapons and IR seeking missiles while fighting against militants in the dense forest terrain found in areas such as Kashmir. Each system contains a Radar Warning Receiver (RWR), Missile Approach Warning System (MAWS) and Counter Measure Dispensing System (CMDS); while fifteen helicopters will receive an additional Laser Warning Receiver (LWR) and Directed Infrared Counter Measure system.

Aug 27/10: RIA Novosti quotes India’s Air Chief Marshal Pradeep Vasant Naik, who says that delivery of their 80 ordered Mi-17s will begin in late 2010, and adds that the Army intends to order another 59 Mi-17s for its fleet.

Dec 5/08: Indian MoD Director General (Acquisitions) Sashi Kant Sharma and Rosoboronexport Director General A P Isaykin reportedly sign a $1.2 billion contract for 80 Mi-17 helicopters, after the officials talks conclude between Prime Minister Manmohan Singh and Russian “President” Medvedev. Times of India report | Zee News.

A Times of India op-ed is less encouraging:

“As far as defence agreements go, the $1.2 billion deal for 80 Mi-17 medium lift utility helicopters was a disappointment. While the new acquisitions will replace obsolete Mi-8s and the substantial offset commitment was a bonus, the Mi-17 is already at the end of its upgrade potential and is being superseded by later models at the top of Russian arms exporters’ lists. More worryingly, no substantial progress was made on the Gorshkov issue… Given that 70 per cent of India’s defence acquisitions are sourced from Russia, these failures are troubling. They raise a larger question of overwhelming dependence on the Russian defence industry. With US, Israeli and EU companies clamouring for a share of the Indian pie, the defence establishment must consider looking seriously at its list of options.”

Dec 4/08: Media reports surface that India’s Cabinet Committee on Security has approved paying $1 billion for 80 Mi-17v5 helicopters. Newstrack india | Zee News.

Nov 29/08: Indian Mi-17 helicopters are used during a successful commando assault against hostage-holding terrorists in Narmian House, during the Mumbai massacre. Black Cat commandos of India’s elite National Security Guard (NSG) carry out the mission. Times of India report | Sify News: “Near-perfect coordination with little political interference paid off”

June 1/08: The Press Trust of India reports that Russia’s state-run Rosoboroexport has hiked the price tag for the Mi-171Vs from $650 million or so agreed in March 2007, to over a billion dollars. This comes on the heels of similar moves by Russia with respect to India’s aircraft carrier deal, and PTI reports that “…the demand for more than fifty per cent price hike has irked the Ministry of Defence.”

May 21/07: An Austrian firm named Rite Approach Ltd. is suing Russian firm Kazan, who made a deal with Rite Approach and then paid the 16% commission on a (previous) deal for 16 Mi-17 helicopters to Russian state firm Rosoboronexport instead. As IBN notes:

“What’s interesting to note here is the fact that payment of undisclosed commissions is banned by India.”

Read “Lawsuit in India Shines a Spotlight on Under-the-Table Practices” for more.

Oct 18/07: Defense News claims that negotiations for India’s recent program were finalized during a defense ministers’ meeting meeting in Russia, and “a senior defense ministry official” claims that contracts will be inked with Rosoboronexport within the next 2 months.

The $310 million worth of upgrades under the reported deal will be carried out on 46 Mi-8, 78 Mi-17 and 48 Mi-171V helicopters to add instrument landing system radars, very high-frequency omni-directional range radars, an advanced weather radar and a digital moving map display. The Mi-17s will also receive Bharat Electronics Tarang 1B radar warning receivers, and missile approach warning systems. Other upgrades are possible, mostly with respect to weaponry, but will be floated as separate tenders if approved.

If the early reports are correct, 2 helicopters of each type will upgraded in Russia, and the rest performed by state-owned HAL under license at a rate of 36 helicopters per year.

The purchase of 80 more medium-lift Mi-171V helicopters will add to the fleet, and will reportedly cost about $140 million and be finalized by the end of 2008.

Americas

• Issues with insulation found inside F-35 fuel tanks has resulted in slower 3rd quarter deliveries of the next-generation fighter, according to manufacturer Lockheed Martin. The comments were made during the release of the company’s third quarter profits, where the shortfall in deliveries was described as “light” this quarter. Fifteen F-35As belonging to the USAF and Norwegian Air Force were grounded in September due to the issue which also affected 42 models still on the production line. Grounded jets are due to return to the skies next month.

• Cobham will develop the aerial refueling kit for the MV-22 Osprey, giving the tilt-rotor aircraft the ability to refuel other aircraft while in flight. Work will commence on modifying their FR300 Hose Drum Unit into a roll-on/roll-off palletized kit for the aircraft and delivery to the US military will start in 2018. Known as the V-22 Aerial Refueling System (VARS), the modified MV-22s will give the USMC the ability to refuel their F-35B Lightning II and F/A-18 Hornet jets.

• While heavily redacted, the US Government Accountability Office (GAO) has published a 52-page ruling on Boeing’s protest of the B-21 competition won by Northrop Grumman. Quoting “significantly lower proposed prices” for initial production, the agency found Boeing would be hard-pressed to match Northrop’s bid to work on the $80 billion stealth-bomber program. Boeing has slammed the GAO’s analysis as flawed.

• BAE has received a maximum value $600 million deal to provide Advanced Precision Kill Weapon System (APKWS) laser-guided munitions. Aimed at speeding the delivery of the rockets to the US military and its allies, the contract involves a three-year, indefinite delivery/indefinite quantity contract with an initial award of more than $130 million. Export customers of the APKWS include Jordan, Iraq, and Lebanon.

Middle East & North Africa

• Approval has been given by the US State Department to support UAE participation in military exercises. Valued at an estimated $75 million, the deal would support UAE participation in military exercises, aerial refueling, airlift and ferry support, training aids, devices and munitions, technical and logistics support services and other related support functions. The State Department said the sale would improve the country’s ability to use its fighter jets in a coalition setting, adding to its ability to partner in the ongoing campaign against the Islamic State and al-Qaida terror groups.

Africa

• Nigeria is moving ahead with its acquisition of the Super Mushshak trainer aircraft having signed an agreement with Pakistan Aeronautical Complex (PAC) last week. Ten trainers valued at $10.2 million have been allocated by the government’s 2016 budget and the deal will include technical support as well as training of personnel in Nigeria. Having already sold the Super Mushshak to Saudi Arabia, Oman, and Iran and with deals in the pipeline with the Qatari and the Turkish Air Forces, PAC is also targeting several other African nations to add to its sales tally.

Europe

• Airbus will seek compensation from Poland following the government’s shooting down of the previous administration’s 50-unit order for H225M multirole helicopters. Following four years of work on the tender, the company’s chief financial officer Harald Wilhelm said the group “had spent years trusting that it was in a fair competition” and that it would now “seek remedies” from Warsaw. Wilhelm added that the deal “would have committed us to build a competitive aerospace industry in Poland.”

Asia Pacific

• The Philippines have signed an agreement with Japan to lease five Beechcraft TC-90 light reconnaissance aircraft for operation in humanitarian and maritime patrol missions. Cost of the aircraft will be $7,000 each for four, while another will cost $2,000 to lease per annum. The aircraft will increase the capabilities and range currently available to the PAF while giving them a more cost-effective and easier to use Maritime Patrol Aircraft (MPA) than the more complicated P-3C.

Today’s Video

V-22 Aerial refueling Proof of Concept:

Americas

• With the tensions between Raytheon and Leonardo-Finmeccanica on their collaboration on the USAF T-X trainer competition seemingly resolved, Raytheon has announced that if the T-100 is selected, work will be carried out in Meridian, Mississippi. In order to facilitate the work, Raytheon proposes to build a final assembly and checkout facility (FACO) in Meridian to complete construction of the trainers. While it remains to be seen how much of the trainer’s construction and assembly will be carried out in the US, a company spokesperson said that at least 70 percent of the T-100 training system — including ground-based systems —will be built in the US.

• With thanks to the sales of Sikorsky helicopters, Lockheed Martin announced a quarterly profit that pushed total revenue up 14.8 percent for the fiscal year. The company also raised their adjusted profit and sales outlook for the year. The aeronautics division saw an increase of 6.8 percent due to higher net sales of approximately $300 million for the F-35 Joint Strike Fighter program due to increased volume on aircraft production and sustainment activities.

• In an effort to close the book on a number of graft scandals, Embraer has reached an agreement with US and Brazilian authorities to settle a six-year corruption investigation, agreeing to pay $205.5 million for the privilege. Investigations into defense and commercial aircraft deals between 2007 and 2011 with Saudi Arabia, India, the Dominican Republic, and Mozambique alleged that Embraer had made more than $83 million in profits from foreign contracts involving $11.7 million in bribes and other payments concealed through false accounting. Anti-graft measures by the company in recent years include replacement of senior management, reinforcement of compliance efforts and the curtailed use of third-party sales representatives, who drew suspicion in deals under review.

Middle East & North Africa

• Pakistan’s Defense Ministry has announced a number of “massive” defense deals in the pipeline with the Turkish government. One deal involves Ankara purchasing a significant number of Super Mushshak basic trainers while Turkey’s STM will upgrade three Agosta 90B submarines, originally designed by French firm DCNS, to Pakistan’s Navy. The deals represent a continuation in the growth of defense ties between the two governments with analysts believing that in time, Turkey could overtake China as the number one supplier of advanced military technology to Pakistan.

Europe

• Images of Russia’s newest and largest intercontinental ballistic missile ever developed have emerged for the first time. Currently undergoing development at the Makeyev Rocket Design Bureau, the RS-28 Sarmat is set to replace the RS-36, a family of ICBMs and space launch vehicles that entered service in the 1970s and 1980s. The missile is expected to carry up to 10 heavy warheads, or 16 lighter ones, or a combination of warheads and countermeasures to overwhelm enemy missile defenses.

• The UK RAF has commenced an operational evaluation of upgrades to their Eurofighter Typhoon, giving it the ground-attack capabilities of their Panavia Tornado GR4 fleet. Enhancements include additional human-machine interface integration and increased air-to-surface targeting capabilities for in-service tranche 2 aircraft, which will contribute to its future role. Munitions to be eventually integrated include MBDA’s Meteor beyond-visual-range air-to-air and Brimstone 2 air-to-surface missiles as well as the Storm Shadow stand-off air-to-surface missiles. The RAF plans to have the Typhoon take over from the Tornado by the end of 2018.

Asia Pacific

• Integration work is being carried out on India’s Light Combat helicopter (LCH) to facilitate anti-tank guided missiles. Manufacturer Hindustan Aeronautics Limited (HAL) is conducting the work following the successful high altitude trials of the helicopter in the mountainous Kashmir region. HAL has also commenced limited series production and intends to manufacture five LCH helicopters, confident that definite orders will come through.

• Hyundai Heavy Industries will build two frigates for the Philippine Navy under a contract with the country’s Department of National Defense. Designed to be a smaller light combatant and successor to the Incheon-class frigate currently in service with South Korea, the vessels will be 107 meters long, have a maximum speed of 25 knots and a range of 4,500 nautical miles at a cruising speed of 15 knots. Weaponry will include missiles, torpedoes and guns with sensors controlled by the latest combat management system.

Today’s Video

Testing of the Towed Airborne Lift of Naval Systems (TALONS) on DARPA’s Anti-Submarine Warfare (ASW) Continuous Trail Unmanned Vessel (ACTUV) :

Tornado GR4
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With the retirement of the RAF’s Jaguar fleet, the core of Britain’s land-based tactical air fleet rests in a pair of multinational European fighters. The new Eurofighter Typhoon is one of the top 3 air superiority fighters in the world, and enhancements are finally beginning to give it some precision strike capability. The mainstay of the existing fleet is made up of the British-Italian-German Panavia consortium’s Tornado aircraft, in both F3 air defense and GR4 low-level precision strike configurations.

The F3s are being pushed aside by the Eurofighters, but the GR4s were expected to remain in place until 2025. A 2007 effort added LITENING surveillance and targeting pods, to improve the aircraft’s close air support capabilities on the front lines of Iraq and Afghanistan. Now a GBP 253 million (about $496 million) “Capability Upgrade Strategy (Pilot)” program seeks to take the next steps, and is intermeshed with the Tornado fleet’s successful ATTAC fixed-price through-life maintenance program…

Tornado GR4
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Under the CUS (P) program, BAE will design, development, integration and embodiment of an upgraded Secure Communications System and the introduction of a Tactical Data Link Capability onto the Tornado GR4 fleet, along with the integration of the Paveway IV laser/GPS guided bomb.

The program will deliver the upgrade in 2 stages.

Tornado CUS (P) Capability A will incorporate the secure communications upgrade, and integrate the troubled Paveway IV bomb that was recently the target of an effective short-term fix. The Paveway II+ bombs are already operating in Afghanistan. The improved secure communications will allow pilots to talk securely to air controllers on the ground, E-3 AWACS and R1 ASTOR surveillance aircraft, and other combat aircraft on the same operation.

The Tornado CUS (P) Capability B release will provide the Tactical Data Link upgrade. Tactical Information Exchange Capability (TIEC) is the project name adopted for the introduction of a common system solution that provides Link 16 and IDM data link communications for Tornado GR4 and Harrier GR9 fleets. TIEC will not use a standard MIDS-LVT black boxes, substituting an equivalent item which is lighter, slightly smaller, and comes in a single box instead of 2 boxes. It also reportedly offers higher bandwidth for information sharing than Link 16 alone.

The design and development of these capability insertions will take place at BAE Systems’ site at Warton. Once they are developed and tested, fleet upgrades will take place as the aircraft are cycled through the Combined Maintenance and Upgrade facility at RAF Marham, as part of the ATTAC maintenance program. The British have found that combining scheduled maintenance and upgrades is an excellent way to save money, and improve the percentage of planes available for use.

Updates

October 26/16: The UK RAF has commenced an operational evaluation of upgrades to their Eurofighter Typhoon, giving it the ground-attack capabilities of their Panavia Tornado GR4 fleet. Enhancements include additional human-machine interface integration and increased air-to-surface targeting capabilities for in-service tranche 2 aircraft, which will contribute to its future role. Munitions to be eventually integrated include MBDA’s Meteor beyond-visual-range air-to-air and Brimstone 2 air-to-surface missiles as well as the Storm Shadow stand-off air-to-surface missiles. The RAF plans to have the Typhoon take over from the Tornado by the end of 2018.

July 17/15: Two Brimstone ground-attack missiles reportedly detached from a Royal Air Force Tornado GR4 fighter-bomber during landing on Wednesday morning. The aircraft saw a heavy landing at the RAF’s Aktrotiri base in Cyprus, which has been used to launch operations against ISIL in Iraq. The missiles did not detonate and there were not reported injuries.

Nov 25/10: BAE Systems announces that a Tornado GR4 has successfully made its first test flight with the Tactical Information Exchange Capability (TIEC), during a test flight from Warton aerodrome in Lancashire. The airborne Tornado successfully made contact with the supporting E-3D Sentry aircraft and the Tactical Data Link Support Unit at RAF Waddington.

BAE Systems is expected to complete development flying of TIEC on Tornado during 2012. This will lead to Aircraft Design Authority clearance mid 2012 with delivery of an operational capability later that year. Unfortunately, Britain is going to phase out all of its GR4 Tornado aircraft quite early, keeping only a few for use in Afghanistan until 2014-15. BAE Systems.

Additional Readings & Sources

• UK MoD (Jan 14/08) – RAF jets to get £350M technology boost. The MoD places the Tornado program’s value at GBP 253 million.

• BAE Systems (Jan 14/08) – BAE Systems Awarded £200m Tornado Capability Upgrade Contract. Also DID conversations with BAE.

• DID FOCUS Article – Britain’s Future Contracting for Availability Approach

• DID Spotlight – Britain Hammers Out Through-Life Support Framework for Tornado Fleet. Fully implemented. Describes some of the challenges at a front-line level as well, including the need for a “Dirk Gently” approach to maintenance.

• DID FOCUS Article – The Wonders of Link 16 For Less: MIDS-LVTs (updated)

• DID (Dec 9/07) – My PGM for a Fuze… Paveway-IV Hits Trouble in Britiain

Austrian Alouette-III
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How safe are the Indian Army’s aging fleets of Chetaks (Aerospatiale SA316 Alouette III) and Cheetahs (SA315B Alouette II/III mix)? These old designs have consistently proven themselves in high altitude operations, and remain useful as long as their airframes remain safe. The problem is that at their age, the safety margin is pretty slim. Or worse.

In 2003, India issued an RFP for 197 light helicopters estimating a deal worth between $500-$600 million to buy 60 helicopters outright, with the remaining 137 being built under license by Hindustan Aeronautics Limited (HAL). Eurocopter’s AS550 C3 Fennec and Bell Textron’s 407 competed in the second and final round of summer trials, and as 2007 ticked toward a close, it looked like we had a winner. As often happens in India, however, the process ended up completely derailed. A new RFP out for a successor “Reconnaissance and Surveillance Helicopter program” (RSH) went out in 2008, and testing was done in 2010. Has the RSH competition gone the way of the 1st aborted contract, even as India’s high altitude border posts struggle for adequate support?

The Contenders IAF Chetak
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Reports in 2013 placed India’s fleet of Army Aviation Corps (AAC) Chetak/Cheetah helicopters at about 120 machines that remain in flyable consition. These are 1970s vintage helicopters, and all have long surpassed their official safe limit of 4,500 flying hours. Nevertheless, they are routinely sent to supply and support India’s high altitude border garrisons, including places like the Siachen Glacier (19,000 feet above sea level) and Satoro Ridge (20,000 feet). Operation at these altitudes has traditionally been very challenging for helicopters, owing to reduced rotor lift in the thinning air. Aged machines lower the odds further. From 2006 to the end of 2012, 11 Cheetah/ Chetak helicopters have crashed, killing 9 pilots.

The AAC needs replacements, and wants new helicopters with better performance and support characteristics. These new machines will perform a variety of armed light utility tasks, including ferrying loads of up to 75 kg, medical evacuations, aerial photography, unarmed and armed scout roles, and even limited electronic surveillance.

Under the v2.0 Reconnaissance and Surveillance Helicopter (RSH) competition, India upped its planned buy from HAL to 187 locally-designed LUH single-engine helicopters, accompanied by 197 LUH helicopters of a foreign design.

By 2014, India canceled the international LUH tender for a 2nd time, and turned it into a program to build helicopters in India under license. That’s expected to add several years before the AAC sees any helicopters, and effectively dissolves the competition structure. It may still be useful to know how candidates performed in previous competitions, however, so we’re keeping them in their categories below.

Previous Finalists AS550 Fennec
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Eurocopter A550. HAL and Eurocopter predecessor Aerospatiale have a long-standing relationship, and past Indian Army helicopters have generally been modified Aerospatiale designs. The Eurocopter AS550 C3 Fennec won the Army’s v1.0 competition, and price negotiations were underway when a questionable technicality led India to cancel the deal.

The AS550 reportedly needed several modifications for India’s requirements, including ‘bulge doors’ so soldiers on stretchers wouldn’t have to fold their legs at 70 degrees in order to fit inside. A Technical Oversight Committee cleared the modified machine, despite a tender clause ruling out modifications. Reports from India also speak of failure in some high-altitude trials, which is surprising for a helicopter type that has landed atop Mount Everest. Unfortunately, the reports aren’t specific concerning which exact tasks were the problem.

On the industrial side, EADS subsidiary Eurocopter have entered into a Global Industrial Cooperation Partnership Agreement with Hindustan Aeronautics Limited (HAL) for the joint production of the civilian/military Ecureuil and Fennec family of helicopters. That agreement, signed at the ongoing “Aero-India 2005” international air show, would make HAL a global supplier of composite and metallic structural assemblies for the Ecureuil and Fennec family, including airframes for the 2 helicopters.

Kamov Ka-226 w. pod

Kamov Ka-226. Russia’s Kamov had responded to the AAC’s v1.0 Request For Proposal back in late 2003, alongside Bell and Eurocopter. Its Ka-226 Sergei uses the same counter-rotating design as Kamov’s other helicopters, which serve in roles with the Indian Navy. The Ka-226 also has a somewhat unusual feature – it can become a skycrane by detaching its body pod. Other mission pods can also be fitted for specialty roles, which gives the helicopter considerable versatility.

In the 1st competition, the Ka-226 was eliminated early during the paper evaluation, because it had been unable to obtain acceptable flight certification in time. Kamov unsuccesfully asked to be re-inserted in 2005, and the formal re-tender led Kamov to bid again, but the up-engined Ka-226T soon ran into certification issues of its own. Ka-226Ts replace Rolls Royce 250C engines with French Turbomeca Arrius 2G2s. That delivers better performance at altitude, but certification generally takes at least 2 years, and the new design had rolled out just 9 months before the 2010 trials.

The Ka-226 is reported to be significantly cheaper than its rivals. On the flip side, it has few customers at this point, even as problems with other Russian equipment and policies are creating pressure to diversify India’s supplier base away from Russia. Nevertheless, it was a finalist alongside the A550 Fennec.

Previous Contenders AW119 Koala
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AW119. AgustaWestland had been a bidder in previous rounds, bid in the v2.0 RFP as well. The AW119 Koala Enhanced has good high-altitude capabilities, and turned out to be their platform. The uprated AW109 Power is more popular, but it has a listed ceiling of just over 19,000 feet. That’ss more than enough for most customers, but may not have been enough for India.

The firm’s civil sales have been rising in India, but it was not a finalist in the 1st round of competition. They were hoping for better luck in round 2, but found themselves bounced from the competition on a somewhat mystifying technicality.

There are allegations that the firm was solicited for a bribe during the competition, and that the firm was dismissed on a dubious technicality shortly after refusing to pay bribes. Ironically, they’ve now been barred from bidding on new Indian contracts over allegations of bribery with respect to a different competition, despite the fact that the CBI has been unable to build a case against them re: India’s VVIP helicopter procurement.

MD-600N
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MD Helicopters. Some reports also claimed that MD Helicopters’ MD500/900 series were entered in the v2.0 Indian competition, but subsequent reports indicate that they chose not to bid in round 2.

MDHI’s patented NOTAR (NO TAil Rotor) system might have offered India a very tempting technology transfer option, even as a joint arrangement with India could help complete the resurgence of this American helicopter firm. NOTAR offers quietness and survivability benefits, both of which are very important in combat situations. On the flip side, it reportedly exacts a slight performance penalty, and MD Helicopters’ ability to meet India’s hot weather, high altitude performance criteria was already the key question. The MD600N offers a single-engine, NOTAR option with a stated ceiling of 20,000 feet at full load. On the other hand, their conventional MD530F is specifically designed for those “hot and high” situations, and has been ordered by Afghanistan.

The Wild Card: Hindustan Aeronautics HAL’s Dhruv
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The competition’s wild card is India’s state-owned Hindustan Aeronautics Ltd. If the foreign competition stalls for long enough, while their own helicopters enter service, the odds of an all-HAL solution increase. Substitution doesn’t require equivalent replacement, either, just the ability to perform the envisioned RSH missions with a different mix of assets. The longer the foreign competition stalls, the less India loses from even late development and delivery of local alternatives.

HAL certainly wasn’t shy about using its state-owned status and political clout to take 115 helicopters out of the joint Air Force/ Army light helicopter program, in return for promises of a single-engine “Light Observation Helicopter” design within 5-6 years. That eventually escalated to 187 machines, now called “Light Utility Helicopter,” for delivery within about 12 years. The LUH will reportedly be a smaller 3-ton machine with a single engine, instead of the 6-ton Dhruv’s twin engines. Expected speed is up to 120 knots, with a service ceiling of 21,300 feet, and the ability carry a 900-pound payload about 190 nautical miles. Mockups of HAL’s LUH were unveiled at Aero India 2011 in February, and it was expected that the first 3 would fly in 2013, but HAL is still working to finalize the engine.

Mass production was scheduled to begin in 2015 at 10 per year, building to 36 per year until deliveries end in 2022. That schedule now looks unlikely, but the international portions delay to 2019 or later will ease the pressure on HAL. Without easing the pressure on India’s military. HAL has had a problem with late deliveries on other projects as well, but HAL’s LUH deal allows India to reduce its HAL LUH order total and buy abroad if they’re late. Provided that foreign bought options exist to buy, of course.

As things stand right now, the only options for India’s Army belong to HAL.

HAL Cheetal
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In the mean time, HAL is offering the Army its up-engined “Cheetal” variant, which replaces the SA516 Cheetah’s de-rated TM Artouste IIIB turboshaft with a FADEC-driven TM 333-2M2, raising its payload to 90 kg at 19,600 feet. Some improvements have also been made to the helicopter’s avionics, including an electrically driven artificial horizon, directional gyro, Flight monitoring system, Cockpit Voice Recorder, and Master Flasher Warning System. If that sounds bare-bones compares to the advanced “glass cockpits” and GPS navigation in the various LUH/RSH competitors, it is, but it’s an improvement on the existing Cheetahs.

With the foreign-bought competition stalled by a poorly-run procurement process and a raft of anonymous allegations, the Army has reluctantly begun buying Cheetals an an immediate stopgap. A INR 1.89 billion (about $43 million) IAF buy of 10 Chetals in 2007 was followed by a 2013 Army order for 20 more at INR 4.18 billion (about $78 million).

The Dhruv twin-engine light helicopter, has reportedly performed well in high altitude tests, but it has also received consistent complaints about its performance in the field. The current Mk.III version uses the Ardiden 1H1 Shakti engine that was co-developed with Turbomeca, instead of the less powerful TM333-2B2 on earlier models. Orders for 166 helicopters are already underway, and the light helicopter competition’s delays have given the design a period of time to mature and prove itself. At about 5.5 tonnes, the Dhruv Mk.III is almost twice as heavy as the LUH contenders, but that wouldn’t necessarily stop it from acting as a substitute for foreign-bought LUH helicopters in a budget or timing crunch. The “Rudra Mk IV” variant adds a surveillance & targeting turret and a GIAT 20mm cannon and in the nose, while integrating missiles and rockets on the wings.

Then there’s the “Light Combat Helicopter” Dhruv derivative, a purpose-built light attack and scout helicopter that’s said to have good high-altitude performance.

Milestones & Developments

This section covers the competition for imported RSH/LUH helicopters, but the salience of HAL’s local LUH, Dhruv, and LCH attack helicopter programs means that we will occasionally cover key milestones and developments from those programs. HAL’s Light Utility Helicopter will be referred to as “LOH” in highlighting, using its original name in order to clearly distinguish it from the foreign competition.

2013 – 2016

Still waiting on international LUH, until new government cancels it; HAL moves ahead with Dhruv, LCH, but will be late on its own LUH.

October 26/16: Integration work is being carried out on India’s Light Combat helicopter (LCH) to facilitate anti-tank guided missiles. Manufacturer Hindustan Aeronautics Limited (HAL) is conducting the work following the successful high altitude trials of the helicopter in the mountainous Kashmir region. HAL has also commenced limited series production and intends to manufacture five LCH helicopters, confident that definite orders will come through.

March 3/15: Competition restarts. India will restart its reconnaissance/surveillance helicopter (RSH) procurement process, after having botched the first two attempts. Previous finalist Airbus Helicopters (AS550 C3 Fennec) will compete again, along with other finalist Kamov (Ka-226T2 Sergei). And Bell Helicopter will re-enter the fray. Bell had been a part of the first competition back in 2003. It will be fielding its Bell 407GT, the militarized version of its 407GX.

Nov 12/14: LCH TD-3. the 3rd trial iteration of HAL’s Light Combat Helicopter successfully performed its 1st flight. TD-4 is planned for early 2015, with IOC (initial operational certification) planned for September 2015, almost 5 years later than originally envisioned. Sources: The Hindu: “LCH 3 variant makes first flight” | Economic Times (pictures).

You fall, I rise?
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Aug 29/14: Canceled. Someone in government finally made a decision. The new BJP government’s Defence Acquisition Council (DAC) canceled the IAF’s tender for 197 light utility helicopters (LUH), and moved it to the “Buy and Make Indian” category for local manufacture of foreign designs. The move is expected to add at least 5 years before India gets any new helicopters, and delivery of tested and qualified helicopters could well take longer than that.

HAL’s single-engine LUH, meanwhile, is late (q.v. Aug 12/14). International LUH delays to 2019 or later will help offset HAL’s weakness, at the cost of Indian military capabilities and possibly Indian lives in the near term. It remains to be seen whether the government will also feel forced to buy more HAL Chetals for immediate use.

If an international LUH competition ever goes forward, private sector involvement is possible. For instance, the Union Home Ministry is understood to have cleared a proposal from the Tata Group to produce helicopters in India. That open door is a welcome policy change, but it still doesn’t help India in the near term. Sources: Business Standard, “Govt clears defence deals worth Rs 17,000 cr” | Defense News, “India Cancels $1 Billion Light Helicopter Tender” | Financial Express, “Make in India kicks off with defence deals” | Indian Express, “Centre scraps light utility helicopter tender, opens it to Indian players” | NDTV, “Modi Government Drops Rs 6000-Crore Foreign Chopper Plan, Wants ‘Made in India'”.

Canceled

Aug 12/14: HAL’s LUH. The 187-helicopter order that HAL lobbied to carve out of the original LUH competition will be late. Why? New BJP defense minister Arun Jaitley, in reply to a Parliamentary question:

“Light Utility Helicopter (LUH) is a Design and Development Project by Hindustan Aeronautics Ltd. (HAL), and it has taken some time to finalise the engine for helicopter. Acquisition of LUH does not affect the operations of Advanced Light Helicopters [HAL’s Dhruv] as these helicopters are for different purposes.”

Sources: India PIB, “Delays in Acquisition of LUHs”.

Jan 21/14: HAL. HAL issues a press release titled, simply, “India Needs More Helicopters”:

“India needs more helicopters compared to West and China as these wonder machines have proved their mettle in variety of uses by Armed Forces in general, during natural calamities and internal security threats, said Dr. R.K. Tyagi, Chairman, HAL. Pointing out that these machines ensure better governance but the country has far less copters compared to over 35,000 that are operational across the world, he said what is needed is a national helicopter policy. Dr. Tyagi was addressing the delegates of National Workshop on “Use of helicopters for Airborne Law Enforcement (ALE)”

Presumably, HAL’s Chairman doesn’t mean the helicopters that his firm has been lobbying against, even as he concedes the importance of those missing helicopters to India’s military posture and humanitarian response. Pay no attention, just implement a state-run national helicopter policy that will steer demand to the state-run firm. It’s certainly easier than competing. Public Choice Theory of Economics [PDF], anyone?

Dec 6/13: More delays. An oversight committee is now looking into the RSH final flight trials’ propriety, as it tested the Ka-226T vs. the AS550C3. Even as the bids expire this month, and unidentified MoD source tells AIN not to expect any action any time soon. AIN also quotes a HAL official who says that the HAL LUH contract is being delayed, and the machine won’t obtain initial operational clearance until 2017.

So, no decisions are being taken, and very little is forthcoming, even as the Indian Army’s Chief of Staff Western Command, Lt. Gen Amarjeet Singh Chabbewal, tells AIN that spares for existing machines are now expensive and increasingly difficult to obtain. Worse, “We have neglected fleet sustainment… the wear and tear on these helicopters is extremely high.”

India’s Border Security Force (BSF) is beginning to reach for other platforms, including a recent order for 8 Mi-17V5s, but it won’t be enough. Sources: AIN, “Big Indian Light Helicopter Buys Are Delayed Again”.

April 3/13: RSH delayed. The Indian Army has asked for a delay in the competition, and the MoD’s Director General (Acquisition) has asked Eurocopter and Kamov for an 8-month extension of their bids to the end of 2013.

The Army’s problem is Brigadier V S Saini, who is currently posted at the Officers’ Training Academy at Chennai (!). He was also in charge of the LUH field trials, and his name is on a document seized by Italian investigators into Finmeccanica’s AW101 VVIP helicopter deal. The document says that “Brig Saini” had demanded over $5 million to favour the company in the LUH deal as well, and mentions a January 2010 offer to “help to eliminate the competition.” The current conclusion is that no money changed hands, but just a few months later, Finmeccanica itself was eliminated on an inconsistent technicality.

Army chief General Bikram Singh reportedly told defence minister A K Antony that the RSH project needs to be formally put on hold until the inquiry against the brigadier is complete. Brig. Sani has denied the allegations, and reports indicate that Indian investigators haven’t been able to secure hard evidence. That means they’ll be depending on the Italians, who haven’t fully shared their VVIP deal evidence yet. India’s Economic Times | Rediff | Times of India.

Feb 22/13: Cheetal. HAL announces an INR 4.18 billion ($77.2 million, or $3.86 million per helicopter) contract to supply 20 stopgap Cheetal helicopters to the Indian Army. HAL will also provide “associated equipments,” and training to the pilots and technical crew.

This is the Army’s 1st Cheetal contract; previous buys have been for the IAF. The longer the RSH competition is held in limbo by the MoD, the more stopgap orders will be placed.

Army Chetal buy

Feb 8/13: Mrit? Sandeep Unnithan writes that the RSH tender is dead. The problem is a common one in India: poor (and often late) framing of unusual requirements, with little reference to the marketplace, followed by rigid insistence that vendors provide off-the-shelf, unmodified solutions. The RSH isn’t the only competition that has been destroyed by this combination.

Both finalists reportedly had issues with some of the requirements, as detailed in the article and explained above. Unnithan adds that a “barrage of anonymous complaints to the MOD” concerning deviations from requirements have led the Ministry to conclude that the deal would be declared improper if they were to sign it. Nobody wishes to say so publicly, because it wold make the Army and Ministry look inept.

Instead, the competition remains in an unexplained limbo, even as 11 aged Indian Cheetah helicopters have crashed since 2006 and killed 9 pilots. In order to ensure that their extreme-altitude patrols and bases can maintain their supply lines, the Army is buying up-engined Cheetah (“Cheetal”) helicopters from HAL. The RSH competitors would offer the Army advantages, but the Cheetals are available amidst a stalled process. A 2007 buy of 19 for INR 1.89 billion (about $43 million) will soon be followed by an order for 20 more, at a reported figure of INR 3.35 billion (about $76 million).

As a final note, observant readers may wonder about the Oct 13/08 date, but the article routinely refers to events after 2010. The India Today article is clearly a pre-press proof.

Feb 5/13: Stop Making Sense. Defense News talks to IAF sources that include Air Chief Marshal Norman Anil Kumar Browne, but their explanations regarding the LUH program still don’t make sense.

Air Marshal Browne told them that LUH was “presently delayed due to some technical reasons,” without giving details. Defense News adds that “Indian Air Force sources said there are issues with thrust of the engines of both the competitors.” There’s really no such thing as an issue with engine thrust, only issues with overall helicopter performance, and the AS550 at least has demonstrated an impressive level of high-altitude performance.

Meanwhile, competitors are openly asking why the process seems to be in limbo.

Feb 3/13: IOC for Dhruv/Rudra. Hindustan Aeronautics Ltd announces initial operational clearance (IOC) for their Advanced Light Helicopter Mk-IV armed variant of the Dhruv. It’s larger than the planned LUH, but can perform cargo, surveillance and light attack roles to the required altitudes.

Likewise, HAL’s Dhruv-derived LCH light attack helicopter offers a very high service ceiling, and can perform surveillance and light attack roles, though it isn’t much good for cargo. Flight testing is wrapping up, and 179 are planned.

As DID noted back on Nov 30/09: “If the foreign competition stalls for long enough, while their own helicopters enter service, the odds of an all-HAL solution increase.” Substitution doesn’t require equivalent replacement, just the ability to perform the envisioned missions with a different mix of assets. If that means fewer helicopters overall, the Army will be unhappy, but the coming budgets are likely to force India’s military and politicians to make choices. Removing foreign-designed helicopters from the equation may not be the best choice operationally, but it’s a political path of least resistance. Time will tell.

2009 – 2012

Bids and trials, then 2 years of aimless waiting; HAL’s LOH/LUH alternative moves ahead to initial fabrication. “What’s up, doc?”
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Dec 5/12: Short answer: No, India’s Ministry of Defense doesn’t have its act together yet. Actual quote:

“The Ministry has not deferred its decision of purchasing of 197 Light Utility Helicopters (LUHs) and the procurement case is under examination. The Defence Procurement Procedure lays down stringent guidelines to effect utmost probity and transparency in procurement transactions. It is not a fact that these helicopters were to be purchased from Government of Italy. In the context of an allegation against one service officer, as appearing in the media, information has been sought from the Government of Italy.”

Nov 3/12: HAL’s LOH. HAL says that they are beginning to assemble actual LUH helicopters now, not just mock-ups. The first bottom structure assembly is complete, and was been taken down from the jig in October. Modern CAD diagrams and CAMS ultra-precise measurement systems are being used in production. No word on an engine choice at this point. SP’s Land Forces.

Feb 20/12: Does Sanskrit have a word for “speed”? Eurocopter has written to Indian Army chief V K Singh, to ask about the light helicopter competition. While minister Antony talks about “approved timelines,” Eurocopter writes:

“We take this opportunity to express our concern regarding the time frame for the very important programme, for which the RFP was issued in July 2008… The technical evaluation process has now taken over 38 months and has not yet been concluded due to reasons which are unknown to us… We hope that this program after so many years will soon be successfully concluded and we would be proud to contribute to the self-reliance of Indian armed forces,”

There are actually quite a few Sanskrit words for speed, and Hindi words too. Unfortunately, India’s bureaucracy may need a lexicon to find them. It isn’t clear when Army Aviation Corps (AAC) submitted their trial reports to India’s Defence Ministry, after trials wrapped up in December 2010. India’s Economic Times writes that the trial report was accepted by the ministry in October 2011, and only approved by the Technical Oversight Committee in January 2012. Which appears to make the delays another self-inflicted wound from India’s defense bureaucracy.

Eurocopter’s letter

Aug 28/11: HAL LOH. Shiv Aroor offers a progress report on Livefist:

“After freezing configuration in June 2009 and design in August last year, HAL is now in the process of identifying systems and equipment for its Light Utility Helicopter (LUH). The transmission and rotor system design has been completed, and is fully indigenous. Raising of assembly jigs and fixtures is currently in progress. One ground test vehicle (GTV) and three prototypes of the LUH are planned, with a first prototype flight in 2012 and initial operational clearance by 2014.

May 27/11: HAL LOH. HAL confirms to the Economic Times that they’re looking at other engines besides the Dhruv’s Turbomeca Ardiden 1H1/Shakti, in order to power their LUH. The problem with Turbomeca reportedly revolved around fees. If another engine is picked, it lowers the benefits of fleet commonality for India, and could create a commonality advantage for a foreign LUH competitor.

A subsequent Livefist reports says that the Rolls Royce/ Honeywell LHTEC T800, which is used in advanced variants of the Lynx helicopter family, is Shakti’s main competition. Economic Times | Livefist.

May 1-23/11: Dhruv droops. HAL’s Dhruv continues to exert a gravitational pull on this RSH competition, but results are mixed at best.

One the one hand, the helicopter will be getting the HELINA derivative of India’s Nag anti-armor missile, which has been over 20 years in development. HELINA is inferior to off-the-shelf options elsewhere, but does fit India’s self-sufficiency model, and could be seen as bolstering HAL’s bid to fill the armed light helicopter role.

On the other hand, India’s Border Security Force wants to send its 8 Dhruvs back. Representatives went on record to call them “useless,” and criticized them for altitude limitations and frequent breakdowns. These performance issues are not new, so the RSH light helicopter competition may be rising in importance to India. DNA India re: HELINA | Indian Express re: BSF.

Feb 20/11: Trials. Indian Defence reports that finalist trials of the Russian Ka-226 vs. Eurocopter’s AS550 C3 Fennec have ended.

197 foreign helicopters and 187 LUHs will be procured in order to fulfill RSH requirements. Meanwhile, a HAL LUH mock-up, draft performance specifications, and HAL’s Light Combat Helicopter design, were all unveiled at the Aero India 2011 show.

Jan 17/11: LUH mission. HAL submits an invitation for Indian companies to provide the helicopter’s cockpit, which is a break from its approach with the Dhruv, and from its expected approach to LOH. At the same time, the firm describes the Indian LUH mission, as they see it. A similar or identical mission set is likely to apply to foreign helicopters, and includes:

“…primarily utility roles with future variants for armed roles. The utility roles include Armed Reconnaissance, Aerial photography, Scout Role in conjunction with attack helicopter, Platform for Electronic Support Measure (ESM), Electronic Counter Measures (ECM) and Electronic Counter Counter Measures (ECCM). LUH will be initially integrated with systems and equipment required for basic and military utility roles. Subsequently integration and certification of the helicopter for armed roles as well as civil/commercial variant would be taken up.”

The PDF link no longer works, but Livefist has some key excerpts.

Sept 25/10: AW’s puzzling elimination. Reports surface that AugustaWestand has not been invited for the LUH Phase II final trials, which are currently going on with Eurocopter and Kamov. AgustaWestland and their engine manufacturer Pratt & Whitney and has written the MoD to question its elimination. Defenseworld.net:

“AgustaWestand had received a communication from the Indian MoD in April this year to the effect that there was a variance in the equipment offered (engine) in the technical proposal to that fielded in the trails and to the equipment which would be in the final production standard, AgustaWestland sources [said that]… the issue focused on the fact that the offered engine had not finished the certification process and not deemed current production standard. However, all vendors… are in the same position… The sources further asserted that the AgustaWestland AW119SP helicopter offered in the Indian competition meets all the RFP technical and mission requirements.”

Why was AW eliminated?

Feb 18/10: AW-Tata JV. At DefExpo 2010 in New Delhi, AgustaWestland announces a joint venture with India’s Tata Sons to build a final AW119 assembly line in India for the worldwide market, with an expected production rate of 30 a year and the first locally-built aircraft potentially rolling out in 2011. AgustaWestland | Defense News.

Feb 17/10: Ka-226 trials. At DefExpo 2010 in New Delhi, Rosoboronexport’s deputy director general Victor Komardin confirms that they have brought 3 Ka-226 helicopters to India for high altitude trials. DNA India.

Feb 12/10: Fennec trials. Eurocopter confirms that its AS550 C3 is undergoing trials for the Reconnaissance and Surveillance Helicopters program, and brings the machine to DefExpo 2010 in New Delhi. The firm will also be showcasing mock-up models of the EC 725 Cougar offered for India’s Multi-role Helicopter requirement, and the AS565 MB Panther offered for India’s Indian Coast Guard.

Dec 7/09: RFP v2 Bidders. Responding to Parliamentary questions, defense minister Antony confirms the bidders for India’s v2.0 contract:

“The Request for Proposal for replacing the Cheetah helicopters was issued in July 2008 to six vendors. Three vendors, namely, (i) M/s Agusta Westland, Italy (ii) M/s Eurocopter, France and (iii) M/s Rosoboronexport, Russia, have responded. Further action as per the existing procedures including Defence Procurement Procedure, 2008 is underway.”

Nov 30/09: Heli snapshots. As the light helicopter competition stalls, HAL is the biggest beneficiary. If the foreign competition stalls for long enough, while their own helicopters enter service, the odds of an all-HAL solution increase. Minister of State for Defence Shri MM Pallam Raju offers a snapshot in a response to India’s Parliament:

“Hindustan Aeronautics Limited (HAL) has designed & developed the Advance Light Helicopter (ALH Dhruv) in 5.5 ton category to suit the requirement of our Armed Forces. The Light Combat Helicopter (LCH) and Light Utility Helicopter (LUH) are both at the development stage. HAL has so far delivered 22 ALHs to Indian Air Force (IAF) and 40 to Army. Contracts for supply of 159 ALHs to Army and IAF were signed in December 2007. These Helicopters are planned to be delivered during 2009-2016.

Around Rs. 6273 crores (INR 62.73 billion, or about $1.35 billion) have been collected by HAL from Army and IAF against delivery of Helicopters, milestone payments for the Helicopters contracted and Design & Development of LCH, LUH & weaponization of ALH.”

Nov 2/09: Delays. India’s Times Now reports that delays in planned trials of the 3 submitted helicopters is likely to push the contract award toward the end of 2010 or early 2011, with induction in 2013-2014 only if everything goes smoothly.

The cancellation of the v1.0 RFP has already pushed the deal back by about 4 years. Times Now reports that 3 (Eurocopter, Agusta Westland, and Mil) manufacturers responded to the v2.0 RFP in December 2008. The Indian Defence Ministry’s Technical Evaluation Committee completed its evaluations by April-May 2009, and summer trials were planned by June or July 2009. They have not been held, and Army sources added that the lack of any decision regarding the schedule makes winter trials unlikely by Feb 15/10. That’s likely to force summer trials back to April-May 2010, and winter trials would still be required.

2005 – 2008

Eurocopter wins, but competition voided on a minor technicality; RFP v2.0 released, with a carve-out for HAL; Bell bows out. Bell 407/ YRH-70
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Nov 26/08: HAL LOH partnering? Flight International reports that Hindustan Aeronautics is likely seek a Western partner for its indigenous LUH design, with industry sources saying Eurocopter is the favorite to be invited to come on board in 2009.

HAL’s had originally wanted to go it alone for its LOH order, which was placed in addition to the 197 LUHs that India plans to buy on the international market. Given the performance requirements, set timelines, and penalties for delay, however (see Sept 8/08 entry), HAL has evidently decided to explore partnership as a less risky and less costly way to fill in needed skills and technologies.

That could have helped the foreign bidders, by fulfilling offset requirements and lowering relationship risk. In the end, however, HAL appears to be sticking to its original plan to go it alone.

Nov 13/08: Bell bows out. Indian media report that Bell Helicopter has now withdrawn from India’s LUH helicopter competition, as well as its attack helicopter competition. Flight International quotes a Bell Helicopters India Incorporated official:

“We have a very good product in the 407, but it was simply not feasible to take part given the high offset requirements. We will continue to look for opportunities in the Indian military market. The focus for now, however, is on the civil helicopter sector.”

The RFP required the winner to invest 50% of the deal’s value as industrial offsets to India, an amount that is higher than India’s usual 30% requirement for large foreign military purchases. Bell already has an agreement with HAL to manufacture tail rotor blades and other flight critical components for the popular Bell 206 Jet Ranger model, and there were some reports that Bell Textron was offering to make India the Bell 407’s global production hub. Bell Helicopter was contacted for comment, but declined. India Defence | DNA India | Flight International | India’s Economic times re: 407’s civil success in India.

No Bell prize

Sept 8/08: HAL LOH. In “The great helicopter challenge,” India’s Business Standard confirms that HAL is designing a new helicopter for the Light Observation Helicopter (LOH) contract: a 3-ton helicopter powered by a single Shakti engine, as opposed to the dual-Shakti Dhruv. The catch is that HAL must have 187 helicopters built, tested, accepted and delivered by 2017:

“Business Standard has learned that the MoD has imposed a strict timeline on HAL, including – for the first time ever – a penalty for delay. Top HAL sources say that if HAL overshoots the 2017 deadline, the MoD will procure more helicopters from the global manufacturer selected to supply LOHs; HAL’s order will correspondingly reduce.”

In order to meet that deadline, the report also indicates that HAL will not be bound to India’s traditional, problem-plagued approach of insisting that every single component is indigenous. Instead, HAL will buy some sub-systems like cockpit design, fuel pump systems, etc. on the international market, and act as the overall integrator.

July 24/08: RFP v2.0. India invites v2.0 bids for 197 utility helicopters: 133 for the army and 64 for the air force. The foreign helicopters are expected to be inducted by 2010, in a deal that has been valued at INR 30 billion (about $750 million). The usual technology transfer requirements would only require enough transfer for state-owned Hindustan Aeronautics Limited (HAL) to perform full maintenance.

Between them, the 2 services require 312 helicopters. The size of the tender was reportedly reduced after inside lobbying from state-owned HAL, however, which assured the Indian MoD that it would be in a position to supply the remaining 115 machines over the next 5-6 years. Some statements hint that this would be a new platform, but some variant of this indigenous helicopter seems more likely. Indo-Asian News Service | ANI | Howrah News Service | domain-B | Aviation Week.

RFP v2.0

April 9/08: Bigger Tender. Press reports indicate that India plans to float a larger tender for 312 high altitude light utility helicopters, after it is cleared by the Defence Acquisition Council meeting on April 10/08. The planned tender involves 197 helicopters for army aviation, per the previous tender, but adds another 115 for the air force.

Estimates place the tender’s value at “over $2 billion dollars.” America’s ARH-70 and UH-145/LUH buys of light off-the-shelf helicopters both had program totals of over $3 billion, for similar helicopter numbers.

Bidders for this round are expected to include the same set of firms as the last tender: Bell Helicopter (Bell 407, selected for ARH-70), EADS Eurocopter (AS550 Fennec, won the canceled competition round), Russia’s Kamov (Ka-226) and Italy’s Agusta Westland (likely AW119 Ke).

Reports add that India’s army and IAF have also concluded a major deal with Hindustan Aeronautics for Dhruv 166 Advanced Light Helicopters (ALH), to be inducted in phases by 2011. Could HAL look to grow that number with a bid of its own? Hindustan Times | Punjab News | Times of India.

Dec 17/07: India Defence reports that Indian defence ministry officials, who asked not to be identified, said EADS was “challenging the very grounds of the cancellation of the deal.” They said a visiting delegation of French military officials would be discussing the issue with Indian counterparts.

These sorts of protests are much like disputes over a referee/umpire’s call in professional sports. They may offer some satisfaction, and they definitely indicate one’s displeasure, but even when they’re right, they almost never change the ruling.

December 2007: Canceled. The competition goes back to square one as India cancels the RFP, and plans to issue a new tender.

The key issue is that special consideration was apparently shown to Eurocopter, who was allowed to field the AS350 B3 Ecureil civilian variant for the trials instead of the AS550 C3 Fennec military version. Meanwhile, there are reports that a probe is underway regarding an army general on the evaluation committee, whose brother reportedly heads up Eurocopter’s sole distributor in India.

This has triggered denials of wrongdoing from EADS Eurocopter: “EADS and Eurocopter are keen on insisting that both companies fully comply with the very strict French and European regulations on these issues…” A company statement also insisted it was in full compliance with European regulations re: bribery, and had “duly abided by and signed the pre-integrity pact that was requested by the Indian ministry of defence” before making its bid. At a subsequent press conference later in the month, Norbert Ducrot, Eurocopter’s SVP for sales and customer relations in the Asia-Pacific region said there was no difference between the Fennec’s military and civilian versions:

“As far as performance is concerned and technically the two helicopters are the same. It is just a question of the nomenclatures… The request for proposal did not ask for the military version to be fielded for trials in India.”

Even a re-compete of the RFP may not help Bell Helicopter much, however, unless it can meet India’s requirements. India Defence reports that the Bell 407 was eliminated after the machine it sent for evaluation could not perform a 3-axis vector, which enables the helicopter perform a ‘U’ like maneuver that can be very helpful in mountainous areas like the Siachen Glacier. Bell offered to show a video of the helicopter performing a similar maneuver, or fly Indian officials to Canada to witness it, but this was rejected for lack of compliance with India’s testing requirements.

Thanks to all of our readers who have offered us heads-ups and links to various sources: India Defence | India Times | BBC | Breitbart | Forbes.

RFP canceled

Oct 7/07: Winner? The Press Trust of India reports (via Outlook India) that India has decided to buy 197 EADS’ AS550 Fennec helicopters. The Indian Navy, who also operates the Chetak helicopter, has reportedly expressed interest as well. EADS Senior Vice President for South Asia, Allain Letanoux, said that:

“We are in final phase of having a deal to supply 197 (Fennec) light helicopters for the Indian Army. The contract is expected to be signed by the end of the year… [and will involve transfer of technology].”

PTI adds that 67 helicopters manufactured in France will be purchased outright, while the rest will be built jointly with the Hindustan Aeronautics Limited (HAL) under their partnership.

Eurocopter AS550 picked

Aug 29/07: India’s MoD, in a typically cryptic reply that appears to say no decision has been reached yet:

“The purchase of light helicopter for the army is being processed under the Defence Procurement Procedure and an appropriate decision would be taken after following all the stages of procurement process. As such, no definite time limit could be given at this stage. The exact value of the procurement would be known only thereafter.”

Meanwhile, India’s indigenous Dhruv “advanced light helicopter” debuts an armed version, adds uprated “Shakti” engines developed with Turbomeca of France, and is deployed to the Siachen Glacier high in the mountains of Kashmir, following successful tests.

Feb 27/06: Eurocopter. EADS release:

“Eurocopter is displaying its record-breaking AS350 B3 Ecureuil/AStar at this year’s HeliExpo. On February 14th, 2006, the Federation Aeronautique Internationale (FAI) validated and confirmed the high-altitude world record achieved with a civilian AS350 B3 on May 14 and 15, 2005, with two landings and take-offs on top of Mount Everest at 8,850 meters (29,035 ft.) altitude. Piloted by Eurocopter Experimental Test Pilot Didier Delsalle, the two flights included peak-over landings on the mountain’s peak both exceeding two minutes as stipulated by the FAI regulations.”

Everest News has a page covering the landing, including pictures and video. Note that the AS550 is a military derivative of the AS350, and originally used the same designation.

Onto Everest

July 29/05: Bell 407. The Bell 407 wins the US ARH competition, and some predict a follow-=on effect in India. The prediction turns out to be premature, and the ARH-70 is eventually c

Americas

• In preparation for an imminent flight of the first production model of the Scorpion light attack plane, manufacturer Textron AirLand has accelerated research & development spending on the program. The move comes as the consortium, a self-funded effort between companies Textron and AirLand Enterprises, looks to demonstrate the jet’s capabilities as customer engagement increases. While the Scorpion had been floated as a potential candidate for the USAF’s T-X trainer competition, it remains to be formally offered due to the service’s changing requirements. They will instead focus on marketing the jet as a low-cost light attack and surveillance aircraft.

• Shipbuilder Huntington Ingalls is thinking to diversify their portfolio by looking to purchase government services contractor Camber Corp. for $400 million. With larger contractors such as Lockheed Martin exiting or shrinking their services business, Huntington see an opportunity to invest in a potential growth engine. Company CEO Mike Peters alluded to such a move saying on the company’s August 4 earnings call that he wanted to “grow our services business in support of the Navy and the Department of Energy.”

• Following the butting of horns over who runs the show, Raytheon and Leonardo-Finmeccanica’s joint effort as part of the USAF T-X trainer competition is back on track. Both companies came together in February this year to offer the Italian firm’s T-100 jet trainer; however, Raytheon’s role as prime contractor has riled Leonardo since they designed and built the aircraft and had already sold the M-346, on which the T-100 is based, to Italy, Israel, Poland and Singapore. Other bones of contention include work share roles and assembly as well as the possibility by Raytheon to export the aircraft as an “American” plane to governments who prefer doing business through the US Foreign Military Sales program.

Middle East & North Africa

• A team of 40 UK military personnel will travel to Tunisia to provide training on Operational Planning, Intelligence and Surveillance and mobile patrolling. The Short Term Training Team is the third tranche of training delivered as part of the UK’s commitment to improving security in the region, following the previous installments in February, and before that in late 2015. Including both theoretical and practical exercises, the training will help Tunisian forces better defend their borders, especially with Libya, from threats by jihadist militants.

Europe

• Leonardo-Finmeccanica unveiled their Centauro II armored vehicle during an event at the Cecchignola Army range near Rome. Sporting a 120mm gun, the latest electro-optics and communication systems, the light tank was put through its paces in front of a crowd that included Deputy Chief of the Defence Staff Lt. Gen. Danilo Errico and Leonardo CEO Mauro Moretti. At present, Italian lawmakers are debating approval for a $582 million order for a first tranche of 11 pre-series Centauro II tanks and 39 production vehicles, along with 10 years of logistics service. The Italian Army hopes to acquire 150 units to operate alongside the new Freccia armored troop carrier.

• A French light reconnaissance aircraft crashed in Malta on Monday killing all five passengers on board. The incident occurred shortly after takeoff where the crew had been taking part in a five month-long customs operation, tracking human trafficking and drug smuggling in the Mediterranean. French Defence Minister Jean-Yves Le Drian confirmed that three of the victims were ministry staff while the other two were contractors.

Asia Pacific

• For the first time since WW2, UK and Japanese fighters will duke it out in aerial combat drills at Japan’s northern Misawa Air Base. Four RAF Eurofighter Typhoons and a C-17 support plane touched down on Saturday and will face off against and fly with Japanese F-15s and domestically built Mitsubishi F-2s in an exercise dubbed Guardian North 16. The exercise is also being seen as an opportunity by Tokyo to see the Typhoon in action as it ponders the replacement of the F-2 and the choice of using a cheaper non-stealth superiority fighter based on an existing design or a much more expensive program to develop their own indigenous stealth fighter.

• Malaysia has announced a number of upgrades to both Navy frigates and their fleet of antiquated S-61 helicopters. Danish electronics firm Terma A/S will install their SCANTER 6000 radar systems on two Lekiu-class vessels as part of a mid-life modernization and service life extension program. The X-band 2D solid-state radar has been specifically designed as an affordable all-weather sensor solution to plug the gap between standard marine navigation radars and more expensive military surveillance radar systems. Meanwhile, Heli-One and Malaysian firm Airod will fit new displays, a new mission computer, and a new search radar on their 30 S-61 helicopters following the scaling back on orders of the Airbus Helicopters EC725s.

Today’s Video

RAF Eurofighters touch down in Japan:

Americas

• A Grumman F9F-8 Cougar on the flight deck of USS Lexington Museum has been painted pink for the month October. The new paint job is in support of Breast Cancer Awareness Month. However, the retired Navy fighter won’t stay pink forever, as a special procedure — applying liquid dishwashing soap to the latex paint — keeps the pretty paint job from becoming permanent.

• $8.25 billion has been given as the price of the life-extension program for the B61-12 atomic bomb by the National Nuclear Security Administration (NNSA). The new cost estimate was completed over the summer as the agency prepared to enter the production-engineering phase of the program. The baseline cost of the program is $7.605 billion, with an additional $648 million in “funds leveraged from other NNSA programs for technology and manufacturing readiness,” according to an agency statement – money that has common applications across multiple weapon systems.

Middle East & North Africa

• Claims have been made by the head of US Central Command (CENTCOM) that Iran may have been involved in a rocket attack on the USS Mason. Gen. Joseph Votel made the allegations saying “I do think that Iran is playing a role in some of this. They have a relationship with the Houthis, so I do suspect there is a role in that.” Recent missile launches on US vessels have come from territory held by Houthi militants in Yemen. A US-supported coalition led by Saudi Arabia is currently conducting a military campaign against the Houthis.

Europe

• Anti-corruption agents will investigate the recently scrapped military helicopter deal between Poland and Airbus. Defense Minister Antoni Macierewicz made the announcement while also criticizing Airbus for misleading the public on the amount of jobs that would have been created by the deal to buy 50 multi-purpose H225M Caracel helicopters. While Macierewicz failed to mention which particular aspect of the deal would come under the scrutiny of the anti-corruption team, he accused some opposition lawmakers of acting against the state in favoring an international corporation.

• Norwegian F-35s grounded last month for repairs will be back in the air by November, sooner than expected. 15 F-35A Lightning II aircraft had been grounded in September due to peeling and crumbling insulation in avionics cooling lines inside the fuel tanks. The Norwegian Defense Ministry said the insulation is now being removed and extra filters installed to intercept any potential remains, although it has not yet been decided whether this fix should be regarded as temporary or permanent.

• An IHS Markit report has revealed a planned tripling in defense spending by the governments of Estonia, Latvia and Lithuania amid fears of a Russian Crimea-style annexation of their territory. According to the report, it is expected that combined defense spending will reach $670 million by 2018 and $2.1 billion by 2020, more than double that when the countries entered NATO in 2004, and the fastest such growth in any region worldwide. After Russia’s annexation of Crimea in 2014, Latvia and Lithuania agreed to raise military spending to reach NATO’s informal target of 2 percent of GDP by 2018, something that Estonia has already achieved.

Asia Pacific

• Rumors that talks are underway between Russia and Pakistan over the Su-35 fighter have been dismissed. Anatoly Punchuk, the deputy director of the Russian Federal Service for Military-Technical Cooperation (FSMTC), said no such negotiations are being held despite earlier reports that Islamabad is keen to switch to Russian fighters by buying the Su-35. Other Russian-made items wanted by Pakistan include tanks and air-defense systems.

• A ground-breaking defense deal between Japan and India is back in motion after Japan agreed to a clear price concession for 12 US-2 amphibious aircraft for the Indian Navy. A ten percent drop in unit pricing from $133 million to $113 million has finally allowed the deal to move forward after a two year delay. The deal, the first of its kind between the two countries, shows a growing cooperation between New Delhi and Tokyo as part of India’s Look East Policy meant to counter China’s influence in the Indian Ocean and Pacific Ocean regions.

Today’s Video

Harrier GR3 XZ130 For Sale:

Americas

• A report published by the Center for New American Security has recommended the Pentagon acquire a mix of high and low assets in order to counter new threats. The authors of the document suggest that the next ten years should see the fighting branches increase their number of aircraft and vessels with a focus on giving greater priority to laser weapons and electromagnetic rail guns. The trade off? The Pentagon should cancel the Ford-class aircraft carrier and America-class amphibious assault ship programs.

Middle East & North Africa

• The fourth C-130J “Samson” tactical transporter has been delivered to Israel. Operated by the Israeli air force’s “Elephants” squadron, the aircraft has already been tested during aerial refuelling missions with a Boeing 707 tanker, and is currently testing its low-level flight capabilities using some Israeli-developed systems. Two more will be delivered by the end of the year.

• Turkey’s procurement agency SSM is looking into tank upgrades and further UAV research to counter multiple asymmetrical security threats. A massive $1 billion tank upgrade would see Turkish operated Leopard 2 and M60 main battle tanks with work likely to be carried out by Rheinmetall’s three-partner, Turkey-based venture, RBSS and by Israeli Military Industries (IMI) respectively. Ankara has also released two requests for information (RFI) to task industry with research on two new types of drones, a multicopter type strike drone and nano drone. Contenders must obtain the RFI document from SSM by October 24 and must reply by November 9.

Europe

• Negotiations are underway between Poland and Ukraine to launch a joint production effort of helicopters that could be used by the militaries of Central and Eastern European allies. But while Poland is currently in the midst of two increasingly complicated helicopter tenders, Defence Minister Antoni Macierewicz said any joint effort would most likely be on a new model “based on the industrial potential of both countries. We know that the Ukrainians make excellent engines, produced by Motor Sich.” Based in southeastern Ukraine, Motor Sich has supplied engines for a variety of Ukrainian and Russian aircraft including the Antonov An-8 and An-10, the Yakovlev Yak-40 and Yak-42, and the Mil Mi-8MT, Mi-14 and Mi-171.

• The design for a new intermediate frigate has been unveiled by the French defense minister at the Euronaval trade show. Known as the Frégate de Taille Intermédiaire (FTI), Paris has slated $4.2 billion to go toward the production of six vessels that will replace the French Navy fleet of Lafayette-class frigates starting in 2023. An export version, dubbed and spelled “Belh@rra”, was released by shipbuilder DCNS with a large model located at the show’s entrance.

AsiaPacific

• North Korea could have an operational Musudan intermediate-range ballistic missile by next year, according to experts. John Schilling, an aerospace engineer specializing in rocket propulsion, wrote on the 38 North website that Pyongyang’s aggressive testing schedule also points to its determination to have the weapon ready in the near future. The dictatorship’s latest test this month was tested far from its Musudan-ri test facility, instead moving to a roadside near Kusong. Schilling likened the move to “taking the training wheels off the bicycle, seeing if you really have mastered something new.”

• An agreement has been made between Russia and India to extend the range of theBrahMos cruise missile. Accords between both governments were signed during a summit of BRIC member nations in Goa last week. Work carried out will eventually see the target range of the munition double to 600 km. India was previously prohibited from undertaking such work until it became a signatory of the Missile Technology Control Regime (MTCR) in June.

• With its own spy satellite program facing delays, South Korea is contemplating leasing a surveillance satellite from Israel. Seoul is already heavily reliant on intelligence data provided by the US and military officials are keen to be able to independently obtain information on North Korea’s military activities. In addition, the military plans to purchase another 90 KEPD-350K air-launched cruise missiles from Germany to add to the 170 currently en route.

Today’s Video

Israel’s C-130J Samson:

SM-2 salvo
(click to view full)

North Korea’s recent aggressive actions, including abrogation of the 1953 ceasefire, nuclear detonation, and testing of short and long-range missiles, has increased international tensions and directly threatened its southern neighbor. South Korea has been modernizing its defenses for some time now, and a recent request for Standard Missile 2 (SM-2) systems from the United States is a case in point.

The US Defense Security Cooperation Agency announced May 26/09 [PDF] South Korea’s official request to buy 46 SM-2 Block IIIA missiles, 35 SM-2 Block IIIB missiles, 3 SM-2 Block IIIB Telemetry Missiles for testing, 84 SM-2 missile containers, and associated test and support equipment, spare and repair parts, training, and other forms of support. The estimated cost is $170 million, and the prime contractor will be Raytheon in Tucson, AZ. The sale would require temporary travel for U.S. Government or contractor representatives to the Republic of Korea for in-country training, as a recurring requirement during the life of the missile systems.

How does this purchase fit into South Korea’s overall defense plans?

HY-2G missile
(click to view full)

While press reports didn’t identify the type of short-range missiles that North Korea tested in May from Musudan-ri, North Korea has tested both short range ballistic missiles and HY-2 anti-ship missiles on a number of occasions over the last decade. The 150 – 200 km HY-2 coast-to-ship tactical missile weapon system, with the Western designation “Seersucker,” is employed at coastal fortifications, bases, or islands, to attack enemy surface ships. Ship-launched versions are also produced.

Since South Korea would be reliant on shipping for war supplies, keeping its sea lanes open against naval and aerial attacks would be a key strategic objective. A recent Yonhap News report adds that with the renunciation of the 1953 cease-fire:

“The North said it will no longer guarantee the safe passage of civilian ships, as well as U.S. and South Korean warships, operating along the Yellow Sea border.”

A second dimension of the North Korean threat targets South Korea’s cities, as well as allied military bases throughout the region. North Korea recently tested medium- and long-range ballistic missiles, most noticeably the April 5/09 test of a long-range Taepodong-2 missile with a range of over 6,700 km. North Korea has a large arsenal of short- to medium-range ballistic missiles, and exports them to countries around the world. The Associated Press has compiled an informative list of North Korea’s ballistic missiles and capabilities.

ROKN KDX-II: DDH 976
(click to view full)

The SM-2’s primary role is to provide area defense against enemy aircraft and anti-ship missiles. The current generation of SM-2s, Blocks IIIA and IIIB, capitalize on technology improvements to substantially increase performance against advanced anti-ship missile threats. In a pinch, the SM-2 can also be used against small and fast naval surface targets. South Korea already uses SM-2 missiles on its KDX-II (SM-2 Block IIIA) and its KDX-III AEGIS (SM-2 Block IIIB) destroyers.

The SM-2 Block IV is a different variant of the missiles that South Korea is ordering. It adds a booster rocket, allowing it to be used for terminal phase ballistic missile defense as well as wide area anti-aircraft defense. It can be employed in stand alone mode, or alongside longer-range Standard Missile 3 (SM-3) missiles that add late mid-course interception. The Bush administration was working on such as “system of systems” approach to defense against ballistic missiles from rogue states, such as North Korea.

SM-3 missiles fired by American ships on station, and Patriot PAC-3 missiles operated on Korean territory by American forces, can already provide some coverage against a limited number of North Korean missiles. At the moment, however, South Korea lacks the native ability to intercept ballistic missiles over its territory.

Under South Korea’s current modernization program, that will change. A billion-dollar South Korean program called AMD-Cell will install long-range radars that can track ballistic missiles as well as enemy aircraft deep within North Korea, and link those radars to new command centers that would be able to share information with allied forces. Another billion-dollar program called SAM-X will give Korea land-based Patriot PAC-3 systems. They offer marked improvements over its older Nike and Hawk anti-aircraft missiles, and add short-range protection against ballistic missiles.

While the SM-2 order will not give South Korea additional ballistic missile defense capabilities, it does fit within a larger context of modern radars, improved missiles, and strengthened anti-aircraft defenses that can protect South Korean and allied forces on land and at sea. See “Raytheon’s Standard Missile Naval Defense Family,” for more information about the SM-2 and SM-3 missile families.

Update

October 20/16: North Korea could have an operational Musudan intermediate-range ballistic missile by next year, according to experts. John Schilling, an aerospace engineer specializing in rocket propulsion, wrote on the 38 North website that Pyongyang’s aggressive testing schedule also points to its determination to have the weapon ready in the near future. The dictatorship’s latest test this month was tested far from its Musudan-ri test facility, instead moving to a roadside near Kusong. Schilling likened the move to “taking the training wheels off the bicycle, seeing if you really have mastered something new.”

With its own spy satellite program facing delays, South Korea is contemplating leasing a surveillance satellite from Israel. Seoul is already heavily reliant on intelligence data provided by the US and military officials are keen to be able to independently obtain information on North Korea’s military activities. In addition, the military plans to purchase another 90 KEPD-350K air-launched cruise missiles from Germany to add to the 170 currently en route.

July 8/16: The US State Department has cleared the sale of 17 SM-2 Block IIIB standard missiles to South Korea. Estimated at a cost of $60 million, the medium-range surface-to-air missiles will be used to compliment the RoK Navy’s existing stocks of SM-2 Block IIIA/IIIB inventory. The missiles operate on Aegis destroyers as ballistic missile interceptors and represent a beefing up by Seoul of its stocks to counter potential threats from North Korea.