Defense Industry Daily

Americas

• Indian media reports that both Chile and Peru are interested in procuring the Brahmos cruise missile, a joint development by both Russia and India. According to the Financial Express citing anonymous officials, “The Chilean armed forces are interested in buying the missile. There have been active discussions between the two sides.” Meanwhile, Peru has made several expressions of interest, with further inquiries following upon the successful trials of the missile aboard the SU-30 fighter jet. In preparation for the potential South American sales, the BrahMos Company is now registered with the government of Chile which will help in future sales in case negotiations culminate on a positive note, sources say.

• General Electric will provide engines for US Navy F/A-18 aircraft as part of a $91.5million contract modification awarded by the service on April 3. According to the deal, the firm will provide 24 Lot 22 full-rate production F414-GE-400 engines with work to take place in Lynn, Massachusetts (59 percent); Hooksett, New Hampshire (18 percent); Rutland, Vermont (12 percent); and Madisonville, Kentucky (11 percent). Contract completion is scheduled for February 2019.

• Embraer’s KC-390 tanker-transport prototype that recently returned to testing following an earlier test mishap has featured at the FIDAE air show in Santiago, Chile. The debut appearance in Chile comes eight years after the Chilean government committed to the KC-390 program, however, only Portugal has so far moved forward with plans to buy the aircraft. According to Flight Global, Gen Lorenzo Villalón Del Fierro, chief of the general staff of the Chilean air force, declined to answer any questions about fixed-wing aviation procurements during FIDAE. Damaged during a slow-speed stall test, the prototype had its aerodynamic wing-to-body fairing and the fuel sponsons on the fuselage replaced, returning to service last month.

• A Brazilian-made wide area and head-up displays for the Saab Gripen E/F will be offered to all customers of the single-engined fighter as a potential cockpit upgrade, the head of the program’s Brazilian unit has said. Mikael Franzén, head of Business Unit, Gripen Brazil, said Saab will “make them available for all Swedish air force customers.” The Brazilian air force’s $5.4 billion order for 36 Gripen fighters includes several changes from the Swedish air force version. Instead of three multifunction displays, the FAB selected a 19in by 8in wide-area touchscreen made by AEL Sistemas, an Elbit Systems subsidiary based in Brazil. The latest version both the wide area and head-up displays are now in safety-of-flight testing with Saab, according to AEL.

Middle East & Africa

• Czech firm Aero Vodochody has sold four L-39NG training fighter jets to Senegal, a company statement has said. It marks the once struggling firm’s first international sale of new aircraft in 20 years. The sale of the light attack version of the aircraft is the first of a series the company is seeking to close abroad after bringing in industry veteran Giuseppe Giordo as president in 2016 to help turn the company around. “The L-39NG aircraft is the new future of Aero Vodochody,” Giordo said adding, “We also have two additional contracts in a very mature state of negotiation.”

Europe

• The US State Department has cleared the sale of 17 CH-47F Chinook helicopters to the Spanish military. Valued at $1.3 billion, the foreign military sale comes with a host of associated parts and mission equipment including the AN/AAR-57A(V)8 Common Missile Warning System (CMWS). According to the Defense Security Cooperation Agency (DSCA), “The proposed sale of the CH-47F aircraft will improve Spain’s heavy lift capability,” adding that “Spain will use this enhanced capability to strengthen its homeland defense and deter regional threats. Spain will have no difficulty absorbing these aircraft into its armed forces.”

• Slovakia has been preemptively cleared to proceed with the potential sale of F-16 Block 70/72 fighters following clearance by the US State Department. According to a DSCA statement, the $2.9 billion package will also include 30 AIM-120C7 air-to-air missiles, 100 AIM-9X air-to-air missiles, 150 guidance kits for Joint Direct Attack Munition bombs, 400 MK-82 or BLU-111 500-pound bomb bodies and 400 fuzes. While Slovakia has yet to decide on an aircraft that will go towards replacing its Soviet-era fleet of MiG-29s, the eventual winner will give Bratislava a fourth generation fighter capability that is interoperable with the United States and NATO.

Asia-Pacific

• US Air Force CV-22 tiltrotor aircraft will deployed to Japan this week, a year ahead of schedule. Five aircraft are scheduled to touchdown in Yokota Air Base in Tokyo this week and the deployment aims to address “regional security concerns in line with the recently released 2018 National Defense Strategy and also provides a platform that can rapidly react to natural disasters or crises,” a US Forces Japan (USFJ) statement said. According to Defense News, the CV-22s will remain at Yokota for a short time before leaving to conduct training around the region for the next few months and will continue to operate from Yokota upon their return. A total of 10 aircraft are expected to be assigned to Yokota as part of a phased-basing plan over the next several years, according to USFJ.

Today’s Video

• Night-time, mid-air refueling of the MiG-31:

Americas

• Huntington Ingalls received Monday, April 2, a $179 million cost-plus-incentive-fee modification for for services related to production of the new USS Enterprise, the Navy’s third Ford-class aircraft carrier. The contract covers the procurement of the long-lead-time material for the USS Enterprise, which is currently within the fabrication phase of production. Work will be performed in Newport News, Virginia, and is expected to be completed by February 2027. The agreement follows a $55.8 million award announced by the Pentagon the previous Friday, which tasked Huntington with providing services to support the USS Gerald R. Ford, the class’ flagship vessel that is expected to leave on its first deployment in 2021. Work on this contract will occur in Hampton Roads, Va., and is expected to be complete in June 2019. Washington so far plans to build ten Ford-class carriers with three currently in various stages of construction.

• Last month saw a landing signals officer (LSO) successfully was able to remotely take over a F/A-18 Super Hornet on the glide path and bring it aboard an aircraft carrier for a touch-and-go. Taking place at sea on board the Nimitz-class USS Abraham Lincoln, the event was made possible by the use of an ATARI, or aircraft terminal approach remote inceptor, which allows LSOs to take over an aircraft from up to five miles away. Though not intended to be a primary method for recovering aircraft, it does provide a relatively inexpensive backup system in the case an LSO needs to step in and use their expertise and training to safely guide an aircraft. Along with the ATARI, a van outfitted with the ATARI system was brought aboard and setup behind the LSO platform to allow the engineers to watch the approaches in real-time, monitor safety-of-flight data and ensure passes were going smoothly. The van recorded flight data for engineers to analyze later and allowed the Air test and Evaluation Squadron VX-23 to test their system without having to install it Abraham Lincoln. No plans are yet in place for fleet-wide deployment.

Middle East & Africa

• Turkey has reaffirmed its commitment to buying the S-400 Triumf air defense system from Russia despite threats of sanctions from Western allies if the sale was to continue. The news comes as the US Principal Deputy Assistant Secretary Tina Kaidanow, who heads the Bureau of Political-Military Affairs at the State Department, was in Ankara to attend the 5th gathering of Turkey—US Defence Trade Dialogue, following a 2-year hiatus, where the US delegation had offered to sell Turkey the Patriot missile system as an alternative to the S-400. Previous negotiations over Patriots have stalled over issues such as the price and technology transfer. Turkish Prime Minister Binali Yildirum, however, said last week that Turkish efforts to buy the Patriot system would continue, but added, “These are not an alternative to the S-400. Turkey has already made its S-400 decision.” This sentiment was echoed by Turkey’s strongman President Tayyip Erdogan at a press conference in Ankara on Tuesday, who said that his government could cooperate with Russia on defense projects besides the S-400 missile defense system, without giving any further details. Russian media quoted its President Vladimir Putin as saying the S-400 deal was a priority in military cooperation between Moscow and Ankara.

Europe

• Swedish media reports that sensitive data on the RBS-15 anti-ship missile system has been freely available online since 2017. According to the daily newspaper Aftonbladet, the data was obtained by a regular visitor to the War Archive in Stockholm who then took pictures of hundreds of pages of data using his mobile phone and posted it on a website. The information was subsequently posted on a Russian forum. Designed by Saab Bofors Dynamics, the RBS-15 is a is a long-range fire-and-forget surface-to-surface and air-to-surface, anti-ship missile. It arms various naval vessels as well as Saab’s JAS-39 Gripen fighter. An extended-range variant is being developed for the Gripen E will also come with an upgraded seeker and will have a reduced launch weight and increased range compared to earlier incarnations.

• The radar that will operate with the S-500 air defense missile system has been unveiled to the public for the first time. Known as the Yenisei, the phase-array radar was shown by the Rossiya-1, with the report also showing footage of the newly upgraded Pantsir SM short to medium range surface-to-air missile and anti-aircraft artillery weapon system. While not much public information is available about the Yenisei, Sputnik News says it features a phased-array antenna to spot and track aerial targets across an entire range of altitudes, provide “friend or foe” identification and determine priority targets. When working in automatic mode, the radar is capable of identifying four types of objects: planes, helicopters, drones and missiles. The S-500, is also billed as the only missile defense system around capable of engaging hypersonic targets.

Asia-Pacific

• The Korean Aerospace Industries (KAI) KUH-1 Surion helicopter has wrapped up several months of de-icing tests in the US, with the helicopter on its way back to South Korea. Testing took place at Sawyer International Airport, Michigan, with staff from both KAI and the South Korean Army joining US Army personnel for the work. This is the second year in a row that Seoul has brought aircraft to Sawyer for testing.

• Chinese UAV experts have said that a drive to gain a carrier-borne UAV capability will need government support if it is to be successful. Speaking to a press conference on Monday, Shi Wen, the chief engineer and designer of China’s Caihong (CH) UAV series said that while there have already been “efforts to promote artificial intelligence (AI) for UAVs to allow manned aircraft to co-pilot UAVs,” he added that “considerable resources are needed in carrier-based UAV research,” so it would be risky to attempt without “government support.” Shi’s team is under the China Aerospace Science and Technology Corp (CASC), and his team has developed a series of UAVs, including the CH-3, CH-4 and the advanced CH-5, which can now engage in surveillance and attack missions. The CH series of drones is popular among nations along the Belt and Road initiative, especially in some Middle East and African countries, which have a huge demand for weapons.

Today’s Video

• Russia complete’s third test-fire of 53T6M ABM interceptor:

Americas

• Boeing has been awarded a ceiling increase modification to a previously awarded contract for the provision of Joint Direct Attack Munition (JDAM) tail kits. The modification is valued at over $311 million. The deal provides for JDAM strap-on inertial guidance kits with the capability to receive guidance updates from GPS which increases the weapon’s accuracy. JDAM tail kits turn previously unguided free-fall munitions such as the 2,000-pound BLU-109/MK 84 or the smaller 500-pound BLU-111/MK 82 warhead, into guided air-to-surface munitions. The awarding of the modification brings the total cumulative face value of the contract to $1.23 billion. Work will be performed at Boeing’s St. Louis, Missouri, facility and is scheduled for completion by March 2020.

• Lockheed Martin Corp. has been awarded a contract for Block 4.1 common capabilities pre-modernization efforts in support of the F-35 Lightning II. This support includes a preliminary design review in support of the US Air Force and other international partners. It is valued at $211 million. The $382 billion F-35 Joint Strike fighter program may well be the largest single global defense program in history. This major multinational program is intended to produce an “affordably stealthy” multi-role fighter in 3 variants. The F-35 is designed as an “affordable stealthy” counterpart to the F-22 Raptor. The Block 4 modernisation, also known as Continuous Capability Development and Delivery, consists of 4 individual increments. Blocks 4.1 and 4.2 focus primarily on software updates, while Blocks 4.3 and 4.4 will consist of more significant hardware changes. The program is expected to cost $10.8 billion through FY2024. Work will be performed in Fort Worth, Texas, and is expected to be completed in July 2019.

• Northrop Grumman Systems Corp. has received a contract for the production of gun mission modules for the US Navy’s Littoral Combat Ships equipped with the Surface Warfare Mission Package. The contract is valued at $7.4 million. The Navy’s $35 billion “Littoral Combat Ship” program intends to create a new generation of affordable surface combatants that can operate in dangerous shallow and near-shore environments, while remaining affordable and capable throughout their lifetimes. The LCS can be equipped with different mission modules. The Surface Warfare (SUW) attack module makes use of 4 weapon stations. In addition to the 57mm naval gun, firepower would include the same Mk.46 30mm cannon system used in the Marines’ canceled Expeditionary Fighting Vehicle. That level of armament makes the LCS a $550 million coast guard cutter in littoral regions filled with missile-armed fast attack craft, as well as motorboats with torpedoes. Work will be performed at facilities in Huntsville, Alabama and Bethpage, New York. It is expected to be completed by December 2019.

Middle East & Africa

• Turkish arms manufacturer Aselsan recently unveiled a new weapon’s system. The system belongs to the SARP family of which the company already produced 1.350 units, of which 350 have been exported. SARP enhances a gunner’s situational awareness through its surveillance and remote capabilities and drastically decreases vulnerability to attacks. The company currently works on two new versions. SARP-L is designed for low recoil weapons and SARP-Zafer allows troops to change ammunition without exiting the armored vehicle. The SARP weapon system can be integrated into land and naval platforms. Most recently SARP systems have been used during Turkey’s Operation Olive Branch.

Europe

• The United Kingdom will again join the Dutch-German Boxer program, 14 years after deciding to opt out. The Boxer, a “Multi Role Armored Vehicle” (MRAV), uses a single chassis, with snap-in modules for different purposes from infantry carrier to command, cargo, ambulance and others. The base vehicle has a maximum road speed of 60 mph and an operational range of 600 miles. In its troop-carrying configuration, it has a crew of 2 and can carry 10 fully equipped troops. The UK left the program in 2003 over concerns that the vehicle would be too heavy for transport by RAF’s C-130s. For well over a year, British Army officials have been pushing for a deal with Artec, the Boxer producing Krauss-Maffei-Wegmann and Rheinmetall joint venture. The Boxer is supposed to fulfill the Army’s mechanized infantry vehicle requirement by 2023. Recently Australia tapped the German manufacturer for the provision of 200 vehicles with a total cost of $2.48 billion. Artec will cooperate with local partners including, BAE Systems, Pearson Engineering, Raytheon UK and Thales UK. Assembly, design, and manufacture in the UK would generate approximately 1,000 jobs and keep about 60 percent of the $2.7 billion contract within the UK.

• Jane’s reports that the Polish government will buy several Blackjack UAS’s from Boeing. The contract is valued at $11.4 million. The deal includes a number of air vehicles, a ground control station as well as a launch and recovery system. The system will be equipped with the GPS/Selective Availability Anti-Spoofing Module (SAASM). The RQ-21A Blackjack is the military variant of the Integrator, which is essentially a larger and more capable version of the ScanEagle. The RQ-21A Integrator boosts endurance to over 24 hours and a maximum payload of about 50 pounds. Its versatile sensor package includes a TV zoom and mid-wave infrared cameras, plus an infrared marker and a laser rangefinder.

Asia-Pacific

• The Republic of Korea Navy has received its third Cheonwangbong (LST-2)-class tank landing ship on the 2nd of April. The vessel is produced by Hyundai Heavy Industries, is named Ilchulbong and has the pennant number 688. South Korea’s defense procurement agency signed a contract for the provision of four LST-II ships in 2013. The contract is valued at $129 million. The LST has an overall length of 416 ft. and can attain a top speed of 23 knots, an economic cruising speed of 18 knots, and a standard range of 8,000 n miles at 12 knots. The ship can accommodate two mechanised landing craft on its foredeck that can be deployed via a 65-tonne capacity deck crane, and can embark up to 300 fully equipped soldiers, and eight amphibious assault vehicles. The platform’s flight deck can take up to two helicopters, such as the UH-60A.

Today’s Video

• Watch: F-16 low level flight over Japan

Americas

• Boeing received on February 28, a $73.2 million US Navy contract to perform service life modifications on an initial four F/A-18E/F Super Hornet fighter aircraft. The work will extend the fighter’s operational service life from 6,000 to 9,000 flight hours by converting them to Boeing’s Block III configuration which includes an enhanced network capability, longer range with conformal fuel tanks, an advanced cockpit system, signature improvements and an enhanced communication system. Work will take place in St. Louis, Missouri and El Segundo, California, with an expected contract completion time set for April 2020. A Boeing statement said that an additional production line will be established in San Antonio, Texas in 2019 in anticipation of follow-on orders over the next ten years. The F/A-18E and F-model Super Hornets are the single and tandem-seat variants of the Super Hornet respectively, and have been in service since 2002. Approximately 568 Super Hornets are in the US Navy fleet.

• The Pentagon awarded Lockheed Martin two US Navy contracts Wednesday, February 28, for the F-35 Joint Strike Fighter program. Under the terms of the first agreement—a $148.7 million contract modification—Lockheed will provide additional logistics services for delivered F-35s operated by he Air Force, Marine Corps, Navy, non-Department of Defense (DoD) and foreign military sales (FMS) customers. Services to be provided include ground maintenance activities, action request resolution, depot activation activities, Automatic Logistics Information System operations and maintenance, reliability, maintainability and health management implementation and support, supply chain management, and activities. Work will take place across the US, with some work to take place in the UK, running until April 2018. A second, smaller deal valued at $7.4 million provides funding for sustainment services in support of the F-35 aircraft at Marine Corps Air Station Iwakuni, Japan and Naval Air Station Lemoore, California. Work will take place in both California and Japan and like the first contract, work is scheduled to wrap up in April 2018.

Middle East & Africa

• Israeli sources have expressed private reservations about Russia’s deployment of its new Su-57 stealth fighter to Syria, Flight Global reports. Satellite images captured by the Israelis confirmed earlier videos of the fighter in the region and is one of dozens of new weapons systems currently being combat tested by the Russians in Syria. While Israel has not reacted officially to the development, a senior source says there is no doubt that Moscow has sent its newest fighter to the region in order to test it against Western technologies. Israeli Air Force F-16s and unmanned assets are active in Syrian airspace, locating and targeting weapons sites that have been used by Lebanon’s Hezbollah, who are friendly to the Syrian regime and use government-held territory to transfer arms and rockets to its own territory in Lebanon. The arrival of the Su-57 comes just two weeks after a border clash during which an Iranian-operated stealth unmanned air vehicle and an IAF F-16 were shot down.

Europe

• Four years after Russia’s annexation of the Crimean peninsula and after multiple calls for arms from the Ukrainian government, the US State Department has cleared its first lethal aid package to the Ukrainian military. A Defense Security Cooperation Agency (DSCA) statement released Thursday, March 1, announced the approval of a $47 million package for the delivery of 210 Javelin anti-tank missiles and 37 Javelin Command Launch Units, with the aim that the missiles will help “Ukraine build its long-term defense capacity to defend its sovereignty and territorial integrity in order to meet its national defense requirements.” Rather than being the subject of fresh orders from manufacturers Lockheed Martin and Raytheon, the missiles will come from existing US Army stocks while the CLUs will come from on-hand Special Defense Acquisition Fund (SDAF)-purchased stocks. The SDAF is a special State Department fund set up to speed expected requests for military equipment from allies. If State Department officials expect a request will be made, they can pre-purchase the equipment so it is already under production before a deal is made official. Since 2014’s Crimean annexation and the beginning of an insurgency by Russian-backed Separatists in Ukraine’s Donbass region, Kiev has called for lethal military aid to be supplied by the US. While the Obama administration did at one stage consider sending lethal aid to Ukraine, its concerns that injecting such weapons into the already volatile region could make the situation worse resulted in them just supplying training and support equipment. Late last year, the Trump administration said it would send lethal aid to Ukraine with State Department spokesperson Heather Nauert saying “US assistance is entirely defensive in nature, and as we have always said, Ukraine is a sovereign country and has a right to defend itself.”

• BAE Systems has tapped Lockheed Martin to supply its Mk 41 Vertical Launching System (VLS) for the three City-class Type 26 anti-submarine warfare (ASW) frigates on order for the British Royal Navy. The VLS is the only one available that is capable of launching anti-air, anti-submarine, surface-to-surface and strike-length missiles, and initial orders from London calls for the delivery of nine MK 41 VLS modules—enough for the first three ships—the already under construction Glasgow, and the ordered Cardiff and Belfast.

Asia-Pacific

• China’s increase in defense spending has been described as “moderate” by a senior diplomat, Reuters reports. Speaking ahead of Monday’s release of China’s national budget by parliament, parliament spokesperson and Vice Foreign Minister Zhang Yesui said that in recent years, “China has moderately raised defense investment,” adding that a lot of this extra cash had “been to make up for past investment deficiencies, mostly on renewing equipment (and) improving material benefits for soldiers.” Last year military spending was budgeted to increase by just 7 percent, to 1.044 trillion yuan ($164.60 billion) about one-quarter of the proposed US defense spending for the year. “China has always upheld the path of peaceful development, and practices a defensive defense policy. China’s development will not constitute a threat to any country,” said Zhang. While no indication of how much of an increase would be allocated and what areas would be focused on in the budget, reports in the China Daily newspaper said China was looking to build larger aircraft carriers and was aiming to operate a fleet of at least six.

• A senior Philippines Navy official has been quoted by the state-run Philippine News Agency that the service will utilize two frigates on order from South Korea as anti-air platforms. Speaking in front of the Senate during a hearing on the Frigate Acquisition Project (FAP) last week, Rear Admiral Robert Empedrad said: “In the current inventory of the PN, we don’t have capability for aerial denial. Wala pa tayong (We do not have) anti-air missile capability that can hit an incoming aerial object. But except for our frigates supposedly kung ma-deliver (once delivered), ito lang iyong (this will only be the) first time that we will have that capability for aerial denial.” Due to be delivered in 2020, the vessels are being built by Hyundai Heavy Industries under a $346 million contract and are based on the HDF-3000 frigate design used for South Korea’s Incheon-class frigates. The Filipino order will come equipped with weapons capable of combating surface, sub-surface and air threats, as well as electronic warfare.

Today’s Video

• The Royal Navy’s Type 26 Global Combat Ship:

Americas

• Following a report released in January expressing concerns about the KC-46 Pegasus tanker aircraft, the US Air Force is working with the Pentagon’s operational test and evaluation office to dissuade these issues while maintaining the aircraft will keep to its milestones and schedules. One issue raised was that the aircraft did not meet the office’s standards for electromagnetic pulse testing—which took place in July at Naval Air Station Patuxent River, Maryland, and Edwards Air Force Base, California—however, this was because not all of the systems were online during the previous round of tests. The test showed that the tanker’s flight-critical and boom-refueling systems could withstand a 6-decibel electromagnetic pulse, but certain systems were uninstalled or deactivated before testing, according to the report. “The systems that were uninstalled or deactivated were not flight critical or required for aerial refueling operations,” the command said. There are no plans as of yet for additional EPTs.

• Ammo-manufacturer Olin Corp. received Tuesday, February 27, a $51.1 million contract modification for several types of small arms ammunition. Under the terms of the agreement, the Illinois-based Winchester Division of Oilin will produce 5.56mm, 7.62mm, and .50 caliber ammunition cartridges for the US Army. Work will be performed in Oxford, Mississippi, with an estimated completion date of August 30, 2019.

• Charles Stark Draper Laboratory has been awarded a $132.9 million contract modification for the Trident (D5) MK 6 guidance system. The agreement, awarded by US Navy, will see the production with failure verification, test, repair and recertification of inertial measurement units, electronic assemblies, and electronic modules. Work will take place in Minneapolis, Minnesota, Clearwater, Florida, Cambridge, Massachusetts, and Pittsfield, Massachusetts, with a scheduled completion time for January 30, 2021.

Middle East & Africa

• An investigation into the crash of a Tiger helicopter operated by the German military in Mali has ruled out an external attack or weather factors as the fatal accident’s cause. Military officials briefed a German parliamentary defense committee on Wednesday on the latest finding about the crash that killed both crew members during a peacekeeping mission in the West African nation’s desert north last July. In a letter to lawmakers, seen by Reuters, State Secretary Markus Gruebel said the investigation had also found no evidence of malfunction in the aircraft’s rotors or engine. Instead, the investigation has focused on “striking aberrations in the longitudinal control system” of the helicopter, which “significantly limited” the motion of its elevator axis, causing its autopilot to shut off, but had not determined how they occurred. The aberration was not found in other German Tigers. Manufacturer Airbus said the investigation was ongoing and it was too early to draw conclusions about potential root causes.

Europe

• Italian aerospace firm Leonardo announced the delivery of the final M-346 advanced jet trainer ordered by the Italian Air Force with the handover taking place at a ceremony at Leonardo’s plant in Venegono Superiore (Varese). A total of eighteen aircraft are now in operation with the service with Galatina’s 61st Air Wing (Lecce), where Italian fighter pilots are trained together with personnel from other countries including the United States, Spain, France, Austria, the Netherlands, Poland, Singapore, Argentina, Greece and Kuwait. Training on the M-346 is preparatory for pilots before they fly more advanced aircraft such as the Eurofighter Typhoon and F-35 Joint Strike Fighter.

• Romania inked this week final contracts with the United States for the purchase of both the High Mobility Artillery Rocket System (HIMARS) and Guided Multiple Launch Rocket Systems (GMLRS). The February 26 signing was overseen by Romanian Secretary of State Mircea Dusa and the country’s defense chief, Gen. Nicolae Ciuca, and comes six months after the US State Department cleared a package calling for 54 Lockheed Martin-made HIMARS launchers for a total of three systems and 81 unitary GMLRS—making Bucharest the first foreign operators of the system. The program is estimated to cost $1.5 billion.

Asia-Pacific

• The Japanese government has released photographs of ship-to-ship cargo transfers of goods to North Korean vessels that are in breach of UN Security Council (UNSC) sanctions. So far, Tokyo has confirmed four cases of at-sea handoffs involving North Korea. On Tuesday, the Foreign and Defense ministries released photos taken by its P-3C maritime patrol aircraft of a North Korean tanker pulled up alongside a Maldives-registered vessel on Saturday night, possibly transferring fuel. The transfer took place approximately 250km east of Shanghai. The release of the photographs came with pleas from the government for the US and South Korea to help assist in keeping an eye on North Korea’s maritime smuggling and hold the hermit state to international sanctions.

Today’s Video

• Promo video of China’s J-16:

Americas

• The US Navy has pushed initial operational capability (IOC) of the MQ-25 Stingray unmanned aerial tanker into 2026, rather than the rapid acquisition initially planned for 2020. Service officials told a Fiscal Year 2019 budget briefing on Monday that they plan to spend $719 million on research and development for the MQ-25A and now anticipates purchasing the first four aircraft in 2023. Meanwhile, Boeing has been listed by General Atomics Aeronautical System (GA-ASI) as part of its industry team of suppliers entering the Stingray program. The announcement comes after Boeing’s Phantom Works unit revealed before Christmas, its own fully assembled MQ-25 ground test vehicle at its St Louis facility, and the firm maintained that acting as both a prime bidder and a member of the General Atomics team “is good for our customer and reflects our focus on doing what’s necessary to compete, win and grow.” Other suppliers listed by GA-ASI include: Pratt & Whitney for its engines; UTC to design and build the landing gear; L3 Technologies for communications; BAE Systems for software capabilities, mission planning, and cybersecurity; Rockwell Collins for advanced navigation technologies, a new generation of the TruNet ARC-210 networked communications airborne radio and a comprehensive simulation framework; and GKN Aerospace’s Fokker for landing gear technologies.

• Bell Helicopter’s V-280 Valor tilt-rotor demonstrator has been flown by a US Army pilot for the first time. The February 7 flight was conducted by Chief Warrant Officer 3, Tom Wiggins, of the US Army Special Operations Aviation Command, at the Bell Flight Test Facility in Amarillo, Tex. During the flight, Wiggins performed Hover In Ground Effect repositioning, pattern flight and roll-on landings. The aircraft is being funded under the US Army’s Joint Multi-Role Technology Demonstration (JMRTD) program and is led by the service’s Aviation and Missile Research, Development, and Engineering Center (AMRDEC). AMRDEC personnel have been fully involved in the demonstrator effort including integration of experimental test pilots and flight test engineers into the mixed flight test team, and Army pilots will take part in additional flights throughout the test program. The JMRTD is a precursor to the Department of Defense Future Vertical Lift program.

Middle East & Africa

• Raytheon received Monday, February 12, a $23.2 million US Missile Defense Agency (MDA) contract modification for software development and engineering support services for the Army/Navy Transportable Radar (AN/TPY-2) system operated by the United Arab Emirates (UAE). Work on the foreign military sale (FMS) will take place at Woburn, Mass., with a scheduled completion date of November 2019. This new modification increases the cumulative face value of the award from more than $717.6 million to $740.9 million, the Pentagon said. The AN/TYP-2 is the main radar used on the Terminal High Altitude Area Defense (THAAD) system but also cues the AN/MPQ-53 radar of the Patriot system—both of which are deployed by the UAE.

Europe

• High operating costs may cause the Swedish military to ground nine of its NH90 Tactical Transport Helicopter (TTH) fleet used for ground operations. Speaking on the issue, Defense Minister Peter Hultqvist said the procurement had a long history and background of broken expectations, and that life-cycle and operating costs should have been investigated and controlled prior to this. A report by Swedish broadcaster Ekot reported that Defense Force Helicopter 14 costed an average 200,000 kroner (almost $25,000) per hour—by comparison, the US DoD costs UH-60 Black Hawks at about $4,500 per flight hour. Hultqvist added that the helicopter’s high costs will be investigated further before a final decision on whether the nine NH90s will have their flight hours cut or grounded completely. First ordered in 2001 Sweden’s Defense Helicopter Wing operates 18 NH90 TTHs, alongside 16 UH-60Ms, and 20 AW109s (eight of which designated for sea roles).

• Thales Group announced Tuesday that both the Spanish and German armed forces have selected the French firm to provide rockets for their respective Tiger helicopter fleets. The deals will see Germany acquire 10,000 70mm/2.75″ training rockets to further the training of its UH Tiger units, while Spain will receive 1,000 rockets for defensive use by its Tiger HAD-E fleet. Spain operates the latest 70mm NATO standard rocket onboard its Tiger HAD-Es, which come fitted with four light weight composite rocket pods, two of 19 tubes (FZ225) combined with two of 7 tubes (FZ233), able to carry a mixed loading of practice and high explosive warhead. Spain’s Tigers are currently deployed to Mali, where they are serving on an ongoing UN-peacekeeping mission.

Asia-Pacific

• China has put its new generation J-20 stealth fighter into service, the air force announced last Friday. The J-20 will further raise the air force’s combat abilities and help the air force better carry out its “sacred mission” to defend the country’s sovereignty, security and territorial integrity, the air force said, adding that the fighters had been commissioned into combat units. First put on display at 2016’s Zhuhai airshow, Beijing has been characteristically secretive on the warplane’s development and questions remain on whether the aircraft can match the radar-evading properties of its closest lookalike Lockheed Martin F-22 Raptor, or the F-35 Joint Strike Fighter.

• Boeing will upgrade the Japan Air Self-Defense Force’s Airborne Warning and Control System (AWACS) aircraft under a $60.9 million US Air Force contract announced by the Pentagon Monday. The agreement will see Boeing provide mission computing upgrade installation and checkout of four Japanese E-767 aircraft and associated ground systems. Work will take place in Oklahoma City, Okla., San Antonio, Texas, and Seattle, Wash., and is scheduled to wrap up by December 2022. Japan’s E-767 fleet uses Boeing’s E-3 Sentry surveillance radar and air control system installed on a Boeing 767-200.

• Executives from Boeing and Saab claim that upcoming elections in India—to take place in May 2019—is likely to push decisions on new fighter aircraft for the Indian Air Force (IAF) and Indian Navy into late next year. Both firms are currently vying for a contract to supply the navy with 57 carrier-borne aircraft with the F/A-18 Super Hornet and a marine variant concept of the JAS-39 Gripen, however, no formal request for proposal (RFP) has yet been issued with an service official saying work was in progress and he expected an RFP would be issued in the months ahead detailing specific requirements. Dassault’s Rafale M fighter and Russian Aircraft Corporation’s MiG-29K are also believed to have responded to New Delhi’s request for information (RFI). The IAF requirement for 100 conventional fighter, which is at a less advanced stage than the naval fighters and is still waiting to release a RFI, has attracted Saab’s Gripen E and Lockheed Martin Corp with its F-16. As a sweetener to Prime Minister Modi’s “Make in India” initiative, Saab has partnered with Adani to build Gripens in India if it wins either or both of the fighter jet contests, while Lockheed has selected Tata Advanced Systems as its local production partner for the F-16.

Today’s Video

• Bell V-280 Valor first Army test:

UCAS-D/ N-UCAS concept
(click to view full)

The idea of UAVs with full stealth and combat capabilities has come a long way, quickly. Air forces around the world are pursuing R&D programs, but in the USA, progress is being led by the US Navy.

Their interest is well-founded. A May 2007 non-partisan report discussed the lengthening reach of ship-killers. Meanwhile, the US Navy’s carrier fleet sees its strike range shrinking to 1950s distances, and prepares for a future with fewer carrier air wings than operational carriers. Could UCAV/UCAS vehicles with longer ranges, and indefinite flight time limits via aerial refueling, solve these problems? Some people in the Navy seem to think that they might. Hence UCAS-D/ N-UCAS, which received a major push in the FY 2010 defense review. Now, Northrop Grumman is improving its X-47 UCAS-D under contract, even as emerging privately-developed options expand the Navy’s future choices as it works on its new RFP.

N-UCAS: Programs & Potential

X-47B concept
(click to view full)

In early 2006 the future of DARPA’s J-UCAS program seemed uncertain. It aimed to create Unmanned Combat Aerial Vehicles (UCAV) for the USAF and Navy that could approach the capabilities of an F-117 stealth fighter. Boeing’s X-45C was set to face off against Northrop Grumman’s X-47B Pegasus, the program had demonstrated successful tests that included dropping bombs, and aerial refueling tests were envisioned. J-UCAS was eventually canceled when the services failed to take it up, but the technologies have survived, and the US Navy remained interested.

Like the F-117, a UCAV’s self-defense would involve remaining undetected. While UCAVs can theoretically be built to execute maneuvers no human pilot could handle, the pilot’s awareness of surrounding events would be quite limited. The X-47B isn’t being designed to do what the type inherently does poorly, but to do what the type does inherently well: be stealthier than manned aircraft, and fly reliably on station for days using aerial refueling support.

If Northrop Grumman or emerging competitors can overcome their technical and operational challenges, and if UCAV reliability lets them match the 2-3 day long mission profiles of Northrop Grumman’s RQ-4 Global Hawks, the US Navy would receive the equivalent of a carrier-borne F-117 stealth fighter, with improved stealth and no pilot fatigue limits. That would open up entirely new possibilities for American carriers.

If aerial refueling support is present behind the front lines, an N-UCAS wing could easily sally forth to hit targets thousands miles from their host carrier, while pilots inside the ship fly in shifts. The X-47s would fly a much shorter distance back to aerial tankers as needed, and only return to the steaming carrier several days later, or when their weapons had been used up. As a concrete example, in an emergency a carrier could launch UCAVs as it left Gibraltar at the gate of the Mediterranean, then fly them to the Persian Gulf and keep them on patrol using USAF aerial refueling tankers, all the while steaming to catch up. As the carrier got closer to the Arabian Sea off of Oman, the UCAVs would get more and more loiter time over their target area, and the “chainsaw” would get shorter and shorter.

First Step: UCAS-D / X-47B

Concept no more
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N-UCAS (Naval Unmanned Combat Air System) is the US Navy’s broader umbrella initiative to define/develop/produce a fleet of unmanned, carrier based strike and surveillance aircraft. The UCAS-D demonstration program is a subset of that initiative. If the demonstrations go well, the Navy may progress to an Unmanned Carrier-Launched Airborne Surveillance and Strike (UCLASS) program.

In July 2007, Northrop Grumman’s X-47B Pegasus beat Boeing’s X-45C to win the UCAS-D development contract. Northrop Grumman’s Aug 3/07 release describes their mission as:

“The UCAS-D effort will mature critical technologies, reduce unmanned air system carrier integration risks and provide information necessary to support a potential follow-on acquisition milestone.”

Translation: show us that this can work, and demonstrate carrier-based launches and recoveries of a tailless, autonomous, “LO-relevant” aircraft. “Low Observable relevant” means that its outer shape must reflect stealth requirements, but without any of the operational stealth coatings and other expensive measures. That makes sense, since UCAS-D is only about aerodynamics and control. Eventually, follow on programs like UCLASS will have to test stealth as well, but UCAS-D will be about the basics.

UCAS-D has 2 big technical challenges. One is safe, reliable flight and landings in carrier-controlled airspace, for a stealth aircraft that may not always be visible on radar. Testing appears to be working, and combined manned/ unmanned evolutions have begun. The other big challenge is successful and safe aerial refueling.

Next Step: UCLASS

Phantom Ray

Northrop Grumman’s UCAS-D team hopes that by completing the UCAS-D funded demonstration phase, they’ll be able to offer an inherently conservative service a proven UCAV option, with a more complete set of advanced capabilities than privately-developed or late-moving competitors.

The USA’s Naval Aviation Master Plan currently includes provisions for a Navy UCAS (N-UCAS) around 2025. If UCAS-D work goes very well, and the US Navy follows through on its shift toward an X-47B-class UCAV that can be used for limited missions, pressure will build for much earlier deployment. There are already indications of pressure along those lines, and the UCLASS RFI sets a goal of fielding a limited capability UCAV on board American carriers by 2018 or so.

Barring continued and substantial pressure from above, however, the level of cultural shift required by the naval aviation community is likely to slow down any deployment of advanced UCAVs on board ships. That is already happening to UCLASS, which has seen its strike role shrink while the Navy publicly talks about making surveillance its main mission. That would be less threatening to future manned aircraft programs, but it may not be the best use of UCAV technology, and the Navy is already finding itself at odds with Congress on this score. A priority on surveillance also shrinks the need for stealth, which would give General Atomics’ conventional airframe design a big advantage over its 3 tailless flying wing competitors.

Predator C
click for video

If and when the US Navy proceeds with a full Unmanned Combat Air Vehicle deployment program, the X-47 will have competitors. The 3 additional recipients of initial UCLASS study contracts include:

General Atomics. They were the first competitor out of the gate, expanding their jet-powered Predator C “Avenger” research program to include a carrier-capable “Sea Avenger” as well.

Boeing. Boeing already makes F/A-18 Super Hornet naval fighters, and their privately-developed X-45 Phantom Ray UCAV stems from the same DARPA J-UCAS program that produced the X-47B UCAS-D. Northrop Grumman designed their X-47B for carrier operations from the outset, but Boeing developed their X-45C without those compromises, so carrier operations will require added work.

Lockheed UCLASS
click for video

Lockheed Martin. This concept comes out of their famed Skunk Works facility, which produced planes like the F-117 Nighthawk stealth fighter. Their work also builds on internal efforts like Polecat UAV, and classified programs like the RQ-170 UAV. They also seem to be making a push to leverage their strength in back-end command and control systems as a selling point, while partnering with control system specialist DreamHammer.

UCAS-D: Program & Team

The first X-47B Pegasus UCAS-D (AV-1) was scheduled to fly in December 2009, but that was pushed back to Q1 of CY 2010, and finally ended up taking place in February 2011. It conducted series of detailed flight envelope and land-based carrier integration and qualification events at Edwards AFB, CA, then returned to NAS Patuxent River, MD to begin land-based carrier landing trials.

AV-2, which is equipped with full refueling systems, was expected to make its first flight in November 2010, and begin testing autonomous aerial refueling (AAR). Early 2011 saw the AV-2 airframe pass static and dynamic load tests, but AV-2’s flights were delayed until AV-1 finishes its own tests, in late 2011, and didn’t take off until November 2011. It began carrier-related testing in 2012, and launched for the 1st time in May 2013. Full launch and landing circuits, and aerial refueling tests, are still on the horizon.

Its first landing was initially set for late 2011, but the firm now talks about some time in 2013. Once autonomous aerial refueling demonstrations begin, the Navy intends to achieve both probe & drogue (USN style) and boom/receptacle (USAF style) refuelings.

Northrop Grumman’s facility in Palmdale, CA is the final assembly site for the X-47B, and the industrial team also includes:

UCAS-D: Northrop Grumman’s X-47B

X-47B 3-view
(click to view full)

UCAVs currently have no real situational awareness of the airspace around them, which makes them sitting ducks for any attack that doesn’t use radar guidance, and isn’t picked up by their radar warning receivers. Even an alerted UCAV currently has few options but to try and change course. That may work against ground threats, but mobile aerial opponents will simply follow and kill them. Their best defense is not to be found. Their best option if found is to make it hard to keep a radar track on them, or to vector in enemy aircraft. This may be why high-end strike UCAVs like the Boeing X-45 Phantom Ray, European nEUROn, British Taranis, and Russian MiG SKAT all use the maximum stealth configuration of tailless subsonic blended wing bodies with shielded air intakes, and attenuated exhausts.

The X-47B’s modified flying wing design and top-mounted air intake reflect this orientation. By removing the pilot and opting for sub-sonic speeds, Northrop Grumman is able to field a design that looks like a more advanced version of its B-2 bomber. Instead of a straight flying wing like Boeing’s competing X-45C, however, their engineers opted for a cranked wing that improves landing characteristics on carrier decks, and makes it easy to use carrier-borne aircrafts’ classic “folding wing” design for improved storage in tight spaces.

This UCAV may be a short plane, but it’s not a small one. The X-47B’s 62.1 foot wingspan rivals the Navy’s old F-14s, and is wider than a Navy F/A-18 Hornet or even a larger Super Hornet. Because of its foreshortened length, however, its storage “spot factor” relative to an F/A-18C Hornet (“1.0”) is just 0.87.

Target and strike
(click to view full)

Pratt & Whitney Canada JT15D-5C turbofan engine powered previous X-47 models, but the UCAS-D will adopt Pratt & Whitney’s F100-PW-220U, a modified variant of the engine that powers American F-16 and F-15 fighters. Subsonic requirements and carrier-based employment changed the engine’s imperatives: it will produce less thrust than its F100 counterparts (just 16,000 pounds), in exchange for efficiency improvements and better protection against the corrosive salt-water environment.

Efficiency matters to this platform. Unrefueled X-47B range is expected to be between 1,500 – 2,100 nautical miles, with a maximum payload of 4,500 pounds. The standard payload is expected to be a pair of 2,000 pound JDAMs, but the weapon bay’s ultimate size and shape will determine its ability to carry other options like strike missiles, JSOW glide bombs, a pair of 4-bomb racks for the GPS-guided Small Diameter Bomb, the forthcoming Joint Air-Ground Missile, etc.

Sensors are currently to be determined, as they aren’t really the point of UCAS-D. Any Navy strike platform is expected to have an advanced SAR radar with Ground Moving Target Indicator (SAR/GMTI), conformal electro-optic day/night cameras, and ESM (Electronic Support Measures) equipment that helps it pinpoint and trace back incoming electromagnetic signals. Given the X-47B’s design’s inherent strengths of stealth and long endurance, additional modules or payloads for tasks like signals collection must surely be expected.

Naval UCAVs: Contracts and Key Events

See also “Boeing to Advance UAV Aerial Refueling” for background and updates regarding unmanned aerial refueling test programs in the US military – which now include UCAS-D/ N-UCAS.

Unless otherwise indicated, The Naval Air Systems Command Patuxent River, MD manages these contracts.

FY 2016 – 2018

February 15/18: GA’s Industry Partners—Navy talks FY2019 funding The US Navy has pushed initial operational capability (IOC) of the MQ-25 Stingray unmanned aerial tanker into 2026, rather than the rapid acquisition initially planned for 2020. Service officials told a Fiscal Year 2019 budget briefing on Monday that they plan to spend $719 million on research and development for the MQ-25A and now anticipates purchasing the first four aircraft in 2023. Meanwhile, Boeing has been listed by General Atomics Aeronautical System (GA-ASI) as part of its industry team of suppliers entering the Stingray program. The announcement comes after Boeing’s Phantom Works unit revealed before Christmas, its own fully assembled MQ-25 ground test vehicle at its St Louis facility, and the firm maintained that acting as both a prime bidder and a member of the General Atomics team “is good for our customer and reflects our focus on doing what’s necessary to compete, win and grow.” Other suppliers listed by GA-ASI include: Pratt & Whitney for its engines; UTC to design and build the landing gear; L3 Technologies for communications; BAE Systems for software capabilities, mission planning, and cybersecurity; Rockwell Collins for advanced navigation technologies, a new generation of the TruNet ARC-210 networked communications airborne radio and a comprehensive simulation framework; and GKN Aerospace’s Fokker for landing gear technologies.

January 9/18: Boeing Prototype—FAA Registration The Federal Aviation Administration (FAA) has awarded Boeing’s MQ-25 Stingray demonstrator a US aircraft registration, the firm has told Flight Global. The unmanned carrier-based mission tanker prototype, dubbed T1, was unveiled by Boeing on Twitter onDecember 16, and received the registration number, N234MQ, from the FAA on December 26. However, several details usually included, such as the model of the turbofan engine that powers the aircraft, were omitted from the registration. The deadline for bids to the MQ-25 Stingray program were due on January 3, with General Atomics and Lockheed Martin joining Boeing in the competition. While Boeing have been dripping information on their prototype, Lockheed Martin has released only a fragment of its MQ-25 concept aircraft, showing only part of the underside of a wing and a refueling pod.

December 21/17: Prototype Unveiling After a week of teasing its release, Boeing’s Phantom Works unit revealed Tuesday its prototype that will be entered into the US Navy’s MQ-25 Stingray unmanned aerial tanker program. A photograph of the aircraft facing the camera released by the firm shows that Boeing have incorporated a wing-body-tail design, diverting from the original flying wing design it considered putting forward to the precursor of the MQ-25 program—when the Navy prioritized strike and ISR capabilities over mission-tanking for its first carrier-based drone. Engine runs will be conducted before the end of the year, with deck handling demonstrations to follow in the new year. During the demo, prototype operators will taxi the aircraft via remote control and move it within the confines of the deck, as well as validating that the aircraft will engage the launch bar of a catapult. Boeing said first flight will take place when the engineering and manufacturing development contract is awarded.

October 30/17: Northrop Grumman has pulled out of the US Navy’s MQ-25 Stingray unmanned refueler competition. Despite being the company who developed the test platform that proved a UAV could take off and land from an aircraft carrier, CEO Wes Bush cited the Navy’s requirements in the request for proposal issued earlier this month as the reason for the firm’s forfeiture from the race, noting “if you can’t really execute on it and deliver on it to your customer and your shareholders, then you’ve done the wrong thing.” That leaves Boeing, Lockheed Martin and General Atomics still in the race.

October 12/17: US Naval Air Systems Command has released the final request for proposals (RFP) to industry for the unmanned MQ-25 Stingray unmanned aerial tanker. Lockheed Martin, Boeing, Northrop Grumman and General Atomics were all issued the RFP to compete for the air segment of what will be the Navy’s first operational carrier-based unmanned aerial vehicle ahead of an anticipated contract award by September of next year. Basic requirements will have the Stingray deliver about 15,000 pounds of fuel 500 nautical miles from the carrier, with a mission of alleviating the strain on the existing F/A-18E/F Super Hornets that are burning through flight hours while serving as a refueling tanker for other aircraft attempting to land on an aircraft carrier.

September 04/17: The US Navy has said that the inclusion of the MQ-25 Stingray unmanned tanker on its aircraft carriers will extend the range of its carrier-borne fighters by 300 to 400 nautical miles. It is expected to be able to carry 15,000 pounds of fuel at 500 nautical miles from the carrier to the air wing’s strike fighters and capable of refueling between four and six aircraft at range. Navy brass expect the first MQ-25 to be flying mission tanking operations as early at 2019.

July 24/17: A new draft request for proposals released by the US Navy has revealed that the service’s plans for the MQ-25 Stingray will be primarily that of a mission tanker. The draft, published on July 19, made no mention on the unmanned platform’s intelligence, surveillance and reconnaissance (ISR) capabilities, instead outlining the two key performance parameters (KPP) required for the aircraft’s airframes as having both carrier suitability and mission tanker capacity. As a result, the four competitors – Northrop Grumman, Lockheed Martin, Boeing and General Atomics – will only have to prove that their aircraft can take-off and land back on a carrier and do mission tanking.

June 15/17: US Navy aircraft carriers, the USS Dwight D. Eisenhower (CVN 69) and USS George H.W. Bush (CVN 77), will be the first vessels to carry the MQ-25A Stingray, the service’s upcoming unmanned aerial refueling tanker. Both carriers will receive upgrades to include the control stations and data links needed to control the tanker, and while no date for the upgrades have been set, it is believed that Chief of Naval Operations Adm. John Richardson intends to accelerate the deployment of the Stingray and get it on carrier decks as early as 2019. News of the first carriers set for the MQ-25A introduction comes as the Navy decided to reprogram $26.7 million for control systems and data link installation the MQ-25A will need to operate from an aircraft carrier, taking that money from the USS George Washington (CVN-73) during its four-year midlife refueling and complex overhaul (RCOH) in the Fiscal Year 2017 budget.

May 31/17: The US Naval Air Systems (NAVAIR) Command will soon issue a solicitation for engineering, manufacturing and development (EMD) to Boeing, General Atomics, Lockheed Martin and Northrop Grumman. NAVAIR also intends to release a solicitation to those companies for an accompanying contract for studies and analysis supporting the MQ-25 Stingray EMD program. The concepts coming out of the EMD phase are expected to take a stark departure from the preliminary designs, which industry created to support the navy’s original requirement for a stealthy, carrier-launched surveillance and strike aircraft (UCLASS). Such changes include dropping the initial requirement for strike capabilities but will retain surveillance capabilities with the inclusion of a 19-23in-diameter forward looking infrared sensor turret.

March 23/17: The US Navy’s MQ-25A Stingray unmanned aerial tanker is likely to have a wing-body-tail design after Lockheed Martin’s Skunk Work division found that a flying wing design is not the best aerodynamic shape for the service’s latest requirements. While the Navy had initially intended a surveillance and possible strike capability for the aircraft, the current requirements suggest a strong emphasis on a tanking role and less on ISR. As a result, competing firms Lockheed Martin, Northrop Grumman, General Atomics and Boeing are likely to redesign their bids for the competition.

October 24/16: Four companies have been awarded contracts by the US Navy to conduct risk reduction work on their designs for the MQ-25 Stingray. Boeing, General Atomics Aeronautical Systems and Lockheed Martin received contracts for $43 million each while Northrop Grumman received $35.8 million. The risk reduction work will see the companies alter previous designs of the MQ-25 as an unmanned strike bomber to fit its new role as an aerial tanker under the carrier-based air refueling system (CBARS) program.

September 27/16: Contracts worth $43 million each have been doled out to Lockheed Martin and Boeing in order “to conduct risk reduction activities in support of the MQ-25 unmanned carrier aviation air system.” Both companies are expected to complete their work on the UAV by October 2017. Now known as the Stingray program, the UAV integrates the first operational, carrier-based, catapult-launched drone and will provide long-endurance ISR and organic refueling capabilities for the carrier air wing.

August 22/16: Contractors aiming to secure deals in relation to the Navy’s MQ-25A program have been given vague hints at what the service is expecting. Hopefuls looking to secure a slice of the action have been told they need to get that “sweet spot” between supporting mission tanking and intelligence, surveillance and reconnaissance (ISR) missions. Born out of the scrapped Carrier-Based Aerial Refueling System (CBARS) program, the MQ-25 Stingray looks to include higher endurance for ISR capabilities in addition to just refueling. A lot of food for thought for those looking to get involved, but at least the initial “stealth tanker” concept has been shelved, for now.

July 19/16: While speculation over its name has been floated for some time, the US Navy’s first carrier unmanned aerial vehicle has been officially named. Known as the Carrier Based Aerial Refueling System (CBARS) program, the service’s Material Command has now designated the aircraft MQ-25A with the name “Stingray.” Initially conceived as a low observable lethal, and deep penetrating strike platform, the MQ-25A will now focus on refueling with some ISR capabilities and followed up with later weapons installation.

May 4/16: The US Navy is expected to release a risk-reduction request for proposals (RFP) for its MQ-25 Stingray program this summer. This will help set out the timeline in which the service can realistically expect the tanker system to be deployed on-board its carrier fleet. It is expected that this will be followed by an engineering, manufacturing and design RFP in early FY2017. Boeing, General Atomics Aeronautical Systems, Lockheed Martin, and Northrop Grumman all have designs they were going to pitch for UCLASS, and are expected to modify them for the Stingray’s new role.

March 30/16: The US Government Accountability Office (GAO) has published its annual report on the the Navy’s Unmanned Carrier-Launched Airborne Surveillance and Strike (UCLASS) program, as authorized by the National Defense Authorization Act for Fiscal Year 2014. By analyzing the DOD budget for FY 2017 and speaking to program officials, the GAO found that the U.S. Navy has begun to develop modifications to existing shipboard systems to support the UCLASS’ latest iteration – Carrier Based Aerial Refueling System (CBARS). As with the UCLASS program, CBARS will include an air system segment, an aircraft carrier segment, and a control system and connectivity segment.

March 16/16: The US Navy has announced plans to “descope” the stealth requirement from the development carrier-based aerial system (CBARS). This will allow the tanker to be capable of firing missiles and dropping munitions. Dubbed the MQ-25 Stingray, the descoping marks yet another alteration to the program which had initially started out as the Unmanned Carrier Launched Airborne Surveillance and Strike (UCLASS) program before a drastic U-turn took it away from ISR activities to that of refueling role. However, according to Vice Adm Joseph Mulloy, deputy chief of naval operations for integration of capabilities and resources, the addition of greater weapons capabilities will not see the Stingray spying, with destroying targets and refueling remaining its main mission.

March 7/16: The decision to convert the Unmanned Carrier Launched Airborne Surveillance and Strike (UCLASS) program to an aerial refueling tanker under the Carrier Based Aerial Refueling System (CBARS) may require a new competition. Michael Novak, the Deputy Director of the Unmanned Maritime Systems Office under the office of the Chief of Naval Operations said that higher ups in the Pentagon were considering the change to allow all four companies that participated in the earlier UCLASS competition to be able to refine their proposals and “hit the mark for the CBARS.” The decision rests with the Office of the Secretary of Defense (OSD) on what the next step for the tanker will be.

February 2/16: Initial plans to have the US Navy’s latest unmanned jet weaponized seems less likely, as plans seem to have shifted towards a tanker role. The long deferred Unmanned Carrier-Launched Airborne Surveillance and Strike (UCLASS) program was recently provided enthusiastically with $350 million by Congress. However, this was given on the understanding that the jet would be developed for full integration into carrier air wing operations – including strike operations – and possess the range, payload, and survivability attributes as necessary to complement such integration. No mention had been made about the need for unmanned aerial tanking capability. Instead the jet could be developed under the little known Carrier-Based Aerial-Refueling System (CBARS) aimed at producing an unmanned carrier-based aerial tanker, able to refuel other planes low on gas without risking a pilot. Strike capabilities would feature in a future variant of the aircraft.

October 1/15: Both House and Senate armed forces committees have agreed to fund the development of UCLASS unmanned aircraft in the draft FY2016 NDAA bill, in addition to more Tomahawk cruise missiles, F-35B Joint Strike Fighters for the Marines and F/A-18E/F Super Hornets for the Navy. The draft bill also includes for the provision of a fourth MQ-4C Triton UAV.

FY 2015

 

April 20/15:
The X-47B UCAV currently being developed by Northrop Grumman, has conducted successful aerial refueling from a KC-707, the first time the demonstrator has completed this difficult test set. Additionally, the US Office of Naval Research recently successfully tested the ability of UAVs to “swarm”, sharing information in flight with some autonomy, as part of its LOCUST program.

Feb 4/15: FY 2016 budge shelves UCLASS until 2023.
Even (theoretically) busting through sequestration, the 2016 Administration budget for the Navy opts to push UCLASS off to 2023.

The new schedule has an RFP released in FY 2016, with an award in Q2 2017 and first flight milestone in Q3 2020. Initial capability wouldn’t arrive until 2023. Where UCLASS was to originally get $669 million in FY 2016, the final document allowed it only $135 million.

FY 2014

 

X-47B UCAS-D
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Sept 10/14: UCLASS. The UCLASS team has integrated the latest iteration of Common Control System (CCS) software, which is the 1st to use the latest Navy Interoperability Profile (NIOP). This iteration forms the baseline for all future UCLASS control software, and Cmdr. Wade Harris is the Control System and Connectivity (CS&C) lead. They’re currently testing this software with an air vehicle simulator based on the MQ-4C Triton.

Ron La France is the UCLASS integration lead, and system-level testing of the control station and connectivity segment, carrier segment, and air system segment in the lab is next. That’s hard enough. Meanwhile, the program team is working with 72 programs of record, 22 program offices, 6 program executive offices and 3 systems commands. No wonder this stuff is slow and expensive; in fairness, a carrier deck can’t afford screwups, and there are a lot of moving parts to consider. Sources: US Navy NAVAIR, “Navy integrates ‘common’ software into next-generation unmanned carrier-based system”.

Aug 29/14: UCLASS. So much for that Sept 10/14 DAB meeting. US Navy Cmdr. Thurraya S. Kent now says that:

“Defense officials will be including [Unmanned Carrier Launched Airborne Surveillance and Strike (UCLASS)] in its ISR portfolio review to be conducted in conjunction with the normal budget review process this fall… Determination regarding the release of the UCLASS RFP will be made based on the results of this review.”

It appears that the Navy itself is divided between its initial view of UCLASS as an ISR asset with secondary aerial tanker and low-threat light strike capabilities, vs. a stealthy and refuelable high-threat strike platform that’s designed to radically extend the carrier’s offensive reach. Sources: USNI, “UCLASS RFP Delayed Again Following Pentagon Meeting”.

Aug 27/14: Testing. X-47B testing aboard USS Theodore Roosevelt [CVN 71] draws to a close. The UCAV flew with manned aircraft for the first time (q.v. Aug 17/14), continued flying and landing tests, performed a night time shipboard flight deck handling evaluation to see how the sailors dealt with that, and collected flying quality and recovery wind condition data to evaluate how the aircraft responds to wake turbulence during approach and landing. Sources: US Navy NAVAIR, “X-47B achieves new set of firsts aboard USS Theodore Roosevelt”.

Aug 19/14: UCLASS. USNI reports that US NAVAIR is about to release their UCLASS RFP at long last, with a final signoff expected on Sept 10/14 by the Defense Acquisition Board. The specifications are still secret this time, so it’s hard to have an intelligent public discussion beyond the public data of 14 hours ISR endurance, 1,000 pound payload, or 2,000 mile strike mission with 500 pounds payload.

It is interesting that many American sorties over Iraq these days are surveillance missions, though using Navy fighters for that is a fiscally stupid thing to do. Sources: USNI, “NAVAIR ‘On the Precipice’ of Releasing UCLASS RFP, Pentagon Review Set For Sept. 10” | USNI, “Navy: Most Carrier Sorties Over Iraq Are Surveillance Missions”.

X-47B & F/A-18F

Aug 17/14: UCAS-D & F/A-18F. The Navy continues taking next steps, operating an X-47B alongside manned F/A-18C and F/A-18F fighters from the same carrier at the same time:

“The first series of manned/unmanned operations began this morning when the ship launched an F/A-18 and an X-47B. After an eight-minute flight, the X-47B executed an arrested landing, folded its wings and taxied out of the landing area. The deck-based operator used newly developed deck handling control to manually move the aircraft out of the way of other aircraft, allowing the F/A-18 to touch down close behind the X-47B’s recovery.”

This seems easy, but “de-confliction” is really dangerous. Sources: US Navy, “USS Theodore Roosevelt Conducts Combined Manned, Unmanned Operations” | Foxtrot Alpha, “Video Of X-47B & F/A-18 Carrier Ops Shows The Future Of Naval Aviation” | Washington Times, “Navy’s X-47B drone completes ‘key’ carrier tests alongside F/A-18 Hornet”.

July 31/14: UCLASS. USNI reports that the shift in UCLASS requirements wasn’t budget-driven, it was politically driven based on a program that doesn’t exist yet:

“In particular, the change in UCLASS from a deep strike stealthy penetrator into the current lightly armed intelligence, surveillance and reconnaissance (ISR) focused aircraft was – in large part – to preserve a manned version of the F/A-XX replacement for the Boeing F/A-18E/F Super Hornet, several Navy, Pentagon and industry sources confirmed to USNI News.”

It wouldn’t be the first time something like this has happened. The usual outcome is the elimination of a useful capability now, without really protecting the future program. Another trap could snap shut if the Washington Business Journal turns out to be correct, and the Navy decides to keep the specifications poorly defined, in order to give themselves more flexibility. What that usually gives you, is more cost. Sources: USNI, “UCLASS Requirements Shifted To Preserve Navy’s Next Generation Fighter” | The Guardian, “Carrier-based drone offers way forward for US navy – subject to squabbling” | Washington Business Journal, “Could UCLASS end up as the Pentagon’s next runaway program?”.

June 26/14: N-UCAS Phase II. Northrop Grumman Systems Corp. in San Diego, CA receives a $63.1 million to a previously awarded cost-plus-fixed-fee contract modification for Phase II of N-UCAS post-demonstration activities. $45.9 million is committed immediately, using US Navy FY 2013 and 2014 RDT&E budgets.

Phase II activities will include continued flights, test bed and flight test support at both shore-based locations and associated carrier detachments, continued development of Fleet Concepts of Operations, X-47B maintenance support, lab and test bed operational support and continued flight test opportunities.

Work will be performed in San Diego, CA (70%) and Patuxent River, MD (30%), and is expected to be complete in March 2015. US Naval Air Systems Command, Patuxent River, MD, is the contracting activity (N00019-07-C-0055).

N-UCAS Phase II

May 6/14: Politics. House Armed Services Committee (HASC) chair Buck McKeon [R-CA] is proposing to add $450 million to fund 5 EA-18Gs and their equipment in the FY 2015 budget, instead of the 22 on the unfunded priorities list. The committee’s proposed changes would also preserve all F-35 funding, while cutting the Navy’s unmanned UCLASS R&D budget in half to $200 million. Sources: Flightglobal, “House bill promotes EA-18G and U-2S, but hits UCLASS” | Reuters, “Boeing, backers to fight for funding for 22 Boeing jets”.

May 4/14: RFP leak? Shawn Brimley of the center-left Center for a New American Security discusses the recent classified UCLASS RFP. Something must have leaked:

“But last month the Navy instead reportedly issued classified requirements for UCLASS to deliver intelligence, surveillance and reconnaissance. Instead of creating a drone that can carry missiles or other strike power into enemy airspace, defense contractors have been told to submit proposals for an aircraft designed to fly around the aircraft carrier for 12 to 14 hours delivering persistent surveillance over uncontested airspace, with a light strike capability to eliminate targets of opportunity.”

Within the known set of contenders, this RFP would give General Atomics a significant advantage, but it would also remove most of the UCAV’s ability to operate in contested environments. Stealth at a level required for contested environments isn’t a bolt-on, it’s a fundamental design choice that affects most other choices. There’s a set of trade-offs between various capabilities and reasonable cost (q.v. Feb 13 – April 2/14), but one can legitimately wonder why the job description Brimley describes requires a new program of any kind. The MQ-4C Triton and RQ-4B Block 40 Global Hawks will already perform that reconnaissance role, and if light strike is also required, the MQ-9 Reaper could just be navalized. Sources: Defense One, “Congress’s Chance to Fix Aircraft Carrier Drones”.

April 30/14: Politics. The House Subcommittee On Seapower And Projection Forces discusses H.R. 4435, the FY 2015 National Defense Authorization Bill. Title II addresses UCLASS directly, and prohibits UCLASS contracts until the Pentagon has produced a review of the report that examines the carrier wing’s capabilities against surveillance-strike complexes by 2025-2035, including both manned and unmanned components. That actually misses one of a UCAV’s biggest benefits, which is the strike range they offer with aerial refueling. The report may not change much, but the committee does say that:

“The committee believes that current UCLASS Air System Segment requirements will not address the emerging anti-access/area-denial (A2/AD) challenges to U.S. power projection that originally motivated creation of the Navy Unmanned Combat Air System (N-UCAS) program during the 2006 Quadrennial Defense Review (QDR), and which were reaffirmed in both the 2010 QDR and 2012 Defense Strategic Guidance. In particular, the disproportionate emphasis in the requirements on unrefueled endurance to enable continuous intelligence, surveillance, and reconnaissance (ISR) support to the Carrier Strike Group (CSG), a capability need presumably satisfied by the planned acquisition of 68 MQ-4C Tritons…. appears unsupportive of the 2012 Defense Strategic Guidance for the United States to “maintain its ability to project power in areas in which our access and freedom to operate are challenged.”

….Finally, the committee is concerned with multiple aspects of the proposed UCLASS acquisition strategy, including: insufficient time and funding for contractors to mature their designs in support of a full-scope Preliminary Design Review, due in part to late-developing and still-evolving air system performance requirements; the additional risk to the program associated with the Navy’s decision to abandon the precision landing system developed and successfully tested during the UCAS-D effort; and the potential risk associated with NAVAIR developing the UCLASS Mission Control System internally.”

April 17/14: RFP. Secretary of the Navy Ray Mabus signed-off on the draft RFP during an April 16/14 briefing, and the US Navy Navy released a draft UCLASS RFP direct to their existing contractors: Boeing, General Atomics, Lockheed Martin & Northrop Grumman. It’s classified, as expected, and the final RFP is due late this year. Sources: USNI, “Navy Issues Restricted UCLASS Draft Request for Proposal”.

UCLASS RFP

April 10/14: UCAS-D Testing. The X-47B conducts its 1st night flight. Sources: US NAVAIR, “Photo Release: X-47B completes night flights”.

April 10/14: UCLASS GA. General Atomics’ modified Sea Avenger UAV appears to have grown larger since initial designs were released, with an internal bay and 4 wing hardpoints, including an option for buddy refueling tanks. The key question for the company will be the UCLASS stealth requirements. If they’re focused on ISR and strike missions in defended airspace, requiring good stealth scores in the C, X, and Ku bands, the Sea Avenger probably can’t compete. If the requirements focus on missions in relatively unthreatened airspace, inherent efficiencies in the Sea Avenger’s design sharply improve its chances. Sources: USNI, “General Atomics Shows Off Company’s UCLASS Option”.

April 9/14: UCAS-D Recognition. The X-47B program is awarded the aerospace industry’s annual Robert Collier trophy for 2013. Sources: US NAVAIR, “Navy’s X-47B program receives aviation honor”.

April 8/14: UCLASS. Speaking at the Sea, Air and Space 2014 expo, NAVAIR PEO unmanned aviation and strike weapons Adm. Mat Winter says that the US Navy expects to release a classified UCLASS draft RFP before the end of April. Sources: USNI, “Classified UCLASS Draft Request for Proposal Due at End of April”.

Feb 13 – April 2/14: UCLASS. Nailing down the UCLASS requirements has been the Navy’s biggest headache throughout, and even at this late date, competing visions are still problematic enough to delay the RFP. One is reminded of legendary Skunk Works chief Kelly Johnson:

“Starve before doing business with the damned Navy. They don’t know what the hell they want and will drive you up a wall before they break either your heart or a more exposed part of your anatomy.”

The core design issues are straightforward. One, more payload = more size = more cost. Two, different UCAV sizes force a choice of specific marinized jet engines, which will have specific fuel consumptions. If gal/nmi isn’t good enough, that means more fuel, which means more payload, and see #1. Engine choice also affects stealth and size directly, since efficient high-bypass turbofans have large diameters, and you have to design around that. Finally, stealth itself costs money, and creates airframe designs that are difficult to change later.

The Navy’s requirements (q.v. June 26/13) effectively impose a $75 million per UCAV cost cap, but “we want it all” letters from House ASC Seapower subcommittee chair Randy Forbes are likely to force costs to $100+ million if its recommendations are adopted. In-air refueling capability is critical for any UCAV, but adding maximum stealth and payload to the request is what breaks the deal. This may be one of those cases where a limited program with a less expensive platform is what’s really called for, in order to allow the Navy to figure out how they can best use the technology first. Sources: Scribd, Rep. Randy Forbes UCLASS Letter || USNI, “Cost Will Drive UCLASS Designs” | “Requirements Debate Continues to Delay UCLASS RFP”.

April 1/14: UCLASS. The Navy has been discussing the potential use of UCLASS as an aerial tanker platform for some time now. They aren’t talking about forward use during strikes. Rather, they’re focused on orbits around the carrier that can top off planes in the landing circle.

The Navy currently uses F/A-18E/F Super Hornets for that job, configured with buddy refueling tanks. Those missions eat up fully 20% of the fighters’ missions, consuming limited airframe flight hours for an expensive asset. All because the Navy foolishly retired its S-3 Vikings when they still had more remaining airframe life than a new Super Hornet. The coming COD carrier cargo aircraft competition may provide a different solution to this problem, via an upgraded C-3 Viking or the V-22’s roll-on refueling pallet. That’s good, because there probably won’t be enough UCLASS drones to do this job and perform their own missions. Sources: USNI, “UCLASS Could Be Used as Tanker for Carrier Air Wing”.

March 31/14: GAO Report. The US GAO tables its “Assessments of Selected Weapon Programs“. Which is actually a review for 2013, plus time to compile and publish. They peg the UCLASS program at $3.7 billion, and express concern about using a “technology development” program as a procurement program, which would bypass formal systems development requirements and move directly into production in 2020. A development contract is expected in FY 2014, but:

“UCLASS is critically dependent on the development and fielding of the Joint Precision Approach and Landing System (JPALS), a global positioning system that guides aircraft onto an aircraft carrier. Navy officials expect UCLASS to hold a preliminary design review – including the air vehicle, carrier, and control segments – in May 2014 based on JPALS test progress. However, the Navy still considers JPALS one of its top risks for UCLASS.”

March 4-11/14: FY15 Budget. The US military slowly files its budget documents, detailing planned spending from FY 2014 – 2019. The future UCLASS program is slated to consume $2.937 billion through FY 2019, all of which will be R&D money due to the program’s structure.

Feb 13/14: UCLASS Air-to-Air? The Navy is thinking broadly about UCLASS, which is good as long as it doesn’t screw up the specifications. Director of air warfare Rear Adm. Mike Manazir talks about the potential to use the UCLASS’ payload bay as a missile magazine. It wouldn’t have independent targeting capability, but datalinks with fighters like the missile-limited F-35C would allow remote firing, with guidance provided thereafter by manned fighters.

It’s the right kind of thinking, but unlikely to see much use for 3 reasons. One is that the UCLASS will be subsonic, with very limited ability to avoid enemy fighters. That’s a nice way of saying that they’d be expensive sitting ducks if enemy aircraft can get a firing solution on them, even as the number of missiles on board makes them a priority target. Another potential issue is that asking internal launchers to handle a wider variety of weapons (q.v. Nov 21/13) generally drives up costs, and may compromise optimal weapon configurations for the strike role. On a less likely but more catastrophic level, one hopes there’s no software exploit that might allow others to issue those kinds of firing commands. Sources: USNI, “Navy’s UCLASS Could Be Air to Air Fighter”.

Feb 4/14: UCLASS. The FY 2014 defense budget bill added some new demands on the UCLASS program, but they won’t stop the Navy from running it as a technology demonstration project that goes straight into operational production.

Programmatic updates, and annual GAO review of the program, are normal. What will change is the number of UAVs bought during the TD Phase, which is capped at 6 instead of the planned 24. The Navy says that they can handle Milestone B approval with 6, which was never really in doubt. What does change is the ability to field what’s effectively an operational capability straight out of the TD phase. Sources: USNI, “Navy: Congressional Oversight Will Not Slow UCLASS Program”.

Nov 21/13: UCLASS. The UCLASS weapons debate isn’t solved yet, though the Navy seems to be leaning strongly toward a primary surveillance and targeting role, since that would be a new addition to the carrier air wing. UCLASS/UCAS-D requirements officer Cmdr. Pete Yelle says that:

“Weapons requirements will be defined in the final proposals. It is up to the vendors to come back with proposals and leverage what is available”…. The UCLASS will be able to work operations over land and water using EO/IR, or electro-optical/infrared sensors, FMV or full-motion video and eventually a fifth-generation AESA radar, Yelle said.”

Full Motion Video is part of most EO/IR systems these days. As for the AESA radar, that can mean a wide array of solutions, and a significant range of expense. The question is how far one wants to go. Just surface scans? Surface scans plus periscope detection capabilities, to partially replace the retired S-3 Viking’s role? Or a full fighter radar for air and ground surveillance, with specialized capabilities added as software? Each choice leads to different cost ranges, and potential commonalities or divergences with other fleet assets.

On the weapons front, some capability for persistent surveillance and strike seems like an obvious addition. What’s available includes Paveway laser-guidance, JDAM and Small Diameter Bomb GPS, and DAMTC dual-mode laser/GPS bombs. Depending on a given UAV’s internal mechanics, compact anti-ship missiles and even AIM-9X air defense weapons could also become an option, but that tends to add complexity and cost to the system. Sources: Defense Tech, “Navy Plans to Arm UCLASS with JDAMs”.

Nov 10/13: Flying again. The X-47B is back at sea, flying from the decks of the USS Theodore Roosevelt [CVN 71]. US Navy, “X-47B Operates Aboard Theodore Roosevelt”:

“The aircraft performed precise touch and go maneuvers on the ship to generate data that characterizes the environment in close proximity of the carrier flight deck. In addition, the aircraft took part in flight deck handling drills, completed arrested landings and catapult launches. Mission operators monitored the aircraft’s autonomous flight from a portable command and control unit from Theodore Roosevelt’s flight deck during each of its 45-minute flights.”

FY 2013

In-depth carrier ops testing; UCAS-D deck handling, catapult launch, and arrested landing tests; Despite cuts, UCLASS plans are still on.

History made
click for video

Aug 28 – Sept 6/13: AAR. A Calspan Learjet has been modified with a non-functioning aerial refueling probe, and X-47B UCAV hardware and software for navigation, command and control, and vision processing. Its challenge? To fly behind an Omega K-707 tanker, and demonstrate its ability to hold correct positions and operate with the installed systems. Testing went well.

The next step will using the kind of digital messaging and navigation processes that were demonstrated by the UCAV’s recent carrier landings, with Rockwell Collins TTNT datalink, and Precision Relative GPS (PGPS) algorithms. The final goal? A complete autonomous rendezvous, approach, plug, and safe separation. No fuel will be transferred to the Learjet, which isn’t equipped to receive it anyway, but the ability to fly that kind of evolution is enough challenge all by itself. People in the military overuse the phrase “game changer,” but a technology that could allow continuous 72+ hour missions and trans-ocean control from a carrier would indeed justify that description. Sources: US NAVAIR, “Navy autonomous aerial refueling tests underway”.

Aug 14/13: UCLASS. US Naval Air Systems Command in Patuxent River, MD offers each of the UCLASS study participants another $15 million firm-fixed-price contract for their preliminary design review assessment work. Each firm has $4.75 million committed to it immediately, and work is extended until June 2014. Too bad the core requirements are still in flux. The winners include:

• Northrop Grumman Systems Corp. in El Segundo, CA (N00019-13-C-0140).
  
• Lockheed Martin Corp. in Palmdale, CA (N00019-13-C-0141).
  
• Boeing in St. Louis, MO (N00019-13-C-0142).
  
• General Atomics Aeronautical Systems, Inc. in Poway, CA (N00019-13-C-0143).

Aug 12/13: UCLASS. Aviation Week reports that the US Navy is having a hard time with the specifications for their UCLASS program RFP, which will be delayed into September 2013.

The biggest question is how much stealth the drone requires. Despite recent manufacturing advances, like the radar-absorbing materials baked right into the F-35’s composite skin, more stealth tends to make planes more expensive to buy and to maintain, while dropping their endurance and payload. On the other hand, current drones would have a very short life expectancy against advanced air defense systems, which creates a gap outside of the military’s unknown “black” programs.

Aviation Week reports that Northrop Grumman and Lockheed Martin are emphasizing stealth, while General Atomics and Boeing are willing to raise the radar cross-section somewhat in exchange for payload and endurance. General Atomics’ Sea Avenger, with its winged body and tail, does seem to fit this description. On the other hand, Boeing’s X-45 Phantom Ray is a tailless flying wing design, just like its NGC and Lockheed competitors. If Boeing is really prioritizing range and payload, it means they’re changing their base platform. Aviation Week: “Uclass: How Much LO is Enough?”

Aug 7/13: UCAS-D: Keep flying. It seems that the X-47Bs aren’t done flying yet. Instead of mothballing them as planned, the US Navy wants to keep them flying into 2015, and deploy to carriers 3 more times. Up to 3 more carriers will be fitted with compatible equipment, and Congress may get its wish to have the aerial refueling tests restored and completed by October 2014. The most important test will involve full integration with a 70-plane carrier air wing for several weeks, which would create a different level of comfort within the Navy for unmanned aircraft.

Despite past weapon drops under the J-UCAS program, The Us Navy doesn’t expect to conduct any of those with the X-47 UCAS-D. NAVAIR’s Capt. Jaime Engdahl repeated that refusal a couple of times a week later, at the AUVSI conference.

Continued flying will also give Northrop Grumman additional opportunities to work on its UCLASS design, and ensure that the Navy gets comfortable with its evolution. David Axe correctly points out that the last situation similar to this one involve Lockheed Martin’s X-35 design, which was chosen to become the F-35. DoD Buzz: “Navy: X-47B Drone Won’t Be a Killer” | USNI News: “NAVAIR: X-47B to Fly Again” | War Is Boring: “Navy’s Big Surprise: Carrier Drone to Make a Comeback”.

July 10/13: X-47B “Salty Dog 502” leaves NAS Pax River, MD and flies to USS George H.W. Bush [CVN 77], off the coast of Virginia. The UCAV successfully lands on the aircraft carrier and traps the #3 wire, marking a huge milestone in naval aviation. It then takes off from the carrier and lands again. On the 3rd approach, the drone reported that one of its 3 navigational computers failed. Rear Adm. Mat Winter decides that they had done enough for 1 day, and orders the drone back to Wallops Island, VA to land. Even with that minor glitch, the Secretary of the Navy had an appropriate quote when he said that:

“It isn’t very often you get a glimpse of the future. Today, those of us aboard USS George H.W. Bush got that chance…”

Actually, glimpses of the future are common. What he meant to say was that glimpses of a future that promises big changes in naval warfare are rare. This event is indeed in that class – closer to Billy Mitchell’s sinking of the Ostfriesland than it is to the 1st carrier jet launch. The Navy still needs to demonstrate UCAS aerial refueling in order to complete an airpower revolution, but this is a very big step forward. US Navy | Northrop Grumman | Wind River | Defense Tech | DoD Live.

Carrier landing at sea!

July 2/13: UCLASS. Lockheed Martin touts a recent UCLASS demonstration at NAVAIR, but their focus is on back-end and Common Control systems, rather than the UCAV itself. Lockheed Martin:

“Using an open architecture framework integrated with DreamHammer’s Ballista [DID: link added] drone control software and Navy compliant software protocols, a single operator managed multiple UAS platforms [including Lockheed Martin’s UCLASS concept] simultaneously. The team also used the new Navy Cloud capability to demonstrate control of the ISR sensors and fully integrate the data into one complete mission picture. The team then used this picture to rapidly re-task and re-route the UAS assets. In addition to using DreamHammer’s Ballista drone control software in this UCLASS demonstration, Lockheed Martin is teamed with DreamHammer Government Solutions in pursuit of the upcoming Navy Common Control System contract.”

June 28/13: JPALS/N-UCAS. Engility Corp. in Mount Laurel, NJ receives a $12.5 million cost-plus-fixed-fee contract, exercising an option for engineering services in support of the Joint Precision Approach and Landing Systems (JPALS) and the Navy Unmanned Combat Aerial Systems programs. JPALS is a ground or ship-based system that adds extra precision to GPS, and is used to help land aircraft. It’s a critical enabler for naval UAVs like UCAS-D, UCLASS, etc.

$4 million in FY 2013 RDT&E funds are committed immediately. Services to be provided include requirements definition and analysis; prototyping; test and evaluation; technical assistance; system analysis; engineering; software development, integration and maintenance; test data acquisition; reduction and analysis; technical logistic support; configuration management; training support; and program and project management.

Work will be performed in St. Inigoes, MD (95%); Providence, RI (3%); and Chicago, IL (2%); and is expected to be complete by in January 2014 (N00421-12-C-0048).

June 26/13: UCLASS. “The Navy has outlined the specifications for the Unmanned Carrier Launched Surveillance and Strike (UCLASS) in a requirements document obtained by USNI News.” the key numbers are:

• Carrier and JALN-M network compatible, with take-off and landing in Sea State 3 (4′ waves) minimum, and SS7 (29′ waves) maximum.
  
• Able to conduct a strike mission at 2,000 nmi.
  
• Able to conduct 2 surveillance orbits at 600 nmi radius around the carrier, or 1 at 1,200 nmi radius.
  
• 3,000 pound payload, including day/night optical surveillance comparable to an MQ-9, plus a surface scanning radar including GMTI moving object tracking.
  
• At least 1,000 pounds of that payload can be existing carrier weapons.
  
• Enough stealth for surveillance missions in lightly contested areas.

Those requirements will be difficult to meet already. Now add a number of added requirement being floated at present, and ongoing disputes about how much stealth etc. is necessary. Sources: USNI, “UCLASS By the Numbers”.

May 17/13: Touch and Go. The X-47B UCAS-D follows its catapult launch with a touch-and-go landing on USS George W. Bush [CVN 77], which tests its ability to fly precision approaches to a moving target.

A touch-and-go doesn’t trap the wire, but throttles the engine to full and takes off again. Carrier-based planes have to be able to do that if they miss the wire and pull a “bolter,” which is a guaranteed way to get harassed by your fellow pilots. Not sure what you do to a UAV. Perhaps the Navy can offer a rotating pool of drone software programmers, available for friendly abuse via secure video conference. US NAVAIR | US Navy.

Carrier launch
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May 14/13: Carrier launch. An X-47B UCAS-D is maneuvered into position on deck, and launched from USS George W. Bush [CVN 77]. The US Navy, Northrop Grumman et. al. hail it as a revolutionary milestone. We’ll grant that launching amidst the busy, complicated, and dangerous goings-on of a carrier deck is unlike any land-based challenge. It’s a difficult task for humans, and a difficult task for computers to do with human help.

Having said that, this isn’t the complete circuit. It’s the next logical step after on-ship deck tests (vid. Nov. 26/12) and land-based catapult launch (vid. Nov 29/12). We’ve said before that they won’t have a revolution on their hands until they can do the complete circuit: maneuver, launch, fly a circuit, and land. The next revolution after that will involve aerial refueling. When they do these things, we’ll join the chorus. US NAVAIR | Northrop Grumman.

May 6/13: Trap. The X-47B UCAS-D demonstrator successfully traps the wire as it lands at NAS Patuxent River, MD’s shore-based catapult and arresting gear complex. Northrop Grumman.

April 12/13: Support. FBO.gov:

“This synopsis provides notice of the Government’s intent to solicit a proposal on a sole source basis from Sierra Nevada Corporation, 444 Salomon Circle, Sparks, NV for work providing support in troubleshooting, problem resolution, and anomaly investigation associated with the Precision Global Positioning System (PGPS) as part of the existing Unmanned Combat Air System-Demonstration (UCAS-D) Program. This request for proposal will be issued in accordance with the terms and conditions of Basic Ordering Agreement (BOA) N00421-10-G-0001.

This acquisition is being pursued on a sole source basis under the statutory authority 10 U.S.C. 2304(c)(1), as implemented by Federal Acquisition Regulation Part 6.302-1, only one responsible source and no other supplies or services will satisfy agency requirements.”

April 7/13: UCLASS. Lockheed Martin finally unveils their Skunk Works’ UCLASS design, which combines elements of their RQ-170 Sentinel stealth reconnaissance UAV with technologies from the F-35C for carrier operations, weapons use, etc. Overall, the design looks quite a bit like Boeing’s X-45C Phantom Ray. LMCO UCLASS Page | YouTube video.

March 26/13: UCLASS. NAVAIR indicates through a presolicitation that it plans to go ahead with follow-on Preliminary Design contracts to all 4 UCLASS study contract vendors (Boeing, General Atomics, Lockheed Martin, Northrop Grumman – vid. June 23/11), and continue the Unmanned Carrier Launched Airborne Surveillance and Strike program.

The contracts are expected by the summer of 2013, supporting up to 2 years of work on the UAVs, datalinks for communications and control, and the carrier operations segment. They’re expected to carry each design to the Preliminary Design Review by Q3 2014, and support post-PDR design maturation and follow-on engineering. The next step after that will be the selection of 1 winner, and UCLASS initial operational capability within 3-6 years. FBO | Defense Update.

Dec 21/12: Aerial Refueling. Northrop Grumman Systems Corp. in San Diego, CA receives a $9.7 million cost-plus-incentive-fee contract modification for Autonomous Aerial Refueling (AAR) demonstration activities in support of the N-UCAS program. Services will include completion of Delta Critical Design Review (DCDR), surrogate testing with manned aircraft, preparation for the X-47B demonstration, travel, and support technical data for the AAR demonstration activities.

Work will be performed in Manhattan Beach, CA (70%) and Patuxent River, MD (30%), and is expected to be complete in December 2013. All contract funds are committed immediately (N00019-07-C-0055).

Nov 29/12: Testing. An X-47B is launched using a land-based naval steam catapult, at NAS Patuxent River, MD. The releases are full of words like “historic,” but DID just doesn’t see it. Lots of UAVs have been launched by non-steam catapults, steam catapult technology isn’t new, and this isn’t a launch from an actual ship. It’s just a test to verify that the X-47B’s landing gear, body structure, and software, which were designed from the outset to handle the rigors of a steam catapult launch, can indeed do so. A milestone, yes, but a minor one.

When an X-47B is launched from an actual ship, and recovered aboard, that will be historic. Ditto for successful aerial refueling. US NAVAIR | Northrop Grumman.

X-47B deck tests
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Nov 26/12: Testing. An X-47B air vehicle arrives by barge from Naval Air Station Patuxent River, MD, and is craned aboard the USS Harry S. Truman [CVN 75] for deck handling tests aboard the ship.

One suspects that civil airspace certification for high-end drones can’t happen soon enough for NAVAIR and the US military. US NAVAIR.

Nov 15/12: Testing. Northrop Grumman announces that its UCAS-D team has successfully completed initial onshore trials of the Control Display Unit (CDU), a new wireless, handheld controller used for carrier-deck maneuvering. Tests were basic: control engine thrust; roll forward, brake and stop; nose wheel steering; and maneuver the aircraft efficiently into a catapult or out of the landing area following a mock carrier landing.

On-ship deck trials are next.

Nov 6/12: NASIF Testing. US NAVAIR discusses testing at the “N-UCAS Aviation/Ship Integration Facility.” If NASIF didn’t exist, the Navy would have to use an aircraft carrier for this sort of testing, and it can’t afford that. Hence the NASIF building, stocked with Primary Flight Control (PriFly), Landing Signals Officer (LSO), Carrier Air Traffic Control Center (CATCC) and Mission Control Element (MCE) equipment.

The UCAS-D program uses the facility for system integration of new equipment, and UAV/manned surrogate demonstration events. Events like final Human Systems Integration (HSI) modeling and simulation testing for sailors from USS Carl Vinson and USS Abraham Lincoln.

Instead of using the current method of controlling multiple aircraft with radar displays and voice radio, the event tested their ability to send and receive digital instructions to and from aircraft, in addition to using voice instructions. This capability is absolutely required for UAV, but it will also help manned fighters, whose 60-second landing spread includes a final 20 seconds of enforced controller silence. If the controllers can communicate with everyone else by text while a pilot lands, that’s a big step forward.

The controller teams showed they could handle it over about 20 test scenarios, which progressed from relaying UAV commands to a UAV mission operator for entry, to direct communication with the simulated UAV and more automated systems.

FY 2012

Aerial refueling expands to include both boom and drogue; How can it be a UFO, if it’s on a truck?

X-47B, Edwards AFB
(click to view full)

Aug 20/12: UCLASS. NAVAIR awards a small $440,315 firm-fixed-price delivery order to Rockwell Collins, for Phase II of the ARC-210 UCLASS feasibility study with JPALS.

ARC-210 radios are used to communicate with UAVs over UHF, and their software may need fine-tuning to work with UCLASS for all of the Navy’s requirements (N00019-08-G-0016-0076). Contract: FBO.gov.

Aug 13/12: UCLASS. Naval Air Systems Command releases a Request for
Information to evaluate the Draft Mission Effectiveness Analysis (MEA) Tool developed by the UCLASS Program Office. In practice this is a spreadsheet fed with warfare analysis models, where the user can input UAV parameters for comparative assessment (N00019-12-P7-ZD235).

The RFP should come in the fall with a down-select to a single design in 2016 aiming for IOC in 2020. The spreadsheet is classified SECRET/NOFORN. FBO.gov | Flight International.

Early July 2012: Testing. Members from the UCAS-D carrier integration team engage in extensive software testing aboard USS Harry S. Truman [CVN 75], talking to fleet air-traffic controllers and air-department personnel about the usability of the new software, and lessons learned. Land-based X-47B tests will continue at Patuxent River, MD, and the goal is a carrier landing in about a year. US NAVAIR.

June 14/12: UFO-G. US NAVAIR indirectly confirms that the wrapped object spotted on a truck in Kansas was UCAS-D AV-2 (vid. June 6/12 entry), being trucked across the country from Edwards AFB, CA to NAS Patuxent River, MD for the next phase of flight tests. Easier than getting the civil flight waivers, I guess.

June 8/12: JPALS. L-3 Service, Inc. in Mount Laurel, NJ receives a $12.5 million cost-plus-fixed-fee contract for engineering services in support of the precision GPS Joint Precision Approach and Landing System, and the Navy’s UCAS-D program. The 2 are highly connected, of course, since UCAVs will need to depend on precision GPS, in order to land on carriers (vid. the July 2/11 test). JPALS will also help manned fighters.

Services to be provided include requirements definition and analysis, prototyping, test and evaluation, technical assistance, system analysis, engineering, software work, test data acquisition, reduction and analysis, technical logistic support, configuration management, training support, and program and project management. Work will be performed in St. Inigoes, MD (95%); Providence, RI (3%); and Chicago, IL (2%). Work is expected to be complete in October 2012. This contract was not competitively procured, pursuant to the FAR 6.302-1, by the US Naval Air Warfare Center Aircraft Division in Patuxent River, MD (N00421-12-C-0048).

June 6/12: UFO-G. From the Augusta (KS) Gazette:

“This morning several Butler County Sheriff officers and KDOT personnel escorted a flatbed trailer entering Augusta from the south on US Highway 77 and headed east out of town on US Highway 54. Traffic was backed up coming in and going out of town. At first glance the strange-shaped cargo cloaked in industrial-strength shrink wrap appeared to be a saucer, but an unidentified KDOT worker advised it was an X-47B Combat Drone coming from Texas and en route to an unknown destination.”

Operating unmanned jets in US civil air space is a bit of a problem, which may help to explain the decision to ship it by road. Kansas is a rather roundabout route from Texas to Patuxent River, MD, but it is more of a straight line from California.

Jan 21/12: Testing. NAVAIR/AFRL’s AAR program completes a series of ground and flight tests that began in November 2011, using a Calspan Learjet surrogate with X-47B hardware and software, and a Omega Air Refueling K-707 aerial tanker. The tests included simulated flight demonstrations of both boom/receptacle (USAF) and probe-and-drogue (Navy & European) aerial refueling techniques, but no fuel was actually transferred, and Calspan’s Learjet wasn’t equipped for that anyway. The tests were all about correct positioning and coordination, beginning at a position 1 nautical mile from the K-707, and allowing autonomous guidance to move the Learjet into the 3 air-air refueling positions: observation, contact, and re-form.

Navy UCAS program manager Capt. Jaime Engdahl says that the next big step will involve using the actual X-47B. The team plans to conduct 2 more surrogate test periods before a planned refueling demonstration with the X-47B in 2014. NAVAIR | Northrop Grumman.

Nov 22/11: AV-2 flies. The fully-equipped UCAS-D demonstrator #AV-2 takes off for the 1st time at Edwards AFB, CA. That’s about a year late, but AV-1’s issues had to be ironed out first.

With 2 flying UCAVs, the program is expected to move AV-2 to NAS Patuxent River, MD by the end of 2011, and begin testing carrier landing technologies in 2012. That will include GPS-guided precision approaches to the carrier, arrested landings and “roll-out” catapult launches at land-based test facilities; and flight testing of new precision navigation computers and guidance/ navigation/ control software recently installed on both aircraft. The new suite of hardware and software is designed to let the X-47B land safely on a moving aircraft carrier deck. AV-1 will continue testing at Edwards AFB, with a focus on finding its flight limits. Northrop Grumman.

Nov 7/11: Aerial refueling. Inside the Navy reports [subscription] that the US Navy will be expanding the X-47B’s planned aerial refueling capability, to autonomously refuel while in flight with both USAF Air Force and USN aerial tankers.

The USAF uses KC-135s and KC-10s, but many of the KC-135s need to place an attachment on the refueling boom, in order to refuel probe-carrying aircraft. The US Navy has KC-130 Hercules aerial tankers, and its F/A-18E/F Super Hornets can become “buddy refuelers” with special wing tanks.

FY 2011

1st UCAS-D flight; 1st carrier landing using a surrogate plane; UCLASS study contracts.

“Look ma, no hands!”
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July 18/11: Northrop Grumman Systems in San Diego, CA receives a $25 million cost-plus-incentive-fee contract modification for UCAS-D autonomous aerial refueling technology maturation and demonstration activities. They’ll provide “air systems, air vehicle segment, and mission management segment requirements definition; integration planning and verification planning; and definition of certification requirements and approach.”

Work will be performed in San Diego, CA, and is expected to be complete in December 2012. US Naval Air Systems Command in Patuxent River, MD manages the contract (N00019-07-C-0055).

July 2/11: Testing. A contractor/government team lands an F/A-18D test aircraft from Navy squadron VX-23 on the USS Eisenhower in the western Atlantic Ocean, using hardware and software developed for the X-47B UCAS-D. This Hornet had a pilot on board as a safety precaution, but the system landed the plane. A King Air 300 twin-prop plane from Air-Tec, Inc. was also used as a surrogate to test mission management, command and control, communications, air traffic control and navigation, without executing an actual landing. Participating organizations included USN PEO Carriers, NAVSEA PMA-268, and the crew of the USS Dwight D. Eisenhower; plus industry partners Northrop Grumman, Rockwell Collins, Honeywell, L-3 Communications, SAIC, ARINC and Sierra Nevada Corporation.

It’s a big step forward for the UCAS-D program, and came after a series of interim steps detailed in the accompanying releases. It could also change the way Navy pilots land manned aircraft. Right now, carrier landings are very manual, and visual. All air traffic control instructions are by voice, and even a good portion of navigation data has to be read out over the air, while visual signals cement the final approach.

Supporting a UAV, and possibly retrofitted manned fighters, in future operations, required some important ship modifications. Eisenhower’s Landing Signal Officer (LSO) equipment was altered to communicate directly with the VX-23 F/A-18D through a digital network, and so were the ship’s primary flight control (“tower”) and Carrier Air Traffic Control Center (CATCC). The UAS operator’s equipment, installed in one of the carrier’s ready rooms, was the other key network node. Precision Global Positioning System (PGPS) capabilities with sub-1 meter accuracy were then added into the ship and the aircraft, to provide constant position awareness. US NAVSEA | Northrop Grumman.

Unmanned carrier landing!

June 23/11: UCLASS US NAVAIR awards a set of UCLASS study contracts to 4 vendors. Boeing publicly touted its own 8-month, $480,000 study contract, which includes developing of a concept of operations, an analysis of alternatives, and an investigation of notional solutions for various components of the Navy’s UCLASS program, which could be fielded for ISR and strike operations by 2018. Boeing’s option would include the X-45C Phantom Ray UCAV, but similar contracts for about $500,000 each were issued to Northrop Grumman (X-47B/ UCAS-D), General Atomics (Sea Avenger, also new EMALS/AAG carrier launch/recovery systems), and Lockheed Martin (unknown, has previously discussed the possibility of an unmanned F-35).

The UCLASS system will consist of an air segment (the UCAV), a connectivity and control segment, a launch and recovery segment, and a systems support segment. FBO.gov announcement | Boeing. See also March 28/11, March 19/10 entries.

UCLASS Studies

May 16/11: Northrop Grumman announces that it has picked up awards from the USAF Flight Test Center at Edwards AFB, CA, including Flight Test Team of the Quarter (above candidates like the F-35) for its X-47B/UCAS-D aircraft.

April 25/11: Sub-contractors. ARINC Engineering Services, LLC in Annapolis, MD receives a $9.7 million cost-plus-fixed-fee contract for technical and engineering services in support of the Joint Precision Approach and Landing Systems (JPALS) and Navy Unmanned Combat Aerial Systems (N-UCAS) programs. The 2 are related, as JPALS precision GPS-driven approach is a natural fit with the landing needs of a carrier-borne UCAV.

Work will be performed in Lexington Park, MD (80%), and St. Inigoes, MD (20%), and is expected to be complete in October 2011. This contract was not competitively procured by the US Naval Air Warfare Center Aircraft Division in Patuxent River, MD (N00421-11-C-0034).

March 28/11: UCLASS. US NAVAIR issues a Broad Agency Announcement regarding UCLASS, in solicitation #N00019-11-R-0031:

“The Naval Air Systems Command seeks proposals which conceptually demonstrate that a UCLASS system can provide a persistent Carrier Vessel-Nuclear (CVN) based Intelligence, Surveillance, and Reconnaissance (ISR) and strike capability supporting carrier air wing operations in the 2018 timeframe. In order to identify and explore available trade space… The program anticipates leveraging existing, deployed Department of Defense (DoD) systems to launch, recover, and control the air vehicle, transfer data in support of time critical strike operations, and conduct persistence ISR operations. The ongoing Unmanned Combat Air System-Demonstration program will inform UCLASS development and provide technology risk reduction for Unmanned Aircraft (UA) integration into carrier environments.”

March 14/11: Testing. A US Navy/Northrop Grumman Corporation test team issues a report stating that 5 weeks of dynamic load testing on X-47B air vehicle 2 (AV-2) demonstrated its ability to handle the stresses, strains and dynamic loads associated with carrier catapult launches and arrested landings, and air-to-air refueling. AV-2 is the X-47B airframe that will be equipped for air-to-air refueling tests.

The tests themselves finished on Jan 24/11, a week ahead of schedule. NGC AV-2 manager says they included 8 design conditions, including a 3-G symmetrical pull up, a 2.4G rolling pullout, and turbulence during aerial refueling; and 5 conditions expected to occur on the ground, including takeoff and landing tests involving the nose gear and tail hook. To conduct the tests, engineers bonded pads to 200 points on the airframe surface, and then pushed and pulled on those pads using hydraulic jacks to simulate various static and dynamic load conditions. Northrop Grumman.

March 1-4/11: Testing. The X-47B UCAS-D makes its 2nd and 3rd of 49 planned flights at Edwards AFB, CA. Testers are working to expand the flight test envelope in terms of air speeds, altitudes and operating weights, while testing key systems. Major concerns at this point include its flight control system’s ability to handle unpredictable crosswinds and turbulence at all speeds, the accuracy of its flush-mounted air data testing instruments, and engine performance. NGC.

Feb 15/11: UCLASS. General Atomics Aeronautical Systems, Inc. announces success in wind-tunnel tests of its Sea Avenger model, intended to validate its new wing’s low-speed handling characteristics. a key wind tunnel test on a model of its jet-powered Sea Avenger Predator C variant. The new wing is also designed to increase aircraft dash speeds, which is an interesting engineering combination.

GA-ASI President Frank W. Pace touts the 90-hour, 8-day test at the San Diego Air & Space Technology Center, as a classic example of his firm’ push to invest in early development, ahead of customer requirements for a UCLASS type system. The firm’s past history with the MQ-1 Predator and MQ-9 Reaper backs up his boast.

Feb 7/11: Sub-contractors. Lockheed Martin touts their own involvement in the X-47B program, which mostly revolves around low observable (stealth) design and aspects of aerodynamic edges, inlet lip and control surfaces, and an all new arresting hook system. Al Romig is the current VP of Advanced Development Programs for Lockheed Martin Aeronautics, and the firm completed delivery of its UCAS-D hardware in December 2009. Lockheed Martin will continue to support further UCAS-D flight testing, as well as carrier flight operations.

UCAS-D 1st flight
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Feb 4/11: First UCAS-D flight. The flight took off at 14:09 PST (GMT -0800) at Edwards AFB, and lasted 29 minutes, flying between 180 – 240 kt and climbing to 5,000 feet with landing gear down at all times, while executing racetrack patterns. It provided test data to verify and validate system software for guidance and navigation, and aerodynamic control of the tailless design. The flight follows airframe proof load tests, propulsion system accelerated mission tests, software maturity and reliability simulations, full system taxi tests, and numerous other system test activities that happen before any 1st flight.

Eugene Fly had made the first landing on a stationary ship on Jan 18/1911, but a 100th anniversary flight for X-47B #AV-1 wasn’t possible. Some of items that delayed this flight from original expectations in late 2009 included propulsion acoustic and engine-start sequencing issues, an asymmetric braking issue uncovered during taxi tests, and a last-minute maintenance issue with an auxiliary power generation system.

Testing continues. Aircraft AV-1 will remain at Edwards AFB for flight envelope expansion before transitioning to Naval Air Station Patuxent River, MD, later in 2011, where they will validate its readiness to begin testing in the maritime and carrier environment. Meanwhile, the refueling-ready AV-2 has completed its design limit load tests up to 130% with no test anomalies, showing that it’s able to withstand g-loads encountered during aerial refueling. It won’t begin its own tests until AV-1’s initial tests are done, which is currently planned for late 2011. The program is currently preparing the X-47B for carrier trials in 2013. US Navy | NGC release | Bullet points, images & video | Aviation Week.

1st flight

Feb 2/11: USAF opportunity? Defense news quotes Col. James Gear, director of the USAF’s Remotely Piloted Aircraft Task Force, on the future of its UAV fleet. Despite a big commitment to the MQ-1 Predator, the MQ-9 Reaper caused a major mid-stream shift in plans. Col. Gear cites some existing issues with the MQ-9, which could leave it open to a similar shift.

The Reaper does not fare well in icing conditions, and is also not considered survivable against anti-aircraft systems. The issue of jam and snoop-proof data links, and trace-back and verification of signal origins, has also been a live question during the MQ-1 and MQ-9’s tenure. The “MQ-X” that replaces it will have to do better on all 3 counts, and the USAF also wants it to be easily upgradeable via switch-out modules. The Colonel believes the resulting UAV will end up being common with the US Navy’s carrier-based UCLASS requirement, as the 2 services are cooperating closely. That could give Northrop Grumman’s funded X-47B N-UCAS an edge over Boeing’s privately developed X-45 Phantom Ray. It could also offer a boost to General Atomics’ Predator C/ Sea Avenger.

FY 2010

UCAS-D testing; UCLASS RFI and Navy plans; Does GA’s Predator C have a customer?

Manned and…not
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July 19/10: UCLASS. General Atomics Aeronautical Systems, Inc. touts its jet-powered Predator C Avenger UAS as “ready for deployment” under programs like the British RAF’s SCAVENGER, or as the MQ-X successor to the USAF’s MQ-9 Reapers. The Avenger family’s avionics are based upon the Predator B/MQ-9 Reaper, and the plane features both radar and optical sensor options, plus a variety of internal weapons loads up to 2,000 pound Joint Direct Attack Munitions (JDAM).

Ready for deployment” is stretching things a bit. The Predator C series first flew in April 2009, “tail one” is currently averaging 2-3 flights a week, and flight tests were recently transferred from GA-ASI’s Gray Butte Flight Operations Facility in Palmdale, CA, to Naval Air Station (NAS) China Lake, CA. GA-ASI Aircraft Systems Group President Frank Pace does describe some results as “exceeding our expectations,” including excellent agreement between advance engineering and flight tests, and fuel burn rates up to 10% better than predicted models. The UAV reportedly uses a Pratt & Whitney Canada PW545B engine, which also powers the Cessna Citation XLS business jet.

May 3/10: UCLASS. General Atomics announces that it has submitted its “Sea Avenger” as a potential candidate for UCLASS airborne surveillance and strike requirement. Their UCAV is based on their jet-powered, 44-foot long and 66-foot wingspan “Predator C Avenger,” which can fly at 400 knots for up to 20 hours, and operate up to 50,000 feet. Design changes include a highly fuel-efficient engine and inlet design, a Lynx SAR ground-looking radar, retractable electro-optical/infrared (EO/IR) sensors and a 3,000 pound capacity internal weapons bay, and folding wings. The structure can accommodate carrier suitable landing gear, tail hook, drag devices, and other provisions for carrier operations.

Developed on company funds for near-term military use, the base Predator C Avenger is continuing through its planned test program, with a 2nd aircraft currently under development and expected to be complete by the end of 2010. General Atomics.

March 19/10: UCLASS RFI. The US Navy issues a Request for Information for a (UCLASS). The RFI indicates that the Navy is looking to move ahead with full unmanned combat aircraft earlier than its original plans.

“The Navy is interested in information on carrier based, low observable (LO) Unmanned Air Systems (UAS) concepts optimized for Irregular and Hybrid Warfare scenarios, capable of integrating with manned platforms as part of the Carrier Air Wing (CVW) by the end of 2018 to support limited operations in contested scenarios. The UAS should enhance situational awareness and shorten the time it takes to find, fix, track, target, engage, and assess time sensitive targets. This RFI is intended to determine the existence of sources that can provide a limited inventory of systems capable of being operated by fleet Sailors and performing the above mentioned Navy UAS mission.”

The UCLASS concept involves 4-6 UAVs that could perform both intelligence/ surveillance/ reconnaissance (ISR) and strike missions in contested airspace, that are able to fly for 11-14 hours without refuelling. Industry reportedly expected the navy to release a UCLASS RFP in early 2011, and interested parties beyond Northrop Grumman include General Atomics (Sea Avenger), and reportedly Boeing (X-45 Phantom Ray) as well. See: FedBizOpps RFI | Flight International | Jane’s.

March 17/10: Leadership. Janis Pamiljans, previously vice president and program manager of Northrop’s KC-30 aerial refueling tanker bid for the USAF, takes over from Scott Winship as vice president of N-UCAS related efforts. Pamiljans also has worked as a program manager on the F/A-18 and F-35 strike fighter programs.

Aviation Week points out that this is just one of several corporate moves, which seem to be aimed at freeing people up to participate in “black” (classified) programs, and develop a next-generation stealth aircraft for reconnaissance and long-range strike. Aviation Week | Defense News.

March 2/10: Leadership. Capt. Jeff Penfield takes over the Navy’s X-47B program office, replacing Capt. Martin Deppe. Source.

Feb 18/10: Predator C. Don Bolling, a Lockheed Martin senior business development manager, hints that General Atomics’ Predator C has a customer, and isn’t just a privately funded effort. He tells a media source that General Atomics Aeronautical Systems is interested in “Global Hawk-like” payloads for high altitude surveillance on its jet-powered Predator-C Avenger UAV, putting efforts to install the F-35 fighter’s Sniper pod-derived electro-optical targeting system (EOTS) on hold.

The shift was reportedly at the request of a customer, which made the report news because the Predator C wasn’t known to have a customer. The USAF already flies Global Hawks, and export approvals for the EOTS and Predator C would be an involved process. The most likely guess as to the customer would be the CIA, which does operate UAVs of its own, or US Special Operations Command. Flight International.

Feb 13/10: Testing. The US Navy announces that N-UCAS team members are underway with USS Abraham Lincoln [CVN 72] to test the integration of existing ship systems with new systems that will support the X-47B in carrier-controlled airspace. The team is testing X-47B software integration by using a King Air turbo prop “surrogate” aircraft taking off and landing from shore, but approaching the carrier and performing the various procedures associated with systems like Prifly, CATCC, LSO, etc. The digital messages from shipboard controllers receive “wilco” (ACK) responses to verify receipt.

Additional developmental testing later this year, will involve testing the software integration using an F/A-18 surrogate aircraft, to more closely emulate the X-47B’s flight.

Feb 4/10: Navy plans. Defense News reports that the N-UCAS program is slated to receive a $2 billion boost over the next 5 years, and seems set to follow the RQ-4 Global Hawk procurement model, rather than remaining a demonstration aircraft.

The RQ-4 Global Hawk was an advanced development program that was moved to the front lines after the 9/11 attacks, and became a fully operational platform. The 2010 Quadrennial Defense Review featured a tilt away from technology demonstrator status, and toward an X-47 UCAV that can perform surveillance and/or strike roles. That would let the Navy field operational UCAVs much sooner, and allow them to field a capability that could be similar but superior to the USAF’s current RQ-170 Sentinel/”Beast of Kandahar” stealth UAV. Those exact capabilities remain a matter for discussion, however, as Navy Undersecretary and UCAV advocate Bob Work points out:

“There is a lively debate over whether or not the N-UCAS demonstrator should result in a penetrating, ISR strike bird, or be more of a strike fighter… That debate has not quite been resolved. Having this extra $2 billion added to the budget is going to help us resolve that debate.”

Jan 26/10: Aerial refueling. Northrop Grumman Integrated Systems Sector in San Diego, CA received an $11 million not-to-exceed modification to a previously awarded cost-plus-incentive-fee contract for autonomous aerial refueling technology maturation and demonstration activities in support of the Navy UCAS-D.

Work will be performed in El Segundo, CA (60%) and Rancho Bernardo, CA (40%), and is expected to be complete in November 2010 (N00019-07-C-0055).

Jan 17/10: Testing. First low-speed taxi test of an X-47 N-UCAS. Source.

Dec 22/10: Delay. Trouble with engine start sequencing and propulsion acoustics will now reportedly delay the X-47B’s December 2009 flight to sometime in the first 3 months of 2010. Gannett’s Navy Times | Defense Update.

Nov 25/09: Aviation Week reports that the X-47 UCAS-D system demonstrator is experiencing “propulsion acoustic and engine-start sequencing” issues, which will require additional testing and push its 1st flight to 2010.

The US Navy reportedly says UCAS-D is still on track for sea trials in 2012, but Northrop Grumman has placed a “moratorium” on press interviews for UCAS-D – never a good sign.

Nov 2/09: Navy plans. The Brookings Institute’s 21st Century Defense Initiative hosts Chief of Naval Operations Admiral Gary Roughead, who discusses the U.S. Navy’s use of new technologies, and its development and integration of unmanned systems. Excerpts:

“I would say that where we can make some significant breakthroughs us just in the organizing principles and in the way that we approach the unmanned systems. The idea of being able to disembark or embark long-range unmanned air systems for example changes the nature in which we can run flight decks, changes the nature of the carrier air wing configurations as we move into the future.

…I would also say that I am often struck that as we talk about unmanned systems we’ve really become enamored with the vehicle itself and there has been very, very little discussion and arguably little work on something that makes it all work together and that’s the network and the architecture of the network, how the information will be moved, what are the redundancies that you would have in place, and what are the common protocols that are going to be required as we move into the future.”

See WIRED Danger Room | Brookings Institute and full transcript [PDF]

Oct 6/09: Sub-contractors. GE Aviation announces that it has delivered the first fully-dressed X-47B UCAS-D landing gear to Northrop Grumman Corporation. “Fully-dressed” landing gear is designed to meet or exceed all U.S. Navy carrier landing requirements for a fully loaded UCAS-D aircraft. GE Aviation says that its combined systems make it the largest non-partner equipment supplier to the X-47B, but the landing gear effort had partners of its own:

“Due to the demanding mission profiles required for this advanced carrier platform, the landing gear system incorporates the latest technology advancements in steering control from Parker Hannifin as well as anti-skid braking systems from Goodrich Corporation.”

FY 2008 – 2009

Aerial refueling will be part of the program; Load testing.

UCAS-D load testing
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Aug 11/09: Updates. AUVSI 2009 event reports indicate progress on several fronts from the UCAS-D program.

Flight International reports that an F/A-18D Hornet test plane with be modified to carry X-47B avionics and software, then used as a test bed to develop a fully integrated aircraft/carrier auto-landing system. The Navy is hoping to perform manned but “hands-off” approaches and landings on an aircraft carrier within 2 years, though that aspect remains to be decided.

Meanwhile, Shephard reports that number of USAF personnel will begin arriving at NAS Patuxent River as observers to PMA-268, the Navy UCAS Program Office. The planned air-air refueling demonstration was apparently the catalyst for USAF interest, and the second test aircraft (AV-2) is being built with full internal refueling systems on board.

July 29/09: Load testing. Northrop Grumman announces a successful series of static and dynamic proof load tests, designed to ensure that the UCAV will be able to stand up to aircraft carrier launches, recoveries, and other associated stresses. For these torture tests, over 200 electro-hydraulic assemblies were attached to the major components of the X-47B, whereupon pressure was applied to simulate desired conditions. The 2-month effort included progressive structural, functional proof and calibration tests to verify the integrity of all flight control surfaces, major structural load paths, main landing gear structure, and the tailhook assembly.

The 2nd aircraft is currently being assembled, and will begin proof load tests later in 2009. UCAS-D aircraft will also undergo parallel engine integration and taxi tests through fall 2009, in preparation for first flight and aircraft carrier trials. Northrop Grumman Aerospace Systems VP and UCAS-D program manager, Scott Winship, cited that unforgiving environment, then promised that:

“The X-47B was built for these conditions, and as the results of the rigorous proof test show, the design of the aircraft is structurally sound for all aspects of carrier operations.”

Jan 12/09: Aerial refueling. Jane’s confirms that the X-47 UCAS-D program will begin aerial refueling tests performed in 2010, using surrogate aircraft.

Dec 9/08: Aerial refueling. Aviation Week quotes UCAS program manager Scott Winship, as part of a report that that Northrop Grumman will modify the second X-47B UCAS-D to allow autonomous aerial refueling (AAR) using both U.S. Navy probe-and-drogue and U.S. Air Force boom-and-receptacle methods. The U.S. Navy has announced plans to award the company a sole-source contract to support the demonstration of AAR capability by 2013, under UCAS-D’s parallel technology-maturation phase.

Boeing is currently leading a team including X-47B partners Northrop Grumman and Lockheed Martin for the 4-year second phase of a parallel Air Force Research Laboratory program. Winship says the X-47B could be used to provide a “graduation exercise” for the AAR effort.

Nov 19/08: Aerial Refueling. Boeing in St Louis, MO received a $49 million cost plus fixed fee contract as the automated aerial refueling Phase II integrator. At this point, $1.2 million has been obligated. The Air Force Research Laboratory at Wright-Patterson AFB, OH manages this contract (FA8650-09-C-3902). Read “$49M for Boeing to Advance UAV Aerial Refueling” for an explanation of the importance to the UCAS-D and similar programs.

July 14/08: Sub-contractors. Pratt & Whitney announces a $54 million contract from Northrop Grumman to develop and integrate the X-47 UCAS-D’s engine and exhaust system. The Pratt & Whitney F100-PW-220U engine will power the UCAS-D, providing up to 16,000 pounds of thrust while operating in a maritime environment, including carrier deck operations.

FY 2005 – 2007

UCAS-D award; Carrier simulation exercise.

Just another day
at the office…
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August 1/07: UCAS-D. Northrop Grumman Integrated Systems – Western Region in San Diego, CA received a $635.9 million cost-plus-incentive-fee contract for the Unmanned Combat Air System CV Demonstration Program (UCAS-D). Work will be performed in Rancho Bernardo, CA (38%); El Segundo, CA (29%); Palmdale, CA (13%); East Hartford, CT (7%); Jupiter, FL (2%); Nashville, TN (2%); Hazelwood, MO (1%), and various locations within the United States (8%), and is expected to be complete in September 2013.

The purpose of the UCAS-D is to demonstrate critical CV suitability technologies for a stealthy air vehicle in a relevant environment [DID: i.e naval/ aircraft carriers]. Expected deliverables include trade studies, analyses, software, reports and flight test data. This contract was competitively procured through a request for proposals; 2 firms were solicited [DID: that would be Boeing and NGC] and 2 offers were received (N00019-07-C-0055). See also Northrop Grumman’s Aug 3/07 release.

UCAS-D contract.

Sept 28/05: As part of DARPA’s J-UCAS program, Northrop Grumman Corporation’s X-47B conducted a successful simulated exercise at the Naval Air Warfare Center Weapons Division in China Lake, CA. It demonstrated the simultaneous control of 4 of its X-47B unmanned aerial vehicles (UAVs) during U.S. Navy aircraft carrier operations. See Dec 9/05 NGC release.

Using a surrogate aircraft which represented one X-47B, 3 additional simulated X-47B aircraft were successfully controlled during several flights using advanced mission-management software and air traffic control procedures currently used by Navy aircraft carriers. The air traffic controller provided standard commands to a single mission operator, who in turn ensured all four aircraft safely operated within the simulated carrier’s airspace. The controller had to demonstrate the ability to guide all 4 aircraft through approach, wave-off and traffic pattern procedures, while accomplishing proper spacing and air traffic de-confliction. The mission operator had to be able to monitor the entire process to ensure proper command response, and advise the controller on aircraft response or performance limitations.

This was one of many tests undertaken as part of J-UCAS. It is reproduced here for its ongoing relevance to the UCAS-D program.

Additional UCAV Readings UCAS-D/ N-UCAS

• Air Force Technology – X-47 Pegasus Naval Unmanned Combat Air Vehicle (UCAV-N), USA.

• Northrop Grumman – X-47B UCAS.

• Northrop Grumman Review Online (2007) – The United States Navy’s Unmanned Combat Air System Demonstration (UCAS-D) Program.

• Rockwell Collins, via SLDINFO – Tactical Targeting Network Technology and Connectivity [PDF]. TTNT’s very low latency, join on the fly networking is important for UCAV safety-of-flight, especially around carrier decks.

• DID – Game-Changer: USA Developing UAV Aerial Refueling. Automated Aerial Refueling is the key to unlocking the UCAV’s full potential.

• Center for Strategic & Budgetary Assessments (June 18/08) – Range, Persistence, Stealth, and Networking: The Case for a Carrier-Based Unmanned Combat Air System [PDF].

News & Views

• USNI (Aug 21/14) – Essay: The Legal and Moral Problems of Autonomous Strike Aircraft. Technically, the UCLASS is not autonomous, its human operator has to trigger the attack. The question is whether that’s ultimately feasible in an anti-access, high-jamming environment.

• Washington Business Journal (Aug 19/14) – Could UCLASS end up as the Pentagon’s next runaway program?

• Breaking Defense (Aug 5/14) – Crunch Time For UCLASS: USD Kendall, Rep. Forbes, & The Requirements Fight.

• James Hasik (Dec 3/13) – Manning the Unmanned: Cultural Experimentation for the Coming Drone Fleet.

• James Hasik (Aug 15/13) – Range and payload: further thoughts on the US Navy’s approach to the UCLASS program.

• James Hasik (Aug 13/13) – Just how ambitious should be the requirements for the US Navy’s new drone?.

• NDIA National Defense (July 2013) – Fight Begins Over Navy’s Armed Drone Program .

• WIRED Danger Room (April 11/11) – Navy Wants Its Drone to Land on a Carrier With a Mouse Click.

• Military.com (Aug 14/07) – Will Drones Work on Carriers? Describes the process of launching and landing UCAVs on a carrier. You may be surprised to learn how much of this is already automated in America’s manned fighters.

• Center for Strategic & Budgetary Assessments (CSBA) Backgrounder (May 10/07) – The Unmanned Combat Air System Carrier Demonstration Program: A New Dawn For Naval Aviation? [PDF].

• AFA Air Force Magazine (November 2005) – Will We Have an Unmanned Armada.

• AFA Air Force Magazine (June 2005) – Toward an Unmanned Bomber.

UCAV Programs

• DID FOCUS Article – nEUROn UCAV Project Rolling Down the Runway (updated). nEUROn is a 6-nation European project that aims to create a UCAV with capabilities that resemble J-UCAS, but do not currently include carrier operations. It has moved into Phase 2.

• Air Force Technology – Taranis Unmanned Combat Air Vehicle (UCAV) Demonstrator, United Kingdom. Not tackling carrier operations at this point.

• DARPA – J-UCAS program. J-UCAS died shortly after being transferred to the Air Force and Navy.

• Air Force Technology – X-45 J-UCAV Joint Unmanned Combat Air System, USA. The X-47B’s competitor for the UCAS-D follow-on program, and fellow J-UCAS participant.

• DID – Ride on the Ray: Boeing’s X-45 UCAVs. Boeing has restarted it with corporate funding.

• AIN (May 17/13) – China’s ‘Sharp Sword’ UCAV is Spotted Taxiing .

• Northrop Grumman Analysis Center, presentation to the 3rd Joint-Industry Forum (Feb 16/05) – Joint Unmanned Combat Air System and US Military Transformation shows [PDF].

AN/TPY-2
(click to view full)

The THAAD Ground-Based Radar (GBR), now known as the AN/TPY-2, is an X-Band, phased array, solid-state, long-range air defense radar. It was developed and built by Raytheon at its Andover, MA Integrated Air Defense Facility, as the main radar for the US Army’s THAAD late midcourse ballistic missile defense system.

For THAAD, targeting information from the TPY-2 is uploaded to the missile immediately before launch, and continuously updated in flight via datalinks. The TPY-2 is always deployed with THAAD, but it can also be used independently as part of any ABM (anti ballistic missile) infrastructure. That flexibility, and ease of deployment, is carving out an expanding role for the TPY-2/ “FBX” that reaches beyond THAAD. If a recent NRC report is adopted, that role will expand again to include national-scale ballistic missile defense. Hence this separate article to cover its ongoing development.

The TPY-2/ FBX System

AN/TPY-2 system
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The radar uses a trailer-mounted, single-faced 9.2 square meter wideband phased-array antenna. In the antenna there are 72 transceiver modules in semiconductor technology, which supply a total of 25,344 antenna elements. In “forward-based” or volume search mode, the TPY-2’s high power output and beam/waveform agility lets it perform air surveillance to very high altitudes at ranges of up to 1,000 km (600 miles). In “terminal” (targeting) mode, it performs aerial target identification and tracking.

Those targets can include incoming ballistic missiles. While they’re adapted for end to end use against short range ballistic missiles, TPY-2 radars can be used against longer-range missiles as well. Their X-band frequency and narrow beam widths add the additional advantage of being able to tell the difference between smaller objects, such as a warhead vs. space debris (“range resolution”). The penalty is that they’re not as good as the huge SSPARS/UEWR radars at searching wide volumes of space, and of course they have a much shorter range. At present, their best use against long-range attacks is to observe the early stage of missile launches from a forward base, and relay that information to the national command to cue larger radars.

The entire AN/TPY-2 radar system includes:

• The phased-array Antenna Equipment Unit (AEU)
  
• A Cooling Equipment Unit (CEU) for use with the antenna array
  
• The Electronic Equipment Unit (EEU)
  
• A 1.3 MW Prime Power Unit (PPU)
  
• An Operator Control Unit (OCU) which lets soldiers see the radar’s results, monitor the system, and communicate. It has its own built-in power unit.

The FBX (Forward Based X-band) is a stand-alone AN/TPY-2 radar, with some additional communications for independent meshing with other missile defense elements. Normally, the THAAD system would handle that, but FBX deploys on its own, without the THAAD missile system.

Future proposals for FBX could field a much more powerful version.

The USA’s National Research Council submitted a 2012 report that recommended an improved FBX, as part of an enhanced GMD-E mid-course defense system for the continental USA. On the ground, 5 “GBX” twin-stacked and integrated, rotatable TPY-2 radars would be added, with X-band uplink and downlink modes. Four would be co-located with current SPSS ballistic missile early warning sites at Clear AFS, AK; Cape Cod, MA; Thule, Greenland; and Fylingdales, United Kingdom. The 5th would be placed at Grand Forks, ND, which currently houses the 10th Space Warning Squadron.

See “Ballistic Missile Defense: Why the Current GMD System’s Radars Can’t Discriminate” for an in-depth technical explanation of why even the huge UEWR radars aren’t suitable for discriminating between warheads and the decoys used by more advanced missiles, and why TPY-2’s X-band wavelength is a much better fit. Each GBX would have a 20 degree x 90 degree field of view, rotatable through an azimuth sector of 270 degrees, while providing electronic scan coverage from the horizon to the zenith over a traverse angle sector of 45 degrees from broadside. Output from the stacked TPY-2 radars would be combined coherently through a time-delay device that permits full instantaneous signal bandwidth to be used for range Doppler imaging, creating an elevation beam width half that of the AN/TPY-2 radar, with 2x the gain (4x times the 2-way gain) and 2x the peak and average power. Duplicate power supply and cooling units would be required, and an upload/download link would need to be added.

Contracts & Key Events

Note that some TPY-2 contracts will not appear here, because they were simply bundled within THAAD missile system development and purchases, without segregating TPY-2 components.

FY 2014-2018

12th radar bought; 2nd TPY-2 to deploy in Japan.

EPAA/TPY-2 scenario

February 15/18: UAE FMS Modification-Dev & Eng Support Raytheon received Monday, February 12, a $23.2 million US Missile Defense Agency (MDA) contract modification for software development and engineering support services for the Army/Navy Transportable Radar (AN/TPY-2) system operated by the United Arab Emirates (UAE). Work on the foreign military sale (FMS) will take place at Woburn, Mass., with a scheduled completion date of November 2019. This new modification increases the cumulative face value of the award from more than $717.6 million to $740.9 million, the Pentagon said. The AN/TYP-2 is the main radar used on the Terminal High Altitude Area Defense (THAAD) system but also cues the AN/MPQ-53 radar of the Patriot system—both of which are deployed by the UAE.

October 31/17: Support. Raytheon received Friday a US Missile Defense Agency (MDA) contract, with a ceiling of $1.5 billion, for Army Navy Transportable Radar Surveillance Model 2 (AN/TPY-2) and Sea-Based X-Band (SBX) radar support services.. The follow-on agreement includes AN/TPY-2 radar logistics support, AN/TPY-2 sustaining engineering, AN/TPY-2 transition and transfer, AN/TPY-2 depot transition, SBX logistics support, and SBX sustaining engineering. Work will take place at Raytheon’s Woburn, Massachusetts facility, and several stateside and overseas locations. The contract’s ordering period runs from November 1, 2017, through October 31, 2020, with four successive one year option periods provided in the contract.

Sept 2/14: Support. Raytheon IDS in Woburn, Massachusetts is being awarded a $53.2 million firm-fixed-price, cost-plus-fixed-fee contract modification. This contract modification is for the production of an AN/TPY-2 Cooling Equipment Unit #2 and Electronic Equipment Unit #2 as general fleet “float” spares, plus other spares, reliability improvements, and mission assurance support. All funds are committed immediately, using FY 2014 MDA procurement budgets.

Work will be performed in Woburn, MA with an expected completion date of December 2016. The US Missile Defense Agency in Huntsville, AL manages this contract (HQ0147-12-C-0006, PO 0023)

April 11/14: GAO Report. The Pentagon has been reluctant to develop a life-cycle cost estimate for BMD in Europe, on the dubious grounds that it isn’t a separate program. that’s why GAO-14-314 concerns itself with EPAA’s costs and implementation issues. PATRIOT and AN/TPY-2 deployments have already shown weaknesses. The TPY-2 radar deployments to Turkey (2011) and CENTCOM (2013) still can’t share information and work together, because that process hasn’t been worked out.

On the cost side, US Army is estimating $61 million to support the Turkish TPY-2 radar, rising to a total of $1.2 billion over 20 years. This assumes contractor support throughout, but different arrangements might be better and cheaper. Indeed, the Army has already made changes to reduce TPY-2 operating and support costs, which aren’t reflected in the $1.2 billion estimate.

An assessment of alternatives to contractor-provided support is required, and US Army and MDA officials met in November 2013 to begin developing the business-case analysis for delivery in FY 2015. THAAD battery costs, which include their own TPY-2 radar, are even murkier.

March 19/14: #9. Raytheon delivers their 9th AN/TPY-2 radar to the US military, 6 months ahead of schedule. It will act as THAAD battery #4’s radar. There are another 5 radars in the pipeline: 3 for the USA (q.v. Dec 17/13), and 2 for “a U.S. ally in the Arabian Gulf” which presumably means the UAE (q.v. Dec 30/11, June 18/13). Qatar could add orders for another 2 (q.v. Nov 5/12), if they sign a THAAD contract. Qatar actually has a TPY-2 radar on its territory already, but it belongs to the US military (q.v. July 17/12). Sources: Raytheon, “U.S. Gains Additional Protection Against Ballistic Missiles”.

March 14/14: GAO report. The GAO releases GAO-14-248R, regarding the USA’s EPAA plans for defending Europe from ballistic missiles. The TPY-2 forward-based stand-alone mode has a few bumps in the road coming, thanks to its dependence on other systems. Forward-based mode integrates TPY-2 into missile defense systems via C2BMC software, which directs the sensors and is responsible for maintaining and handing off the incoming missile’s track. While the radar is available in “terminal” mode as part of a THAAD battery, it has been forward-based in Turkey since 2011 as part of the EPAA.

GAO says that “key capabilities” under the existing deployment won’t be available until 2015, at which point the Romanian Aegis Ashore site is expected to go live and Phase 2 will start. At present, they’re working on controlling more than 1 TPY-2 radar using C2BMD S6.4 MR2 software.

For EPAA Phase 2, the TPY-2 radar was expected to improve identification of an incoming missile among debris or decoys, and refine integration with satellites and with C2BMC S8.2 in order to speed up target acquisition and improve overall tracking quality. The radar software is expected on time, but C2BMC S8.2 isn’t, which means this capability level won’t happen until 2017.

Another set of radar software improvements for Phase 3 in 2018 will offer further C2BMC integration, allowing SM-3 interceptor missiles to use TPY-2 tracks as full guidance. Those TPY-2 improvements won’t be ready until after Phase 3 risk integration testing begins. If anything goes wrong in testing, the new improvements probably won’t be ready when the Polish site opens for business. That may be OK, because Phase 3’s C2BMC S8.4 won’t be ready until 2020 “or later”.

March 4/14: MDA Budget. The MDA finally releases its FY15 budget request, with information spanning from FY 2014 – 2019. The TPY-2 has a deployment budget line ($15 million in FY14), an O&M budget line, and a Procurement budget line. From a total of $211 million in FY14, MDA expects $231.2 million in 2015, $272.2 million in FY16, $251.1 million in FY17, $204.6 million in FY18, and $235.3 million in FY19.

There may be more. Recall the September 2012 US NRC report, which proposed a twin-stacked GBX variant of the TPY-2 as a mobile mid-course tracking radar. The MDA isn’t talking, but:

“The budget also requests $79.5 million to begin development of a Long Range Discrimination Radar (LRDR). The new LRDR is a mid-course tracking radar that will provide persistent sensor coverage and improve discrimination capabilities against threats to the homeland from the Pacific theater. This new radar also will give the Sea-Based X-band (SBX) radar more geographic deployment flexibility for contingency and test use.”

Dec 19/13: UAE. Raytheon IDS in Woburn, MA receives a $27.2 million sole source, firm-fixed-price modification, to provide initial spares for the UAE THAAD fleet’s AN/TPY-2 radars. This brings the total contract value to $651.8 million so far. All funds are committed immediately.

Work will be performed in Woburn, MA, and UAE through March 30/15. The US Missile Defense Agency in Huntsville, AL acts as the UAE’s agent (HQ0147-12-C-0005, PO 0017).

Dec 17/13: #12. Raytheon IDS in Woburn, MA receives $172.7 million firm-fixed-price contract modification for AN/TPY-2 Radar #12, with associated spares. This raises the current contract’s committed value from $580.8 to $753.4 million. All funds are committed immediately, using MDA FY 2013 procurement budgets.

Work will be performed in Woburn, MA from December 2013 through March 2016. The Missile Defense Agency in Huntsville, AL manages the contract (HQ0147-12-C-0006, PO 0019 under CLIN 0018 & 0019).

Radar #12

Oct 3/13: Japan. In a joint announcement, the US and Japanese governments declare where that a 2nd TPY-2 radar will be stationed in Japan (q.v. Sept 17/12). The 1st is located in Shariki on the northern part of the main island of Honshu. The 2nd radar will be located at the Japanese Air Self-Defense Force base of Kyogamisaki, on the west side around the middle of the country. It will also be oriented differently, in order to cover off some gaps in coverage. The goal is to have it deployed within a year.

This is just one piece of a much larger agreement, revising the defense guidelines that define the U.S-Japan relationship. Other components include finalization of an agreement to relocate American forces currently in Okinawa, regional cooperation, and cooperation in areas like cyber-defense. The USA will also be introducing more of its newest weapons, including P-8A maritime patrol planes, Global Hawk UAVs, and USMC F-35Bs by 2017. Sources: Pentagon release | Pentagon transcript.

FY 2013

Qatar; UAE; Japan. 11th radar.

AN/TPY-2 changes
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July 17/13: UAE. Raytheon Integrated Defense Systems, Woburn, MA receives an $83.8 million sole-source, cost-plus-incentive-fee, and cost-plus-fixed-fee contract modification from the United Arab Emirates (UAE). They’ll provide software updates, contractor logistic support, radar repair and return, and technical services for the AN/TPY-2 radars in the UAE’s THAAD missile defense batteries.

Work will be performed in Woburn, MA, White Sands Missile Range, NM, and the UAE through Sept 30/18. The US Missile Defense Agency in Huntsville, AL acts as the UAE’s FMS agent (HQ0147-12-C-0005).

June 18/13: UAE upgrade. Raytheon touts improvements to “a Foreign Military Sales (FMS) AN/TPY-2 radar”. So far, the only publicly-announced sale has been to the UAE, who will get a TPY-2 radar with 8 redesigned circuit card assemblies that improve the radar’s capabilities, while incorporating technologies and processes that weren’t available when Raytheon delivered the first AN/TPY-2 in 2004.

The new cards will be inserted into all new AN/TPY-2 radars Raytheon produces, but the USA is just about done with planned orders. The good news is, a swap-in upgrade shouldn’t be too expensive. Raytheon.

April 26/13: The GAO looks at the Missile Defense Agency’s full array of programs in report #GAO-13-342, “Missile Defense: Opportunity To Refocus On Strengthening Acquisition Management.” With respect to the AN/TPY-2 system, there have been a few slips, but those mostly come from shifts by the MDA and the THAAD program. One delay that was intrinsic involved the Production Readiness Risk Assessment, which was delayed for 2 years because of an obsolete radar processor that was hard to replace.

THAAD reductions from 9 batteries to 6 also hit the TPY-2 program, as the MDA cut its planned TPY-2 buy from 18 to 11. That’s a greater than proportional reduction, for an asset that’s also in wide demand without THAAD. The reduction means that the last American TPY-2 was ordered in December 2012, and the line will shut down in FY 2015 without export orders. Which do appear to be forthcoming. The reported average cost in the 2012 BAR to buy one more AN/TPY-2 is FY11$ 187 million, though foreign buyers will also have to pay for the support infrastructure, training, etc.

March 19/13: #8 delivered. Raytheon announces that they’ve delivered their 8th AN/TPY-2 radar to the US Missile Defense Agency (MDA).

March 15/13: Japan. Following North Korea’s 3rd nuclear test attempt, the new US Secretary of Defense announces that the USA will add 14 more ground-based interceptor missiles at Fort Greely, AK and Vandenberg AFB, CA. They’re paying for this by “restructuring” the SM-3 Block 2B Next Generation Aegis Missile program. In reality, they’re cancelling SM-3-2B.

Japan will continue to collaborate with the USA on the SM-3 Block 2A program, and will get a 2nd AN/TPY-2 radar on its territory in addition to the one at Shariki Air Base, per the Sept 27/12 announcement. Pentagon AFPS | Full Speech Transcript.

Dec 13/12: Raytheon Integrated Defense Systems in Woburn, MA received a $207.9 million firm-fixed price contract modification to manufacture and deliver AN/TPY-2 Radar #11, plus 3 forward-based Prime Power Units with associated spares, and associated radar spares. This raises the base contract’s committed value from $364 million to $571.9 million.

Work will be performed in Woburn, MA from Jan 1/13 through May 30/15. The Missile Defense Agency in Huntsville, AL manages the contract (HQ0147-12-C-0006, PZ0003). See also Raytheon.

Radar #11

Nov 5/12: Qatar. The US DSCA announces [PDF] that Qatar wants to join its neighbor the UAE, and field 2 THAAD batteries of its own.

Their request is worth up to $6.5 billion, and includes up to 12 THAAD Launchers, 150 THAAD missiles, 2 THAAD Fire Control and Communications units, 2 AN/TPY-2 THAAD Radars, and 1 Early Warning Radar (EWR). The USA would also sell them the required trucks, generators, electrical power units, trailers, communications equipment, fire unit test & maintenance equipment, system integration and checkout, repair and return, training, and other support.

The principal contractor is Lockheed Martin Space Systems Corporation in Sunnyvale, CaA, and the sub-contractor is Raytheon Corporation in Andover, MA. Implementation of this proposed sale will require undetermined but periodic travel of up to 13 U.S. Government and contractor representatives for delivery, system checkout, and training.

Qatar request

FY 2012

UAE; Qatar; Japan. 10th US radar.

AN/TPY-2, guarded
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Sept 17/12: 2nd TPY-2 to Japan. The US military and Japan agree to strengthen anti-missile defenses by placing a 2nd TPY-2 radar in Japan. Japan’s BMD system relies on ship-based SM-3 missiles for area defense, with PATRIOT PAC-3 missiles for land-based point defense. TPY-2s have been tested with AEGIS ships before against enemy missiles. US DoD:

“A defense official traveling with Panetta told reporters on background the radar, a second Army Navy Transportable Radar Surveillance system, or AN-TPY-2, will augment one previously set up in Shariki on the northern part of Honshu island. A team from the United States arrived in Japan this week to work with Japanese officials in determining a site for the new radar, the official added.”

2nd deployment to Japan

Clear AFS, AK:
EWR upper right
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September 2012: NRC recommends stacked “GBX”. The US National Research Council publishes “Making Sense of Ballistic Missile Defense: An Assessment of Concepts and Systems for U.S. Boost-Phase Missile Defense in Comparison to Other Alternatives.” The report staff have deeply impressive backgrounds related to missile defense, and their main conclusion is that very fundamental reasons of geography and physics make boost-phase defense systems a waste of time. On the other hand, they propose an important upgrade to the USA’s midcourse defense sensors, by substituting sets of stacked AN/TPY-2 radars (GBX) for the proposed PTSS satellite constellation. First, the core problem:

“…the midcourse discrimination problem must be addressed far more seriously if reasonable confidence is to be achieved… While the current GMD may be effective against the near-term threat… the committee disagrees with the statement… that this capability can be maintained “for the foreseeable future.”1… The signal bandwidth of the [EWR/ SPSS] UHF radars is limited to a few megahertz… range resolution is measured in tens of meters. While all these radars can be used to commit midcourse interceptors that have sufficient onboard sensing, autonomy, and divert capability to acquire and parse the threat complex during fly-out, they offer little help in discrimination of decoys or other countermeasures.”

The affordable sensor fix involves 5 TPY-2 FBX derivatives. Four would be co-located with current SPSS ballistic missile early warning sites at Clear AFS, AK; Cape Cod, MA; Thule, Greenland; and Fylingdales, United Kingdom. The 5th would be placed at Grand Forks, ND, which currently houses the 10th Space Warning Squadron:

“To avoid the need for developing a new radar capable of detecting and tracking threat objects in excess of 3,000 km, it is recommended that… (2) a new variant we call “GBX” be created by stacking two TPY-2 radar arrays one on top of the other and integrating their coherent-beam-forming electronics and software to provide twice the power and twice the aperture X-band radar with a 120 degree by 90 degree field of view… [GBX] radars would be mounted on azimuth turntables… that could be mechanically reoriented (not scanned) through an azimuth sector of 270 degrees… [while providing] electronic scan coverage from the horizon to the zenith over a traverse angle sector of 45 degrees from broadside… The output of this… GBX system would be combined coherently through a time-delay device that permits the full instantaneous signal bandwidth to be used for range Doppler imaging. The coherent combination produces an elevation beam width half that of the AN/TPY-2 radar, with twice the gain (four times the twoway gain) and twice the peak and average power. Duplicate power supply and cooling units would be required, but a single electronic equipment unit should suffice, with minimal added electronics… An uplink/downlink function should be included as a new radar mode.”

See also NY Times | “Ballistic Missile Defense: Why the Current GMD System’s Radars Can’t Discriminate” for an in-depth technical explanation of why even the huge UEWR radars aren’t suitable for discriminating between warheads and the decoys used by more advanced missiles.

July 17/12: To Qatar. The Wall Street Journal reports that an AN/TPY-2 radar is headed to Al Uedid Air Base in Qatar, across the Persian Gulf from Iran. Al Uedid is used extensively by the US military as a stopover and base.

Qatar would eventually issue a formal export request for the full THAAD system. Mostly Missile Defense.

Deployment to Qatar

Feb 18/12: Turkey(s). During meetings with NATO chief Anders Fogh Rasmussen, Turkish Foreign Minister Ahmet Davutoglu states the TPY-2 radar based at Diyarbakir (vid. Sept 3/11) must not have any of its data sets shared beyond NATO, with a specific reference to Israel. The radar is positioned in a way that makes it easy to see into Iran, for early detection of ballistic missile launches. Voice of America | UPI.

Dec 30/11: +2. Raytheon Integrated Defense Systems in Woburn, MA receives a sole-source, maximum $363.9 million letter contract for 2 AN/TPY-2 radars. The contract will be finalized later. Work will be performed in Woburn, MA, and the period of performance is Dec 30/11 through March 30/15 (HQ0147-12-C-0006).

Raytheon’s release specifically identifies them as going “…to the U.S. Army as the radar component to the Terminal High Altitude Area Defense (THAAD) missile defense system”. Some TPY-2 radars have also been deployed independently.

2 more TPY-2s: #9-10

Dec 30/11: UAE order. A series of contracts kick off the UAE’s THAAD deal, which is estimated at $3.48 billion. It’s the 1st export sale for the THAAD system.

With respect to the TPY-2, Raytheon Integrated Defense Systems in Woburn, MA receives an unfinalized sole-source letter contract, with a not-to-exceed value of $582.5 million (UCA) to provide 2 AN/TPY-2 radars, spares, and training services to the United Arab Emirates. Work will be performed in Woburn, MA, and the period of performance is Dec 30/11 through Sept 30/18. This contract will be finalized in June 2012. The US Missile Defense Agency in Huntsville, AL manages the contract, on behalf of its FMS client (HQ0147-12-C-0005). See also Lockheed Martin | Raytheon | Bloomberg | AP | Reuters | Voice of America.TEXT

UAE order

Nov 1/11: Software & analysis. The US Missile Defense Agency (MDA) awards Raytheon IDS of Woburn, MA a maximum $307.6 million indefinite-delivery/ indefinite-quantity (IDIQ) contract. Under this new contract, Raytheon will maintain software required to operate “the X-band family of radars,” and perform and Ballistic Missile Defense System test planning, execution and analysis. Discussions with Raytheon personnel confirmed that the funding applies to the XBR radar on the SBX naval platform, as well as their AN/TPY-2 radars (THAAD, European missile defense, deployed in Israel & Japan), and a “Ground Based Radar Prototype” that they’re working on as a technology demonstrator.

Work will be performed in Woburn, MA from Nov 1/11 through Oct 31/13, and the MDA’s FY 2012 research, development, test and evaluation funds will be used to fund initial orders. The MDA at Redstone Arsenal, AL manages the contract (HQ0147-12-D-0005).

FY 2010 – 2011

8th radar. Turkey.

Sept 2/11: Turkey. Turkey has agreed to emplace an AN/TPY-2 early warning radar, as part of the European Phased Adaptive Array system. The radar will be deployed facing Iran, and linked to US Navy systems via Cooperative Engagement Capability. EPAA is based on naval and land-based SM-3 missiles, not on THAAD.

Turkish reports place the radar near Diyarbakir in SE Turkey, which also hosts PATRIOT missile batteries. Col. David Lapan tells Stars & Stripes that the agreement has some further required approvals to clear, but “The hope is to have it deployed by the end of this year.” Zaman Dis Haberler [in Turkish] | Missile Defense Advocacy Alliance | Stars & Stripes | Russia’s RIA Novosti.

Deployment to Turkey

April 7/11: Software. Raytheon Integrated Defense Systems in Woburn, MA receives a $14 million sole-source cost-plus-fixed-fee contract modification to maintain and improve the AN/TPY-2 radar’s software. Work will be performed in Woburn, MA from April 2011 through June 2011, and $4 million in FY 2011 research, development, test and evaluation funds will be used to incrementally fund this effort.

This award beings total contract awards so far under (HQ0006-03-C-0047) to $1.936 billion.

Nov 10/10: Refurb. A sole-source $25.2 million cost-plus-incentive-fee contract modification to Raytheon Integrated Defense Systems in Woburn, MA, to refurbish AN/TPY-2 radar #4.

Work will be performed in Woburn, MA through August 2011, funded by FY 2010 – 2011 Research, Development, Test & Evaluation funds (HQ0006-03-C-0047).

Sept 24/10: Order. A sole-source fixed-price-incentive-fee modification to Raytheon Integrated Defense Systems in Woburn, MA for AN/TPY-2 radar #8. The target price is $189.8 million. Work will take place from September 2010 through October 2012, and FY 2010 procurement funds will be used to fund it (HQ0006-03-C-0047).

Raytheon’s release adds that the firm delivered the 7th radar earlier in 2010, on cost and ahead of schedule.

Radar #8

Sept 1/10: Support. A $22.6 million sole-source cost-plus-award-fee contract modification to Raytheon Integrated Defense Systems in Woburn, MA will continue support services for the AN/TPY-2 radar’s flight and ground testing.

Work will be performed in Woburn, MA from September 2010 through June 2011. $1,443,793 in FY 2010 research, development, test and evaluation funds will be used to incrementally fund this effort (HQ0006-03-C-0047).

Aug 24/10: Software. Raytheon Integrated Defense Systems in Woburn, MA received a sole-source contract modification for $43 million continue software maintenance in support of the AN/TPY-2 radar. The modification includes both fixed-price and cost-plus-award-fee line items, and work will be performed in Woburn, MA. The performance period is through March 2011. FY 2010 & 2011 Research, Development, Test and Evaluation funds will be used, and the US Missile Defense Agency manages the contract (HQ0006-03-C-0047). See also Raytheon release.

July 29/10: Test. A THAAD system successfully intercepts its target during a low-endo-atmospheric MDA test at the Pacific Missile Range Facility in Hawaii. Soldiers of the 6th Air Defense Artillery Brigade of Fort Bliss, Texas, conducted launcher, fire control and radar operations, and were not informed of the exact launch time for the unitary missile target.

The AN/TPY-2 radar was a particular focus, and it achieved all test objectives: acquiring the target, discriminating the lethal object, providing track and discrimination data to the fire control, and communicating with the in-flight THAAD interceptor. The fire control software, jointly developed by Raytheon and Lockheed Martin, also performed successfully. This was the 7th successful intercept in 7 attempts for the operationally-configured THAAD system.

Several missile defense assets and emerging technologies observed the launch and gathered data for future analysis. Participants included the Command and Control, Battle Management and Communications (C2BMC) system, and elements of the U.S. Army’s PATRIOT system which conducted engagement coordination with THAAD, and conducted upper tier debris mitigation exercises during the intercept engagement. US MDA: release | MDA photos and video | Raytheon.

March 16/10: Support. Raytheon Integrated Defense Systems of Woburn, MA receives a $17.4 million sole-source contract modification that includes both fixed-price and cost-plus-award-fee line items. Under this contract modification, Raytheon will continue Phase II of concurrent test, training, and operations support unit integration for AN/TPY-2 X-Band radar.

Work will be performed in Woburn, MA through November 2010. Fiscal year 2010 research, development, test and evaluation funds will be used for this effort (HQ0006-03-C-0047).

FY 2008 – 2009

UAE request. Israel.

July 9/09: Power unit. Raytheon announces successful integration and acceptance testing the AN/TPY-2 X-band radar’s Prime Power Unit (PPU), a trailer-mounted 1.3 megawatt Generator Set. Following this success at White Sands Missile Range, NM, the PPU will undergo extensive user evaluations as the next stage in its fielding process.

Sept 28/08: Israel. The U.S. Army’s European Command has deployed an TPY-2 radar system to Israel’s Nevatim Air Force Base in the Negev desert, along with a 120-member support team. More than a dozen transport aircraft were required to deliver all of the personnel and equipment involved.

The move marks the first permanent presence in Israel of American military personnel. Ha’aretz | WIRED Danger Room.

Deployment to Israel

Sept 9/08: UAE request. The US Defense Security Cooperation Agency announces [PDF] the United Arab Emirates’ request for 3 Terminal High Altitude Air Defense (THAAD) Fire Units with 147 THAAD anti-ballistic missiles, 4 THAAD Radar Sets (3 tactical and one maintenance float), 6 THAAD Fire and Control Communication stations, and 9 THAAD Launchers. This would represent the first foreign sale of the THAAD system.

The UAE is also requesting fire unit maintenance equipment, the heavy trucks that carry the THAAD components, generators, electrical power units, trailers, communications equipment, tools, test and maintenance equipment, repair and return, system integration and checkout, spare/repair parts, publications, documentation, personnel training, training equipment, contractor technical and logistics personnel services, and other related support elements. The estimated cost is $6.95 billion.

The principal contractor is Lockheed Martin Space Systems Corporation in Sunnyvale, CA (THAAD), and the sub-contractor is Raytheon Corporation in Andover, MA (radar).

The UAE will be requesting industrial offsets, which will be negotiated with these contractors. On the other hand, the UAE “does not desire a government support presence in its country on an extended basis.” A total of 66 contractor logistic support personnel could be stationed in United Arab Emirates for extended periods, and additional training and major defense equipment personnel may be in the United Arab Emirates for short periods of time, not to exceed 24 months.

UAE request

June 13/08: AEGIS Test. A non-firing test involves THAAD TPY-2 X-band radars in conjunction with the SPY-1 Aegis Ballistic Missile Defense (BMD) system aboard the USS Lake Erie [CG 70], as 2 medium-range target missiles are launched near-simultaneously from the Pacific Missile Range Facility (PMRF) at Barking Sands, Hawaii. Lake Erie’s crew used their own radars, and also received data from 2 APY-2 THAAD radars at PMRF via secure links. All equipment performed as designed, and the cruiser was able to get launch solutions on both targets. MDA release [PDF].

Oct 8/07: Japan. Community relations take on an interesting dimension in Shariki, Japan, where a TPY-2 radar is based. Locals were worried about the radar’s potential to disrupt cell phones, and were worried that living near it might be a health hazard. Building a housing complex near the radar for the Raytheon technicians who operate the radar, and Blackwater security contractors who protect the site, helped ease those concerns. Stars & Stripes.

FY 2006 – 2007

EMD contract. Factory acceptance.

July 11/07: Upgrade. Raytheon announces a $304 million contract from the US Missile Defense Agency to develop advanced tracking and discrimination capabilities for the Ballistic Missile Defense System (BMDS) forward based AN/TPY-2 radar. As noted above, the TPY-2 is also the THAAD system’s component radar.

Under the contract, Raytheon is responsible for the development and test of radar software, various engineering tasks, maintenance and support, infrastructure upgrades, and deployment mission planning. Work will be performed at the company’s Missile Defense Center in Woburn, MA and the Warfighter Protection Center in Huntsville, AL.

The first forward-based capability spiral was released on schedule in October 2006 and is operational. Raytheon IDS is developing the second forward-based capability spiral, with release planned in early 2008. As the prime contractor for this program, Raytheon IDS has delivered the first 2 of 5 planned AN/TPY-2 radars to the Missile Defense Agency. The first radar, delivered in November 2004, is currently deployed in Japan. The second AN/TPY-2 radar recently completed acceptance testing at Vandenberg Air Force Base, CA. Raytheon is also responsible for whole-life engineering support for AN/TPY-2 radars under a contract awarded in June 2005. Raytheon release.

TPY-2 upgrade

June 26/07: Radar ready. Raytheon announces completion of all factory acceptance testing on its 2nd THAAD radar, which was shipped ahead of schedule and under budget to the Missile Defense Agency at White Sands Missile Range, NM, for final testing and acceptance. Raytheon release.

Factory testing done

June 22/07: AEGIS Test. Missile defense Flight Test Maritime-12 took place, launching an SM-3 Block 1A missile from the destroyer USS Decatur [DDG 73]. The Spanish Navy’s Alvaro de Bazan Class AEGIS frigate Mendez Nunez [F-104] also participated in the test “as a training event to assess the future capabilities of the F-100 Class.” So, too, did the US Navy’s Ticonderoga Class AEGIS cruiser USS Port Royal [CG 73], which successfully used its SPY-1B radar augmented by a prototype AEGIS BMD Signal Processor (BSP) to detect and track the separating warhead in real time, and to tell the difference between the simulated warhead and the rest of the missile. The final variant of that processor is expected to be deployed in 2010.

USS Port Royal also exchanged tracking data with a ground-based Terminal High Altitude Air Defense (THAAD) system ashore, in order to verify compatibility. Video from the test | US MDA release [PDF] | Raytheon release | Boeing release | Lockheed Martin release.

Feb 9/07: Order. Raytheon Company in Woburn, MA received a $20 million cost-plus-fixed-fee modification contract that could soar to $212.2 million to manufacture, deliver, and integrate the AN/TPY-2 radar component of the THAAD ABM system. Fiscal Year 2007 R&D funds worth $20 million will be used. Work will be performed at Woburn, MA and is expected to be complete by May 2010. The Missile Defense Agency in Washington, DC issued the contract (HQ0006-03-C-0047). See also Raytheon release.

May 11/06: Test. Successful launch was achieved of a THAAD interceptor missile marks the 1st fully integrated flight test. This is not an not intercept test, which would take place in 2007. Instead, it tests all THAAD components, including the mobile launcher, radar, fire control and communications element, and the interceptor missile.

A Raytheon release touts the performance of its THAAD Ground-Based Radar in the test. The THAAD radar, developed by Raytheon Integrated Defense Systems (IDS), accomplished all test objectives, including communicating with the in-flight THAAD missile. Track and discrimination reports were successfully transmitted between the THAAD radar and fire control. Performance of the fire control software, jointly developed by Raytheon and Lockheed Martin, was also successful. See also Lockheed Martin MFC release.

June 28/2000: THAAD EMD contract. Lockheed Martin Space Systems Missiles & Space Operations in Sunnyvale, CA received a $77.5 million increment as part of a $3.97 billion (cumulative total includes options) cost-plus-award-fee contract for the Engineering and Manufacturing Development (EMD) of the initial Theater High Altitude Area Defense (THAAD) tactical ballistic missile defense system. “During the EMD program, the system design will evolve to satisfy the Army’s key operational requirements while developing weapon system components that are not only effective but are affordable, ready for production, and available to the U.S. Army soldiers for a first unit equipped in FY 2007.”

Work will be performed in Sunnyvale, CA (68%); Huntsville, AL (30%), and Courtland, AL (2%), and is expected to be complete by May 3, 2008. This is a sole source contract initiated on Oct. 29, 1999 by the U.S. Army Space and Strategic Defense Command in Huntsville, AL (DASG60-00-C-0072).

EMD contract

Additional Readings

• Raytheon – Army Navy/Transportable Radar Surveillance (AN/TPY-2).

• RadarTutorial.EU – AN/TPY-2.

• DID – THAAD: Reach Out and Touch Ballistic Missiles. TPY-2 serves as its GBR component.

• Wikipedia – IAI EL/M-2080 Green Pine. Israel’s “Green Pine” radar works with its Arrow missile system in the same role as the TPY-2, and competes with it on the international market. Green Pine has a shorter range, though: just 500 km. It has been exported to India as the Swordfish, and a Green Pine radar is also believed to be in Azerbaijan. A follow-on “Super Green Pine/ Great Pine” radar with ranges to 800-900 km will be exported to South Korea.

Official Reports

• US NRC – Making Sense of Ballistic Missile Defense: An Assessment of Concepts and Systems for U.S. Boost-Phase Missile Defense in Comparison to Other Alternatives. Outstanding overview, from September 2012.

• US GAO (April 11/14, #GAO-14-314) Ballistic Missile Defense: Actions Needed to Address Implementation Issues and Estimate Long-Term Costs for European Capabilities.

• Mostly Missile Defense (July 28/12) – Ballistic Missile Defense: Why the Current GMD System’s Radars Can’t Discriminate. But big X-band radars could.

NH90: TTH & NFH
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The NH90 emerged from a requirement that created a NATO helicopter development and procurement agency in 1992 and, at almost the same time, established NH Industries (62.5% EADS Eurocopter, 32.5% AgustaWestland, and 5% Stork Fokker) to build the hardware. The NATO Frigate Helicopter was originally developed to fit between light naval helicopters like AW’s Lynx or Eurocopter’s Panther, and medium-heavy naval helicopters like the European EH101. A quick look at the NFH design showed definite possibilities as a troop transport helicopter, however, and soon the NH90 project had branched into 2 versions, with more to follow.

The nearest equivalent would be Sikorsky’s popular H-60 Seahawk/ Black Hawk family, but the NH90 includes a set of innovative features that give it some distinguishing selling points. Its combination of corrosion-proofing, lower maintenance, greater troop or load capacity, and the flexibility offered by that rear ramp have made the NH90 a popular global competitor.

As many business people discover the hard way, however, success can be almost as dangerous as failure. NH Industries has had great difficulty ramping up production fast enough to meet promised deliveries, which has left several buyers upset. Certification and acceptance have also been slow, with very few NH90s in service over a decade after the first contracts were signed. Booked orders have actually been sliding backward over the last year, and currently stand at around 500 machines, on behalf of 14 nations.

Program Summary

NH90: TTH & NFH

The NH90 began life as a leap-ahead competitor that would create a compelling alternative to Sikorsky’s 1980-era H-60 family airframe designs, as a European joint venture involving Airbus, AgustaWestland, and Stork Fokker. Their design has achieved respectable sales success, especially in Europe, but a bevy of technical and industrial issues have blunted its potential.

Orders as of late 2014 stood at 513 machines, in an array of structural and equipment customizations that reach beyond the simple division of naval NFH vs. army TTH. Customers to date include Australia, Belgium, Finland, France, Germany, Greece, Italy, New Zealand, Netherlands, Oman, Norway, Portugal, Qatar, Spain, and Sweden. Customer charts and timelines can be found below.

On the flip side, the NH90 has lost competitions in existing customer countries (Australia naval, Norway SAR, Sweden CSAR), and has received several cancellation threats to go with Portugal’s withdrawal from the program in 2012. Orders and certifications have often been years behind promises, full functionality wasn’t always present in delivered helicopters, and a number of performance complaints trace back to the helicopter’s specifications, which makes them hard to fix. Experience in the field has added engine issues, the TopOwl helmet-mounted display, and unexpected corrosion to the list of concerns. The NH Industries consortium needs to address these issues, and rack up convincing customer testimonials. Otherwise, the NH90 will struggle in the export marketplace against America’s Sikorsky, Russian Helicopters Company, and rival offerings from some NHI member firms.

The NH90 Platform(s)

NH90 cockpit
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NH Industries’ design makes extensive use of composite materials instead of riveted metal alloy plates, which makes the helicopter lighter and was supposed to reduce routine maintenance and corrosion issues. On the other hand, it also creates potential issues with damage in the field, and with durability. Germany in particular has complained that the composite body is essentially too flimsy for normal infantry use, or the carriage of heavy items. Time will tell if these issues can be fixed.

Electronic fly-by-wire systems also contribute to the NH0’s lift capacity, by saving the weight of heavy power-boosted hydraulic control systems. This allows the NH90 to remain within the 10-tonne weight class, while carrying about 50% more troops or stretchers than its American UH-60 counterpart. A pair of Rolls-Royce Turbomeca RTM322 engines delivering 2,412 – 2,544 shp, GE T700-T6Es delivering 2,269 – 2,380 shp, or GE CT7-8F5s delivering up to 2,520 shp at sea level, power the aircraft. At present, RTM322-powered NH90s have been sold to Australia, Belgium, Finland, France, Germany, Greece, the Netherlands, Norway, New Zealand, Portugal and Sweden; Oman uses a special RTM322 variant certified for very hot and high altitude conditions, where engine power must compensate for thinner air. Spain (CT7-8F5) and Italy (T700-T6E) use GE’s engines instead.

The NH90’s physical dimensions were intended to take advantage of that extra power. Removal of the C-130 air-portability requirement that constrained the H-60 family’s height let NH Industries expand the NH90’s cargo area size. Features like dual-side exits and an optional rear ramp let the 10-tonne helicopter carry light vehicles or small boats internally, load MEDEVAC stretchers smoothly, drop search-and-rescue swimmers out back, etc.

Built for what NH Industrie calls “extreme adverse weather” operations, the NH90 can start up and fly, land, and shut down in winds gusting up to around 110 km/h without losing rotor control, flying day and night in heavy icing conditions down to temperatures of -30 C/ -22 F. Normal maximum range is approximately 200 nautical miles/ 370 km, or up to 300 nm/ 555 km using internal and/or external auxiliary tanks.

Advanced avionics and other standard features round out these helicopters, with frequent local customization in the electronics area. Accompanying surveillance and/or targeting turrets are standard features, and Thales’ TopOwl helmet-mounted display helps pilots take full advantage, though some complaints have been reported about its weight. An EADS Defence Electronics/Thales partnership will deliver a standard Electronic Warfare Suite comprising a missile approach warning system, laser warning receiver, radar warner, central processing unit, and chaff/flare dispenser. This EWS has been selected by Australia, Finland, France, Germany, Italy, and Portugal, at minimum. Sweden is known to have their own Saab suite instead, and Norway uses ITT’s popular AN/ALQ-211.

NH90 Variants

NH90 NFH
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The NH90 is produced in 2 main variants: Tactical Transport Helicopter for troops (NH90 TTH), and the NATO Frigate Helicopter for naval utility and anti-submarine (NH90 NFH). One problem for NHI is that national customizations have created a tremendous number of sub-variants, impacting production and modernization. This article will only look at the broad variants and major kits.

NH90 TTH. The base variant for land and air forces. It can carry 12-20 troops (depending on equipment level), and normal load is up to 2.5 tonnes/ 5,500 pounds inside.

An optional High Cabin Version (HCV) raises the cabin height from 1.58m to 1.82m, increasing volume from 15 to 17.5 cubic meters. The high cabin is especially helpful for long search and rescue operations, or MEDEVAC flights where medical personnel need to be able to stand up and move freely.

Equipment can be added to create the NH90 Special Operations configuration (NH90 SOF, generally based on NH90 TTH), and MEDEVAC and CSAR (combat search and rescue) fit-out kits are also available. The NH90 FAME MEDEVAC variant adds 2 intensive care bays for treating wounded personnel, on-board equipment, and seats for the medical team. Options for the NH90 CSAR kit include up to 3 machine guns (each side door and the tail ramp), extra ballistic protection, a rappel system, a double rescue hoist, an emergency flotation system, sand filters, an obstacle warning system, and improved self-protection electronics.

The NH90 NFH. The naval variant can be used as a utility helicopter like the TTH, or as an anti-submarine helicopter, depending on how they’re built. ASW helicopters will add a naval radar (Thales ENR or Telephonics Ocean Eye), a dipping sonar (Thales FLASH or L-3’s HELRAS), sonobuoys, a magnetic anomaly detector, and up to 2 MBDA Marte Mk.2/S light anti-ship missiles or torpedoes (Eurotorp MU90, Raytheon Mk.46, or BAE Stingray) on side pylons. The Franco-British Sea Venom/ ANL light anti-ship missile may join the Marte around 2020, and work is already underway to add MBDA’s longer-range Marte-ER anti-ship missile as a nearer-term addition.

NH90: The Competition

UH-60, Iraq
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The NH90’s nearest comparable serving helicopter is probably the American H-60 Black Hawk/ Seahawk family, a 10-tonne helicopter flying since 1979 that remains America’s current and future mainstay helicopter for its Army (UH-60M, S-70i) and Navy (MH-60R/S, S-70B). Within its 10 tonnes of maximum takeoff weight, the Black Hawk normally carries 11 equipped troops to a normal maximum range of around 550 km/ 330 miles. Unlike the NH90, the H-60 family has no rear ramp, which means vehicles must be attached using a hook and sling system that sharply cuts the helicopter’s range, maneuverability, and maximum speed.

While the H-60 family remains popular, Sikorsky has felt the pressure of the implicit comparisons. Their new UH-60 derived H-92 Superhawk, a heavier aircraft that makes heavy use of composite materials, features a rear ramp, and has a higher cargo capacity than the smaller H-60 series. It has been selected by Canada’s Navy (28 helicopters), and is in use a civilian and VIP transport helicopter.

Mi-17
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Even within the NH Industries consortium, competition is emerging for the NH90. Airbus Helicopters’ EC725 offers a slightly larger machine with links to existing fleets of AS332 and AS552 Puma Family machines in service around the world. Meanwhile, AgustaWestland has several customers for its medium-heavy AW101, including NH90 customer Norway’s new search-and-rescue fleet.

Beyond the West, Russia Helicopter Company competes all over the world, and its Mi-17 family remains very popular in the NH90-TTH’s market class.

The NH90 Production Program

NH90 manufacture
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The first NH90 series production helicopter made its maiden flight in May 2004, but the first acceptance by a customer didn’t take place until 3 NH90 TTH were accepted by Germany on Dec 13/06. Even so, it would be many years before Germany could declare Full Operational Capability, and other countries that ordered early have been faced with even longer waits. Portugal ordered NH90s in 2001, and canceled in 2012 without a single machine delivered. Customer acceptances for the NH90 NFH naval variant were expected to begin in the second half of 2009, but actually began in mid-2010, and Final Operational Capability wasn’t present until late 2013.

The NH90’s NAHEMO international program organization consists of 5 countries: France, Germany, Italy, The Netherlands, and Belgium (2007). Portugal dropped out in 2012. Others may be customers, but they aren’t full program partners. Other key players include:

NAHEMA. NATO Helicopter Management Agency represents the national customers, just as NAHEMO represents the national producers. NAHEMA acts as the single contact with NH Industries for the negotiation, attribution and execution of the primary contracts. They also handle qualification of all weapon systems.

NHIndustries. The Eurocopter/ AgustaWestland/ Stork Fokker joint venture. It acts as the prime contractor, responsible for the design, development, industrialization and production of the NH90, including program management, order sub-contracting, marketing, sales, and support for helicopters in service worldwide. It’s also the owner of the helicopter’s type certification. The NH90’s 3 main assembly lines, and their general work share items, are:

Base workshare
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Eurocopter France in Marignane, France: Powerplant & section, rotors, electrical systems, flight controls, central avionics.

Eurocopter Deutschland GmbH in Donauworth, Germany: Central sections, fuel, communications, avionics control. Lead for TTH tactical transport, and makes nose sections until Spain’s plant reaches full production.

AgustaWestland in Cascina Costa, Italy: Tail cone and drive shaft, main gearbox, automatic flight control, hydraulics, electric system, rear ramp, rear fuselage, installation monitoring systems. They are alternates for engine installation, and the lead for NFH mission packages & installation and the construction and flight testing of the naval prototype. AgustaWestland has final assembly line responsibility for all TTH and NFH helicopters to be procured by the Italian Army and Navy, and for the Dutch and Norwegian NH90 NFH helicopters as well, for a grand total of 150 helicopters so far.

Stork Fokker, the Netherlands: This isn’t a main assembly line, but they’re a founding partner with responsibility for the tail boom, doors, flotation boxes, landing gear, and intermediate tail gearbox.

The Nordic countries ordered 52 NH90 helicopters with an option for 17, and Patria Oyj runs the final assembly line in Halli, Jamsa, Finland as a subcontractor to Airbus Helicopters in Marignane. The Finnish assembly line was the 4th operational assembling line for the NH90, handling final assembly for all Finnish and Swedish NH90s. Per subsequent agreements, there have also been assembly lines in Albacete, Spain (Eurocopter Espana, will manufacture nose sections for all NH90s) and Brisbane, Australia (Eurocopter subsidiary Australian Aerospace), fir a total of 6.

At present, NH Industries’ orders total 513, with around 40 live options available as possible future orders. The breakdown is:

Over the past year or so, Portugal has canceled its buy of 10 helicopters, Germany cut its orders by 40 machines, and Spain decided to reduce its contract by half to 22. Greece’s contract for 20 has also been in question, with just 4 helicopters delivered nearly 9 years after the order was placed. On the bright side, Qatar became the first new customer in a long time, with a mixed order for 22 in 2014.

A timeline of NH90 customers and their key decisions follows:

Contracts & Key Events 2016 – 2018

February 15/18: Sweden-High Costs Cause Shock! High operating costs may cause the Swedish military to ground nine of its NH90 Tactical Transport Helicopter (TTH) fleet used for ground operations. Speaking on the issue, Defense Minister Peter Hultqvist said the procurement had a long history and background of broken expectations, and that life-cycle and operating costs should have been investigated and controlled prior to this. A report by Swedish broadcaster Ekot reported that Defense Force Helicopter 14 costed an average 200,000 kroner (almost $25,000) per hour—by comparison, the US DoD costs UH-60 Black Hawks at about $4,500 per flight hour. Hultqvist added that the helicopter’s high costs will be investigated further before a final decision on whether the nine NH90s will have their flight hours cut or grounded completely. First ordered in 2001 Sweden’s Defense Helicopter Wing operates 18 NH90 TTHs, alongside 16 UH-60Ms, and 20 AW109s (eight of which designated for sea roles).

February 6/18: Norway-FMS A report published by Norway’s defence research institute has found that Norway’s planned procurement of 12 NH90 naval helicopters will not meet its flight hours requirements to fulfil both frigate-based anti-submarine warfare (ASW) missions for the navy, as well as search and rescue (S&R) and fisheries and border protection missions for the coastguard. The report found that in order to fill both the needs of the navy and coastguard, Oslo requires 5,400 flight hours a year from the entire fleet, however, an analysis performed by the armed forces suggests that availability is only 2,100h a year. Instead, it has been recommended that all 12 NH90s—seven of which have already been delivered—should now be used for the navy’s ASW mission, while the coastguard requirement is filled by a procurement of civilian operators or unmanned platforms.

February 2/18: Qatar-FMS NH Industries is expecting firm orders from Qatar for both the TTH troop transport and NFH maritime variants of the NH90 helicopter, Flight Global reports. Back in 2014, Qatar signed a tentative agreement for 22 examples of the helicopter, however, despite finalizing multi-billion purchases for fighter aircraft, Doha has shied away from inking the NH90 deal. But with Qatar’s biennial Dimdex defence exhibition coming up in March, the firm is confident that the order will come to fruition. “We are still working with the Qatari customer to close the contract,” says NHI president Vincent Dubrule, “it is still very active.”

January 16/18: Radar Issues-Belgium Three of the four NH90 NATO frigate helicopter (NFH) delivered to Belgium have reported defective radars, the Belgian Air Force has revealed. Purchased in 2015 at a cost of €35 million each, the helicopters were scheduled to replace the older Sea King helicopters for sea-rescue operations once the Sea Kings went out of service in 2019. The replacement of the defective radars is expected to take between three and six months, however, some reports suggest that each helicopter could be out for as long as 18 months, leaving only one model operational for four helicopter teams.

November 30/17: Milestone NH Industries announced the successful maiden flight of its second NH90 Sea Lion platform, a naval variant of the medium-size multi-role helicopter being developed for the German Navy. The November 24 test comes roughly one year on from when model one took off from the Donauwörth facility of NHI consortium member Airbus Helicopters. Next up, NHI will undertake a several-month period of development testing that will focus on avionics and software, followed by further modifications to the aircraft throughout 2018. The initial serial production aircraft is now in final assembly, ahead of first delivery scheduled for late 2019. Berlin will acquire 18 Sea Lions to replace its navy’s fleet of aged Westland Sea King 41s.

2015 – 2016

New order to Germany; Belgium fleet achieves IOC

May 12/16: Airbus Helicopters is being kept busy with its Australian customers as it rushes to complete specifications of NH Industries NH90, in which Airbus Helicopters is the largest shareholder. Requirements by the Australian government include a weapons system and fast-roping and rappelling capability, as well as limitations to maritime deployment. Australia is also looking to replace its fleet of Airbus Tiger helicopters which have not met service standards.

January 22/16: France and Australia may look to collaborate on investing in a special forces variant of the NH90 attack helicopter. A common version and shared financial expenditure for the limited amounts of the helicopter required would help slash development costs for both countries. Both France and Australia have made substantial orders of the NH90 with seventy-four and forty-seven to be delivered respectively. A small portion of these orders will be developed to carry out special missions with requirements likely to encompass a central trapdoor for fast roping, a rear door gun, and changes to the communications suite.

January 11/16: After extensive use in operations in Mali, France is to procure seven more NH90 military helicopters. The latest addition brings their total order to seventy-four. Two variants of the helicopter are to be used; the Tactical Transport Helicopter (TTH), for use by the French Army, and the navalized NATO Frigate Helicopter (NFH) for the French Navy. Forty-four TTH and twenty-seven NFH will be delivered and operational by 2019. At $31 million per chopper, the latest to be ordered will all see service across five partner nations in Africa’s Sahel region.

December 21/15: The first of Sweden’s NHIndustries’ NH-90 Anti-Submarine Warfare (ASW) variant helicopter has been delivered. The Swedish Air Force hopes to have nine out of a total eighteen NH-90s ordered to have ASW capabilities. The delivery coincides with the the Swedish procurement agency, FMW, signing an agreement with NHI to convert four existing NH-90 Search and Rescue variants to have ASW capabilities.

October 7/15: Egypt and France are reportedly engaged in talks over a potential acquisition of NH90 helicopters. With Egypt recently purchasing a significant quantity of French naval hardware with Saudi funding – including Gowind corvettes and a FREMM frigate – with which the NH90 would be compatible, the precise model being discussed could be the naval NFH variant, or a mix of NFH and TTH troop transport variants. Egypt signed a contract to buy the two Mistral LHDs formerly destined for Russia, with reports indicating that the country had also ordered Ka-52 navalized attack helicopters from Russia to equip the new vessels; however, these reports now appear to have been erroneous, with Russian officials now denying that an order has been placed.

August 25/15: Belgium’s four NH90 NFH naval helicopter fleet have achieved Initial Operating Capability, eight years after they were ordered in May 2007 through a mixed order for ten NH90 helicopters. Three of the country’s four helicopters have now entered service, with a fourth scheduled to join them in early 2016.

June 22/15: Belgium’s fleet of NH90 tactical transport helicopters has achieved Initial Operating Capability, following a procurement contract in 2007. The fourth and final NH90 helicopter was handed to the Belgian military last November. The country has also ordered four naval variants of the helicopter. France announced last week that it intends to modify some of its NH90s for Special Forces use, including installing electro-optic/infrared (EO/IR) systems and data links.

March 6/15: New order to Germany. Despite the spontaneous combustion issue, Germany remains committed to the NH90, signing a deal for 18 new helicopters for its navy.

Feb 8/15: Germany is no longer putting happy face on NH90 issues; demanding Airbus fix the mess, which apparently involves a manufacturer-admitted “design flaw.” A February 6 statement(German): “The MoD now expects soon as possible the elimination of the problem by the manufacturer.” Analysts and the press are griping that the Bundeswehr didn’t play it straight.

2014

Qatar orders 22; New Zealand completes 2006 order; Finalist in India; Dutch, Germans, French have a problems with NH90 corrosion; Dutch suspend deliveries; German engine explosion suggests a troubling flaw; Marte-ER integration work would give the NH90-NFH a full anti-ship missile.

Nov. 26/14: Fluganst doesn’t stop deal. Germany’s defense ministry came to an agreement with NHI, following cuts announced in March 2013 whose structure didn’t fully satisfy defense minister Ursula von der Leyen and had been put on ice. The new master contract, worth about €8.5B ($10.5B) settles on 80 NH90s for the Army, 18 for the Navy, and 22 options that the Germans are now pitching to NATO countries as a Germany-based pooled resource. A previous order for 80 Tigers is cut down under this same deal, with a final operational fleet of only 40 Tigers. This still needs to be approved in Parliament, and get traction among alliance partners.

Earlier in November the Bundeswehr had lifted a flight ban on NH90s after concluding that the June incident in Uzbekistan was an isolated problem. But the Frankfurter Allgemeine Zeitung reports that pilots are afraid safety issues are glossed over for political reasons. Fluganst (flight fear) is a more dangerous condition than Schadenfreude when your job is to fly helicopters.

Sources: Der Spiegel: Von der Leyen beendet Hubschrauber-Chaos | FAZ: Flugangst [both in German].

German cuts formalized

NH90 & Marte 2/S
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Oct 31/14: New Zealand. More than 8 years after New Zealand’s order for 9
NH90-TTH helicopters (q.v. July 31/06), the last NH90 arrives at RNZAF Base Ohakea on North Island. Sources: IHS Jane’s Defence Weekly, “New Zealand receives final NH90 helo”.

Final NZ delivery

Oct 31/14: Netherlands. Defence minister Jeanine Hennis-Plasschaert report to the legislature that delays caused by late NH90-NFH deliveries and corrosion issues will cost the Dutch another EUR 105.8 million to keep the existing Eurocopter AS532 Super Puma fleet flying, on top of EUR 1.2 billion for the 20 NH90s. Neighboring Belgium has had a similar experience with its H-3s (q.v. June 6/13).

So far, the Dutch have accepted 13 NH90-NFHs, but deliveries remain suspended (q.v. June 27/14) until the corrosion problem is fixed. The Dutch MvD now expects to have a solution and finish negotiations over who should pay for this by the end of 2014 – a bit of slip from the June forecast of September 2014. The last Dutch NH90 is now scheduled for delivery in 2016. Sources: Flightglobal, “Dutch NH90 delays cost government more than €100 million”.

Oct 24/14: Germany. German media report that a June 2014 NH90 MEDEVAC flight from Uzbekistan to Afghanistan had to make an emergency landing in Termes, Uzbekistan after an engine exploded shortly after takeoff. Most electronic systems immediately failed, and the landing was a narrow escape for the pilots. The NH90 remains in place, until it can be repaired well enough for a short flight to Mazar-i-Sharif, Afghanistan, and be transported out in a leased SALIS AN-124 heavy-lift aircraft.

Engineers later found that a drive shaft in the engine was bent, and a report from engineering firm P3 says that a temporary flight ban may be needed. Analysis of numerous machines has raised concerns about engines that had been started too many times in one day, which is a serious limitation for a combat helicopter. P3’s conclusion was that the NH90s wouldn’t be able to support foreign deployments effectively until at least 2016. Sources: Die Welt, “Motor des NH90-Helikopters zu sensibel für Einsatze” | The Local – Germany, “German helicopter fleet ‘not fit for Nato'” | Eurasia.NET, “Helicopter Crash Complicates Germany-Uzbekistan Base Negotiations”.

German accident

Oct 15/14: HMD. A 1,500 page from international audit firm KPMG has lots of criticism for the Bundeswehr, and some of its details pertains especially to the NH90.

The Thales TopOwl helmet mounted display comes in for special mention, as its weight is causing pilot injuries that make them unavailable for flying. Co-pilots, who spend their time monitoring the various instruments and screens, are especially hard-hit. The helicopter also gets dinged for not having enough reliable seating, and for corrosion issues (q.v. June 27/14). Sources: Der Spiegel, “Mangel bei der Bundeswehr: Schwere Helme machen Piloten krank”.

HMD problems

July 28-29/14: India. The investigation into India’s AW101 VVIP helicopter buy, which became a full-blown legal dispute between India and Finmeccanica in 2013, continues to stall India’s maritime helicopter buy. The introduction of a new BJP government doesn’t seem to have changed that yet, but Italy’s decision to end its investigation seems likely to leave India’s CBI without a case.

India’s MRH finalists are reportedly Sikorsky’s S-70/ MH-60R, and the NH90 NFH which is led by Finmeccanica. Meanwhile, India’s Navy can only provision 20% of its capable ships with helicopters, and its anti-submarine capabilities are crumbling. For a full account, read “Anti-Submarine Weakness: India Has a Problem“.

July 18/14: Weapons. Navy Recognition reports that NH Industries and MBDA have started integration of the 100+ km Marte-ER anti-ship missile on the NH90 NFH. The Marte Mk.2/S light anti-ship missile gives the helicopter a 30 km reach, but naval defenses are quickly making it difficult to survive at that distance. Meanwhile, the longer-range AM39 Exocet is ineligible; it apparently creates too much turbulence, and messes with the NH90’s center of gravity. The Marte-ER is much more compact, and Italy has reportedly expressed interest. Navy Recognition doesn’t mention this, but India’s maritime helicopter competition may be the larger driver, since it demands an anti-ship missile with 100+ km range. At present, neither finalist has an integrated missile with this performance; adding Marte-ER first could give the NH90-NFH an edge against Sikorsky’s S-70B.

Marte-ER fitting trials began in June 2014, and while flight and separation tests are planned for the fall of 2014. Sources: Navy Recognition, “NHIndustries and MBDA started integration of MARTE ER missile on NH90 maritime helicopter”.

June 27/14: Corrosion. The Dutch will suspend NH90 deliveries until corrosion problems are solved, after the Dutch National Aerospace Laboratory found 92 corrosion issues in their NH90-NFH helicopters. That’s a somewhat surprising problem, given that the NH90’s composite construction was supposed to minimize corrosion. The problem is apparently due to combination of combining materials without isolating them, the wrong choice of materials in some cases, and other design and assembly faults. France is reportedly having similar problems, albeit on a smaller scale.

The Dutch Ministry of Defense says that they informed NHIndustries of this problem in March 2013 through the program managers at NAHEMO (NATO Helicopter Management Agency),; so far, NHI’s engineering task force has found technical solutions for around 60% of the problems. The rest are expected to be solved by September 2014, which will need to be followed by a refit and remediation program. Unsurprisingly, the MvD wants NHI to pay for the fixes, which remains an unsettled contract issue. Meanwhile, the Dutch are working on a corrosion prevention program with NHI that will add some overhead, and the problem is expected to delay the overall delivery schedule by about 6 months. Sources: Dutch MvD, Full brief [PDF] and “Minister van Defensie schort afname Nederlandse NH90-helikopters op” | Aviation Week, “Corrosion Delays Dutch NH90 Acquisition” | War is boring, “Uh Oh—A Crappy Italian Company Might Build The Netherlands’ New Stealth Fighters”.

NFH corrosion issue

March 27/14: Qatar. The Gulf Emirate orders 22 NH90s, at a reported purchase price of around QAR 8.9 billion (about $2.446 billion). The order is for 12 NH90-TTH utility helicopters, and 10 NH90-NFH naval helicopters. It’s just one part of a $23 billion weapon shopping spree announced at DIMDEX 2014 in Doha, Qatar.

The helicopters will replace Qatar’s 12-13 old Westland Commando (Sea King) maritime utility and patrol helicopters, and at least some of its Lynx and/or Puma family helicopters. With this buy, Qatar joins their near neighbor Oman as an NH90 customer. No word yet re: their delivery schedule.

Other Qatari buys at DIMDEX included 24 attack helicopters, air defense and anti-tank missiles, fast attack boats, 2 A330 aerial refueling planes, and 3 E-737 AWACS aircraft. Sources: Al Defaiya, “Qatar Announces Big Defense Deals at DIMDEX 2014” | Arabian Aerospace, “Qatar in $23bn arms order including Apache and NH90 helicopters” | Reuters, “Qatar buys helicopters, missiles in $23 billion arms deals”.

Qatar: 22 mixed

2013

France orders 34 TTH; Germany cuts its contract by 40, but will fly NH90-NFH too; Spain wants to cut from 45 – 22; NH90 loses SAR Australia settles contract issues; Dutch are 1st NH90-NFH foreign deployment.

German NH90 & Tiger
(click to view full)

Nov 29/13: Dutch. The Royal Netherlands Navy (RNLN) has taken delivery of the Final Operative Configuration for their NH90 NFH Mission Planning & Analysis System (MPAS), following operational feedback from more than a year of RNLN service experience. The initial version, based on AgustaWestland’s multi-helicopter SkyFlight system, was released into service in 2011. Sources: Shephard Rotorhub, “RNLN takes delivery of NH90 NFH MPAS”.

Nov 8/13: Italy. The Navy’s 5th Helicopter Sqn at Sarzana-Luni NB receives its 6th helicopter, and its 1st fully operational “Step B” NH90-NFH. The new configuration adds mission systems integration for Marte MK/2S anti-ship missiles and torpedoes, advanced satellite and encrypted communications, and radar and avionics enhancements. Italy’s first 5 NH90-NFHs will be retrofitted to this status in 2014. Sources: NH Industries, “Delivery Of The First NH90 Step B To Italian Navy”.

Aug 1/13: Belgium. Eurocopter delivers Belgium’s 1st NH90 NFH, which is also is the first one built at Eurocopter’s Donauworth, Germany facility. Its configuration is identical to the Dutch NH90-NFH, and the helicopter was delivered at the Full Operational Capability rating. Belgium becomes the sub-type’s 5th customer, after France, Italy, the Netherlands and Norway.

Training of Belgian Navy flight and maintenance crews will begin next month, and operational capability will begin in 2014 using 2 of the 4 contracted helicopters. The NH90s are replacing Belgium’s H-3 Sea Kings. EADS.

July 26/13: Spain. The Spanish government approves an extra EUR 877.33 million (about $1.165 billion) in their 2013 budget, in order to finance payments that have come due on several major weapons programs. At the same time, in order to finance investments in their troubled S-80 submarine program, and purchases of their Pizarro (ASCOD) tracked IFVs, they will look to cut other programs.

The NH90 will see the sharpest cuts, as Spain looks for a way to reduce their planned buy of 45 NH90-TTH to just 22. That has been rumored for a little while, but the decision is now confirmed. The next step will involve negotiations with NH Industries around issues like cancellation fees, potential resale, etc.

The A400M aerial transport contract doesn’t allow Spain to cancel deliveries, but the government has officially decided to take delivery of the last 13 planes in “austere” condition, with few to no options, and then sell them on the second-hand market. They also intend to sell 6 of their 24 Tiger HAD/HAD-E attack helicopters, and reduce the number of serving Leopard 2A6E tanks from 190 – 116. Sources: Defense-Aerospace | Publico [in Spanish].

Spain wants to halve their order

July 9/13: Norway loss. Norway’s Ministry of Justice and Public Security announces the finalists for their NAWSARH search and rescue helicopter competition. The program had started with the NH90-NFH as the assumed platform, with 10 options built into Norway’s initial NH90 contract, but now the NH90 is out. Sikorsky, who forced the buy into a competition, is also out.

Further negotiations will now take place with AgustaWestland (AW101) and Eurocopter (EC725). Norway aims to sign a contract by the end of 2013, and aims to phase out the last H-3 Sea King by 2020. For full coverage, see “AW101 Flies off With Norway’s SAR Helicopter Competition“.

Norway loss

June 23/13: German FAME. The German army declares its NH90 FAME MEDEVAC helicopters “operationally capable.” The Germans have 4 helicopters in Afghanistan at Mazar-e-Sharif, and Aviation Week reports that a MEDEVAC mission will use both operational helicopters in a pickup-escort arrangement, while the other 2 are held back as “technical reserve”. The German contingent’s 4 EC665 Tiger Asgard-T attack helicopters are also available as escorts, if needed. Aviation Week.

June 18/13: Industrial. Aviation Week reports that NH90 partners have been delivering around 30 per year year, but are looking to continue ramping up production to 40-50 in 2013, and 60 per year beyond that. The problem is budget crunches among participating governments, which are likely to create renegotiated and extended delivery schedules. Even at 60 per year, existing orders would keep the consortium busy for another 6 years just clearing the backlog.

Portugal continues to negotiate the cancellation of its 10-helicopter order, and Spain is reportedly looking to cut its 45-helicopter order in half, to 22. Eurocopter EVP Dominique Maudet is more optimistic about Norway, which is reportedly satisfied with its initial models and will make its SAR helicopter decision in 2014. India and Qatar have also reportedly expressed interest. Aviation Week.

May 29/13: France. La Tribune reports that France has ordered their final tranche of 34 NH90 TTH Army helicopter options from Eurocopter, in a contract that was said to approach EUR 1 billion. Defense-Aerospace points out that the order had been described as “imminent” back in January 2012. La Tribune [in French] | Defense-Aerospace | Lloyd’s.

France: 34 TTH

June 6/13: Belgium. A delay in the delivery of Belgium’s 4 NH90-NFH helicopters means that they can’t retire their fleet of aged H-3 Sea Kings on-schedule. Which means more money, and availability problems. Add Belgium to the list of unhappy customers, especially since they placed their order 6 years ago, in 2007 (q.v. June 19/07). Shephard Rotorhub.

May 9/13: Australia. Australia’s Defence Materiel Organisation (DMO) signs a Deed of undertaking with Eurocopter subsidiary Australian Aerospace and their industry partners to re-baseline the “MRH90” army helicopter project’s schedule, settle a number of disputed program issues, and change some contract terms. The biggest change is free delivery of a 47th helicopter for maintenance training at the Army’s Aviation Maintenance school at Oakey, Queensland.

The MRH90 program is 3 years behind, and currently sits on the government’s notorious “Projects of Concern” list. Australian Aerospace agreed on a number of technical fixes back in 2012, and this contract aims to settle the remaining issues and get the MRH90 removed from the Projects of Concern list by the end of 2013. Meanwhile, the MRH90’s problems appear to have cost the NH90 a role as Australia’s future naval helicopter, which was awarded to Sikorsky’s MH-60R Seahawk instead (vid. June 16/11 entry). Australia DoD | Australian Aerospace | Projects of Concern.

Australia MRH90 settlement & changes

May 2/13: Italy. The Italian Army gets its 21st of 60 NH90-TTH machines, but it’s the 1st in Full Operational Configuration. Meanwhile, the Italian Army has now flown 5 Initial Operational Configuration NH90s in Afghanistan’s demanding conditions for 470 combat flight hours.

Note that Italy’s order total in DID’s table shows 70 NH90 TTH helicopters, because the Italian Navy ordered 10 of its own. NH Industries.

April 8/13: Belgium. NH Industries announces the first flight of Belgium’s NH90-NFH, part of Belgium’s 8-helicopter, evenly split order. It’s being delivered:

“…in its full operational capability standard, already known as the “Step B.” This aircraft is very close to the Dutch NH90 NFH Step B currently operationally deployed with the Royal Netherland’s [sic] Navy.”

March 15/13: German cuts. Germany and Eurocopter sign an agreement that substantially cuts its NH90-TTH and Tiger UHT buys, while adjusting their mix of helicopters and ending any hope of a naval helicopter competition.

Under the agreement, Germany’s total buy of NH90s shrinks from 122 to 82, and its purchase of Army & Air Force helicopters shrinks even further. As part of the agreement, Germany will buy 18 NH90-NFH naval helicopters, down from its original requirement of 30. This removes any potential competition for that order, and marks a reduction of 58 NH90-TTH helicopters (47.5%) for the Army and Air Force.

At the same time, Germany is cutting its order for EC665 Tiger UHT scout/attack helicopters from 80 to 57 – a cut that will require them to return 11 helicopters to Eurocopter for resale. Financial savings have not been disclosed yet. German Ministry of Defence [in German].

Germany cuts its order

Jan 21/13: Netherlands. A Dutch NH90 NFH becomes the 1st of its type to deploy abroad, embarked aboard HRMS De Ruyter for anti-piracy patrols in the Gulf of Aden. Rotorhub.

1st NFH deployment

2012

Portugal cancels its 10 NH90s; 1st NH90 combat deployment; Norway threatens cancellation; 100th NH90 delivered – took a while.

FS Aquitaine & Caiman
(click to view full)

Nov 28/12: Norway. NHIndustries delivers Norway’s 2nd NH90 NFH at AgustaWestland’s Tessera, Italy facility, where it was assembled. The Norwegians have been getting antsy (vid. Aug 2/12 entry), so every little bit helps. Note that delivery is not the same as “ready for operations.” NH Industries.

Sept 18/12: Belgium. Belgium’s 1st of 4 NH90 TTH helicopters begins flight testing from Eurocopter’s facility in Marignane, France. NH Industries adds that:

“The Belgian NH90 TTH is a Full Operational Capability standard helicopter. This aircraft is very close to the french [sic] NH90 Caiman TTH for which deliveries started in the end of 2011 in Full Operational Capability Standard. This commonality brings to the Belgian customer all the return of experience collected during the development of the French NH90 TTH.”

The same may not be true of Belgium’s 4 NH90 NFH naval helicopters, as that variant isn’t finished development yet. The helicopters were ordered in July 2007. NH Industries.

Aug 31/12: Deployed. Italy deploys the 1st NH90 helicopters abroad.

The 5 helicopters were airlifted into Afghanistan aboard C-17s (either NATO SAC or USAF), and the plan is to have 6 NH90s in Herat for 6 months. They will serve alongside heavier Italian CH-47 Chinook heavy-lift helicopters, and A129 Mongoose attack helicopters, to help Italy cover ISAF’s large northwestern sector near Iran. NH Industries and follow-on.

1st deployment abroad

Aug 2/12: Norway out? Flight International reports that Norway, which ordered 8 NH90-NFH utility helicopters in 2001 and has received just 1 so far (vid. Nov 30/11 entry), is threatening to cancel its order and buy a different helicopter.

“Speaking last month on a tour with the coastguard in northern Norway, secretary of state for defence Roger Ingebrigtsen said: “NH90 is greatly delayed and I am very concerned about this situation. We therefore have to consider what the options are to ensure the coastguard has the helicopter capacity we depend on.”

The defence ministry adds: “If the manufacturer doesn’t manage to deliver the helicopters [to deadline] we are considering cancelling the contract… There are several helicopters on the market that are combat-proven and in use by other nations,”

If Norway canceled its entire order, it would also be canceling its 6 NH90-NFH anti-submarine helicopters. There are alternatives. Sikorsky’s comparable S-92 is already in use by other Coast Guards, and their smaller MH-60R is a proven anti-submarine helicopter. AgustaWestland’s larger AW101 has Coast Guard credentials, and its naval helicopter variant is in service with Britain and Italy. A few days later, an article in AftenPosten [in Norwegian] states that an Air Force report recommends asking a quote from Sikorsky for MH-60Rs, as a plan B in case NH Industries continues to fail. Back in 2007 their neighbor Finland settled its differences with the manufacturer for a relatively modest penalty, but that was a short delay on a smaller order.

July 3/12: Portugal out. Jane’s reports that Portugal has chosen to cancel its Puma replacement effort, and suspend its participation in the NH90 program. This means the country will abandon the monies paid to date, as well as all 10 helicopters they were to have received. Savings are estimated at EUR 420 million (about $530 million).

Portugal is also said to be renegotiating other contracts, such as its 2005 order with General Dynamics for 260 Pandur II 8×8 wheeled armored personnel carriers.

Portugal quits

June 29/12: Oman. NH Industries delivers another 2 NH90-TTH to Oman, bringing their total deliveries to 10 of 20 ordered. The contract was signed on July 24/04.

May 27/12: Flight International reports that the NH90’s orders from Greece, Portugal, and Spain are all in peril of cancellation or reduction.

To date, Greece is the only one of the 3 that has received any helicopters, despite orders that began in 2001. Only 1 of Greece’s 4 delivered NH90s is even in the process of conversion to the full operational version, out of a 2003 order for up to 34 (16 TTH, 4 Special Ops variants, 14 options). Portugal has yet to accept any of its 10 TTH machines ordered in 2001, while Spain is reportedly looking to cut up to 8 helicopters from its 2006 order for 45.

March 8/12: Writedown. EADS reports its 2011 financial results, and Eurocopter results were generally good. The firm finished its 100th NH90 in 2011, but:

“A net charge of around [EUR] 115 million was booked in 2011. This mainly relates to governmental programmes [i.e. NH90 and Tiger] as well as to SHAPE [the firm’s restructuring plan]. The 2010 figure included a net charge of [EUR] 120 million.”

Aviation Week adds that:

“Departing EADS CFO Hans-Peter Ring says he “cannot guarantee” that there won’t be further charges . He blames the NH90 problems on the companies’ willingness to allow too much customization, with almost every buyer having a near-bespoke configuration.”

March 8/12: France. DCNS, the French Navy, and the French DGA procurement agency successfully complete a series of deck landing trials with the new NH90 NFH (“Caiman Marine”), on board the new FREMM frigate FS Aquitaine. DCNS.

Jan 30/12: France. An official unveiling ceremony is held for the 1st French Army NH90 TTH, which will also be referred to as “Caiman” in French service, alongside the NH90 NFH utility variant. The helicopter will go to GAMSTAT in Valencia to begin its technical and operational testing. French DGA [in French].

Jan 3/12: #100. NH Industries announces delivery of the 100th NH90 variant, about 11.5 years after the initial base contract was signed.

2011

Germany will upgrade 12 NH90s for MEDEVAC; Final Operational Configuration for NH90-TTH; French NH90 naval helicopters enter service; Problems in Australia force a diagnostic review of the program; Australia buys MH-60R naval helicopters, instead of more NH90s; Sweden buys UH-60Ms for MEDEVAC, instead of more NH90s.

Australian MRH-90
(click to view full)

Dec 8/11: France’s “Caiman”. French NH90 NFHs operational. A ceremony marks the official entry of France’s NH90 NFH “Caiman” naval helicopters into service with Flotille 33F. So far, 5 helicopters have been delivered in utility configuration, of the 27 total. The name “Caiman” was chosen in conjunction with the French Army, who has ordered 34 NH90 TTH helicopters of its own.

The Marine Nationale’s eventual mix will be 13 utility models with a rear ramp, and 14 full anti-submarine models without the rear ramp. They’ll be based at BAN (NAS) Hyeres on the French Riviera and BAN Lanveoc in Brittany, plus 1 detached to Cherbourg in Normandy. From there, they’ll deploy aboard France’s high-end frigates: the 2 Horizon Class air defense ships, and its forthcoming Aquitaine Class FRMM multi-role ships. They may also deploy to France’s amphibious ships like the Mistral Class, but the number of NH90 NFH helicopters ordered will make that an occasional posting. Besides a door gunner, their initial armament will be MU90 Eurotorp lightweight torpedoes, with light anti-ship missiles to follow around 2021. Navy Recognition.

French “Caimans” operational

Nov 30/11: Norway. Norway holds a delivery ceremony at AgustaWestland in Verigate, Italy, for their 1st NH90 NFH naval helicopter. Their 14 NH90s will replace the Coast Guard’s AgustaWestland’s Lynx helicopters (8 NH90s), and serve as the new Nansen Class AEGIS frigates’ ASW helicopters (6 NH90s). They will be based at Bardufoss Air Station. AgustaWestland.

Nov 8/11: Germany. Reuters reports that Eurocopter and HN Industries are looking to compensate for Germany’s NH90 TTH cut by pushing the country to buy the naval NH90-NFH, to replace 21 H-3 Sea King and 22 AgustaWestland Sea Lynx helicopters. Reuters adds that the German Navy hasn’t been impressed with the NH90-NFH so far, and has concerns about its upgradeability.

Even if that’s true, Eurocopter has a card to play. Eurocopter CEO Lutz Bertling said that talks over the proposed contract changes would begin in mid-December 2011, with the goal of an agreement in principle by March 2012. The implication is that Eurocopter would forego some or all cancellation fees on existing EC665 Tiger UHT and NH90-TTH contracts, if Germany agreed to buy the NH90-NFH instead of competitors like Sikorsky’s MH-92/CH-148 or MH-60R/S; or AgustaWestland’s EH101 or AW159 Wildcat.

Another possibility involves agreement to fund development of a joint FTH heavy-lift helicopter with France and/or the USA, in which Eurocopter would likely partner with Boeing or Sikorsky.

Nov 8/11: NH90-TTH final configuration. NAHEMA issues the NH90 Tactical Transport Helicopter’s Final Operational Configuration certification, stating that it fully meets customer specifications. With this go-ahead, the French Army will receive their initial FOC NH90 TTH before 2011 ends, and deliveries to Italy, Belgium and Germany will begin in 2012.

The announcement also implies the start of retrofit programs, among customers who have already received early model NH90 TTHs for training use. NH Industries | EADS.

NH90 TTH FOC cert

Oct 21/11: German cuts? As German austerity measures cut further into an already weak defense budget, the government announces changes to its NH90 TTH plans. They’ll be cutting 42 NH90s from the 112 helicopter procurement plan, capping the total buy at 80. The final split between the Army and Air Force, who were going to fly slightly different versions of the TTH model, remains unclear. Also unclear: potential termination costs under the contract with NH Industries.

Eurocopter will actually be taking 2 hits. One from its share of NH90 work, another from Germany halving its buy of Tiger HAC/UHT scout/attack helicopters, to just 40. Aviation Week.

Aug 31/11: Finland. Patria announces an agreement with the Finnish Defence Forces, to design and manufacture NH90 ballistic protection plates that will protect both pilots and transported personnel. The project will be implemented during 2012-2014. Patria Oy | Rotorhub.

June 23/11: Italy. The Italian Navy formally takes delivery of its first NH90-NFH naval helicopter. they’re the 2nd NFH customer to take delivery, after the Dutch (vid. April 21/10 entry). AgustaWestland.

June 20/11: NH90 FAME MEDEVAC. Eurocopter signs an agreement with Germany to upgrade 12 German NH90-TTH helicopters to NH90 FAME (Forward Air Medical Evacuation/ MEDEVAC) configuration, using upgrade kits that can be installed in 30 minutes (vid. June 4/10 entry). NH90 FAME helicopters will be equipped with 2 intensive care stations for treating wounded personnel, along with a defibrillator, a transport ventilator, a surveillance monitor, and seats for the medical team. the helicopters are expected to enter service in July 2012.

Germany: 12 MEDEVAC upgrades

June 16/11: Australia. The MH-60R beats the NH90-NFH for Australia’s 24-helicopter, A$3+ billion (over $3.16 billion) AIR 9000, Phase 8 helicopter competition, even though Australia had switched from H-60/S-70 Army helicopters to the NH90-TTH several years ago. A combination of problems with its “MRH-90s,” slow NH90 TTH development, MH-60R naval interoperability benefits, and the MH-60R’s low-risk operational status tipped the balance. Read “MH-60R Wins Australia’s Maritime Helicopter Competition” for full coverage.

Loss in Australia

May 9/11: Sonar. Marport C-Tech Ltd. receives “a multi-million dollar contract” From SELEX Galileo to manufacture OTS-90 helicopter dipping sonar modules. The firm is a specialist in software-defined sonar, and work will be carried out at its facilities in Cornwall, Ontario, Canada.

The OTS-90 system is derived from L-3 Ocean Systems’ HELRAS(Helicopter Long Range Active Sonar), and some component units are manufactured under license by SELEX Galileo. Marport manufactures some HELRAS modules as well, which gives it links to a broad array of maritime helicopters: HELRAS-equipped SH-60 Seahawks, AW101s, and Canada’s CH-148/H-92 program; as well as NH90 NFH helicopters belonging to Italy and The Netherlands (OTS-90).

May 5/11: Netherlands. AgustaWestland announces that the Royal Netherlands Navy (RNLN) has taken delivery of the firm’s Skyflight Mission Planning & Analysis System (MPAS) for their NH90 NFH naval helicopters, following successful completion of installation and Site Acceptance Tests.

The system will be fully operational on Dutch NH90s by the end of 2012 (vid. Dec 23/09 entry, looks like they’ll miss the Q3 2011 date for full capability), and Skyflight also serves aboard a number of other helicopter types around the world.

April 29/11: Australia. Australia completes its “full diagnostic review” of the MRH-90 program, after engine failures, transmission oil cooler fan failures and the poor availability of spares ground the fleet. To date, 13 of 46 MRH-90 helicopters have been accepted by Australia’s DoD and are being used for testing and initial crew training. They aren’t operational yet, and so far, the Army helicopters are 12 months behind schedule and the Navy helicopters, 18 months.

The review doesn’t consign the program to the infamous “Projects of Concern” list – yet. It does ask for a remediation plan, before a follow-up diagnostic review later in 2011 looks at the project again. With the Australian naval helicopter contract looming, a good follow-on review is important to Eurocopter. Australian DoD.

April 2011: Sweden. Sweden ordered its NH90s in 2001, and has received 7 helicopters, but their fleet won’t be fully operational until 2020 or later. Those delays have created a opening for Sikorsky’s H-60M, as Sweden pursues final negotiations for 15 Black Hawk helicopters to perform combat search and rescue and MEDEVAC roles in Afghanistan and beyond, beginning in 2013. The contracts will reportedly be worth $550-750 million. See full DID coverage.

Loss in Sweden

Feb 1/11: Australia. The Australian DoD makes an announcement concerning its MRH-90s:

“Mr Smith and Mr Clare also announced that a high-level comprehensive diagnostic review of the MRH-90 helicopter project would occur this month. As reported in both the Defence Annual Report and the ANAO Major Project Report released last year, the project has suffered delays of 12 months for the Navy’s helicopters and 18 months for the Army’s helicopters. Delays are due to a series of key issues, including engine failure, transmission oil cooler fan failures and the poor availability of spares… 13 MRH-90 helicopters have been accepted by Defence to date and are currently being used for testing and initial crew training. Minister Smith said that the full diagnostic review would be supported by external specialists. It will provide recommendations to Government on the actions necessary to fully implement this important project.”

The timing here is poor, as the NH90 is competing with Sikorsky’s proven MH-60R to replace Sikorsky’s S-70s as Australia’s next naval/ASW helicopter.

2010

German complains of deficiencies made public; MEDEVAC variant unveiled; 1st NH90-NFH delivered; Naval opportunities in Germany & Australia.

Dutch NH-90 NFH
(click to view full)

Dec 17/10: Spain. NHI announces the 1st flight of a Spanish NH90 TTH, at Eurcopter’s facilities in Marignane, France. This event marks also the first flight of a GE CT7-8F5 powered NH90, instead of the RTM322.

Spain ordered 45 of the medium utility helicopters in December 2006, with the first 2 built in France and the other 43 assembled in Albacete, Spain. The initial NH90 TTH will be transferred to Albacete in 2011 in order to complete the development flights, leading to a full qualification by the Spanish Ministry of Defence and expected induction in 2012.

Dec 16/10: France. NHI announces the maiden flight of the first French NH90 TTH medium utility helicopter for French Army Aviation (ALAT), at the Eurocopter facilities in Marignane, France. The flight follows the December 2007 order for 34 NH90 TTH machines.

Oct 23/10: Australia. The Australian reports on the Project AIR 9000, Phase 8 helicopter competition. A navy evaluation team reportedly test-flew the MH-60R in early October 2010, and wants to fly the NH90 NFH as well, even though its mission systems software won’t be ready until mid-2011, and the helicopter won’t be operational until late 2011 – well after Australia’s decision deadline.

In the end, the NH90 lost. Read “MH-60R Wins Australia’s Maritime Helicopter Competition” for full coverage.

Sept 30/10: Swedish switch. The US DSCA announces Sweden’s request to buy 15 UH-60M Black Hawk helicopters for combat search &and rescue & MEDEVAC duties in Afghanistan. Sweden already flies the NH90 TTH in a “high cabin” configuration that’s especially well suited to combat search and rescue and MEDEVAC operations, and Eurocopter unveiled a German NH90-TTH MEDEVAC kit on June 4/10.

Even so, the NH90’s slow delivery and certification times end up shifting the additional order to the NH90’s main competitor instead, as the contract goes through. See full DID coverage.

June 28/10: Oman. The Royal Air Force of Oman takes delivery of its first 2 NH90-TTH helicopters, out of an order of 20 that was placed on July 24/04. It will be followed in July 2010, by the acceptance process for the second batch of NH90s. These helicopters are supported by an integrated NHI/ RAFO maintenance team who will inaugurate the NH90’s GLIMS (Ground Logistic Information Management System). NH Industries.

June 14/10: New Zealand. News 3 quotes New Zealand Defence Minister Wayne Mapp of the National Party, who says that despite German reports citing issues with the NH90 (vid. Feb 23/10 and March 31/10 entries), he won’t be canceling New Zealand’s order.

June 7/10: Germany naval. Sikorsky is looking to pursue a 30-helicopter bid to replace Germany’s H-3 Sea Kings with their MH-92 Cyclone instead of the NH90 NFH, and also wants to compete for an 8-19 helicopter Combat Search And Rescue (CSAR) opportunity to replace German UH-1Ds. A 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 Cyclone might be operational in a maritime role before the NH90 NFH, and the firm has some HH-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.

June 4/10: NH90 MEDEVAC. Eurocopter unveils an NH90-TTH MEDEVAC variant for the German Army, which does not consider any of its 14 delivered NH90s operational yet. A total of 12 helicopters will be modified to this MEDEVAC configuration. The 20-month expedited buy led Eurocopter to move Final Operational Configuration (FOC) NH90 features forward, including the MG-3 machine gun parts kit and ballistic protection. Existing NH90 systems such as electronic countermeasures, TopOwl helmet-mounted display for low-altitude night flight, and secure voice communications received adaptations, and the MEDEVAC helicopters install seats for the medical team and 2 intensive care bays for treating wounded personnel.

The MEDEVAC helicopters will also have some combat search and rescue related capabilities, but Eurocopter plans to offer a separate refit kit for that role. Options for the CSAR kit include up to 3 machine guns (each side door and the tail ramp), anti-ballistic protection, a rappel system, a double rescue hoist, an emergency flotation system, sand filters, an obstacle warning system, and improved self-protection electronics. EADS Eurocopter.

MEDEVAC/ FAME

May 18/10: Australia. Australia’s government announces that specialists from Turbomeca and Rolls Royce have been brought to Australia to help investigate an MRH90 engine failure that took place on April 20/10, about 30 minutes north east of Adelaide. The helicopter returned to RAAF base Edinburgh without further incident or injuries to personnel, but the incident resulted in a fleet-wide grounding.

May 14/10: Finland. Finland announces that it will retire its last 2 Mi-8 helicopters. The Finnish Army is reportedly flying 7 of its eventual 20 NH90 TTHs at Utti, and has amassed over 1,400 fleet flight hours, with deliveries from local assembly partner Patria to be completed in 2012.

Local commanders expect the NH90s to reach full operational status by 2013-14, but believes that could be moved forward to 2012 on an emergency basis, if required for an international deployment or sudden circumstances. Flight International.

April 28/10: Australia. Australia issues its formal solicitation for “AIR 9000, Phase 8” to buy naval helicopters: either the NH90 NFH or the MH-60R, decision in 2011. Ministerial release

April 23/10: France. The French Navy receives its first NH90 NFH naval helicopter. Following operational testing and training, the helicopter is expected to enter French Navy service near the end of 2011. France has ordered 27 NH90 NFH helicopters: 13 in support configuration, and 14 in naval combat/ ASW configuration. The NH90s will embark on its modern Lafayette, Horizon, and Aquitaine Class frigates, and on its Mistral Class amphibious ships. France DGA [in French] | NH Industries.

April 21/10: Netherlands is 1st NFH delivery. AgustaWestland announces that The Royal Netherlands Navy received its 1st of 20 NH90 NFH naval helicopter during an official ceremony held at AgustaWestland’s Vergiate plant in Italy. See also Dec 23/09 entry for background.

Today’s event marks the first delivery of a naval NH90 NFH variant to any customer. AgustaWestland | NH Industries.

1st NH90 NFH delivery

March 31/10: Defects? On the occasion of a visit to Eurocopter Deutschland GmbH, defpro.com [ed.: link no longer working] asks for Eurocopter’s response to BILD’s report, and receives a response from Eurocopter Vice President & NAHEMA Programme Coordination Manager Dr Clive Schley.

As a quick rundown, the answer to most of these is “contractual specifications.” Dr. Schley says the ground clearance is to specifications, as is the winch’s 270 kg load. Other customers have done fast-roping from the NH90, but Germany did not buy that ancillary equipment. The approved internal 110 kg seat load is not the maximum load, and first results of tests for stretcher loading procedures when a machine gun is installed in the door are “promising.” Trials of the NH90 MedEvac demonstrator are scheduled for Q2 2010.

March 1/10: Defects? The Sydney Morning Herald reports that Australia’s military is aware of the German report, but is making no commitments:

“A defence spokesman said Australia was seeking an English translation of the German Army trial report on its NH-90 helicopters. He said all matters of operational effectiveness and airworthiness were taken seriously and the German report would be reviewed in detail.”

Australia operates the same model helicopter, but designates it as MRH90.

Feb 23/10: Defects? The German Army is concerned over several deficiencies with the NH90 TTH helicopter as fielded, and says so in an official report. Germany’s Bild daily says the army has tried out 13 test helicopters, and concluded they were not fully battle-ready. Key complaints reportedly include:

• Seats with weight capacities of just 110 kg, very low in an era where soldiers routinely carry 20-30 kg of protective gear;
  
• Helicopter winch that can’t handle the needs of fast-roping commando teams or boarding parties;
  
• No defensive machine gun and door-gunner, due to limited cabin space;
  
• An infantry team can be carried only if team members leave their personal weapons and kit on the floor, slowing offloading; worse, there are no floor straps to secure those weapons;
  
• The lack of floor straps means that heavier weapons like shoulder-fired missiles can’t be transported at all;
  
• The composite floor is too prone to damage, and the rear ramp can’t support fully equipped soldiers. Note that the Bild report refers to a floor that can’t handle soldiers with dirty boots, which makes little sense. If the rear ramp can’t support the banging weight of fully-equipped troops, however, the floor may also have issues.
  
• The Bild report refers to difficulties with soldiers exiting the helicopter on ground with obstacles over 16 cm tall, due to low ground clearance, which makes little sense on its face. If there’s a problem with low clearance and damage-prone composites, however, it could create problems landing the helicopters on obstacle-strewn ground. That might in turn force slower methods of exit, like hover-and-rope, but the connection isn’t intuitive.

See Bild [in German] | Defense News | UPI.

Performance issues?

Jan 6/10: Australia. Australia’s Daily Telegraph reports that Australia’s Labor Party government has rejected a DoD request to approve a $4 billion “rapid acquisition” of 24 MH-60R Seahawk helicopters and related equipment. The buy would have been an emergency replacement for the long-running, ill-starred, and canceled SH-2G Super Seasprite program.

Instead, successful lobbying by Eurocopter will force a competition between Sikorsky’s MH-60R, in service with the US Navy, and the European NH90 NFH variant, which is expected to be ready for service sometime around 2011-2012.

2009

Orders: France (22); Germany reporting defects and problems.

MRH90 w. 105mm Hamel
(click to view full)

Dec 23/09: Netherlands. The Netherlands gets its 1st NH90-NFH naval helicopter at AgustaWestland’s Italian facility, but the machine will not be officially accepted until after a series of inspections and tests. Once accepted and formally delivered, however, the helicopters will only be suitable for crew training and basic coastal patrols.

This “meaningful operationally capable” standard is the consequence of technical issues involving weight gain, the helicopter’s maritime radar and tactical navigation, etc. In order to minimize delays and begin delivering helicopters, which was supposed to happen in mid-2009 for the Dutch, NH Industries and its customers agreed to a phased fielding program. That allows basic acceptance trials and familiarization to begin earlier, which mitigates normal post-delivery service delays, but does not provide fully operational helicopters. Per the July 10/09 entry, NHIndustries believes they can deliver NH90-NFHs that fully meet Dutch specifications by Q3 2011.Dutch MvD [in Dutch] | Aviation Week | Europe Aviation News.

November 2009: Australia. Australia conducts naval trials of its MRH90s, which are closely derived from the NH90-TTH Army variant. The month long testing regime on board the LST amphibious ship HMAS Manoora gauged the MRH90’s capabilities at sea through takeoffs, landings, munitions transfers and weight load carries.

This month, the Army also conducts “lift trials” for various vehicles and loads with the MRH90’s external sling system. Australian DoD LST release and image gallery | Lift Trials release & gallery.

Oct 23/09: Australia. The Australian reports that the country’s military chiefs have recommended the MH-60R as Australia’s next anti-submarine helicopter, citing it as a cheaper and lower risk solution compared with the NH90 NFH, with better allied interoperability. Australia would be looking to buy 24 helicopters for service by 2014, per the 2009 Defence White Paper.

In the end, the MH-60R did win. Read “MH-60R Wins Australia’s Maritime Helicopter Competition” for full coverage.

Oct 14/09: Norway. A NH90-NFH naval test helicopter lands on Norway’s North Cape Class coast guard vessel Nordkap, at Helligvaer, in Vestfjorden. Nordkap will be used as the platform for operational testing of maritime landings, including landings under Norway’s famously difficult conditions. Mother Nature didn’t disappoint, as weather during the initial trials went from fair, to southwest winds gusting up to 60 knots.

Even though Norway was one of the NH90’s early export orders in 2001, deliveries of operational Norwegian aircraft are expected to begin during the second half of 2010. The Navy will then require additional time to test and qualify the helicopters before they can see operational use. Forsvaret [in Norwegian] | NH Industries.

Aug 4/09: Defects? Germany’s Der Spiegel runs “German Army Angry over EADS Delays and Technical Glitches,” which is critical of several EADS products including the NH90. Relevant excerpt:

“The NH90 transport helicopter is also regarded as a flop by the military… The Bundeswehr had ordered 80 of the helicopters for a total of [EUR] 1.7 billion. However, the first sample aircraft only arrived at the end of 2006. Admittedly, the army is now in possession of eight of them. However, they are only 26 percent fit for service. That means that on average only two of the helicopters are ready to start at any given time.

And the helicopters cannot be deployed in the way the military had originally planned. The NH90 is supposed to accommodate 16 fully-armed soldiers. It’s not yet clear if this can be achieved. Recently a somewhat heavy passenger was told that the maximum weight per seat was 100 kilograms. However, even a slim soldier with a combat pack would easily make that weight – after all, a bullet-proof vest alone weighs around 15 kilograms.”

July 10/09: Netherlands. The Dutch MvD expects to receive their first “Meaningful Operational Capabilities” NH90 NFH naval helicopters for acceptance testing by the end of 2009. Mid-2009 was supposed to mark induction of Full Operational Capability (FOC) helicopters, but he NH90 NFH weight growth has affected some operational capabilities, and so have technical delays. Instead, NHIndustries ‘believes’ they can deliver the first FOC NH-90s by Q3 2011. MvD release [in Dutch].

The Dutch eventually take delivery of their first partially-capable NH90 helicopter on Dec 23/09.

Jan 8/09: French order. France’s DGA announces that it is picking up a EUR 600 million (about $820 million) option for 22 more NH90-TTH battlefield transport helicopters. The purchase was planned as part of France’s multi-year military budget. The NH90-TTH helicopters are scheduled for delivery from 2011 onward, and will be assembled at Eurocopter’s facility in Marignane, France.

EADs release states that to date, 25 NH90 helicopters have been delivered to customers and another 50 are under construction, out of total orders of 529. DGA [Français] | EADS.

France: 22 TTH

2008

Germany continues developing mission planning system; RTM322 cements hold on NH90 market; Finnish reports.

Italian NH90-TTH
(click to view full)

July 16/08: RTM322 Engine Wins. The Rolls-Royce Turbomeca partnership announces that its RTM322 engine has been selected over GE competitors to power new NH90 fleets in France (61 + 34 options), Belgium (8 + 2), and New Zealand (9).

RTM322-powered NH90s will now be flown by Australia, Belgium, Finland, France, Germany, Greece, the Netherlands, Norway, New Zealand, Oman, Portugal and Sweden. Spain and Italy will use GE’s engines instead.

March 11/08: Finland. Finnish Army Aviation officially takes delivery of its first NH90. The ceremony took place at Eurocopter in Marignane, France where the helicopter was assembled. Most of Finland’s subsequent helicopters will be assembled locally by Patria. NHIndustries release.

March 4/08: Finland. Suila’s NH90 program report is released to the Finnish public, and a summary is posted by the MoD. Key takeaways include a finding that both parties to the contract have been acting in good faith, that Finland received acceptable compensation of the delay in delivery, and that the choice of helicopter suits both Finland’s needs and interoperability requirements for deployments abroad.

With respect to areas for improvement, the Finnish Ministry of Defence release had an appropriate quote from the report: “The haste of the initial phase is usually a setback.” Risk assessment needs to be more fully developed, rules for communication need to be improved since this became a bottleneck at times, other areas of procurement policy also need to be streamlined, and more commonality in national aircraft certification processes needs to be developed in Europe. Ministry of Defence release | The full Suila report [PDF]

Jan 29/08: German EUA Planning System. The German BWB procurement agency has placed a EUR 40+ million 3rd tranche order with EADS Defence & Security (DS) for the EUA Operations Support System. In its final configuration, the EUA OSS will cover the entire process cycle of a helicopter squadron – from receipt of command through complete tactical and technical mission planning up to evaluation and logistics – using one single planning system. The EUA system also includes voice radio and radio data transmission with military command and control systems, as well as the ability to establish a connection with other information systems for weather, maps, aeronautical information and air-traffic monitoring, and other useful real-time updates.

The EUA is planned for deployment with the Fritzlar Army Air Corps in Spring 2008. Eventually, the system will prepare, plan and execute missions for Germany’s NH90-TTH medium transport, Tiger HAP attack, and CH-53G heavy transport helicopters. EADS release. See also May 16/06 entry.

Jan 8/08: Italy. AgustaWestland announces that the Italian Army’s Aviation Unit officially took delivery of its first NH90 TTH helicopter in “late December, 2007.”

Italian Army NH90s will be operated by Friuli Airmobile Brigade, replacing older models currently operated by the service in various utility roles. AgustaWestland will also provide a complete product support and training package through a Phased Logistic Support program, with an initial commitment of 3 years.

2007

Orders: Belgium (10), France (12), Germany (42); Nordic RTM322 engine support agreement; GE’s CT7-8F5 to power Spain’s helos; Dutch and Finland very unhappy with lateness, but stay in the program; Sweden passes on 7 options; Norway drops 10 options, opens SAR competition.

MRH90 arrives
(click to view full)

Dec 18/07: Australia. The first 2 Australian Defence Force MRH-90s are accepted into service during a ceremony at Australian Aerospace facilities in Brisbane.

Dec 12/07: Finnish settlement. The Finnish Ministry of Defence announces a satisfactory agreement with NH Industries re: its NH90 order, which was supposed to begin delivery in 2004 and end in 2007. An adjusted contract was signed on Dec 14/07.

Published reports vary re: the delivery schedule, but Jyrki iivonen of Finland’s MoD informs DID that it will be: 5 in 2008, 4 in 2009, and the remaining 11 in 2010-2011. The 9 helicopters delivered in 2008-2009 will not be fully operational, however, and will be used for training and development of concepts of operations. They will be upgraded to full capability by Patria in Finland during 2010-2011. This still leaves NH Industries at least 3 years late in fulfilling its commitments, so the firm will pay a penalty of just under EUR 20 million on the EUR 343 million order. Finnish Ministry of Defence | YLE News | STT | Helsingin Sanomat | Forbes re: penalty | Reuters.

Dec 12/07: Finland. In a move that may not be coincidence, Patria and NHI sign an agreement to give Patria an extended NHI Service Centre for Finland, which NHI and Patria will jointly offer to the other Nordic NH90 customers. There had already been some level of cooperation involving RTM322 engines, but this new agreement expands Patria’s capabilities considerably. In the Patria release, Executive Vice President Eukka Holkeri said:

“We are very pleased with the co-operation agreement. This agreement further strengthens the unique skills and competencies of Patria in helicopter support and repair technologies as well as represents an opportunity to gain even more in-depth knowledge of the NH90 helicopters. For Patria the agreement will bring further increased competencies and an opportunity to win a major role in the Nordic NH90 maintenance. This supports our strategy to strengthen Patria’s position as the leading helicopter maintenance provider in the Nordic countries.”

Dec 3/07: Australia ancillaries. Thales Australia announces a contract from Eurocopter subsidiary Australian Aerospace worth A$ 100M (about $88.2 million) for “MRH90” related services helicopters under Project AIR9000 Phases 4 & 6. Thales will add the responsibility to provide aircraft equipment and spares, incl. TopOwl helmet-mounted displays with night vision capabilities, other cockpit avionics including navigation, internal secure communications, identification systems, and tactical systems for the 34 new MRH90s, bringing the total number of helicopters they’re responsible for to 46. The delivery of this equipment will be scheduled from 2008 – 2013.

As an A$ 20 million portion of that contract, Thales will also supply the Australian developed Ground Mission Management System (GMMS) to fulfill Army Aviation Training & Operation requirements. DID coverage.

Nov 30/07: More for France. France’s DGA procurement agency turns its selection of the NH90 as its next battlefield helicopter into a contract worth up to EUR 1.8 billion (currently $2.64 billion), a rate of about EUR 26.5 million (currently $38.9 million) per helicopter.

The initial buy is 12 NH90 TTH helicopters, with options for another 56, to total 68. The current plan is to exercise 22 of the options in 2008, and another 34 in 2010. Even so, the current Puma battlefield helicopter fleet won’t begin to see replacements until 2011. As one might imagine, these helicopters will be manufactured at Eurocopter France’s Marignane site. DGA release | NHI release.

France: 12 TTH

Nov 14/07: Sweden passes on options. NH Industries informs DID that Sweden has chosen not to exercise its additional 7 helicopter options, due to budgetary constraints.

Swedish options

Nov 13/07: Australia. The 1st two MRH90 helicopters arrive at the Australian Aerospace facility in Brisbane inside a leased Antonov aircraft. They are celebrated by a small ceremony at the Australian Aerospace facility involving Industry, DMO and Defence representatives.

The MRH90 aircraft will be returned to flying condition after the transit, and test flown by Australian Aerospace flight test crews in preparation for delivery to the Commonwealth. Australia’s contract calls for the first 4 NH90s to be delivered from Eurocopter in Marignane, France, with final assembly of the other 42 performed by Eurocopter subsidiary Australian Aerospace in Brisbane under the co-production agreement. Australian MoD release.

Nov 11/07: Finland. Finnish News Agency STT covers a report from national daily Helsingin Sanomat that Finalnd is looking into “Plan B” options, including buying or leasing UH-60M Black Hawk helicopters. Puolustsministerio Forsvarsministeriet spokesman Jyrki Iivonen downplayed those reports, however, stressing their interest in concluding negotiations and adding that Finland’s point of departure was that compensation for the delay had to be paid in full, but not necessarily in cash.

“We have built our own systems on the premise that it will be this specific type of aircraft… And we must also bear in mind that there is no oversupply of helicopters at the moment.” STT report | PF release.

Oct 19/07: Finland unhappy. With Finland’s initial NH90 delivery and acceptance over 2 1/2 years behind schedule, Defense Minister Jyri Hakamies appoints former Finnair CEO Keijo Suila to lead a working group that will assess their $790 million NH90 program. The 2001 Nordic Group contract was intended to replace Finland’s 4 Russian Mi-8 medium helicopters and 8 MD500 light utility helicopters with 20 NH90s that would enter service from April 2005 – October 2008, allowing a reorganized helicopter battalion to stand up in 2010. The common procurement action was directly linked to the establishment of the European Union’s Nordic Battle Group (NBG), which also driving other defense buys in the area.

Patria has assembled 3 Finnish NH90s so far, but Finland’s Military Aviation Authority is still securing supplementary technical data from NH Industries before it issues a type certification that would allow them to enter service. This process has been cited as part of Finland’s problem, but as in the Netherlands, there are also complaints that Germany and France’s demands for delivery from the delayed NH90 program are pushing out other customers. There are reports that about $30 million equivalent in compensation was offered when serious production delays made it clear that the planned 2005 delivery was impossible – and the 2 year delay at that time has only grown. NIH officials believe deliveries may begin around mid-2008.

Suila’s report is expected to be in by that time. It will focus on a detailed assessment of exactly what went wrong, and then recommend changes to future procurement processes. Depending on how things go with NH90 delivery, of course, it could also form a very handy basis for quantified compensation claims from the Finnish government. Finnish MoD | Defense News | Newsroom Finland.

NH90-TTH HCV
(click to view full)

Sept 6/07: Sweden. The 1st Patria-assembled Swedish NH90-TTH High-Cabin Version (HCV) helicopter is flown to Sweden. This helicopter is Sweden’s 2nd delivery (vid. June 20/07), but it will be the first NH90 to be operated in Sweden by the Swedish Defence Forces. It will initially be used for training purposes. Patria release | NHI release | EADS release.

Aug 10/07: Netherlands. The 1st serial production NH90-NFH for the Royal Netherlands Navy performs its maiden flight at AgustaWestland’s Vergiate facility in Italy. Final Assembly of the 20 Dutch helicopters takes place at that facility, which is also responsible also for the assembly of the NH90-NFH variant for the Italian (46) and Norwegian (14) navies, and the Italian Army’s NH90-TTH (70).NHI release.

Aug 9/07: Sonar. Thales announces that its FLASH (Folding Light Acoustic System for Helicopters) SONICS have been successfully integrated into a French NH90 NFH naval helicopter, and that flight testing is going well. The first system was delivered to Agusta in July 2005 for platform integration, completing its first test flight on board the NH90 in December 2006. Additional test with the helicopter manufacturer are planned later this year and official testing is scheduled for early 2008.

The FLASH system is a low frequency sonar for helicopters, which is incorporated into the ALFS system on board American Sea Hawk helicopters, and also serves on British EH101 naval helicopters and the UAE’s Cougars. This sonar will be installed on 14 French NH90 NFHs that will be used for anti-submarine missions, while another 13 will be used primarily for naval transport missions and other roles. Norway has also picked FLASH for its NH90 NFHs. Thales release.

June 21/07: GE CT7 Engine win. GE Aviation announces that Spain’s Ministry of Defense has selected GE’s CT7-8F5 engines to power its 45 NH90 helicopters. The engine generates slightly more power than the T700s installed in Italian NH90 helicopters, and is compatible with the upper range of the Rolls Royce/ Turbomeca RTM332’s performance.

As part of the deal, GE will “implement an industrial plan that will focus on the development and diversification of the Spanish aeronautical industry.”

June 20/07: Sweden. The first delivery of the Swedish serial production NH90-TTH High Cabin Version takes place from the Marignane, France facility to the Swedish Defence Materiel Administration (FMV) during the 2007 Paris Air Show. Delivery of Sweden’s Hkp 14 helicopters had originally been scheduled for “early 2005,” per the Sept 26/01 contract announcement. During this ceremony Gala Gonçalves, General Manager of NHIndustries, underlined the importance of this event since it is “the first serial NH90 transfer of ownership to an Export Customer” (i.e. outside the original French, German, Italian & Dutch consortium).

This particular helicopter will support the Swedish instructors’ training program in France until 2008. FMV release [English] | NHI release.

June 19/07: More for Germany. Germany signs a formal order for 42 additional NH90-TTH helicopters, drawn from its 54 options. German Army (Heer) Aviation will operate 30 of them, and the other 12 will be operated by the German Air Force. The 12 for the Air Force will feature the NH90’s optional rear ramp, plus provisions for armor protection and a machine gun. A total of 8 NH90-TTH from their previous order of 80 are scheduled to be in service with the German Armed Forces by the end of 2007, down from the 14 promised by Eurocopter’s president in the Dec 13/06 release.

See “Germany Exercises Option for 42 More NH90s.” By 2012, however, cuts threaten to erase the buy.

Germany: 42 TTH

June 19/07: NHIndustries signs the Belgian contract for up to 10 NH90 helicopters at the Cercle Militaire Saint-Augustin in Paris, during the Paris Air Show 2007. See “Belgium Orders up to 10 NH90s as Netherlands Complains.”

Belgium: 10 mixed

June 19/07: Nordic engine support agreement. Rolls-Royce Turbomeca signs a “Repair Co-operation Agreement” with Patria Oyj and Norwegian Air Depot Kjeller (ADK). This extends the current arrangements which cover over 110 RTM322 engines that have been built jointly by Patria and ADK, and are jointly supported by their respective facilities in Linnavuori, Finland (Patria) and Kjeller, Norway (ADK).

Initially, this additional “Repair Co-operation Agreement” covers the engines powering NH90s which form part of the Nordic Standard Helicopter Procurement Program, “but this could be extended to cover future requirements” if and when more helicopters powered by RTM322 engine are bought in the region. The engines power helicopters flown by Norway (EH101), Finland and Sweden (NH90). Patria release.

Nordic engine support

May 9/07: Oman. The first Omani NH90 takes to the air from Eurocopter’s Marignane facility. It represents the 9th country out of 14 to achieve the maiden flight of NH90 serial production aircraft after Germany, Italy, Finland, Sweden, Greece, France, Norway and Australia. NHI release | EADS release.

Given this timing, and other production issues, the likelihood of meeting the contracted delivery schedule of 20 helicopters arriving “from the end of 2008 to the end of 2010” would appear to be remote.

Dutch NH90-NFH
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April 28/07: Netherlands. Dutch Defence State Secretary Cees van der Knaap openly expresses anger at the delayed supply of new NH90 helicopters, which has forced the Netherlands to invest EUR 6.5 million to extend the operational lives of 10 AgustaWestland Lynx helicopters as a stopgap measure. He expresses especial annoyance at France, whom he believes to be largely responsible.

The NH90 cockpits have also been a source of complaint; the Christian Democrat party (CDA) proposed to fit Dutch NH90s with American avionics, but this was quashed on regulatory grounds: it would apparently require changing aviation authority regulations. NIS News bulletin.

April 28/07: Belgium. The Belgian government’s Council of Ministers officially decides to procure up to 10 NH90 helicopters, consisting of 8 firm orders (4 TTH and 4 NFH) plus 2 optional aircraft. See “Belgium Orders up to 10 NH90s as Netherlands Complains” for more, including the associated political controversy and the NH90s’ likely deployments.

April 5/07: Finland. Patria Oyj announces that the first Patria-assembled NH90 destined for the Swedish Defence Forces has been successful in its test flights The helicopter in question is the 3rd Swedish NH90 to take off, with 2 others assembled by Eurocopter in Marignane, France. Of the remaining 16 Swedish helicopters, 14 will be assembled in Finland and 2 in France.

MRH90: first flight
(click to view full)

March 29/07: Australia. The first of Australia’s 46 MRH-90 helicopters conducts its maiden flight in Marignane, France. The Australian DoD release adds that: “The first 4 MRH-90 are on schedule for delivery into Australia by the end of 2007, and the first fuselage of the 42 aircraft to be assembled in Australia arrived in Brisbane on 27 March.”

Feb 1/07: Norway SAR. Norway decides to open up its search-and-rescue helicopter choice to a full competition rather than just exercising its 10 NH90 options, following political controversy and a pair of lawsuits. The existing contract’s options remain open if the NH90 should win.

Likely competitors are all larger, and include AgustaWestland’s EH101, Sikorsky’s S-92 Superhawk, and possibly Boeing’s HH-47 Chinook. See “Norway Opens Up SAR Helicopter Competition.”

2006

Orders: Australia (34); New Zealand (9), Spain (45); German certifications.

NH90 TTH, Heer
(click to view full)

Dec 22/06: Spain order. Spain orders 45 NH90-TTH helicopters, as part of a larger Eurocopter order. They will pay EUR 1.26 billion (about $1.66 billion) for the NH90s, to be distributed over 19 annuities from 2007-2025, and the contract comes with a technological and industrial development agreement that makes Eurocopter Espana S.A.’s new plant in Albacete, Spain the site for the assembly of Spain’s NH 90 helicopters, as well as manufacturing the front NH90 fuselage for all customers. Spain’s Department of Industry, Tourism and Trade will contribute to the funding of the program via a grant “of returnable lendings to type of interest zero,” up to EUR 990.6 million (currently about $1.3 billion), “depending on his budgetary availabilities.” See “Spain Orders Civil & Military Helicopters from Eurocopter.”

Spain: 45 TTH

Dec 20/06: Norway. The first Norwegian NH90-NFH, wearing the Customer designation NNWN #01, takes off for a successful test flight from AgustaWestland’s facility in Vergiate, Italy. NHI release.

Dec 13/06: Germany. The first 3 NH90 Tactical Transport Helicopters (TTH) are handed over to the German Army at Eurocopter’s Donauworth facility. The press release [EADS | NH Industrie] states that “The German Army is the first customer to take delivery of the NH90. The aircraft with the serial numbers TGEA02 and TGEA03 will be used for flight training at the German Army Air Corps Weapons School in Bückeburg, while serial number TGEA05 will be used to train maintenance staff…” Eurocopter President Dr. Lutz Bertling adds:

“Following a period of complex evaluation and comprehensive qualification processes we are proud to now be able to officially launch the NH90 for training purposes. Until the end of 2007, we plan to deliver 14 aircraft to Bückeburg.”

Dec 1/06: Germany. German type certification is granted, clearing the way for initial deliveries and for respective NH90-TTH national certifications by other NAHEMA and export customers. Source.

Sept 14/06: Australia. The Australian Army’s 5th Aviation Regiment based at RAAF Townsville has received parliamentary approval for A$ 20 million in new facilities for one of the key bases supporting its expanded NH90 helicopter fleet. The first NH90s are scheduled for delivery in late 2007, and the “Facilities for Troop Lift Helicopter” project combines the reconfiguration and refurbishment of a number of existing facilities and construction of some new ones. An advanced mission planning and computer-based training facility, a new Army Aviation Training Facility to provide transition training on the MRH90, a composites material workshop, and upgrades to some existing facilities for the S-70 Black Hawk fleet are all envisaged as part of this project.

NH90-TTH, SAR
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July 31/06: New Zealand’s order. New Zealand’s NZ$ 771 million (then about $475 million) contract for 9 NH90-TTH helicopters is signed in Wellington, NZ, after a 2-week final negotiation round up. Read “New Zealand Selects NH90, A109 Helicopters as its new Fleet“.

New Zealand: 9 TTH

June 19/06: Australia adds. Australia approves the acquisition plan for 34 more NH90-TTH helicopters plus 3 MRH90 simulators at A$2 billion (about $1.475 billion) under the Australian AIR9000 Programme. Commonality of operational, training and logistic systems and personnel played a role, as this order will be added to the first batch of 12 “MRH90s” ordered by the Australian Defence Materiel Organisation (vid. June 2/05). Final assembly will be performed by fully-owned Eurocopter subsidiary Australian Aerospace in Brisbane.

The lifetime real dollars project value for the total acquisition of all 46 aircraft is around A$ 4.2 billion. This includes an A$ 1.2 billion Australian Industry Capability package that focuses on development of the skill base required to support the MRH 90 into the future. Initial deliveries are slated for December 2007, with 3 more MRH 90 delivered in 2008 and then 7-8 per year until 2014. Deliveries of Australian Assembled helicopters will commence in December 2008. As these new helicopters are delivered, Australia’s old Sea Kings will be retired in 2010, followed by progressive replacement of the smaller S-70A-9 Black Hawks between 2011-2015. See “Australia Tightens Eurocopter Ties With A$ 2B Buy of 34 NH90s” for full coverage and ongoing updates.

Australia: 34 TTH

May 16/06: Germany EUA. EADS announces that Germany’s Federal Office of Defence Technology and Procurement (BWB) has awarded EADS Defence Electronics an additional contract portion worth approx. EUR 12 million to develop the Operations Support System (in German: Einsatzunterstutzungsanlage – EUA) for the German NH90 helicopters.

In its final configuration, the Operations Support System EUA is due to cover the entire process cycle of a helicopter squadron – from receipt of command through complete tactical and technical mission planning up to evaluation and logistics – using one single planning system. As an integral part of network-centric operations, the EUA/OSS makes it possible to connect the helicopter with its own command and control structures (C3I) via voice radio and radio data transmission, or establish a connection with specialist information systems for weather, maps, aeronautical information and air-traffic monitoring, et. al. The system can also be used for operations support of other types of aircraft, such as Tornado or A400M.

March 31/06: Germany. Qualification of the German NH90-TTH variant is completed by NATO’s NAHEMA. It is the first Qualification to a NH90 TTH Variant, an essential milestone that, through a process of delta qualification [DID: qualifying the differences rather than requalifying the whole aircraft], will lead to the Qualification of the others NH90 national Variants. The NH90 German Army TGEA Variant includes a few specific National Operational Customizations, mainly in the communications field. EADS release.

FY 2005

Orders from Australia (12); Picked by Belgium, New Zealand, Spain; German long-term training contract.

NH90 NFH
(click to view full)

Dec 15/05: Italy. The first Italian Navy serial production NH90-NFH has a successful initial test flight. Under the NH90 program work-share, AgustaWestland will build 150 helicopters for 3 of the 4 initial NH90-NFH customers (Italy, the Netherlands and Norway), and is responsible of the overall integration of the naval mission system for all NH90-NFH variants. NHI release.

Dec 14/05: Belgium pick. Belgium becomes the 14th Country to select the NH90, though no contract is signed. “…following the proposition of the Belgian Ministry of Defence Mr. Andre Flahaut, the Council Minister authorised today the launching of the procedure for the acquisition of 10 NH90 multirole helicopters by entering into the International Programme Organisation NAHEMO.” NHI release.

Nov 21/05: Trials. Eurocopter announces the completion of high-altitude NH90 trials at the 9,191 foot/ 2,801 m high airfield at Latacunga, Ecuador. It was chosen because of its facilities, safety equipment, 3,700 m long runway, and other advantages. The 21 flights representing 20 hours 35 minutes of testing were mainly devoted to performance (hover, level flight, climb, Cat B, Cat A), engine operation (transients, one engine inoperative power), simulated autorotations, maneuverability in and out of ground effect, altitude-speed envelope, and fly-away characteristics. EADS release.

Sept 17-30/05: Trials. The NH90 undergoes French Army trials in the hands of the Gamstat (Airmobile Group of the French Army Engineering Branch), using the PT4 test aircraft with German Army markings and a team of ground mechanics from Eurocopter Deutschland. France has selected the NH90-TTH, and stated plans to order up to 68, but hasn’t yet placed a contract.

The main aims of the trials were to verify that the mission system operated as intended in an operational environment, validate the Thales TopOwl helmet-mounted display, and study work sharing between crew members. The majority of the missions took place at night to successively test the utilization of the standard ALAT night vision goggles (NVG) and then the Topowl helmet coupled to the piloting FLIR. The pilots did report that a short period of adaptation was necessary, but tests completed successfully.

The nighttime NOE flights were made in the Valence area at heights of 0-400 ft at 130-140 kts. NOE observation flights were also flown by Gazelles equipped with the Viviane sight or Mistral missiles to measure the NH90’s infrared signature. The engineering trials finished with a final 90-minute flight involving a complex scenario: after taking off at night, the NH90 performed an IFR penetration, followed by a visual NOE flight, before picking up a commando and returning to its base with its autopilot in simulated degraded mode. EADS release.

July 13/05: Finland. KH-202, the first Patria-assembled NH90 helicopter, makes its successful maiden flight in Halli, Jamsa, Finland. The main modules were supplied to Patria from NHI Partner Companies: Eurocopter France, Eurocopter Germany, Agusta Italy and Fokker the Netherlands. The splicing Phase of KH-202 was completed in October 2003, Installations during 2004 and System tests were started in January 2005. For its inaugural flight, the helicopter was piloted by Eurocopter’s flight test crew, and lasted 1 hour and 5 minutes.

This effort follows the Sept 15/04 first flight of the first Finnish NH90-TTH, which was produced in France. NHI release. As the Patria release notes:

“This first helicopter from Patria assembly line will be delivered to the Finnish Defence Forces.”

July 13/05: Greece. The first Hellenic Army NH90 takes to the air for a successful test flight at the Eurocopter Marignane facility in France. This is the 6th serial production NH90 leaving the ground, following NH90s for Germany (the first), Finland, Italy and Sweden. At the time, NHI’s release adds that:

“The delivery of the whole series of 20 Hellenic NH90 will be achieved by the beginning of 2009 as planned, by the beginning of 2011 if the 14 options are confirmed.”

NH90 TTH
(click to view full)

June 2/05: Australian order. Australia signs an Acquisition Contract for 12 NH90-TTH helicopters. The A$1 billion contract is signed in Canberra between the Australian Defence Materiel Organisation and Australian Aerospace, the local fully-owned subsidiary of Eurocopter. According to the Australian AIR9000 programme, the 12 NH90 ordered are identified under the designation “MRH90,” standing for “Multi Role Helicopter.” project to provide the Australian Army with 12 new troop lift helicopters and associated equipment has taken a significant step forward with the signing of a contract with Australian Aerospace, a subsidiary of Eurocopter. Defence Minister Robert Hill said in total more than $500 million worth of Australian Industry participation will arise from the project:

“The new squadron will increase Army’s troop lift capability by more than half and give the Army the ability to move more soldiers further and faster from our amphibious lift ships. In addition to providing the 12 helicopters and associated equipment, Australian Aerospace will also provide a significant element of through-life-support under a performance-based contract.”

Australia is the 11th nation to order the NH90. Australian DoD release | NHI release.

Australia: 12 TTH

May 20/05: Spain pick. Spain selects the NH90 as its next-generation troop transport helicopter, with an anticipated buy of 45 helicopters, but no contract has been signed yet. EADS release.

April 5/05: New Zealand pick. New Zealand selects the NH90 as its next troop transport helicopter, replacing the current UH-1H Iroquois (aka. Hueys). No contract has been signed yet, and final number are not confirmed. New Zealand becomes the 12th country to have chosen the NH90. See “New Zealand Selects NH90 Helicopter” for more details, and ongoing coverage.

March 18/05: Sweden. First flight of the Swedish NH90-TTH-HCV variant. The first Swedish NH90 will now stay in Marignane, France to qualify the High Cabin version and perform the integration of the Saab mission system requested by Sweden’s government. NHI release.

January 2005: German training PPF contract. The German government approves a major private-finance initiative, awarding a EUR 488 million (about $642 million) contract to Helicopter Flying Training Services GmbH (HFTS, a consortium owned equally by CAE, Eurocopter, Rheinmetall Defence Electronics and Thales) to provide training at industry-owned training centers. The consortium will design, build and operate all 3 training centers at Bückeburg, Fassberg and Holzdorf , plus 4 NH90 full-mission simulators, followed by a 14.5-year period of operational service beginning in mid-2008 and continuing through 2022. During operational service, HFTS will deliver turnkey training services to the Bundeswehr, which will pay an agreed hourly rate. Source.

Germany: training

FY 2003 – 2004

Orders from Greece (20), Oman (20); Australia picks NH90 for Army; 1st all fly-by-wire helicopter flight.

Finnish 1st flight
(click to view full)

Sept 15/04: Finland. The 1st NH90 destined for the Finnish Armed Forces takes off for a successful maiden flight at Eurocopter’s production site and headquarter in Marignane, France. The aircraft is the first NH90 serial produced in France. EADS release.

Sept 16/04: Sub-contracts. Patria announces a EUR 30 million order from AgustaWestland subsidiary Agusta SpA for the manufacture of about 150 NH90 helicopter rear fuselages, with the first is to be delivered by the end of 2005. Patria’s Aerostructures Business Unit has been manufacturing the sponsons for the NH90 helicopter since 2003 as a single source manufacturer for the Dutch NIH partner Stork Fokker, and is responsible for an NH90 Nordic final assembly line in Jamsa, Finland. Patria release.

Aug 31/04: Australia pick. The Australian Government Prime Minister John Howard and Defence Minister Robert Hill confirmed the selection of the NH90 as a future troop transport helicopter. The intended order is 12 NH90-TTH helicopters for the Army, but no contract is signed. Sen. Hill said that “This will bolster Australia’s counter-terrorism capabilities by releasing a Black Hawk squadron to provide dedicated support to our Special Forces on the east coast.” Australian DoD release | NHI release.

Omani NH90 TTH
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July 24/04: Oman’s order. The Sultanate of Oman orders 20 NH90 Tactical Transport Helicopter (TTH) battlefield helicopters for the Royal Air Force of Oman (RAFO), to be delivered from the end of 2008 to the end of 2010. Amounts are not disclosed, but EADS adds that “The contract also foresees a comprehensive support package and services with a contractor’s field assistance on several bases, training aids and mission preparation stations.” This would tend to push the contract’s price up.

The NH90 RAFO Variant is tailored to the extreme environmental conditions of the Middle-East region, with enhanced Rolls-Royce/Turbomeca RTM 322-01/9A engines in order to maintain performance in Oman’s hot weather and high altitudes. This specific engine version installation is scheduled to be validated in Oman in July 2007 during the “Hot Weather Campaign.” NHI release | EADS release.

Oman: 20 TTH

May 11/04: NHIndustries and its partners companies, Eurocopter, Agusta and Stork Fokker are proud to announce that the first serial NH90 helicopter to come off the Eurocopter production line in Germany, is publicly presented today at the ILA Berlin Air Show. The event comes 4 years after the official production go-ahead was given at ILA 2000. NHI release.

May 4/04: Germany. First flight of the first production NH90-TTH aircraft for the German Armed Forces. Source.

March 15/04: Sub-contracts. EADS Defence Electronics announces that it will deliver EUR 200 million worth of advanced self-protection systems to the Eurocopter Tiger and NH90 helicopter programs in Germany, France, Italy, Australia, Portugal and Finland. Deliveries will take place through to 2012.

EADS Defence Electronics in a consortium with Thales will deliver an Electronic Warfare Suite comprising a missile approach warning system and a laser warning receiver developed by EADS DE in combination with a radar warner and the central processing unit developed and integrated by Thales as well as a chaff/flare dispenser from MBDA.

NH90 TTH
(click to view full)

Dec 12/03: FBW FTW. The NH90 becomes the first medium-sized transport helicopter to fly with full fly-by-wire controls, with no mechanical back-up. NHI release adds that:

“On this occasion NHIndustries is very pleased to mark the concurrence with the Centennial commemoration of the first sustained controlled powered flight of the history of the Wright brothers in Kitty Hawk (12-17 December 1903).”

Sikorsky’s H-92 Superhawk competitor wouldn’t duplicate that feat until December 2007; the firm’s new UH-60M Black Hawk model will also feature fly by wire.

1st fly by wire only helicopter flight

Oct 30/03: Finland. Finnish state partnership Patria Oyj (75% state/ 25% EADS) officially inaugurates its new facilities for NH90 final assembly in Halli, Jamsa, Finland, which add 2,800 square meters of additional area. The Halli facility had previously been the site for , by merging an F/A-18C with a Canadian F/A-18B section. Patria release:

“Patria has already started the final assembly in the new facilities in September 2003 and will deliver 50 NH90 helicopters during 2005-2011. The first NH90 assembled in Finland will be delivered to the Finnish Defence Forces in 2005… The Nordic countries ordered 52 NH90 helicopters with an option for 17, from NHIndustries, owned by Agusta, Eurocopter and Fokker. Patria signed contracts on helicopter and engine assembly with Eurocopter and Rolls-Royce Turbomeca in October 2001. The value of these contracts is more than EUR 40 million.

Employment effect of the NH90 final assembly at Patria is approximately 750 man-years. Eurocopter S.A.S. has subcontracted the final assembly to Patria having also technical personnel working at Patria. One of Patria’s strategic focus areas is the helicopter life cycle support in the Baltic sea area.”

Aug 29/03: Greece’s order. Greece orders 20 NH90s plus logistics support (spares et. al.), together with a corresponding industrial offset agreement involving Hellenic Aerospace Industry (HAI). Part of this agreement is the creation of a Composite Facility at Tanagra, to be operated by the Hellenic Aerospace Industry (HAI), which broke ground in February 2006. An Oct 3/06 EADS release places the contract value as “close to 657 million euros.”

The 16 NH90-TTH and 4 NH90 Special Operations helicopters will be operated by Greek Army Aviation. All Hellenic NH90s can also be converted into a MEDEVAC variant, thanks to 4 role change kits included in the order. Another 14 NH90s are on option, consisting of up to 12 NH90-TTH and 2 NH90-SOF variants with “state-of-the-art Special Operation suite to enhance the capability of the user to support diverse military scenarios.” The NHI release adds that:

“First NH90 Tactical Transport will be delivered to Greece by late 2005 and the whole firm series will be completed within the year 2010 (including option).”

Greece: 20 mixed

2002 and Earlier

From initial development to 242-helicopter core partner order; Orders from Finland (20), Norway (14), Portugal (10), Sweden (18).

NH90 NFH
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Nov 30/01: Norway’s order. Royal Norwegian Air Force Material Command signs the contract for up to 24 NH90 helicopters: 14 NFH helicopters (6 naval, 8 Coast Guard), with an option for another 10 to perform search-and rescue. The NHI release adds that:

“The customised configuration of the 14 Norwegian NH90 helicopters (6 ASW and 8 Coast Guard), derived from the NAHEMA NFH version, features nationalised avionics, and dedicated equipment, such as a dual rescue winch, digital map generator, survival raft, additional fuel tanks, to be easily fitted to both the Coast Guard and ASW mission… First NH90 CG helicopter will be delivered to the Norway in late 2005 and the remaining series will be completed in 2008.”

Norway: 14 mixed

Oct 19/01: Finland’s order. The Finnish Defence Minister signs a EUR 343 million contract [direct MoD answer] for 20 NH90 TTH helicopters. The NHI release adds that:

“Besides the Acquisition Contract the Finnish MOD and NHI signed the Side Agreement concerning the allocation of a NH90 final assembly line to Finland, as well as the Agreement on Industrial Participation giving Finnish defence industry the opportunity to participate in the manufacturing of parts and the assembly of purchased equipment… First NH90 TTT helicopter will be delivered to Finnish Defence Forces in late 2004, and the series will be completed at the Finnish assembly line specifically arranged in Patria Finavitec, in collaboration with NHIndustries, within the year 2008.”

Finland: 20 TTH

Sept 26/01: Sweden’s order. The Swedish procurement department (FMV) signs the contract for 18 NH90s, plus another 7 on option (subsequently declined – see Nov 14/07). In Sweden, they will be known as Hkp 14/ Type 14 helicopters. The 18 machines on firm order include 13 TTH high-cabin variant and 5 naval variants; they will be operated by the Swedish Air Force.

Of the 18 ordered NH90s, 14 are to undergo final assembly in Finland. All will be equipped with a new Tactical Mission System (TMS) developed by Saab in cooperation with NHIndustries. The NHI release adds that:

“First NH90 TTT helicopter will be delivered to Swedish Air Force early 2005, and the series will be completed within the year 2009.”

Sweden: 18 mixed

Sept 13-18/01: Nordic pick. NH90 selected by NSHP committee for Finland, Norway, and Sweden.

June 21/01: Portugal added. The Armament Directors of France, Germany, Italy, and The Netherlands and the State Secretary of Portugal sign a Memorandum of Understanding (MoU) at Le Bourget (Paris Air Show 2001) to include Portugal as 5th European Nation in the NH90 Programme. This was based on the go-ahead and the Parliamentary approval of the 5 Participating Nations.

Portugal will purchase 10 NH90 helicopters for Tactical Transport missions and will become a member of NAHEMO (NATO Helicopter Management Organisation, comprising the Steering Committee and NAHEMA, the NATO Helicopter Management Agency), the government authority which controls the programme. NHI release.

Portugal: 10 TTH

NH90
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June 30/2000: Base order. The initial EUR 6.6 billion, 298 helicopter NH90 production order is signed. This 1st batch of 298 NH90 helicopters is part of the immediate Production Investment and Production (PI/P) commitment for a 1st batch of 366 helicopters [DID: when the 98 “selected” french & German helicopters are added], within the stated eventual requirement of 595 NH90s among the 4 founders.

Under this agreement, Italy orders 60 TTH (Tactical Transport Helicopter) for the Army, 46 NFH (NATO Frigate Helicopter) and 10 TTH for the Navy, and 1 TTH as an option for the Italian Air Force; France will receive 27 NFH for their naval forces; Germany receives 50 TTH + 30 options for the Army and 30 TTH +24 options for the Air Force, of which 23 are foreseen for Combat Search and Rescue missions following a dedicated further contracted development; The Netherlands will receive 20 NFH helicopters. Germany also “selects” 30 NFH but signs no contract, and France does the same for 68 TTH.

The total value of the signed contract amounts to EUR 6.6 billion, and, in addition, national industries are participating with a self financing for the 25% amount of the Production Investment. This makes the NH90 the biggest helicopter programme ever launched in Europe, by a wide margin. The release cites continuous design to cost analysis and control of the technical configuration as key reasons they were able to meet their earlier cost estimates. Production shares among the 4 founding countries will be 31.25% for France (Eurocopter), 32% for Italy (Agusta), 31.25% for Germany (Eurocopter Deutschland) and 5.5% for The Netherlands (Stork Fokker).

NHIndustries is responsible for the programme management, marketing, sales, and after sales support. The release adds that “Deliveries will start on 2003 for the Tactical Transport version,” and says that “This commercial approach, to achieve the PI/P 1st batch contract ensures the customer: World market competitive prices; Guaranteed performance backed by stiff penalties…”

If true, that last bit will eventually come back to haunt them. NHI release.

Base Order:
France 27 NFH
German 80 TTH
Italy 116 mixed
Dutch 20 NFH
Country options

June 8/2000: Go-ahead. The governments of France, Italy, Germany, and The Netherlands gave their go-ahead for the production launch of the NH90 helicopter during the ILA 2000 airshow in Berlin. During an official ceremony at ILA, a MoU (Memorandum of Understanding) covering a global intention of acquiring 595 helicopters and a global commitment for the industrialisation and the production of 366 NH90 helicopters was signed by Jean-Yves Helmer, Delegation General pour l’Armement (France), State Secretary Dr. Walther Stützle (Germany), Onorevole Dott. Domenico Minniti, Sottosegretario alla Difesa (Italy) and Dr. Jan Fledderus, Directeur Generaal Materieel (The Netherlands). This will be followed by the signature of a contract for the Production Investment and the Production (PI/P) of a 1st batch of helicopters. NHI release.

Go!

Dec 22/99: The maiden flight of the 5th and last prototype of the NH90 (PT5) takes place successfully at Agusta’s facilities in Italy. NHI release.

(click to visit)

Jan 13/98: ISO 9001. NHIndustries, the Prime Contractor for the quadrinational NH90 Helicopter Programme (launched by France, Italy, Germany and The Netherlands), announces that it has just received the ISO 9001 certification by Bureau Veritas Quality International (BVQI). NHI release.

June 26/96: Trials. Following the scheduled inspection and ground test activity, the NH90 is resuming intensive flight trials. The first prototype of NH90 helicopter (PT1) logged 35 flight hours, and preliminary evaluation flights have been already performed by the Test Pilots and Flight Engineers of the Armed Forces of France, Italy and Germany. NHI release.

Dec 18/95: 1st flight. 3 years after the signature of the Design & Development Contract, the first prototype of the NH90 (PT1) was successfully flown, as scheduled, from the Eurocopter plant in Marignane, France. NHI release.

1st flight

Oct 6/95: Contract. A ECU (Euro) 58.23 million “contract for the Additional Work and National Customisation” addendum to the general Memorandum of Understanding is signed by the 4 founding nations (France, Italy, Germany, The Netherlands), NAHEMA (NATO Helicopter Management Agency), and NHIndustries.

The “Additional work” groups items that “could be commonly utilised.” They will be developed within the main contract, and include a second engine option (from GE/Alfa Romeo, to become Avio SpA), a rear ramp for the Tactical Transport version, and second missile reinforcement for installation of heavy stores up to 700kg. The “National Customisation” work includes a command post study, a cannon pod installation study, sand filter, a radiameter, a second VHF/FM for the Tactical Transport version and a sonobuoy data relay study, a Tacan and the rear ramp for the Naval version.

The activities will be carried out by the four industrial partners, Agusta S.p.A (Italy), Eurocopter Deutschland GmbH, Eurocopter France S.A. and Fokker (The Netherlands) according to the design responsibility defined in the contract. The global contract value creates a slight adjustment of the national shares in the Programme (at the time, 41.6 % for France, 28.2 % for Italy, 23.7 % for Germany, 6.5 % for The Netherlands). NHI release.

Final development contract

Sept 28/95: The first run of the NH90 “Iron Bird” Ground Test Vehicle takes place at Agusta’s Cascina Costa, Italy plant. About 300 aircraft parameters are presently installed, with the main modules, groups and components arrived from the plants of the 4 European companies sharing the development work for NHIndustries: Agusta, Eurocopter Deutschland, Eurocopter France and Fokker. All of this is necessary preparation for the first flight. NHI release:

“On a tie-down metal structure solidly attached to the ground, the NH90 upper-deck, the rear fuselage and the tail unit are installed. The whole dynamic system is the same as the one installed on the first NH90 prototype, including the two engines, the main gear box, the tail drive system, the flight controls, the main and tail rotors. The installation of the vehicle subsystems have been supported by on-site working teams of the four Partner Companies according to their System Design Responsibility and have given excellent results.”

Additional Readings & Sources Background: NH90 – core equipment.

• NH Industries – NH90 Official Site.

• Airbus Helicopters – NH90.

• AgustaWestland – NH90. They’re the lead for the NFH ASW model.

• Army Technology – NH90 Tactical Transport Helicopter, France.

• Naval Technology – NH90 NFH.

• Rolls Royce – RTM322 engine. This collaboration of Rolls Royce and Snecma subsidiary Turbomeca powers about 85% of NH90s ordered, offering between 2,412 (01/9) – 2,544 shp (01/9A). Interestingly, it is the H-92 Superhawk’s alternate engine, and is being promoted as a drop-in upgrade to replace the GE T700s that power Sikorsky’s H-60 family.

• GE – T700-T6E engine. A collaboration of GE & FiatAvio. Offers 2,269 (T6E) – 2,380 (T6E1) shp at sea level. Powers Italian NH90s.

• GE – CT7-8 engine. The CT7-8F5 powers Spanish NH90s, with a rating of about 2,520 shp at sea level. The CT7-8 was co-developed with Avio SpA, but is considered a commercial engine as opposed to the military T700 counterpart from which it was derived. Other CT7-8 variants power the S-92 Superhawk, and will power the VXX (H-92) US Presidential helicopter as well.

• Thales – TopOwl® helmet-mounted sight and display for helicopters. The helmet has attracted weight complaints from pilots.

News & Views

• DID – Anti-Submarine Weakness: India Has a Problem. The NH90 is a finalist, but there’s also a larger context addressed in this article.

• Der Spiegel (Oct 15/14) – Mangel bei der Bundeswehr: Schwere Helme machen Piloten krank. In English: the TopOwl helmet is so heavy that it’s taking pilots out of action due to injuries, with co-pilots especially hard-hit.

• Flightglobal DEW Line (Oct 17/13) – NH90 variants: a surprise total. “In fact, 20 individual variants exist, with this sprawling further down to comprise some 38 sub-variants. Not bad going, when you consider that NHI has so far delivered 161 of the twin-engined type to 12 operator nations.” TTH, High-cabin, and NFH are structurally very different variants. Is a different engine a variant? FAME MEDEVAC kit a variant, or just a sub-variant? Rear ramp vs. none a variant? Different EW system? The lack of standardization has been a problem for NHI, but you can also go overboard with this point.

• Training & Simulation Journal (April 30/07) – NH90 training pact draws attention. “A complex private-finance initiative involving four companies to provide NH90 helicopter training services at three locations in Germany is now in its third year and is drawing interest from other countries…”

• DID (Oct 26/06) – F&S on Europe’s Military Helicopter Market: 2006-2015. The NH90 is seen as fitting into a market sweet spot, and a successful future is predicted.

Japanese E-767
(click to view full)

In May 2006, the Defense Security Cooperation Agency notified Congress of a possible Foreign Military Sale to Japan of four sets of Airborne Early Warning (AEW) and Command, Control and Communications (C3) mission equipment/Radar System Improvement Program (RSIP) Group A and B kits, plus spares and services to ensure complete AWACS mission equipment supportability, for subsequent installation and checkout in 4 previously procured E-767 Airborne Warning and Control Systems (AWACS) aircraft.

Boeing delivered the 4 AWACS E-767s to Japan between 1998-1999; they have been in service since 2000.

AWACS RSIP Comes to the E-767

JASDF E-767
(click to view full)

The E-767 AWACS (Airborne early Warning And Control System) aircraft entered service in 1999, which is young for an aircraft, but very old indeed for a computer. Physically, it offers 50% more floor space, and nearly twice the volume, of the 707-based E-3 AWACS in service with other countries. While this volume is put to good use by the JASDF, improvements to key systems as are necessary as technology marches inexorably forward.

RSIP increases the AWACS aircraft’s radar sensitivity, allowing it to detect and track smaller targets. It also improves the radar’s electronic counter-countermeasures, upgrades the existing computer with a new high-reliability multi-processor, and rewrites the software to improve the interface and facilitate future maintenance and enhancements.

E-767 interior
(click to view full)

The kit is built principally by Northrop Grumman Electronic Systems in Baltimore, MD under a subcontract to Boeing. It consists of a new radar computer, a radar control maintenance panel, and software upgrades to the radar and mission system programs. RSIP kits have been installed on the American, British, NATO and French 707-based E-3 AWACS fleets; as of December 2006, Northrop Grumman has completed delivery of 60 RSIP radar systems to the U.S. Air Force, United Kingdom, NATO, and France.

A follow-on program begun in 2013 rounded out those improvements by improving the core mission computer and cryptography, adding the most up-to-date Identification Friend-or-Foe systems, and upgrading the Electronic Support Measures (ESM) system that detects and geo-locates radars and communications emitters.

Contracts & Key Events 2013 – 2018

 

Japanese E-767
(click to view full)

February 15/18: FMS-Upgrades Boeing will upgrade the Japan Air Self-Defense Force’s Airborne Warning and Control System (AWACS) aircraft under a $60.9 million US Air Force contract announced by the Pentagon Monday. The agreement will see Boeing provide mission computing upgrade installation and checkout of four Japanese E-767 aircraft and associated ground systems. Work will take place in Oklahoma City, Okla., San Antonio, Texas, and Seattle, Wash., and is scheduled to wrap up by December 2022. Japan’s E-767 fleet uses Boeing’s E-3 Sentry surveillance radar and air control system installed on a Boeing 767-200.

Oct 28/14: Boeing Defense Space and Security division in Kent, WA receives a maximum $25.6 million firm-fixed-price, fixed-price-incentive-fee, cost-plus-fixed-fee to design and produce the E-767’s new mission control unit for 4 E-767 aircraft and 3 ground support facilities. It will include mission computing, electronic support easures, traffic alert and collision avoidance system, interrogator friend or foe transponder and next generation IFF, automatic identification system, and data link upgrades.

Work will be performed at Kent, WA and is expected to be completed by Feb 28/15. USAF Life Cycle Management Center in Hanscom AFB, MA (FA8730-15-C-0003).

March 11/14: Boeing Defense, Space and Security in Kent, WA receives a $10.8 million indefinite-delivery/indefinite-quantity contract modification for trade studies and analysis related to Japan’s DMS 3.X AWACS mission computing upgrade. Work will include requirements planning, and buying enough mission computing hardware to keep the planes going until their scheduled retirement. Good idea – it’s probably best not to be buying that stuff on the Chinese grey market.

The contract falls under Japan’s basic AWACS modernization and sustainment contract, and work will be performed at Kent, WA, and is expected to be complete by Dec. 31, 2014. USAF Life Cycle Management Center/HBSK at Hanscom AFB, MA manages the contract on behalf of Japan (F19628-01-D-0016, #0097 mod 001).

Sept 26/13: The US DSCA announces Japan’s official export request to upgraded its 4-plane E-767 AWACS fleet’s command and control capability. The Mission Computing Upgrade (MCU) would include 4 Electronic Support Measure (ESM) Systems for registering and locating enemy radar and communication emitters, 8 AN/UPX-40 Next Generation Identify Friend or Foe (NGIFF) systems, 8 AN/APX-119 IFF Transponders, and 4 KIV-77 Cryptographic Computers. It also includes various kinds of support equipment, plus US Government and contractor support. The estimated cost is up to $950 million.

This upgrade would make Japan’s AWACS fleet more compatible with the USAF’s E-3G Block 40/45 fleet baseline. Boeing Integrated Defense Systems in Seattle, WA is the principal contractor, and implementation of this proposed sale would require multiple installation, testing, technical reviews/support, and training trips to Japan over a period of 8 years. Source: US DSCA, Sept 26/13.

DSCA: Computing/ ESM/ IFF upgrades

2006 – 2012

 

JASDF flybys

April 6/11: Boeing in Seattle, WA receives a $35.7 million fixed-price contract modification to perform the upgrades to 4 Japanese E-767 AWACS aircraft.

Work will be performed at Kent, WA. The Aerial Air Surveillance Systems Division at Hanscom AFB, MA manages the contract (F19628-01-D-0016).

Dec 17/10: Boeing in Seattle, WA receives an $88 million contract to buy the RSIP and mission navigation system upgrade installation and checkout for the JASDF’s 4 E-767s. At this time, $47 million has been committed by the ESC/HBSKI at Hanscom Air Force Base, MA on behalf of its Foreign Military Sale customer (F19628-01-D-0016; Delivery Order 0072).

Nov 30/10: The US DSCA announces [PDF] a formal request from Japan to buy installation and checkout for both the 4 E-767 Radar System Improvement Program (RSIP) extended Airborne Early Warning (AEW) Group A and B kits it has purchased, and their accompanying enhanced command, control and communications (C3). The request also includes transportation of the E-767s to/from Japan, spare and repair parts, support and test equipment, publications and technical documentation, and other forms of U.S. Government and contractor support.

The estimated cost is $119 million. The prime contractor will be Boeing in Seattle, WA. There are no known offset agreements proposed, and implementation of this proposed sale will not require the assignment of any additional U.S. Government and contractor representatives to Japan.

DSCA: install & test

July 23/10: Boeing Integrated Defense Systems in Seattle, WA received a $6 million contract for mission navigation systems upgrades to the JASDF’s 4 E-767s. At this time, all funds have been committed. The ESC/HBSKI at Hanscom Air Force Base, MA manages this contract (F19628-01-D-0016; Delivery Order 0065).

Aug 8/07: Boeing Co. in Kent, WA receives an indefinite-delivery/ indefinite-quantity, firm-fixed-price contract modification for $110.2 million to exercise a software option for Japan’s E-767 AWACS Radar System Improvement Program (J-RSIP). At this time, $6.6 million has been obligated. This work will be complete in January 2009. The Airborne Early Warning & Control Systems Group at Hanscom Air Force Base, MA issued the contract (F19628-01-D-0016-0050/Mod #05).

Dec 18/06: Northrop Grumman Corporation received a contract from The Boeing Company to provide 4 Radar System Improvement Program (RSIP) kits for Japan’s E-767 fleet, spares and repair parts, support equipment, technical publications and documentation, services and other related program elements to ensure complete AWACS mission equipment supportability. A follow-on installation and check-out contract is planned to begin in 2010.

The total value could be as high as $73 million if the additional option is exercised. See Northrop Grumman release.

Nov 15/06: Boeing announces a $108 million Radar System Improvement Program (RSIP) contract for Japan’s AWACS fleet. Boeing is the original supplier of the E-767.

May 2/06: The US DSCA announces [PDF] Japan’s request for E-767 C3/RSIP upgrades. The Foreign Military Sale was contracted through the Electronic Systems Center at Hanscom Air Force Base, MA, and also includes spare and repair parts, support equipment and technical documentation. Installation of the kits will occur during a follow-on contract. There are no known offset agreements proposed in connection with this potential sale, and implementation does not require the assignment of any U.S. Government and contractor representatives to Japan.

The announcement placed the total purchase value as high as $147 million if all options are exercised, but subsequent developments seem to have pushed that total higher.

DSCA: radar upgrades

Additional Readings

• JASDF – E-767.

• Boeing – Airborne Early Warning Systems.

Americas

• Firearms manufacturer Remington announced Monday that it has reached a deal with creditors that will allow it to file for bankruptcy to slash its $950 million debtload. The agreement grants Remington $145 million in bankruptcy financing to fund the company through the Chapter 11 process. Remington plans to file bankruptcy in US Bankruptcy Court in Delaware, seeking to write off about $700 million in debt. Business operations including employee wages and benefits and payments to trade creditors will continue as usual through the bankruptcy, the company said. Colt, a well known competitor of Remington, emerged from bankruptcy in 2016 following a dip in sales after the loss of military contracts and falling sales in sports rifles. Remington was abandoned by some of its investors after one of its Bushmaster rifles was used in the 2012 Sandy Hook elementary school shooting.

• The US Navy awarded BAE Systems Friday, February 9, a $22.7 million contract to conduct repairs onboard USS Chafee. Under the terms of the agreement, the Arleigh Burke-class guided missile destroyer will have its military and technical capabilities improved and upgraded, with a particular focus on the main engine intake and uptake compartment structural repairs, along with topside preservation. Work will take place at Pearl Harbor, Hawaii, running until September 2018.

Middle East & Africa

• A USAF contract awarded by the Pentagon Friday, February 9, has tasked Spartan Air Academy Iraq with establishing an air training academy for the Iraqi air force. Valued at $45 million, the contract will see Spartan—based out of Addison, Texas—establish a flight training school at Balad Air Base, which is located about 40 miles north of Baghdad. The academy will be completed by February 2019. In April 2017, the US State Department named Spartan as the lead contractor in a $1.05 billion Foreign Military Sale that includes: pilot training; maintenance training; and contractor logistical services support for C-172, C-208, and T-6 aircraft for up to five years to include contractor aircraft modification; repair and spare parts; publications; aircraft ferry; and miscellaneous parts, along with training base operation support, base life support, security, construction, and other related elements of program support.

• Northrop Grumman received a $75 million contract from Saudi Arabia to deliver Joint Threat Emitter (JTE) support services. A Northrop statement says the JTE “offers realistic warfighter training and provides a modern, reactive battlespace environment that trains military personnel to identify and counter enemy missile and artillery threats. It is a robust and ruggedized system that is easily relocated, reactive to aircrew/aircraft for fast-jet, fixed-wing and rotary-wing defensive measures, and can be rapidly reprogrammed with new threat parameters.” According to the DoD release, work under the contract will be carried out in Buffalo, New York, and the Kingdom of Saudi Arabia. It is expected to be completed by 21 September 2023.

Europe

• Documents seen by Reuters show an agreement between Airbus and seven NATO nations that allows the airframer to deliver the A400M without some of its promise features. The accord allows Airbus to negotiate deals with the individual buyers—which include Belgium, Britain, France, Germany, Luxembourg, Spain and Turkey—so that some of the complex add-on features can be removed from the official specifications. However, it was unclear what complex add-on features—known as “permanent non-compliance” items—could be removed from the transport plane’s specifications as they were not listed in the document. In return for these concessions, the Airbus has pledged to provide “all necessary support and resources to the A400M program,” after delivery delays and issues with some technology has pushed the program’s budget beyond the original $24.5 billion. Both Airbus and the NATO purchasers were unavailable for comment.

• Dragon Shield, an airborne surveillance system developed by Lockheed Martin for the Finnish Defense Forces has been deemed operational, a Lockheed press release announced Friday. The platform achieved its final operational capability milestone after a series of flight tests that “evaluated compliance of the aircraft to civilian and military airworthiness requirements as well as system requirements verification,” Lockheed said. Work involved integrating a containerized surveillance system that rolls on and off on a Airbus CASA C-295 cargo aircraft and also features an open, modular architecture that enables future upgrades to be easily added. Dragon Shield will allow Finland to collect electronic intelligence, communications or signals intelligence capabilities in order to enhance situational awareness for the aircrew and provide command and control nodes with better imagery intelligence.

• The Austrian Defense Ministry has announced that the government has handed over its findings on suspect money flows related to its 2003 purchase of Eurofighter jets to international bodies including the US Department of Justice. “Foreign authorities were informed about the results of the defense ministry’s investigation in the context of the international fight against corruption. The Department of Justice has also been informed,” it said, adding that the documents were handed over two months ago. The sale is being investigated by Austrian prosecutors over allegations of fraud against Airbus and the Eurofighter consortium based on earlier complaints from the defense ministry. Austria is seeking up to 1.1 billion euros ($1.4 billion) in compensation, while the consortium dismiss any wrongdoing, calling the accusations politically motivated. Another investigation into the sale by German prosecutors, was closed after Airbus agreed to pay fines nearing $99 million.

Asia-Pacific

• BAE Systems has offered the Malaysian government a UK government-sanctioned financing deal, if Kuala Lumpur selects the Eurofighter Typhoon as its new fighter jet. “We have an offer on the table…It’s competitively priced and we have offered UK government financing so the Malaysian government can spread the payment over a longer period,” Alan Garwood, the Group Business Development Director for BAE Systems, said from the Malaysian capital. “We can offer training, local partnership and lots of jobs,” he added. Malaysia could buy as many as 18 fighters in a $2 billion program to replace its MiG-29 fighters, with Dassault’s Rafale also in the running for selection. However, a decision on the acquisition has been delayed until after elections, which much be held by August.

Today’s Video

• Russia tests PRC-1M (53T6M) anti-ballistic missile:

Americas

• Draft acquisition documents seen by Flight Global reveal that the US Air Force is planning to go ahead with upgrading its A-10 fleet and revive the tank-killer’s production line after March 2019. Even though a contract with Boeing to re-wing the fleet lapsed last month, putting the A-10’s future in doubt, the documents show service intentions to buy 116 new wing sets, and continue with upgrading the fleet with a new contractor. The Air Force plans to buy the first four wing sets for the A-10s under a low-rate initial production contract, then buy up to 112 more over a seven-year period, the documents state.

• Harris Corp will deliver electronic countermeasure systems for F/A-18 aircraft operated by the US Navy and Australian government. Valued at $161 million, the contract modification exercises an option for 86 full-rate production lot 15 Integrated Defensive Electronic Countermeasures AN/ALQ-214 A(V)4/5 Onboard Jammer systems for the F/A-18 aircraft. It also exercises an option for eight WRA1 A(V)4 receiver and processors, along with seven WRA2 A(V)4 modulators. Contract completion is scheduled for May 2021, after work taking place primarily in New Jersey and several sites across California.

• Remington, one of the largest US firearms manufacturers, is seeking to file for bankruptcy and is looking for debtor-in-possession financing from banks and credit investment funds. Controlled by buyout firm Cerberus Capital Management LP, the move to bankruptcy follows the reaching of a forbearance agreement with its creditors this week following a missed coupon payment on its debt—reportedly to be in the range of $950 million. The firm’s funds were hit after it was abandoned by some of Cerberus’ private equity fund investors after one of its Bushmaster rifles was used in the Sandy Hook elementary school shooting in Connecticut in 2012 that killed 20 children and six adults. Credit ratings agencies also put a decline in sales, in part due to receding fears that guns will become more heavily regulated by the US government. Remington’s sales plunged 27 percent in the first nine months of 2017, resulting in a $28 million operating loss.

Middle East & Africa

• Discussions between Saudi Arabia and Russia over the sale of the S-400 Triumf air-defense system are “progressing,” but the Saudi’s requirement for a technology transfer is complicating the negotiations. Speaking in an interview with Kommersant, Presidential Aide for Military-Technical Cooperation (MTC), Vladimir Kozhin, said Riyadh has been anxious for a “sudden breakthrough” in talks over a transfer-of-technology (ToT) agreement, and while Moscow has said it is willing to extend a ToT for the S-400, it prefers moving gradually, to reduce risk and complications. “First, the supply of finished weapons, mastering and understanding it, familiarizing our specialists with the capabilities of the opposite side. This is a complex chain, so we tell the partners that we should not hurry,” said Kozhin. It’s believed that Saudi Arabia is aiming to localize the sustainment/support of the S-400 as part of efforts to boost defence industry growth under its Vision 2030 plan—an initiative to localize 50 percent of its defense procurement.

Europe

• London’s City Airport was closed Monday, following the discovery of an unexploded World War Two-era bomb in the River Thames. Metropolitan Police said the ordnance—believed to be a German 500kg fused device—was found at King George V Dock during work at the airport on Sunday and they set up a 200-metre exclusion zone, evacuating properties lying within that zone, and closing nearby roads. At the time of writing, specialist officers were working with the Royal Navy to remove the device. Approximately 24,000 tonnes of explosives were dropped on London by the Luftwaffe during World War Two, and unexploded ordinance from that time is mostly found by builders digging foundations.

• Russia will commence upgrading its Su-30SM fighter with new weapons later this year, with the first examples being delivered to the Russian Air Force in 2019. 14 more Su-30SMs will also be delivered in 2018. Speaking on a tour of the Irkutsk Aviation Plant last Thursday, Russian Deputy Defense Minister Yury Borisov said the Su-30SMs—of which 100 examples are currently in Russia’s inventory—”performed in the best possible way in Syria and proved all their capabilities. This aircraft is to be upgraded in terms of import substitution and adaptation of new air weapons.” Borisov also announced that 12 of the fifth-generation Su-57 stealth fighters will be ordered later this year, with ten of the 12 planes already built and undergoing tests, and first deliveries hoped for 2019.

Asia-Pacific

• The third week of March has been given as the transfer date of three TC-90 utility aircraft from Japan to the Philippines. Two King Airs were delivered in March 2017 and the aircraft recently began maritime patrol operations over the Scarborough Shoal, one of several disputed territories in the South China Sea claimed by Manila, China, and Taiwan. The planes will be tentatively delivered to the Naval Air Group headquarters in Sangley Point, Cavite City. At present, the Philippine Naval Air Group operates around six Norman Britten “Islander” patrol aircraft, four GAF “Nomad” planes, five AgustaWestland combat utility helicopters and one Robinson R-22 training helicopter.

• Iomax is considering a maritime surveillance variant of its Archangel light-attack aircraft as part of efforts to meet a growing requirement by Southeast Asian countries for inexpensive MPA and ISR platforms. Having already sold the Archangel to the UAE, Yemen, and Jordan, the firm set up shop at last week’s Singapore Airshow to solicit information from Southeast Asian representatives on their unique security issues and needs, as well as buying habits and funding mechanisms. Speaking to Defense News from Singapore, Seamus Flatley, IOMAX’s vice president of business development, mentioned Indonesia as a potential target saying as “an island nation of 7,000 islands…they’re not so much interested in a weaponized solution. They’re interested in a maritime domain awareness platform.” He added, “For the Archangel, with the EO/IR sensor and the Osprey radar [from Italian defense firm Leonardo], this airplane becomes and ideal coastal patrol platform with the ability to go out there and see at extended ranges. Marry that up with the sensor and you’ve got the ability to patrol your coastline, patrol out to 100 miles.” Additionally, the aircraft possess enough size, weight and power to accept additional payloads, if capability in signals or electronic intelligence was desired, and Ethernet set up in the pylons allow for other sensors to be included on the aircraft if desired.

Today’s Video

• Su-30MKM GoPro footage at Singapore Airshow:

Americas

• The US Air Force (USAF) will not have funding to re-engine its fleet of B-52 aircraft until 2020, Gen. Robin Rand, head of USAF Global Strike Command, told reporters at the Association of Old Crows conference in Washington. But the multi-year, multi-billion project to supply and integrate new engines to the service’s 76 1952-vintage B-52H bombers has already got industry interested, with Boeing and Rolls Royce already openly campaigning for the contract. However, some analysts are skeptical that the re-engine effort will ever happen, saying that while the “re-engining would save money from the O&M account (fuel and parts)” it “would cost money from the procurement account.”

• Yates Electrospace Corp has been granted a contract by the Marine Corps Warfighting Laboratory to develop and test 10 unmanned gliders that are able to deliver 700 pounds of life-saving supplies and cargo to any Marine unit. The company’s Silent Arrow platform—an autonomous cargo aircraft—will have its electric powertrain removed to meet the service’s requirement and will undergo a 12 month flight test with the USMC. Other requirements include being able to be deployed from fixed-wing and rotary wing military aircraft such as the C-130, MV-22 and CH-53 from altitudes as high as 25,000 ft. It will then glide to within 150 feet of its target point.

• General Dynamics Ordnance and Tactical Systems will conduct the demilitarization and disposal of US Army Rockets as part of a Department of Defense (DoD) contract modification awarded Thursday. Valued at $10.6 million, the agreement covers the disposal and destruction of 14,970 all-up rounds, or equivalent Multiple Rocket Launch System M26 rockets and components by March 31, 2019. Work will be performed in Carthage, Missouri

Middle East & Africa

• France is close to finalizing a deal with Qatar to supply additional fighter aircraft and armored vehicles, a source to the presidential office said. One deal is to exercise and option to purchase 12 additional Rafale fighter jets, adding to the 24 already on order with manufacturer Dassault Aviation. Additional deals being discussed include an order of 300 VBCI armored vehicles from French firm Nexter, and a non-military deal to manage the Doha metro for 20 years. The deals could be concluded by the end of the week.

Europe

• The French Armed Forces Ministry has received the first batch of a fifth-generation weapon designed to replace its ageing Milan anti-tank system. So far, lead contractor MBDA has delivered 20 firing posts and 50 missiles of its MMP missile system. MBDA won out against Lockheed Martin and Raytheon’s Javelin joint venture and Rafael’s Spike system to replace some 400,000 Milan anti-tank missiles in service amid fierce international competition. The current order from Paris is for MBDA to deliver 1,750 missiles and 400 firing posts by 2025. It will be deployed to ground troops, cavalry units and special forces from next year, and will arm the Jaguar combat and reconnaissance vehicle from 2020.

• Russian media reports that the Russian government has paused its development of a rail-based intercontinental ballistic missile (ICBM), affectionately known as “the death train”. While the rail-based system has already completed several successful tests, funding to complete development has dried up after being used for other ICBM projects. However, the Kremlin doesn’t seemed to be too perturbed, with the former head of armaments of the Russian Armed Forces A.P. Sitnova stating recent upgrades to its nuclear capabilities—specifically its submarines and carriers equipped with the new Bulava missile—gave Moscow ample nuclear missile power to deal with any aggressor.

Asia-Pacific

• Korea Aerospace Industries (KAI) is considering an adjustment to the cost of its T-50A advanced jet trainer in order to win the US Air Force (USAF) T-X trainer competition. The announcement was made by the firm’s new CEO Kim Jo-won, who added that transforming company management and cutting labor costs were among some of the cost saving measures being sought to help cover the discount. KAI’s announcement came after program partner Lockheed Martin requested KAI cut costs to make the bid more competitive against a rival bid from Boeing-Saab.

• The Indian Air Force has successfully carried out its first air-to-air refeuling of its Embraer EMB-145-based airborne early warning and control (AEW&C) aircraft. The ‘probe and drogue’ refuelling was carried out by an Ilyushin Il-78 tanker, with only ten minutes of refueling necessary to keep the platform flying for an additional four hours. Ordered in 2008, New Delhi has received the first two of three new EMB-145 aircraft and have been fitted with the Defence Research and Development Organisation (DRDO)-designed Netra AEW&C systems, which the IAF claims provide 240-degree coverage as well as surveillance ranges between 250 and 375 km.

Today’s Video

• Indian Air Force’s EMB-145-based AEW&C platform has successfully carried out its first mid-air refueling with help from a Il-78 tanker:

 

 

IL-76/A-50EI Phalcon
(click to view full)

In recent years India has been shifting toward aircraft that would give it the ability to patrol and act at extended ranges. In January 2004, India and Israel signed a $1.1 billion contract for 3 Phalcon airborne warning and control system (AWACS) aircraft, as part of a $1.5 billion tripartite agreement with Russia. With the arrival of its first IL-76 Phalcon, India joined the global ranks of AWACS operators. The aircraft has to monitor huge swathes of Indian airspace, intercept communications and log radar frequencies, add some ground surveillance, and help command IAF responses. By 2012 India announced that it wanted to follow up on that procurement with native capabilities.

In parallel, India has moved to implement AWACS capabilities on a smaller platform, in order to provide broader aircraft coverage of its territory. The goal there is to field a Tier 2 platform based on Embraer’s ERJ-145 jet, and Indian radar and electronics, allowing India to join the global ranks of AWACS designers. Just to make things interesting, their arch-rival Pakistan offers a contrasting case study, with quicker fielding of off-the shelf buys from China (Y-8 based ZDK-03) and Sweden (Saab 2000 Erieye).

India’s AWACS: Platforms & Programs

India’s ultimate goal is reportedly around 15 aerial surveillance and command aircraft, with varying levels of endurance and capability. Over the 2004 – 2014 period, they’ve fielded just 3.

Catch-Up: India’s A-50EI Phalcon AWACS

Russian A-50
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AWACS capability was seen as an urgent need in India, so their initial effort focused on integrating proven systems from abroad.

India chose its IL-76TD medium jet transport as its base. IL-76/78 jets were well-proven within the IAF as strategic transports and aerial refueling tankers, and modified IL-76s already served in Russia as the A-50 AWACS.

The IL-76TD’s upgraded Prem PS-90 engines will make operation in India’s hot climates easier, and the system will reportedly make heavy use of Russian avionics, including a partial glass cockpit.

Rather than relying entirely on Russia, however, India chose a proven AWACS system from Israel instead. Israel Aerospace Industries’ Phalcon is built around an ELTA EL/M-2075 AESA L-band radar, then adds electronic and communications intelligence gathering (ELINT and COMINT) capabilities. The system can receive transmissions from other air and ground stations to round out its surveillance picture, and uses sensor fusion to provide a complete picture of the battlespace out to several hundred kilometers. On-board communications allow these AWACS planes to direct communications-compatible forces and allies based on the bigger picture, which is why AWACS planes are so valuable.

Chile’s E-707 Condor
(click to view full)

Several Phalcon platforms already existed, but the A-50EI was a departure. IAI had already delivered an earlier-model “Condor” Phalcon 707 aircraft to Chile, and created a CAEW Nachshon variant for Israel and Singapore that fits into a much-smaller Gulfstream 550 long-range business jet. Instead of the front and side structural modifications made to Chile’s 707 and the G550s, however, India’s A-50EI Phalcon uses a conventional AWACS top-mounted radome. Less conventionally, the radome is fixed rather than rotating, because IAI Elta designed a radar configuration that automatically scans in 360 degrees.

Reports indicate “unspecified additional capabilities” for its 3rd A-50EI Phalcon plane. The most likely additions would involve additional radar modes for specialized maritime and/or ground coverage, and/or improved signals intelligence intercept & location capability.

A-50EI: The Long and Winding Road

A-50EI Phalcon
(click to view full)

Even though India picked an existing aircraft type in the IL-76, and an existing AWACS & radar system in the Phalcon, the process of marrying them together and adding India’s special request items makes the A-50EI a development project. As often happens, that project slipped its timelines.

India was supposed to receive the first A-50EI Phalcon from its 2004 order in December 2007, but Uzbekistan’s Tashkent Aircraft Production Organization (TAPO) was late in customizing the airframes. By November 2007, India’s 1st A-50EI was only at the maiden flight test stage, which continued into early 2008. Flight certification followed, and first delivery ended up taking place in Q2 2009, about 18 months late. At that point, all 3 aircraft were promised by the end of 2010, but final delivery of an enhanced 3rd A-50EI+ actually took place about 3.5 years late, in mid-2011.

Even final delivery isn’t the end, of course. The A-50EI Phalcons have taken some time to become operational, and they were even grounded for a while at Agra while issues were ironed out.

Despite the delays, India is reportedly happy with its new capabilities. The IL-76 Phalcons are part of an emerging architecture for India’s air force, which include the Operational Data Link (ODL), the Integrated Air Command and Control System (IACCS), and Air Force Net (AFNET). All of those systems received a major workout during the March-April 2013 ‘Livewire’ exercises, which took place across India and involved most of the IAF.

A major follow-on contract has been rumored since April 2008, when India reportedly picked up a $1-2 billion option for 3 more A-50EI Phalcon AWACS aircraft, with delivery expected in 2011-12. Despite multiple confirmations at the time, it now appears that 2008 was only the beginning of India’s long negotiating and approval processes. Reports continued in late 2011, but by 2012, it became clear that India was leaning toward designing its own large AWACS system as the follow-on, even if that meant a less-sophisticated rotating radome and no follow-on aircraft until 2020. As of 2014, they haven’t even finalized specifications.

EMB-145SA AEW&C: DRDO’s Mid-Size Complement

EMB 145i AEW&C
(click to view full)

India has a great deal of territory to cover, and the Indian Air Force appears to be taking the “brittle swords lesson” to heart. As additional A50EI option discussions staled, DRDO proposed another 3 mid-size surveillance aircraft to act as immediate counterparts to the larger Ilyushin Phalcons.

While a G550 Phalcon would provide systems commonality with the IL-76s, using an already-integrated and proven platform, India chose a path aimed at maximizing indigenous R&D above all other considerations. They could end up buying 8-10 of them, but first, they have to develop them.

The state-owned DRDO research and development agency’s original 2004 timeline had their medium AEW&C project finishing by 2011, and the 3 aircraft together were expected to cost around R 1,800 crore (about $385 million) total when fully equipped. Unfortunately, it took until mid-2008 to sign an aircraft contract while R&D continued in the background, and the modified base aircraft configuration wasn’t delivered to India for integration until August 2012. Delays have now pushed delivery of all 3 contracted aircraft back to mid-2014: 2 aircraft for the IAF to begin operational testing, and a 3rd to remain with DRDO as a test and development platform.

DRDO’s platform of choice was Embraer’s ERJ-145 business/ regional jet. The militarized EMB-145 comes in several variants, including maritime surveillance and electronic intelligence planes. The most common variant, currently operated by Brazil and Greece, is the R-99 Erieye Airborne Early Warning & Control (AEW&C) aircraft [1], using the same Saab Erieye AESA radar that will be mounted on Pakistan’s new Saab 2000 turboprop AEW&C fleet. There are some blind spots with its “dorsal blade” configuration, most notably to the front, but flight patterns can be planned around those gaps to ensure good coverage of the area in question. India’s DRDO aims to create a similar aircraft, using locally-designed technologies.

Under a $210 million agreement with DRDO in July 2008, Brazil’s Embraer will act as the overall system integrator, supplying the jets, mounting the radar and electronics on or into the AWACS fuselage, ensuring that the altered jets retain acceptable flight performance, and handling flight recertification.

The radar itself won’t be a proven model. Instead, it’s a development project from DRDO’s Electronics and Radar Development Establishment. A September 2005 ACIG report claimed that the radar would be similar to Saab’s Erieye, and the CABS illustration certainly looks very similar. CABS is reportedly working with the private sector firm Astra Microwave Products of Hyderabad to develop transmit-receive multimodules [JPG format] for the radar. Doing so at a reasonable cost is always a challenge for AESA radars, however, and India’s experience with the type is limited.

Likewise, the Bangalore-based DRDO Centre for Airborne Systems (CABS) is responsible for overall integration of the aircraft’s electronic systems, mission computer, display and data handling. DRDO’s Defence Electronics Application Laboratory will be involved with the primary sensors, communication systems and data link. DRDO’s Defence Avionics Research Establishment will be involved with the jet’s self-protection systems, electronic warfare suites and communication support systems. DRDO’s Defence Electronics Research Laboratory will be involved with “counter-support measures.”

This radar and systems work will be the real key to the Embraer AEW&C project’s success or failure.

AEW&C: Force Multipliers & Risk Multipliers

PAF S-2000 Erieye
(click to view full)

Unfortunately, it’s quite common for similar products to have extended technical issues and operational shortfalls when newly-designed equipment is first fielded, and India’s development strategy involves multiplying these points of failure. DRDO’s radar record is also cause for some concern.

DRDO was responsible for “Project Guardian/Airawat,” which suffered a disastrous project failure in 1999 when its HS-748 turboprop AWACS testbed aircraft crashed, killing several engineers and scientists who were critical to the project. These Embraer aircraft are the proposed successors to that effort. More recently, the multimode radar being developed for India’s Tejas lightweight fighter couldn’t meet specifications. IAI Elta’s M-2032, which is already in India’s Sea Harriers and some of its Jaguars, is now being used instead, in order to keep the already-late fighter program on track.

Given India’s slow procurement processes for even off-the-shelf buys, a DRDO effort that falls short of operational needs could easily set the country’s medium AEW&C efforts back by more than 5 years.

Meanwhile, India’s rival Pakistan is fielding 2 advanced AWACS plane types of its own. One is Saab’s Erieye system, mounted on a Saab 2000 turboprop. Its 4 Erieye planes will be joined by 4 larger Chinese Y-8 turboprop derivatives, the ZDK-03 AWACS. Both varieties are military-off-the-shelf configurations, rather than development projects, which has allowed Pakistan to field operational AWACS planes of similar quality much more quickly. As of early 2014, India has struggled to field 3 A-50EIs to cover a much wider area, while Pakistan has bought and fielded a 50/50 mix of 8 operational AEW&C aircraft.

Contracts & Key Events 2013 – 2017

Indigenous AWACS looks at E-767 or A330; AEW&C by mid-2014; Livewire country-wide exercise.

Lots to see
(click to view full)

December 5/17: Milestone The Indian Air Force has successfully carried out its first air-to-air refeuling of its Embraer EMB-145-based airborne early warning and control (AEW&C) aircraft. The ‘probe and drogue’ refuelling was carried out by an Ilyushin Il-78 tanker, with only ten minutes of refueling necessary to keep the platform flying for an additional four hours. Ordered in 2008, New Delhi has received the first two of three new EMB-145 aircraft and have been fitted with the Defence Research and Development Organisation (DRDO)-designed Netra AEW&C systems, which the IAF claims provide 240-degree coverage as well as surveillance ranges between 250 and 375 km.

March 3/16: The Indian government has cleared the purchase of two more Phalcon Airborne Warning and Control Systems (AWACS) aircraft, bringing their total fleet size to five. The Cabinet Committee on Security (CCS) agreed on the acquisition on Tuesday at a cost of $1.1 billion. The purchase involves a tripartite contract with both Israel and Russia. Israeli Aerospace Industries (IAI) and Elta Electronic Industries provide an AESA radar system which is then mounted on the Russian made Ilyushin IL-76 heavy transport aircraft.

Sept 1/14: AEW&C. Following a long “technology absorption” process, Bharat Electronics Limited (BEL) has been selected as the Engineering and Life Support Agency (ELSA) for DRDO’s EMB-145i AEW&C mission systems, while Embraer will be responsible for supporting the aircraft.

So far, the 2 EMB-145is have logged more than 200 sorties and over 350 flying hours, with flight test campaigns that have included Jamnagar and Agra as well as DRDO’s Centre for Airborne Systems in Bangalore. Official handover of the 1st EMB-145i to the IAF has now slipped to the end of 2014 from mid-2014 (q.v. January 2014), however. Even after the 1st plane is handed over, parallel flight tests and fine-tuning of the mission systems are expected to continue on the 2nd aircraft. The 3rd aircraft is expected to arrive from Brazil by year-end. Sources: Indian Express, “Prying Plane Flight Trials Conducted”.

Aug 15/14: AWACS – more A-50EI? Russian media say that India may be reconsidering its AWACS needs, and buying another 3 A-50EIs after all:

“India is mulling possible delivery of another three AEW&C aircrafts, talks are on now,” the commission’s source said. He did not specify a timeline planned for a deal to strike.

The delivery of AEW&C aircrafts is planned “in the same configuration” as under the agreement in 2003, he said.

Meanwhile, the source added that after the A-50 delivery a contract for their maintenance was signed with India…”

If new A-50s are in the same configuration, of course, the IL-76s will need to head to Israel for modifications. India’s government recently changed hands in a BJP landslide, and the new government is trying to push a number of defense projects forward. For now, the IAF underscores the fact that it’s just looking at options. Sources: ITAR-TASS, “India plans to buy 3 radar reconnaissance aircrafts A-50 in Russia” | Defense World, “IAF Challenges Russian A-50 Purchase Claim”.

March 31/14: AWACS RFP. India puts out a tender inviting bids by July 15/14 for the “supply of suitable aircraft with necessary structural modifications, power and endurance adaptations…. “equipment installation/installation provisions for the AWACS India role”. The 10m rotodome and support on the airframe is obviously the most critical modification, and design and certification work will be part of that tender work. Sources: Flight Global, “India scans for new AWACS platform”.

January 2014: DRDO AWACS. India Strategic offers interesting updates regarding India’s full-size AWACS program (q.v. June 19/12, Jan 26/13, March 4/13). An interview with DRDO chief Dr. Avinash Chander reveals that India has chosen a rotating radar dome for its full-size AWACS, using a radar that will also be electronically steered (Electronically Scanned Array). That choice was reportedly driven by their goal of 360 degree coverage. The flip side is that space requirements for the radar and its systems are so large that they’re looking at the Boeing 767 and Airbus A330 as carrier platforms. They could also build on the IL-76 that carries the current Phalcon system, but DRDO is leaning toward civilian platforms that can leverage commercial maintenance ecosystems. Boeing (Japan’s E-767) has an AWACS conversion in service, but Airbus doesn’t.

2020 is DRDO’s target date, though their record in that regard isn’t inspiring. They still need to freeze specifications, obtain multiple layers of government approval, invite expressions of interest, and then successfully carry out an RFP, selection, and contract negotiations. Sources: India Strategic, “India developing AWACS”.

January 2014: AEW&C. India Strategic offers program updates from an interview with DRDO chief Dr. Avinash Chander. On the mid-tier front, delivery will take place around mid-2014, with 2 aircraft for the IAF, and a 3rd to remain with DRDO as a test and development platform. They’ve completed some flight evaluation trials, and the communication relays are operational.

His industrial comments were equally interesting, coming from DRDO. The question is whether the bureaucracy will willingly give up its current bottleneck position, in order to foster that vision:

“[He regrets delays,] But with the recent encouragement to the private sector, the country’s defence industrial infrastructure was set to grow rapidly and with that, the time-frame for development of various systems would also reduce. Then there are many off the shelf components available form international markets, and DRDO uses them both because they are not made in India and easily available…. Dr Chander favoured FDI (Foreign Direct Investment) as it brings not only money but also several soft skills like quality assurance, quality management, efficient production processes and manufacturing technologies. He cited the example of Maruti cars and the automobile revolution in India in this perspective.”

Sources: India Strategic, “India’s n-Submarine Arihant Ready for Sea by March” (not a misprint).

March 16 – April 9/13: Exercises. India runs huge cross-country IAF exercise called “Live Wire,” which includes its new A-50EI Phalcon AWACS fleet, and involves redeployment of aircraft between different battle fronts.

These kinds of exercises are essential, in order to get multiple IAF squadrons used to working under AWACS coordination on large-scale operations. That’s precisely when AWACS coordination is most critical – yet because of its expense, it’s the environment that gets the least AWACS-related training. Livewire will stand some IAF pilots in very good stead when they head on to the USA’s multinational “Red Flag” exercise afterward, and encounter full use of USAF E-3 AWACS as a matter of course. Sources: Zee News, “IAF gears up for ‘Livewire'”

| Calcutta Telegraph, “Air force holds drill on two-front war” | Times of India, “Indian Air Force’s biggest aerial exercise today”.

March 18/13: DRDO AEW&C. An India MoD release offers a list of late DRDO projects, along with a voluminous list of excuses. Credit is due for not using “the dog ate our blueprints,” but every other issue one normally expects in projects of this nature can be found.

India’s Tier 2 AEW&C is one of the listed projects, and its Probable Date of Completion has slipped from October 2011 to March 2014.

March 4/13: DRDO AWACS. India’s Defence Minister AK Antony’s Parliamentary answer confirms that India is moving ahead with its own full-size AWACS program, rather than buying abroad. That’s going to take at least 7 years, so he also lowers expectations for the IAF:

“AWACS are meant as force multipliers for specific area cover and not for surveillance of the entire space of our country. All three AWACS are part of Network Centric Operations and are able to provide adequate coverage of specified areas…. To leverage the experience and expertise gained in the design and development of Airborne Early Warning & Control Systems, a project proposal for indigenous development of AWACS (India) by DRDO has been approved by the Cabinet Committee on Security (CCS) on 12th February, 2013. The development of AWACS (India) is envisaged to be completed in 84 months from the date of formal sanction of the Programme.”

Costs weren’t mentioned, but see Jan 26/13 entry. The AWACS effort seems to predate India’s renewed effort to shun foreign vendors, supposedly as a way of eliminating corruption. Of course, it does nothing of the sort. Allocating work to state-run companies just avoids whistle-blowing from losing vendors, and makes blacklisting corrupt organizations unthinkable. In other words, it hides the problem. Past experience suggests that it also leads to delivery failure, but that’s a secondary concern to a politician. India’s PIB.

Jan 26/13: New AWACS Program? DRDO director-general Dr V.K. Saraswat says that India has started to develop a Rs 6,000 crore (currently ($1.118 billion) Airborne Warning and Control System (AWACS) programme, as a high-end complement to its AEW&C efforts. “The Government of India has given its clearance for the programme and the DRDO has begun to work on it,” said Dr Saraswat (vid. June 19/12 entry).

There are still reports that India is negotiating for more A-50EIs, but earlier reports appear to characterize this as a new development effort. Deccan Chronicle | The Hindu | Qatar’s The Peninsula.

2011 – 2012

AEW&C unveiled, 1st flight; Order for more Phalcons stalled; Going its own way on future AWACS?; Plans for a mix of 15.

EMB 145SA in Brazil
(click to view full)

Sept 21/12: India’s plans. India’s Chief of Air Staff Air Chief Marshal Normal Anil Kumar Browne discusses the country’s AWACS programs. He says that India’s current plans involve 5 higher-end AWACS aircraft, and 10 medium AEW&CS planes.

India already has 3 A-50EI Phalcon AWACS planes, and is looking at how they want to move ahead on the high-end front.

DRDO’s mid-tier AEW&CS project still has a number of milestones before it proves itself, with the 2nd plane scheduled to arrive in December 2012, and the 3rd in 2013. Integration of the radar, communications, and control equipment is the next step, followed by trials, and 2014 is the target date for operational AEW&CS planes. If that operational date can’t be met, or the project runs into serious technical issues, then the high-end buy will become much more important to India. Meanwhile, Pakistan’s off-the-shelf Saab Erieye turboprops are already serving. The Hindu.

Aug 16/12: AEW&C. The first EMB 145SA jet is delivered to India a few months later than anticipated.

Note that this isn’t a war-ready system, by any means. The Centre for Airborne Systems (CABS) within India’s DRDO is now going to integrate its missions systems into the plane.

June 19/12: New AWACS Program? The Times of India reports that “clearances are underway” for an AWACS-India project as a follow-on the the IAF’s Phalcons, run by India’s state bureau DRDO and its Bangalore-based Centre for Air Borne Systems (CABS). The program would reportedly develop 2 AWACS planes with “360-degree AESA (active electronically scanned array) radars… mounted on large aircraft like IL-76, Boeing or Airbus.” Another 4 would follow. The Times of India adds that:

“The case for two additional “follow-on” Phalcon AWACS, with a range of over 400-km and 360-degree coverage like the first three, has run into some rough weather due to sharp cost escalation.”

The key question to ask is why the costs are rising, and what choices are being pushed. The current Phalcon fleet has been late – what lessons have been learned from that, and how are costs affected? Are policies getting in the way of better value? For instance, India has rejected proven, lower-cost options with the same performance, like IAI’s CAEW 550 Nachshon in service with Israel and Singapore. Finally, how credible is the alternative, and what’s the risk? DRDO’s mid-range AWACS project remains late, and its own history is one of lowballing early, followed by cost increases later. Good policy, and effective capability, requires thought-through answers. Which isn’t always what goes on behind closed doors.

IAF update, 2011
click for video

Dec 6/11: AEW&C. Embraer announces a successful first flight at its headquarters in Sao Jose do Campos. They anticipate delivery during the first half of next year.

EMB-145SA 1st flight

Nov 8/11: Updates. One step ahead, one step back. India is getting close to a follow-on order for 2-more IL-76 Phalcons, but its indigenous medium AWACS program is hitting delays.

India’s media are reporting that an $800 million draft contract for the 2 Phalcons “is now finally in the final stages of being examined,” as a follow on to the original $1.1 billion contract for 3.

On the other hand, the existing Phalcons have taken some time to become operational, and have even being grounded for a while at Agra. At the same time, DRDO’s planned ERJ-145 derivative AWACS prototype project has been pushed back to April 2014. Times of India.

July 25/11: Phalcons. Flight International reports that India is negotiating to buy 3 more AWACS planes from IAI, based on the IL-76. That’s higher than reports in India’s media, which have involved 2 planes.

IAI has been suggesting that India could get the same performance and range for less money, and have lower operating costs, by buying the same Gulfstream 550 CAEW jets used by Israel and Singapore.

June 1/11: Industrial. Israel’s High-Tech Industry Association signs a memorandum of understanding with the Confederation of Indian Industry to boost cooperation in advanced technology, a move that is wider than the countries’ deep military ties but may give them a boost. Trade between the 2 countries hit $47 billion in 2010, moving India moving into 2nd place among Israel’s export markets. A UPI report adds that:

“As part of the Phalcon deal, the Israelis disclosed they would establish five factories in India to produce artillery shells, a project reportedly worth $250 million.”

That move would be good for India, whose problems in this area are well-known, and also for Israel, by diversifying its potential supply base for a critical item.

Feb 10/11: AEW&C. Aero India 2011 sees India’s mid-tier AEW&C design unveiled, which turns out to have some important differences from similar aircraft like Brazil and Greece’s R-99s. Among other changes, the plane has a different tail configuration, as some of the antennae were moved to the side fairings.

The design on display includes 5 operating consoles and 7 crew seats for resting, as well as provisions for an aerial refueling probe if the IAF wishes to add it later. Embraer | Defense Update | Seattle Post-Intelligencer.

Feb 8/11: Phalcons. The Times of India reports that the IAF’s proposal to acquire 2 more Israeli IL-76 Phalcons remains stalled “There is in principle approval for two more Phalcon Awacs but negotiations are still in progress,” said a top defence ministry source.” At the same time, India’s indigenous AEW&C program is falling behind:

“The CCS had then set a time-frame of seven years [from 2004]… But these AEW&C planes are nowhere near even beginning their flight trials. The project completion date has now being extended to April 2014, which itself is set to be revised. “The aircraft and mission system availability is now scheduled for this year, with the integrated system availability pushed back to 2013,” said a MoD source.”

The subsequent comparison with Pakistan’s successful off-the-shelf programs is invidious.

Jan 28/11: AEW&C. Aviation Week reports that Embraer’s first EMB-145 jet for the Indian Center for Airborne Systems department’s AEW&C program is scheduled for a Feb 21/11 rollout, followed by an August 2011 landing in India for system integration.

India’s Cabinet Committee on Security (CCS) approved the Rs 1,800 crore ($396 million) AEW&C development program in October 2004, with the expectation that development would be done in 2011 – but the IAF’s 3-year delay in finalizing the system’s requirements has pushed the estimated end of system development to 2014.

Jan 12/11: Phalcons. India’s 3rd Phalcon aircraft is performing long-duration flights over Israel and the Mediterranean using “some very complex scenarios”, with Indian Air Force personnel aboard. The planes also reportedly have some additional features, as India requested “unspecified additional capabilities” for its 3rd Phalcon plane. The most likely additions would involve additional radar modes for maritime and/or ground coverage, and improved signals intelligence intercept & location capability.

Delivery of the 3rd plane is scheduled for mid-2011. Flight International.

2009 – 2010

A-50EI Phalcon AWACS arrives; Grinding through the projects.

FAB EMB-145 AEW&C
(click to view full)

Nov 9/10: AEW&C. IANS reports that India’s indigenously-developed AEW&C radar system will be sent to Brazil “shortly,” to be integrated with an Embraer 145 jet. DRDO’s Chief Controller (SI) Prahlada, told India Strategic defence magazine that the first base jet for the program is due to roll out in January 2011, and the Indian AEW&C radar will be integrated on it by the end of 2011. That would allow testing and certification, which will take a couple of years.

Nov 1/10: AEW&C. India Defence quotes DRDO’s Chief Controller of Research and Development, Dr. Prahlada, as saying that the EMB-145 will be the base platform for India’s first 3 mid-tier AEW&C planes, but the platform for the remaining 6 aircraft is undecided. DRDO’s AEW&C is currently scheduled to enter service around 2015.

In practice, the costs of integrating all of the systems involved into another aircraft type are generally to high to justify a mid-program switch, unless the original platform faces critical limitations or cannot perform. The other possibility is simply to buy an aircraft off the shelf, bypassing the indigenous program. IAI is offering its CAEW 550 planes flown by Israel and Singapore, touting them as the same capability in the IL-76 Phalcons, with significant commonality, for a fraction of the operating costs. Boeing has also reportedly made overtures with its larger E-737, which has been purchased by Australia, South Korea, and Turkey.

June 23/10: AEW&C. EADS Defence & Security announces a “two-digit-million [Euros, presumably]” contract to help India’s DRDO develop the system architecture for its indigenous AEW&C program. Airbus’ experience with civil certification and mission equipment optimization will also play a role in this contract.

EADS Defence Electronics has worked with DRDO since 2006, developing a Missile Approach Warning System for Indian helicopter and wide-body aircraft. Beyond India, EADS DS developed a data fusion system that’s installed on NATO AWACS aircraft, as well as Australia’s and Turkey’s E-737 Airborne Early Warning fleets.

May 27/10: Phalcons. India’s 2nd of 3 contracted Phalcon AWACS aircraft arrives at Jamnagar in Gujarat, after which it will proceed to the AWACS homebase in Agra. Formal delivery and handover can take place outside of India, hence the March 25/10 date previously offered by the defense minister.

The IAF is keen to buy another 3 AWACS, even as DRDO works on its $210 million mini-AWACS demonstrator project. Times of India.

May 5/10: Phalcons. Defence Minister Shri AK Antony offers a written Parliamentary update:

“The contract for supply of three Airborne Warning and Control System (AWACS) aircraft was signed with M/s Elta, Israel on March 05, 2004. The first and second AWACS aircraft were delivered to the Indian Air Force on May 25, 2009 and March 25, 2010 respectively as per the revised delivery schedule. The delivery of the third aircraft is planned for December 2010. Additional AWACS aircraft are planned to be procured in the 12th, 13th and 14th Plans.”

The 1st Phalcon AWACS was originally scheduled for delivery in December 2007, with the 2nd following in September 2008 and the 3rd in March 2009.

April 11/10: Phalcons. Russia delivers the 3rd and final converted IL-76/ A-50EI airframe to Israel, for full systems installation and testing. A spokesman for the Beriyev aircraft center said that: “We have finished retrofitting a [third] transport plane for special tasks, and sent it to Israel in October…” RIA Novosti.

Feb 2/10: AEW&C. The inauguration of the Bangalore-based Centre for Airborne Systems (CABS) System Test and Integration Rig (STIR) complex for testing airborne systems offers an update on India’s AWACS project. CABS Director S Christopher says that:

“AEW&C’s flying platform is the modified EMB145, which will take to skies later this year. It is scheduled to be delivered to us in Aug 2011… our mission systems will be ready by this year. It will be tested in this rig in 2011, followed by flight testing in 2012.”

Jan 17/10: IANS reports that India’s 2nd IL-76 Phalcon is slated for delivery in March 2010, and is also slated to be based at Agra air base. This is later than the original delivery schedule.

May 25/09: Phalcons. The first Indian IL-76 Phalcon AWACS plane lands at Jamnagar air base in India’s far western Gujarat province. The plane took off from Ovda air base near Eilat, Israel, and was escorted by Indian MiG-29s and Jaguar fighters for the last leg of its flight. The formal induction ceremony will take place on May 28/09.

The planes will eventually be based at IAF Central Command’s Agra air base in Uttar Pradesh. Agra isn’t far from the border with Nepal, but it’s best known for its association with the nearby Taj Mahal. Indian AF release | Sify | Straits Times | Thaindian News | Times of India | Rediff background

1st A-50EI Phalcon delivery

Feb 12/09: G550s proposed. Defense Update reports that a July 2008 contract for 3 smaller AWACS based on the ERJ-145 hasn’t stopped Israel’s IAI from promoting its Gulstream G550 CAEW, which uses an Elta AESA EL/W-2085 radar that’s closely related to the one in India’s 2 planned IL-76 AWACS. The jet can perform aerial target tracking, along with some electronic intelligence (ELINT) and communications intercepts (COMINT); it will succeed the E-2C Hawkeye and 707 Phalcon in Israeli Air Force service, and Singapore’s RSAF recently inducted its first aircraft.

India’s history of project failures makes promotion of the G550 a wise move, in case the DRDO’s ERJ-145 AWACS radar fails. The move may be aimed at another target, however – India’s options for additional IL-76 Phalcons. The G550 is an extreme range business jet, and Israeli data gives their CAEW variant an endurance of 9 hours. This compares to 6 hours on station for the larger IL-76, which is also more expensive to operate. As a demonstration of its capabilities, a G550 CAEW flew non-stop from Israel to India for Aero India 2009.

Jan 11/09: Landed. The first IL-76 Phalcon reportedly lands in New Delhi, India, for inspection. India Today.

2008 and Earlier

AEW&C specification battle; AEW&C contract for 3 EMB-145s.

Radar aerostat: USA’s JLENS
(click to view full)

Sept 18/08: Updates. The Times of India quotes Defence ministry sources as saying that the first IL-76 Phalcon will now land in India only around January-February 2009, though they are pushing IAI to deliver the aircraft before the end of 2008 despite “technical hitches in the integration work”.

The Times’ report adds that India signed a $210-million deal with Brazilian firm Embraer in July 2008 for 3 EMB-145 aircraft. The intent of the INR 18 billion (about $385 million) project is to modify them with DRDO-provided radar and command systems; if that works, the jets would begin arriving in 2011-2012.

India is also reportedly on course to acquire 4 more Israeli tethered aerostats and EL/M-2083 radars, at a cost of around $300 million. This follow-on to the aerostat radars inducted from 2004-2005 has reportedly been cleared by the Defence Acquisitions Council; if adopted, it would raise India’s total Airborne Early Warning aerostat purchases to about $445 million. Aerostat-mounted radars trade the advantage of mobility for incredible persistence, and are especially useful for watching key coastline and key border regions, or defending high value areas.

Sept 14/08: Phalcons. Zee News quotes Indian Army Maj. Gen. (Retd) Mrinal Suman, writing in the September issue of Indian Defence Review, as saying that India paid twice as much as it should have for its initial order of A-50 Phalcon AWACS aircraft.

“…inability to negotiate contracts astutely has been the biggest weakness of the entire defence procurement regime… as the vendors exploit ambiguities in the contract language, especially with respect to delivery schedules, warranties, after sales support and penalties for default.”

Suman retired as Technical Manager (Land Systems) in the Indian Defence Ministry’s acquisition wing.

July 2008: AEW&C. Brazil’s Embraer signs a $210 million contract to deliver 3 ERJ-145 jets, to be modified into AWACS aircraft by adding radar systems from India’s DRDO.

Embraer will act as the overall system integrator, supplying the jets, mounting the radar, ensuring that the altered jets retain acceptable flight performance, and handling flight re-certification. Final integration and testing of the complete systems will take place in India. Source.

3 EMB-145 jets

May 16/08: Phalcons. The Calcutta Telegraph reports that the first 3 IL-76 Phalcons will be delayed, and so will a pair of Israeli aerostat-mounted radars India has ordered:

“A source in the Indian Air Force has confirmed that the delivery of the first Phalcon will be delayed. It was expected in September but is now more likely to reach India only at the end of the first quarter of 2009… delivery of two Aerostat radars… will also be delayed.

This is the second time that the delivery schedule of the Phalcons has been disrupted. The original schedule envisaged the delivery of the first aircraft in November 2007, the second in August 2008 and the third in the second half of 2009… The delays, however, have not dissuaded the air force from working through a proposal to ask for three more Phalcons in a follow-on order estimated at $2 billion.”

April 13/08: Phalcons. India Defense reports that India is pleased enough to pick up the option for 3 more IL-76 Phalcon AWACS aircraft, in a deal worth up to $2 billion.

Jane’s Defence Weekly issued a concurring report later in the week, but placed the deal’s value at $1 billion. Assuming that the equipment sets are the same and inflation is 3% per year, note that repeating 2004’s $1.5 billion deal works out to about $1.7 billion by 2008. Delivery of these 3 additional planes would be expected to take place in 2011-12. By the end of 2012, however, there’s still no contract for additional A-50EI aircraft.

Feb 4/08: AEW&C. New Indian Express reports that India’s state-run DRDO research agency has made a breakthrough in radar transmit/receive modules, and seems to have its indigenous AEW&C program back on track. Via Livefist:

“The Centre for Airborne Systems (CABS), Bangalore, has developed an Indian transmitter/ receiver module that will form the nerve of the system. It’s an array of a number of T/R (transmit/receive) modules that make up the AWACS’ nervous system making it capable of rummaging through all electronic movements in a radius of hundreds of kilometers.

Top CABS sources told this website’s newspaper that India would soon patent its T/R module as “it’s unique in many respects.” It’s a cost effective system and through its development we’re now independent and needn’t rely on imports, sources said. The phased array that India will be using on the AWACS will have the potential to engage multiple targets…”

June 11/07: AEW&C rethought? Indian media report that the Indian Air Force (IAF) has rethought their specifications for the indigenous airborne early warning and control system (AWACS), including the radar and related equipment, and have asked India’s DRDO to look at using larger Boeing 737 or Airbus A319/320 aircraft, instead of Embraer’s EMB-145.

They believe the EMB 145 has altitude and endurance limitations, and see the right solution as a fleet of 6-8 Phalcon AWACS planes operating out of Agra. They wanted DRDO’s program, re-sanctioned in September 2004 with a Rs 1,800 crore budget, to deliver a more basic “airborne battlefield surveillance, target acquisition and reconnaissance system” instead. Meanwhile, the Phalcon program has been pushed from a 2012 end date to 2016. domain-B | Livefist.

Footnotes

fn1. The terms AWACS and AEW&C can be used interchangeably. Many militaries are gravitating toward the more cumbersome “AEW&C” as standard nomenclature these days.

Video Briefings from Aero India 2009

Additional Readings & Sources Current & In-development

• Israeli Weapons – Phalcon

• Spyflight – Boeing 707 Phalcon

• DRDO – Indian AEW&C System . In development, using a modified EMB-145. See also CABS Areas of Work, which lists a number of key sub-systems under development: Primary Radar, Secondary Radar/IFF, CSM, Integrated IRESS defensive systems, mission control systems, etc.

News & Views

• India TV (Jan 21/14) – Know more about Indian Air Force’s new ‘eye-in-the-sky’ Phalcon. Note that the last picture is a cutaway of Boeing’s existing E-737.

• Australia by the Indian Ocean (July 8/12) – India’s Phalcon AEW&C/AWACS on the IL-76

• Flight International (March 23/10) – Israeli air force showcases G550 surveillance fleet

• The Hindu (April 20/08) – Brazilian jets to serve as eye in the sky for IAF

• Domain-b (April 16/08) – India to place follow-on order for three Phalcon AWACS with Israel: report

• Defense Technology International (April 2008) – Sky Watch: India’s air force is expanding surveillance operations. Shows an Indian IL-76/A-50, before it leaves for Israel.

• Aviation Week (Feb 13/08) – Low-Cost and Effective AEW Systems Find Buyers [dead link]. That solution set is growing, adding new platforms like the Airbus C295.

• Air Combat Information Group (Sept 12/05) – India’s flying Testbeds. Mentions the ill-fated HS-718 project, and adds an illustration of the planned ERJ-145 variant.

• Institute for Peace & Conflict Studies (March 22/04) – The Value of the Phalcon AWACS for India

• DID – Sweden Finalizes Saab 2000 AEW&C Contract With Pakistan. Includes details re: the Erieye radar.

Americas

• Naval Group of France and Italian partner Fincantieri have submitted a vessel based on their jointly-developed FREEM multi-missions frigate as part of its tender in the Canadian Surface Combatant (CSC) program—Ottawa’s planned procurement of up to 15 warships to replace their Iroquois and Halifax-class vessels. The offer comes as Fincantieri initially opposed a requirement by the Canadian government that a large amount of technical data about the frigate be handed over to the prime contractor, Canadian firm Irving Shipbuilding, before a winner is chosen. However, in a joint statement released by Naval Group and Fincantieri, the firms included a carefully worded statement saying that a “transfer of technology” would go ahead “should the offer be accepted.” “Should the offer be accepted, the future frigates would be built in Canada at Irving Shipbuilding in a very short time, maximizing Canadian industrial participation and job creation locally through a dedicated and comprehensive transfer of technology, as well as integrating Canadian suppliers into the two companies’ global supply chains,” the two companies said in the statement.

• Norway’s Kongsberg has been selected by the US Army to deliver additional enhancements and upgrades on the service’s M1A2 Abrams Main Battle Tank. The $3.9 million award, which dates back to an earlier August 2012 contract between the firm and the US Department of Defense (DoD), calls for additional deliveries of the Protector Low Profile Common Remote Operated Weapon Station (CROWS) System, as well as spare parts for sustainment. The Protector RWS allows for greater protector of US military troops and commanders by allowing them to fire and engage enemy targets from inside the Abrams tank, as opposed to exposing themselves while operating small- to medium-caliber weapon systems mounted on the outside of the vehicle.

• The DoD announced Friday the $353.2 million award to United Technologies Corp (UTC) subsidiary, Pratt and Whitney Military Engines, for performance based logistics and sustainment support of the F-135 propulsion system for the F-35 Joint Strike Fighter. US Navy, Air Force, Marine Corps, non-US Department of Defense (DoD) participants and Foreign Military Sales (FMS) customers are covered in the deal. Under the terms of the deal, P&W will provide maintenance of support equipment, common program activities, unique and common base recurring sustainment, repair of repairable, field service representatives, common replenishment spares, conventional take-off and landing/carrier variant F-135 unique maintenance services, and short take-off and landing F-135 unique services. Work will primarily take place at East Hartford, Connecticut (73 percent); but also Oklahoma City, Oklahoma (18 percent); Camari, Italy (3 percent); Eglin Air Force Base, Florida (2 percent); Edwards Air Force Base, California (1 percent); Hill Air Force Base, Utah (1 percent); Luke Air Force Base, Arizona (1 percent); and Beaufort Marine Corps Air Station, South Carolina (1 percent). Work will be completed by November 2018.

Middle East & Africa

• Saab has received a contract through Armscor, South Africa’s procurement agency, for weapons support services on Republic of South Africa Air Force JAS-39 Gripen C/D fighter aircraft. Valued at $24.6 million, the contract will run until February 2020 and includes airworthiness management, engineering support, maintenance, repair and overhaul, spares replenishment and updates of technical publications. No further details on the contract were disclosed.

Europe

• France has received its first A400M Atlas transporter fitted with pods that will allow for midair refueling of fighter jets. The aircraft was handed over to the French Air Force (FAF) on November 22, and the eleven Atlas units already delivered and in service with Paris will undergo a later retrofit to have the fuel pod added. Manufacturer Airbus is set to deliver a further three A400Ms to the FAF by 2019, and is also working to deliver two key capabilities sought by France, namely in-flight refueling of helicopters and the ability to drop paratroopers from doors on both sides of the aircraft’s fuselage. British firm Cobham has been tasked by Airbus to deliver a hose for helicopter refueling—with a test flight expected toward the end of 2018—while Airbus have built test parachute jumps out the fuselage doors, backed by detailed computer modeling on the aerodynamics, and continue to work on increasing weight and various pallets for cargo airdrops from the rear ramp.

• A drop in the Euro to US Dollar exchange rate may render the Netherlands unable to pay for their final three F-35A fighter aircraft. The revelation was made in a letter by State Secretary for Defense, Barbara Visser, to the lower house of the Dutch parliament, where Visser mentioned that there was “not enough projected budget” for the final three planes, but a final decision on the matter would be made in 2019. The Court of Audit had warned last year that fluctuating exchange rates may result in higher procurement costs.

• Reuters reports that the Norwegian Defense Ministry announced Friday, an agreement with Germany to develop a common missile system for their navies. The system will be based on Kongsberg’s Naval Strike Missile (NSM), which is already used on board Oslo’s fleet of Skjold-class corvettes and Fridtjof Nansen-class frigates. While the ministry did not give any further details on the program or its timeframe, the development will meet the joint long-term anti-surface warfare needs of the Germany Navy and the Royal Norwegian Navy (RNoN), with the aim of securing and creating high-tech jobs in both nations.

Asia-Pacific

• Japan will conclude its Mitsubishi X-2 technology demonstrator aircraft program in March 2018. First flown in April 2016, the first two flights were conducted by manufacturer Mitsubishi before being handed over to the Future Fighter Program (FFP) at Japan’s Acquisition, Technology & Logistics Agency (ATLA). Manger at the FFP, Hirofumi Doi, confirmed that 34 sorties have so far been conducted, and all issues regarding propulsion, the fuel system, and integration had been ironed out prior to the maiden flight. Doi did not confirm if the demonstrator aircraft will complete the 50 test flights originally scheduled, or what will happen to the aircraft once the program concludes. Tokyo will then assess the merits of its future fighter acquisition strategy. Options included developing a new fighter called the F-3 on its own, or developing a fighter with a foreign partner.

Today’s Video

• Saab’s JAS-39 Gripen takes off from 800 metre road:

 

 

F-35B: off probation
(click to view full)

The $382 billion F-35 Joint Strike fighter program may well be the largest single global defense program in history. This major multinational program is intended to produce an “affordably stealthy” multi-role fighter that will have 3 variants: the F-35A conventional version for the US Air Force et. al.; the F-35B Short Take-Off, Vertical Landing for the US Marines, British Royal Navy, et. al.; and the F-35C conventional carrier-launched version for the US Navy. The aircraft is named after Lockheed’s famous WW2 P-38 Lightning, and the Mach 2, stacked-engine English Electric (now BAE) Lightning jet. Lightning II system development partners included The USA & Britain (Tier 1), Italy and the Netherlands (Tier 2), and Australia, Canada, Denmark, Norway and Turkey (Tier 3), with Singapore and Israel as “Security Cooperation Partners,” and Japan as the 1st export customer.

The big question for Lockheed Martin is whether, and when, many of these partner countries will begin placing purchase orders. This updated article has expanded to feature more detail regarding the F-35 program, including contracts, sub-contracts, and notable events and reports during 2012-2013.

The F-35 Lightning II Fighter Family

F-35 Family Variants: Door A, B, or C?

Figure 1: F-35 Variants.

The above table illustrates the key differences between the baseline F-35A, the Short Take-Off, Vertical Landing (STOVL) capable F-35B, and the catapult-launched F-35C naval variant. Additional explanations follow.

The F-35A CTOL

F-35A, doors open
(click to view full)

The F-35A is sometimes called the CTOL (Conventional Take-Off and Landing) version. It’s the USAF’s version, and is expected to make up most of the plane’s export orders. It’s also expected to be the least expensive F-35, in part because it will have the largest production run. The USAF currently estimates its average flyaway cost after 2017 at $108.3 million, but early production models ordered in FY 2012 will cost over $150 million.

Its main difference from other versions is its wider 9g maneuverability limits, though its air-air combat flight benchmarks are only on par with the F-16. Canard equipped “4+ generation” adversaries like the Eurofighter, and thrust-vectored fighters like the F-22A, MiG-35, SU-35, etc., will still enjoy certain kinetic advantages. The F-35 hopes to mitigate them using its improved stealth to shrink detection ranges, the lack of drag from weapons in its internal bays, and its current electronic superiority.

The second major physical difference between the F-35A and the rest of the Lightning family is its internal 25mm cannon, instead of using a weapons station for a semi-stealthy gun pod option. The USAF removed guns from some of its planes back in the 1960s, and didn’t enjoy the resulting experiences in Vietnam. It has kept guns on all of its fighters ever since, including the stealthy F-22 and F-35. Many allies wanted the 27mm Mauser cannon installed instead, as it’s widely believed to offer the world’s best combination of firing rate and hitting power. In the end, however, ammunition standardization benefits involving 25mm land and sea platforms trumped pure performance.

The 3rd difference is that the F-35A uses a dorsal refueling receptacle that is refueled using an aerial tanker boom, instead of the probe-and-drogue method favored by the US Navy and many American allies.

The F-35A was the first variant to fly, in 2009. Unfortunately, it looks like it won’t reach Initial Operational Capability (IOC) until 2017 or 2018.

 

The F-35B STOVL (Short Take-Off, Vertical Landing)

F-35B features
(click to view full)

The F-35B is expected to be the most expensive Lightning II fighter variant. According to US Navy documents, even planes bought after 2017 are expected to have an average flyaway cost of $135 million each. It will serve the US Marines, Royal Navy, other navies with ski-ramp equipped LHDs or small carriers, and militaries looking for an “expeditionary airplane” that can take off in short distances and land vertically. To accomplish this, the F-35B has a large fan behind the cockpit, and nozzles that go out to the wing undersides. Unlike the F-35A, it will use a retractable mid-air refueling probe, which is standard for the US Navy and for many American allies.

Those capabilities gives the plane a unique niche, but a unique niche also means unique challenges, and the responses to those challenges have changed the aircraft. In 2005, the JSF program took a 1-year delay because the design was deemed overweight by about 3,000 pounds. The program decided to reduce weight rather than run the engine hotter, because the latter choice would have sharply reduced the durability of engine components and driven life cycle costs higher. Weight cutting became a focus of various engineering teams, with especial focus on the F-35B because the weight was most critical to that design. Those efforts pushed the F-35B’s design, and changed its airframe. The F-35B gives up some range, some bomb load (it cannot carry 2,000 pound weapons internally, and the shape of its bay may make some weapons a challenge to carry), some structural strength (7g maneuvers design maximum), and the 25mm internal gun.

The F-35B completed its Critical Design Review in October 2006, and the 2nd production F-35 was a STOVL variant. Per the revised Sept 16/10 program plan, the USMC’s VMA-332 in Yuma, AZ must have 10 F-35Bs equipped with Block IIB software, with 6 aircraft capable of austere and/or ship-based operations, and all aircraft meeting the 7g and 50-degree angle of attack specifications, in order to declare Initial Operational Capability.

Flight testing began in 2009, and IOC was expected by December 2012, but flight testing fell way behind thanks to a series of technical delays. By 2013, the first operational planes were fielded to the USMC at Yuma, AZ. The USMC is currently aiming for a 2015 IOC, but it would involve just Block 2B software loads that will limit the F-35B’s combat capability. Even then, the Pentagon’s 2012 DOT&E report isn’t grounds for software schedule optimism. Planes with full Block 3 initial combat capability are unlikely to be fielded before 2018.

 

The F-35C carrier-based fighter

USN F-35C
(click to view full)

The F-35C is instantly recognizable. It features 30% more wing area than other designs, with larger tails and control surfaces, plus wingtip ailerons. These changes provide the precise slow-speed handling required for carrier approaches, and extend range a bit. The F-35C’s internal structure is strengthened to withstand the punishment dished out by the catapult launches and controlled crashes of carrier launch and recovery, an arrester hook is added to the airframe, and the fighter gets a retractable refueling probe. According to US Navy documents, average flyaway costs for F-35Cs bought after 2017 will be $125.9 million each.

The US Navy gave up the internal gun, and the aircraft will be restricted to 7.5g maneuvers. That’s only slightly lower than the existing F/A-18E Super Hornet’s 7.6g, but significantly lower than the 9g limit for Dassault’s carrier-capable Rafale-M.

The F-35C is expected to be the US Navy’s high-end fighter, as well as its high-end strike aircraft. This means that any performance or survivability issues will have a disproportionate effect on the US Navy’s future ability to project power around the world.

The F-35C will be the last variant designed; it passed its Critical Design Review in June 2007, and the first production version was scheduled to fly in January 2009. The F-35C’s rollout did not take place until July 2009, however, and first flight didn’t take place until June 2010. Initial Operational Capability was scheduled for 2014, but looks set to slip to 2019.

F-35s: Key Features

F-35 Variants
(click to view full)

Stealth. The F-35 is designed as an ‘affordable stealth’ counterpart to the F-22 Raptor air dominance fighter, one that can share “first day of the war” duties against defended targets but can’t perform air-air or air-ground missions to the same standard. The F-35 has a larger single engine instead of the Raptor’s twin thrust-vectoring F119s, removing both supercruise (sustained flight above Mach 1) and super-maneuverability options. The F-22A is also a much stealthier aircraft from all angles, and independent analysis & modeling has concluded that the F-35’s stealth will be weaker from the sides and the rear. Even so, the F-35 is an improvement over existing ‘teen series’ fighters and even beats Generation 4+ options like the Eurofighter, Rafale, and JAS-39 Gripen.

Engine. The F-35 was set to offer interchangeable engine options. That has been an important feature for global F-16 and F-15 customers, improving both costs and performance, and providing added readiness insurance for dual-engine fleets. Pratt & Whitney’s lobbying eventually forced GE & Rolls-Royce’s F136 out of the F-35 program, and made their F135-PW-100 engine the only choice for global F-35 fleets. A special F-135-PW-600 version with Rolls Royce’s LiftFan add-on, and a nozzle that can rotate to point down, will power the vertical-landing F-35B.

The US military had better hope that an engine design problem never grounds all of their fighters. While they’re at it, they should hope that maintenance contracts somehow remain reasonable in the absence of any competitive alternative.

F-35’s APG-81
AESA Radar
click to play video

Sensors. The Lightning II will equipped to levels that would once have defined a high-end reconnaissance aircraft. Its advanced APG-81 AESA (Active Electronically Scanned Array) radar is smaller and less powerful than the F-22A’s APG-77v1; but still offers the strong AESA advantages of simultaneous air-air and air-ground capabilities, major maintenance & availability improvements, and secure, high-bandwidth communications benefits. The F-35 also shares a “sensor fusion” design advance with the F-22, based on sensors of various types embedded all around the airframe. This sensor set is even more extensive than the F-22’s. Both planes will be able to perform as reconnaissance aircraft, though the F-35 will have superior infrared and ground-looking sensors. Both aircraft will also have the potential to act as electronic warfare aircraft.

These sensors are connected to a lot of computing power, in order to create single-picture view that lets the pilot see everything on one big 20″ LCD screen and just fly the plane, rather than pushing buttons to switch from one view to another and trying to figure it all out. As part of that sensor fusion, the F-35 will be the first plane is several decades to fly without a heads-up display. Instead, pilots will wear Elbit/Rockwell’s JHMDS helmet or BAE’s HMSS, and have all of that information projected wherever they look.

Maintenance. The F-35 has a large number of design features that aim to simplify maintenance and keep life cycle costs down. Since operations and maintenance are usually about 65% or more of a fighter’s lifetime cost, this is one the most important and overlooked aspects of fighter selection.

Stealth aircraft have always had much higher maintenance costs, but the F-35’s designers hope that new measures can reverse that trend. Some of the plane’s stealth coatings are being baked into composite airplane parts, for instance, in the hope that customers will need fewer “Martians” (Materials Application and Repair Specialists) around to apply stealth tapes and putties before each mission. Technical innovations like self-diagnosing aircraft wiring aim to eliminate one of the toughest problems for any mechanic, and the fleet-wide ALIS information and diagnostic system is designed to shift the fleet from scheduled maintenance to maintenance only as needed.

Despite these measure, March 2012 operations and maintenance projections have the F-35 at 142% O&M cost, relative to any F-16s they’ll replace. It remains to be seen if the advantages of F-35 innovations manage to fulfill their promise, or if projections that they’ll be outweighed in the end by increased internal complexity, and by the proliferation of fault-prone electronics, come true. That has certainly been the general trend over the last 50 years of fighter development, with a very few notable exceptions like the F-16, A-10, and JAS-39.

Pimp My Ride: Weapons & Accessories

Initial hopes – changed
(click to view full)

The F-35’s internal weapon bay gives it the ability to carry larger bombs and missiles, but the price is that F-35s can carry just 2 internal air-to-air weapons, instead of a maximum of 8 on the F-22A. As the F-35 variant table (Fig. 1) shows, development, testing, and software issues have also combined to give initial F-35 fleets a very narrow set of weapons. The initial operational set that comes with Block III software has about the same weapon options as the single-role F-22A.

That’s expected to change, eventually. A large order base, and a wide international client base, will provide considerable incentive for manufacturers to qualify their weapons for the F-35. MBDA has already pledged a compatible version of its long-range Meteor air-air missile, for instance, and Britain wants to add MBDA’s SPEAR medium-range strike missile as soon as possible. Other manufacturers can be expected to follow. Norway is already developing its stealthy Joint Strike Missile with the F-35 as its explicit target, including the ability to fit the missile into the plane’s internal bays. Denmark’s Terma has turned their 25mm gun pod into a multi-mission pod that can accept a variety of sensors and equipment. Lockheed Martin’s Israeli customer is already incorporating its own electronic counter-measures systems in their F-35i, and they are certain to push for a range of Israeli weapons, including the Python-5 SRAAM(Short Range Air-to-Air Missile) and various other smart bombs and missiles.

The bottlenecks will be two-fold.

The 1st bottleneck is American insistence on retaining all source codes, and having Lockheed Martin perform all modifications at their reprogramming facility. Unless Lockheed produces a full development environment workaround, dealing with the growing queue of requests can easily become a problem. The firm’s new Universal Armament Interface could offer the foundation for a way forward, if they decide to take it. The other question involves conflict-of-interest issues, in which Lockheed Martin or the US government decides to use the bottleneck as a way of shutting competitors out of a potential export market. These kinds of concerns have already led to pushback in Australia, Britain, and Israel.

The 2nd bottleneck involves testing resources. The F-35 testing program has fallen significantly behind schedule, and IOCs for some versions have already slipped by 5-6 years. Test time required to qualify new equipment is going to be a very secondary priority until 2018-2019, and even the few customers buying their own Initial Operational Testing & Evaluation (IOT&E) fighters are going to need them for their assigned training roles.

The F-35 Family: Controversies and Competitions

See me, hear me?
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The program’s biggest controversies revolve around 3 issues: effectiveness, affordability, and control. A 4th issue, noise, isn’t significant yet, but could become so.

Effectiveness: When the F-35 Lightning II is compared with the larger and more expensive F-22A, the Raptor is a much stealthier aircraft, and its stealth is more uniform. The F-35’s design is optimized for “low-observable” stealth when viewed from the front, with less stealth to radars looking at it from the sides, and less still when targeted from the rear. It also lacks the Raptor’s supercruise (sustained flight above Mach 1) and super-maneuverability thrust-vectoring options, which work with stealth to help the F-22 engage and disengage from combat at will. Lockheed Martin claims that the F-35 design is optimized for trans-sonic acceleration, but testing results question those claims, and the Raptor can cruise without afterburners at the F-35’s theoretical maximum speed. That’s important, because fuel usage skyrockets with afterburners on, limiting total supersonic time for fighters like the F-35.

These relative drawbacks have led to questions about the F-35’s continued suitability against the most modern current air defense threats, and against the evolved threats it can expect to face over a service lifetime that’s expected to stretch until 2050 at least.

F-35 EO DAS
click for video

Where the F-35 does come out ahead is internal carriage space. F-35A/C variants will offer larger capacity internal bays for weapons, allowing a wider selection of stealth-preserving internal ordnance. The price is that slight bulges were added to the production F-35’s underside profile in order to accommodate that space, making them less stealthy from the side than the original X-35 designs.

Sensors are another F-35 advantage. All F-35s also boast more embedded sensors than the F-22, with an especial advantage in infrared and ground-looking sensors. Though this feature has yet to be tested in combat, the F-35’s all-aspect Distributed Aperture Sensors (DAS) reportedly allow 360-degree targeting of aircraft around the F-35. If that works, the inertial guidance and datalink features of modern infrared missiles like the AIM-9X Sidewinder and AIM-132 ASRAAM can already take full advantage of it.

Which customers can live with these relative disadvantages as an acceptable trade-off, and which will be badly hurt by them? Will the F-35 be a fighter that’s unable to handle high-end scenarios, while also being far too expensive to field and operate in low-end scenarios? Even if that’s true, could countries who want one type of multi-role fighter still be best served by the F-35, as opposed to other options? That will depend, in part, on…

F-35 commonality
(click to view full)

Affordability: The F-35 family was designed to be much more affordable than the F-22, but a number of factors are narrowing that gap.

One is cost growth in the program. This has been documented by the GAO, and statements and reports from the US DoD are beginning to follow the same kind of “rising spiral of admissions” pattern seen in past programs.

The 2nd is loss of parts commonality between the 3 models, which the GAO has cited as falling below the level required to produce significant savings. In March 2013, the JSF PEO placed the figure at just 25-30%.

A 3rd is production policy. The US GAO in particular believes that the program’s policy of beginning production several years before testing is complete, only adds to the risks of future price hikes and operating cost shocks. It also forces a lot of expensive rewaork to jets that are bought before problems are found. Part of the rationale for accepting concurrency risks and costs involves…

The 4th factor: lateness. The program as a whole is about 5-7 years behind its ideal point, relative to the replacement cycle for fighters around the globe. F-35 program customers thus find themselves in the unenviable position of having to commit to a fighter that hasn’t completed testing, and doesn’t have reliable future purchase or operating costs, while buying the expensive way from early production batches. The program office hopes to drop the flyaway price of an F-35A to $90 million by 2020, but current Pentagon budget documents list an average production cost of $105-120 million per F-35A-C, from 2017 to the end of the program.

Control: This has been a big issue in the past for customers like Britain and Australia, and has now become an issue for Israel as well. Without control over software source codes, integration of new weapons and algorithms can be controlled by the whims and interests of American politicians and defense contractors. On the other hand, America sees wider access to those fundamental building blocks as a security risk. Arrangements with Britain and Australia appear to have finessed this debate, without removing it.

Noise: The F135 engine’s size and power are unprecedented in a fighter, but that has a corollary. Environmental impact studies in Florida showed that the F-35A is approximately twice as noisy as the larger, twin-engine F-15 fighter, and over 3.5 times as noisy as the F-16s they’re scheduled to replace. That has led to noise complaints from local communities in the USA and abroad, and seems likely to create a broad swathe of local political issues as customers deploy them. In some countries, it may add costs, as governments are forced to compensate or even to buy out nearby homeowners affected by the noise.

Each customer must weigh the issues above against its own defense and industrial needs, and come to a decision. In-depth, updated DID articles that address some of these issues in more detail include:

• The F-35’s Air-to-Air Capability Controversy. A comprehensive look at the issue, and its consequences.

• F-35: I am Fighter, Hear Me Roar. Noise could become a serious political issue for the F-35.

• The Great Engine War II The Pentagon finally canceled GE/RR’s F136 alternative engine project to rely entirely on Pratt & Whitney’s F135, over the objections of its GAO auditors.

F-35 Joint Strike Fighter: The Program

1st British F-35B
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Is the F-35 an industrial program for a fighter, or a fighter with an industrial program? Beyond the initial competition between Lockheed Martin’s X-35 and Boeing’s X-32, the Joint Strike Fighter was envisioned from the outset as a program that would make sense using either interpretation. A wide set of consortium partners and national government investments would form an interlocking set of commitments, drawing on a wide range of global industrial expertise and making the program very difficult for any one party to back out of or cancel.

The JSF program is ‘tiered,’ with 4 possible levels of participation based on admission levels and funding commitments for the System Design & Development (SDD) phase. All Tier 1-3 nations have also signed MoUs for the Production Phase. This is not a commitment to buy, just the phase in which production arrangements are hammered out – subject to revision, of course, if that country decides not to buy F-35s. Consortium partners and customers to date include:

• Tier 1 Partners: The USA (majority commitment), Britain
  
• Tier 2 Partners: Italy; The Netherlands
  
• Tier 3 Partners: Australia, Canada, Denmark, Norway, Turkey
  
• Security Cooperative Participants status: Israel (20-75), Singapore.
  
• Exports: Japan (42).

Italy has expressed an interest in a Lockheed-Martin Final Assembly and Check Out (FACO) plant for European orders, and Fellow Tier 1 partner Britain is examining a FACO of its own for BAE. The Netherlands, meanwhile, wants to be a center for engine sustainment and heavy maintenance. The Dutch have signed an agreement with Italy to help each country get what it wants; Norway was added to that agreement in June 2007.

Lightning II official rollout
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The first test aircraft, an F-35A model AA-1, had its formal rollout on July 7/06. The F-35’s forced redesign for weight reasons has led to F-35 AA-1 being a unique airframe used to validate design, manufacturing, assembly and test processes. A total of 23 test aircraft will be built for various purposes (15 flight, 7 non-flight, 1 radar signature), but the exact order of build for the variants involved has shifted several times.

The testing phase was originally supposed to end in 2013, but is now officially scheduled to continue until 2018. Funding for the first sets of production-model aircraft is approved, parts fabrication began in June 2007, and component assembly began later in 2007. F-35As have already been delivered to the USAF – a sore point with the US Congress’ Government Accountability Office, which believes this dual-track approach overlapping testing with production increases project risks. Production will continue to ramp up year-to-year, and by the time the F-35 is expected to reach Full-Rate Production, the program intends to build 240 F-35s per year.

To do that, they’ll need orders. So far, only the USA, Israel, and Japan have placed orders for production F-35s that go beyond training & test aircraft.

Delays in fielding the initial set of test aircraft, fewer than expected flights, and questions about that ambitious ramp up schedule have reportedly led the Pentagon to re-examine these schedules. Development is now expected to last into FY 2019 or later.

Industrial Innovation

F-35B JSF Cutaway
by John Batchelor
(click to view full)

At present, F-35 production is led by Lockheed Martin, with BAE and Northrop-Grumman playing major supporting roles, and many subcontractors below that.

BAE Systems is deriving substantial benefits from Britain’s Tier 1 partner status, and Northrop Grumman is responsible for the F-35’s important ‘center barrel’ section, where the wings attach to the fuselage, and also provides many of the aircraft’s key sensors.

F-35 main production and final assembly is currently slated to take place in Lockheed Martin’s Fort Worth, TX plant. To cut F-35 production cycle time, the team produces major sections of the aircraft at different feeder plants, and “mates” the assemblies at Fort Worth. This is normal in the auto industry, but it’s a departure from the usual fighter-building process.

AF-1 center barrel
(click to view full)

The precise tolerances required for a stealthy fighter, however, are much more exacting than even high-end autos. In order to avoid subtly mismatched seams, which become radar reflection points, parts need to fit together so precisely that some machines are compensating for the phases of the moon!

Even the best machines won’t do any good if the various components aren’t already an excellent fit. To cope, Manufacturing Business Technology reports that the JSF manufacturing team has turned to an integrated back-end IT system. It begins with 3D engineering models (Dassault Systemes CATIA CAD), and extends into production management, where the company has rolled out a manufacturing execution system to handle electronic work instructions, workflow and process modeling, serialized parts data, quality records tracking, etc. (Visiprise).

This combination has enabled greater use of techniques like automated drilling, even as other software (Siemens PLM, TeamCenter) enables product record management and electronic collaboration around designs. On the back-end, the team uses a custom system it calls Production & Inventory Optimization System (PIOS) for manufacturing resources planning and supply chain management; it began using ERP software (SAP) in January 2008 for financials, and may eventually use it to handle supply-chain functions too.

This ‘digital thread’ has been very successful for the team, with part fits showing incredible precision, and successful coordination of plants around the end schedule for key events like the Dec 18/07 F-35B rollout. The system’s ultimate goal is to cut a plane’s production cycle time from the usual 27-30 months to about 12 months, and shrink a 15-20 day cycle to just 6-8 days from order creation to printed & matched manufacturing orders.

Testing, Testing

F-35C weapon carriage
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The F-35’s development and testing program was originally supposed to end in 2013. Current estimates involve a 2018 finish for all 3 models, with Block 3F software installed and a smaller set of integrated weapons than initially planned.

The F-35’s development schedule has steadily slipped, and a combination of development and production difficulties left Lockheed Martin significantly behind their planned testing schedule. The company has made a point of highlighting testing progress in 2012, as they finally got ahead of the annual curve:

F-35 JSF family: Testing statistics
(click to view full)

Excel
download

Staying ahead of planned testing points and flights is laudable, but it doesn’t guarantee that the fighter itself is ahead of where it should be on the development curve. Bringing test points forward from future years can keep the numbers even. It won’t solve issues like late software delivery, which is preventing F-35s from fulfilling a number of planned testing points, and makes any combat related testing useless. The F-35s will also need changes in a number of areas, from their horizontal stabilizers to the F-35B’s complex system of lift fans and doors. Those changes will require further testing afterward, adding more test points to the program each time an issue is found. The table below outlines key issues as of 2012, and both of these testing-related datasets are available for download by subscribers:

F-35 JSF family: DOT&E’s key 2012 findings
(click to view full)

F-35 JSF: Programs by Country

Joint Strike Fighter
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The F-35 is a multinational program, and one of its challenges involves keeping all of the program’s partners moving forward. Each partner has its own issues, and increasingly, its own timeline.

Since early-production fighters can add 50-100% to the cost of full-rate production planes, most of these timelines are determined by how cost-sensitive each customer is.

Home Base: The American Program

In many ways, the American F-35 program sets the tone for all others. Countries that want the F-35, like Japan, are already seeing price hikes because of American decisions to slow initial F-35 production. Current per-plane costs are over $120 million, with initial spares and training infrastructure added on top of that. That price is expected to come down, but it requires volume orders. That means someone has to spend the money, and right now, that someone is the USA.

This leaves the United States on the horns of a dilemma.

One nightmare scenario is a fate similar to the high-end F-22A Raptor, which was initially supposed to field 1,000 fighters, but ended up producing just 183 thanks to spiraling development costs, unexpected upgrade costs, and production costs that never benefited from full economies of scale. Cuts led to continued high prices, which led to more cuts. That scenario would spell disaster for other F-35 customers, who would end up paying far more per plane than they had expected. Some would then defect, driving up prices again for the countries who remained.

The other nightmare scenario for the USA involves significant problems discovered in testing, which then require costly and extensive retrofits to the 400+ F-35 fighters that will be produced before the test program ends. This parallel test/production model has been the subject of heavy criticism from the US government’s GAO auditors. It’s a form of “political engineering” designed to make cancellation too expensive for politicians, even if it leads to sharply higher final costs, or hurts the future fleet.

F-35A
(click to view full)

American purchase decisions can be described as a balancing act between these nightmares. If they spend too much money ramping up production, other countries are more likely to buy as prices drop, but the USAF could be on the hook for a huge retrofit bill that it can’t afford. If they throttle their efforts back too far in order to avoid retrofit risk, it makes defections by existing JSF partners more likely, and hurts the fighter’s chances of landing export sales.

Lockheed Martin has tried to thread this needle by getting multiple JSF consortium members to commit to a joint buy, in order to create a big enough pool of secure orders to drive down purchase costs for everyone. So far, they’ve been unable to get the signatures they need.

Excel
download

Meanwhile, past and planned American F-35 budgets for all variants are graphed below, with an Excel download as a bonus. Note that R&D forecasts aren’t yet published as a single figure beyond FY 2013:

USAF: F-35A
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USN: F-35B & F-35C
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Australia (Tier 3)

The legacy roster
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Australia was originally going to replace its long-range F-111 fighter-bomber and F/A-18 AM/BM Hornet fighter fleets with a single fleet of 100 F-35A aircraft. Current plans for the F-35 are less clear. A change of governing parties hasn’t shifted Australia’s long-term commitment to the F-35A yet, but rising costs could do so.

In November 2009, the Government approved funding for Phase 2A/B (Stage 1) to acquire 14 F-35As, at a cost of about A$ 2.75 billion. In October 2010, they formally submitted a Partner Procurement Request (PPR) to the US Government, and expect a FY 2012 order for 2 initial F-35As, for delivery in 2014-15. Those 2 planes will remain in the United States for testing and pilot training. The next 12 planes would have been based in Australia, and their Year of Decision will now be 2014-15, which may also cover the Stage 2 buy of 58 planes (TL: 72). Deliveries of operational fighters aren’t expected until 2017-2019 now, which means that RAAF F-35As won’t be flying in Australia until around 2020. The AIR 6000 Phase 2C decision to add another 24 F-35s or so, and raise Australia’s total buy to 96+, won’t happen until 2018-19 at the earliest.

As of 2014, The Royal Australian Navy will begin receiving Canberra Class LHD ships that could deploy F-35Bs, but at present there are no plans to host fighters on board. If those plans change, the AIR 6000 Phase 2C decision is the likely inflection point.

The inflection point for a single fighter fleet has already passed. In May 2007, delays to the F-35 program pushed the RAAF to buy 24 F/A-18F Block II Super Hornets as an interim capability. Those aircraft have all been delivered now, and 12 of them are set to convert to EA-18G Growler tactical jamming fighters. F-35 delays may push Australia to order more Super Hornets, and the hard reality is that each new Super Hornet bought probably subtracts an F-35A from future orders.

Britain (Tier 1)

RN CVF Concept
(click to view full)

Britain is the only Tier 1 partner outside the USA, and they have invested about $2 billion equivalent in the F-35’s development. They took delivery of their 1st IOT&E training and test aircraft in July 2012.

Britain’s original plan involved buying 138 F-35B STOVL planes for deployment on land and on their new aircraft carriers, but that will now shrink to an undetermined number.

The UK MoD has also switched back and forth between the F-35B and the catapult-launched F-35C. The F-35C’s range and weapon capacity give it significant time-over-target advantages in a Falkland Islands kind of scenario. On the flip side, the F-35B can fly from forward operating bases in situations like Afghanistan, allowing fewer planes to generate more sorties in the same time frame. The determining factor that switched Britain back to the F-35B was the cost of modifying its aircraft carriers.

Canada (Tier 3)

CF-18, 20-year colors
(click to view full)

In July 2010, Canada committed to buy 65 F-35As as its future fighter force, with an envisioned budget up to C$ 9 billion for the fighters, plus C$ 7 billion for 20 years of support. All without a competition. That decision has been beset by controversy ever since, and the Conservative Party government claims that they aren’t committed to buy the F-35A yet. On the other hand, they haven’t made any substantive concessions, or meaningful changes to their plans, aside from promising that if F-35 costs continue to rise, Canada will just buy fewer planes within its budget.

Canada will probably sign a contract by 2015, which would make it too expensive for any successor governments to cancel the program. If the Conservative Party government doesn’t sign a contract before the next election, they had better win again. Otherwise, the conduct of this acquisition program has so antagonized the opposition Liberal and NDP parties that the F-35 buy will be a priority target for cancellation.

In November 2012, the first cracks appeared in the government’s stone wall. The Public Works ministry took over the lead role from DND, and said that the military’s original statement of requirements would be suspended while the government reviewed fighter options. Read full coverage, including industrial participants, over at “Canada Preparing to Replace its CF-18 Hornets.”

Denmark (Tier 3)

Danish F-16 MLU
(click to view full)

Denmark is a consortium member, but they threw their F-16 fighter replacement order open to competition in 2007. The F-35A was competing against Boeing’s F/A-18 Super Hornet and Sweden’s JAS-39E/F Gripen, but an April 2010 decision delayed the competition. The Danes reportedly have about 30 operational F-16s in 2013, with another 15 stored in reserve.

The F-16 replacement process has started again as promised, with EADS’ Eurofighter Typhoon added to the mix of invitees. A decision to buy 24-32 fighters is now expected by June 2015.

Italy (Tier 2)

CVH Cavour
(click to view full)

Italy has made significant investments in JSF development, and the country intends to host a European Final Assembly and Check-Out (FACO) production line in Cameri, near Milan.

The navy’s ITS Cavour aircraft carrier will need at least 22 F-35Bs to replace its AV-8 Harrier fighters, but Europe and Italy’s slow-motion fiscal calamity makes the rest of its buy far less certain. The original plan involved 131 F-35s for the Army and Navy, but a February 2012 decision has scaled plans back to 90 fighters. The Italians are still discussing whether to buy a mix of F-35As and F-35Bs for the air force, but cost pressures are likely to push the Aeronautica Militare toward F-35As.

Given Italy’s rising borrowing costs, and the air force’s modern fleet of 96 Eurofighter Typhoons, further cuts in Aeronautica Militare F-35 purchases would be a reasonable expectation.

The Netherlands (Tier 2)

Dutch F-16s,
Afghanistan
(click to view full)

The F-35 is the Ministerie van Defensie’s choice, but instability in successive Dutch governments has prevented a clear decision. The Netherlands plans to buy up to 85 fighters, and as one of the two JSF Tier 2 partners, they want to place a European maintenance hub in the Netherlands. Industry benefits figure heavily in their decision, and participation in the JSF program was structured as a payback scheme. That has sometimes created a strained relationship between the government and participating firms.

Cost is a serious issue. A September 2009 media report revealed that Saab submitted a bid for 85 ready-to-fly JAS-39NL Gripen fighters, at a reported cost of EUR 4.8 billion. In contrast, a December 2010 report to the Dutch Parliament placed the expected purchase cost of 85 F-35As at EUR 7.6 billion, and the government has said that if costs continue to rise, the only change will be fewer fighters bought.

Costs have risen, even as budgets shrank. A 2012 Rekenkamer report revealed that the MvD was admitting a ceiling of just 56 F-35As, given their EUR 4.05 billion budget. That isn’t enough for their current responsibilities, and their notional EUR 68.6 million/ $89 million per plane figure is significantly less than the Pentagon’s post-2017 average cost projection of $108 million – which allows just 48 Dutch F-35As. Throw in the 21% Dutch Value Added Tax, and the real number could be as low as 33-38 F-35As.

Keeping its F-16s flying until the required 2027 date is expected to cost another EUR 335 million, and must be figured into the total cost, even if it comes from a separate budget item. A slip to 2029, or another fighter option that took that much more time, brings that total added cost to EUR 515 million.

Finally, F-35 maintenance and operating costs are expected to be higher than either the current F-16s (+42% American projection), or the Gripen. That affects the number that can be kept flying under future budgets. The 2012 Rekenkamer report says that estimates for 30 years of F-35A operations & maintenance, exclusive of fuel, have risen from EUR 2.9 billion for 85 planes in 2001, to EUR 14.2 billion. Buying 68 aircraft only drops this estimate to EUR 13.2 billion, and that non-linear drop makes it likely that O&M costs for a fleet of 42-48 F-35As, over 30 years, would be well over EUR 200 million per-plane.

A final decision is scheduled for 2015, but successive coalition governments have been pushing through contracts for initial F-35 test aircraft, as a way of entrenching their country’s commitment. A July 2012 vote left only the center-right VVD and Christian Democrats supporting an F-35 buy, and after the elections, a coalition with the opposition PvdA Labour party changed the process for reaching that 2015 decision. Whether it will change anything else remains to be seen.

Norway (Tier 3)

RNoAF F-16,
off to Libya
(click to view full)

Norway picked the F-35A in November 2008, after a competition that Wikileaks documents suggest was a sham. Parliamentary opposition finally caved in July 2011, and purchases began in 2012. They will buy 46-52 F-35s, with an initial 4 training aircraft slated to begin delivery in 2015. Another 42-48 planned fighters are slated to begin turning into contracts as of 2017, and the program’s official overall cost currently lists as NOK 60 billion/ $FY12 10 billion. Basing will be at Orland AB, with a satellite forward operating base up north at Evenes.

As part of their program, Norway’s Kongsberg is developing a stealthy, sub-sonic Joint Strike Missile (JSM/NSM) that will be able to hit ships or land targets, and can be carried inside the F-35A/C weapons bay. Its positioning as an internally-carried cruise missile will be unique, and Australia has already indicated interest. At present, however, there’s no firm date for integration.

Read “F-35 Lightning II Wins Norway’s (Fake) Competition” for full coverage.

Turkey (Tier 3)

TuAF F-16s
(click to view full)

Turkey had talked about ordering up to 100 F-35A fighters, as the long-term replacement for its 240-plane F-16 fleet. beyond the program’s industrial benefits, they also have a geopolitical rationale. Turkey’s main rival, Greece, has been crippled by its fiscal situation, and is not an F-35 program participant. They’re unlikely to field any fighters with technology beyond their existing F-16s for quite some time, and Turkey wants an edge. The Turks are also beginning to project influence into Central Asia, have neighbors in Syria, Iraq and Iran that bear watching, and are stoking a growing level of friction with Israel, an F-35 customer.

In the near term, a combination of new buys and upgrades will ensure a long life for Turkey’s F-16s. Current plans still involve 100 F-35s, and 2012 saw the first contract – but by January 2013, Turkey was postponing its purchase of 2 training and test aircraft. The overall program is expected to cost around $16 billion.

Israel (Security Cooperation Partner)

Israeli F-16C
(click to view full)

With 326 F-16s in the IAF (224 F-16A-D, 102 F-16i), Israel is the largest F-16 operator outside of the United States. Their commitment to regional superiority made them the first country outside the USA to commit to a production F-35 buy in October 2010, with a contract for 20 “F-35is” and options to raise that number to 75 planes. The F-22 Raptor had been their preferred choice, but America refused to export it.

The Israelis got some concessions from Lockheed Martin and the US government, including the ability to insert their own ECM(Electronic Counter Measures) defensive equipment. Their F-35i will also carry compatible communications equipment and some avionics, and the Israelis are expected to push for early integration of their own weapons, like RAFAEL’s Python 5 short-range air-to-air missile and Spice GPS/IIR guided smart bomb. F-35i system development contracts began in August 2012.

Read “Israeli Plans to Buy F-35s Moving Forward” for full coverage.

Singapore (Security Cooperation Partner)

RSAF F-16D
(click to view full)

Singapore expects to replace its 74-plane F-16 fleet with F-35s, but they have a lot of timing flexibility. A program of significant fleet upgrades to F-16V status is expected to begin within the next year, giving them a plane that’s more advanced than USAF F-16s. Their new fleet of 20 high-end F-15SGs are already more advanced than the USAF’s Strike Eagles, and their combined fleet size and quality is expected to keep them comfortably ahead of their neighbors for a while.

In the nearer term, their fleet of about 34 upgraded F-5S/T fighters will need replacement. Singapore is reported to be about to announce an order for 12 F-35Bs, as part of a larger export approval request that could go as high as 75 planes. Their alternative would be to order more F-15SGs as F-5 replacements, and wait until it was time to begin replacing their F-16s. An order of 12 Strike Eagles would cost less, and would offer a much wider array of capabilities until about 2025 or later. F-35Bs would offer more risk, and would enter service much later, in exchange for stealth and the ability to take off and land from damaged runways.

Exports: Beyond the Program Team

 

Japan

F-4EJ “Kai(zen)”
(click to view full)

The F-22 Raptor had been Japan’s preferred choice, but America refused to export it. In December 2011, therefore, Japan picked the F-35A over Boeing’s F/A-18E Super Hornet International, and the Eurofighter Typhoon. The F-35A was said to have the best capabilities, based only on mathematical analysis of the paper submissions Japan received. It eked out a narrow “Gilligan win” on overall cost by offering dorsal aerial refueling and finishing 2nd in both sub-categories, and was even with the others in terms of maintenance contracts offered. The only major category it lost was domestic industrial participation, but the winning Eurofighter bid had cost issues with that aspect of its submission.

The JASDF has an approved Foreign Military Sale request for 42 F-35As, and has committed to 4 so far. This set of 42 F-35As will replace its fleet of 91 upgraded F-4 “Phantom Kai” fighters. Eventually, Japan will also need to replace about 213 F-15J Eagle air superiority fighters with at least 100 new planes, but the F-35 will have to compete for that.

Past fighter orders from Japan have involved extensive license production. So far, reports and documents indicate that Mitsubishi Heavy Industries Ltd. will be involved in work on F-35 aircraft bodies, Mitsubishi Electric Corp. on mission-related avionics, and IHI Corp. on F135 engines.

Read “Japan’s Next Fighters: F-35 Wins The F-X Competition” for full coverage.

Future Sales Opportunities

F-15 Silent Eagles
Boeing concept
(click to view full)

Lockheed Martin continues to promote the F-35 in the international market, but its priority is securing production orders from the countries that are already part of the JSF consortium.

South Korea’s F-X-III fighter competition is probably the F-35’s biggest near-term export opportunity. The F-35 is competing against Boeing’s stealth-enhanced F-15SE Silent Eagle and the Eurofighter Typhoon for that 60-plane order.

A number of Middle Eastern countries are shopping for fighter jets, including the UAE, Oman, and Qatar. Kuwait is expected to join them soon. So far, the F-35 hasn’t featured prominently in reporting about these competitions. It isn’t a contender in Oman, and the UAE’s focus appears to be fixed on either France’s Rafale or the Eurofighter Typhoon.

In Europe, Belgium and Portugal will need to replace their F-16s pretty soon, but political and fiscal woes make such buys unlikely. Eastern European countries either have medium-to-long term commitments in place, or are too small and poor to be likely F-35 customers. Lockheed Martin’s brightest hope beyond its existing consortium partners is probably Spain. Like Italy, Spain will eventually need to either buy the F-35B as its only real option to replace the AV-8 Matadors (Harriers) on the Juan Carlos I, or downgrade the ship to a helicopter and UAV carrier. Europe’s slow-motion collapse has pushed its fiscal difficulties close to their limit, however, and there are no Spanish plans at present for an F-35 buy.

The F-35 has been promoted to India, especially as a naval fighter option for its new carriers. It was not a contender for India’s M-MRCA buy, however, and prospects for a future sale seem dim due to competition from a range of existing naval (MiG-29K, Tejas naval) and air force (SU-30MKI, SU-50i FGFA) program commitments.

F-35 Contracts & Decisions

LRIP = Low Rate Initial Production. Unless otherwise noted, US Naval Air Systems Command (NAVAIR) in Patuxent River, MD manages these contracts.

FY 2013 – 2017

F-35A & F-22A,
Eglin AFB
(click to view full)

 

December 4/17: Contracts-Sustainment The DoD announced Friday the $353.2 million award to United Technologies Corp (UTC) subsidiary, Pratt and Whitney Military Engines, for performance based logistics and sustainment support of the F-135 propulsion system for the F-35 Joint Strike Fighter. US Navy, Air Force, Marine Corps, non-US Department of Defense (DoD) participants and Foreign Military Sales (FMS) customers are covered in the deal. Under the terms of the deal, P&W will provide maintenance of support equipment, common program activities, unique and common base recurring sustainment, repair of repairable, field service representatives, common replenishment spares, conventional take-off and landing/carrier variant F-135 unique maintenance services, and short take-off and landing F-135 unique services. Work will primarily take place at East Hartford, Connecticut (73 percent); but also Oklahoma City, Oklahoma (18 percent); Camari, Italy (3 percent); Eglin Air Force Base, Florida (2 percent); Edwards Air Force Base, California (1 percent); Hill Air Force Base, Utah (1 percent); Luke Air Force Base, Arizona (1 percent); and Beaufort Marine Corps Air Station, South Carolina (1 percent). Work will be completed by November 2018.

November 30/17: Contracts-Software Lockheed Martin has landed a $37.7 million modification to a previously awarded contract worth $10.7 billion, to exercise an option for software conversions for structure and systems datasets in support of Lot 10 production for the F-35 Joint Strike Fighter. Work will take place at Lockheed’s Fort Worth, Texas, facility and at Samlebury, England, where program partner BAE Systems operate a 180 acre facility at the disused Samlebury Aerodrome. Contract completion is scheduled for June 2020. The Naval Air Systems Command, Patuxent River, Maryland, is the contracting activity.

November 13/17: Testing BAE Systems announced the successful conclusion of durability testing of its F-35A airframe. The completion is the culmination of the F-35A’s third life testing at BAE Systems’ testing facility in East Yorkshire in England, which is equivalent to 24,000 hours of “flying,” and easily exceeds the F-35 programme requirement of a service life of 8,000 flight hours. The F-35B and F-35C durability test airframes already have completed 16,000 hour second life testing, with additional tests being conducted to maximize the life of the aircraft. Known officially as AJ-1, the F-35A airframe is designed to operate from conventional runways and is the only F-35 variant to carry an internal cannon.

November 13/17: Contracts The US Navy released Thursday a $34.6 million award to Lockheed Martin for integration work with the F-35 Joint Strike Fighter and small-diameter bomb (SDB) II. Under the terms of the deal, Lockheed will carry out weapons capabilities technology maturation and risk reduction pre-engineering, manufacturing and development activities for dual-capability F-35 Lightning II joint strike fighter aircraft and small-diameter bomb 2 (SDB-II) in support of the Marine Corps and Air Force. Work will take place at Fort Worth, Texas, with a scheduled completion time of July 2018.

November 10/17: Potential Sale Lockheed Martin is confident that the F-35 Joint Strike Fighter will be selected as Germany’s Tornado fighter replacement, after Berlin confirmed that the next-generation fighter is the Air Force’s “preferred” choice. Germany is looking to replace its 85 Tornado jets between 2025 and 2030, and requests have been sent for information about the F-35, as well as three other jets: Boeing’s F-15 and F/A-18E/F fighters, as well as the Eurofighter consortium’s Typhoon. The F-35 has already been selected by several of Germany’s regional allies, including Norway, the Netherlands, the UK, Italy, Turkey and Denmark, and some have already started to receive deliveries. Belgium is expected to make a decision next year.

November 06/17: US Naval Air Systems Command has awarded United Technologies Corp., Pratt & Whitney Military Engines, a $19 million contract in support of F-35 Joint Strike Fighter parts production. The award is a modification to a previously awarded cost-plus-incentive-fee and fixed-price-incentive-firm-target contract signed in April 2015 for an estimated $2.24 billion for a over a four year period, and calls for the procurement of extra-long-lead items in support of the low-rate initial production Lot XII F-35 JSF aircraft. Items to be produced include hardware and aids for both the conventional takeoff and landing systems for USAF, Navy, as well as non-DoD partners and foreign military customers. It also covers short takeoff and vertical landing propulsion systems for the US Marine Corps version of the aircraft. Work will take place mainly at East Hartford, Ct., where United Technologies Corp., Pratt & Whitney Military Engines is located, as well as other locations across the country and overseas. Contract completion is scheduled for November 2019.

October 31/17: A spare parts shortage has stricken the F-35 Joint Strike Fighter program and is severely limiting operational capabilities. A US Government Accountability Office (GAO) report released Thursday found that “from January through August 7, 2017, F-35 aircraft were unable to fly about 22 percent of the time due to parts shortages,” and the shortage is likely to plague the program for several years to come. Reasons for the delay include “incomplete plans and funding that did not account for the long lead time parts,” while other instances blamed delays in the establishment of repair capabilities. Lead contractor Lockheed Martin said that it is now looking into finding disciplined ways it can reduce the overall operations and sustainment costs of the F-35 and is working with program partners to build a more cost effective supply chain. The Pentagon currently sustains 250 F-35s, and plans to triple its fleet by the end of 2021 and field 3,200 aircraft globally over the programme’s lifecycle.

June 30/17: The US Navy has awarded Lockheed Martin a $257.8 million contract modification in support of low-rate production and acquisition of equipment for the F-35 Joint Strike Fighter. Procurement includes 129 alternate mission equipment sets, 468 sets of pilot flight equipment, and 94 sets of red gear engine inlet plugs for the Air Force, Navy, USMC, and allied foreign participants in support of F-35 production. Work will be conducted in Inglewood, Calif., White Plains, NY, and other locations across the United States and has an estimated completion date of June 2020.

June 27/17: An investigation into the why F-35A flights from Luke AFB were suspended last month now believes that pilots were suffering due to a metering problem in the aircraft’s oxygen system that occurs above 25,000 feet. Chief of Staff Gen. David Goldfein disclosed that the five individuals were flying above 25,000 feet during when the incidents occurred, resulting in flights being suspended from the base for 11 days. USMC-operated F-35B aircraft based at Air Station Yuma in Arizona, were also suspended for a day last week because of “anomalies” in the autonomic logistics information system (ALIS) software upgrade.

June 22/17: The USAF awarded Lockheed Martin a $104 million contract to develop, produce and field a threat simulator to train combat aircrews to recognize and deal with rapidly evolving threats, such as surface-to-air missiles. The deal will see the firm undertake the development and test of a single Advanced Radar Threat System Variant 2 (ARTS-V2) production representative system, with follow on options for a further 20 systems. Lockheed added that future sales could come from countries that plan to operate the stealthy F-35 fighter jet in coming years.

June 21/17: F-35A flights out of Luke AFB will commence on Wednesday, 11 days after they had been originally canceled due to five incidents in which pilots experienced symptoms similar to hypoxia, or oxygen deprivation. While the root cause of the incidents has yet to be identified, several possible causes of concern have been ruled out. Pilots will also adhere to a temporary application of five criteria during their flights while data is gathered on the ground. They are: Avoid the altitudes in which all five physiological events occurred; Modify ground procedures to mitigate physiological risks to pilots; Expand physiological training to increase understanding between pilot and medical communities; Increase minimum levels for backup oxygen systems for each flight; and offer pilots the option of wearing sensors during flight to collect airborne human performance data.

June 19/17: Ahead of its debut at this week’s Paris air show, Lockheed Martin are close to finishing the latest round of negotiations for the manufacture of F-35 Joint Strike Fighter aircraft. As many as 440 jets are being negotiated under the deal and are being spread out over three tranches in a multi-year deal estimated to reach at least $37 billion. As many as 11 customer nations will receive fighters as part of the deal, including Australia, Denmark, Israel, Italy, Japan, the Netherlands, Norway, Turkey, South Korea, Britain and the United States. The price of the F-35’s A variant is then expected to drop to $80 million by the end of 2020.

June 12/17: Flights of F-35As out of Luke AFB have been suspended after pilots reported a series of physiological incidents while flying. Five such incidents have been reported at the Arizona base since May 1 and are currently being investigated by USAF authorities. Each time the aircraft’s backup oxygen system operated as designed and the pilots were able to land safely. While operations at five other US bases with F-35 jets will continue as normal, the 56th Fighter Wing will spend time educating local and foreign pilots on hypoxia symptoms. Each incident and its remedial actions taken will be shared with the air crews.

June 8/17: Elbit Systems of America has been sub-contracted by Lockheed Martin to develop a cockpit display replacement unit for the F-35 Joint Strike Fighter under a program, called Technology Refresh 3, Panoramic Cockpit Display Unit. While the cost of the contract was not given, a company statement said that the value of the award was not in a material amount. Details on contract length were also omitted. Elbit already provides power amplifiers, structures and sustainment work for the F-35 and, together with Rockwell Collins, it also provides the F-35 Helmet Mounted Display System, through their joint venture Rockwell Collins ESA Vision Systems.

May 24/17: Lockheed Martin has won a $137.8 million contract modification for cost-reduction programs for the initial low-rate production of the F-35 Joint Strike Fighter. Fiscal 2016 aircraft procurement funds from the Air Force, Navy, and Marine Corps of $137.8 million will be allocated to the program, none of which will expire at the end of the fiscal year. Eighty percent of the modification will go to the Air Force, with the rest split between the Navy and Marine Corps. Scheduled to be completed by December 2020, work will take place at Waco, Texas, El Segundo, Calif. and Warton, England, with other work being completed across the United States.

May 19/17: The F-35B Joint Strike Fighter has successfully completed airborne gunfire testing by the US Marine Corps Air Test and Evaluation Squadrons ‘Integrated Test Force’. The GAU-22/A is a four-barrel gun designed for the F-35 and has a rate of fire of 3,300 rounds per minute and an improved accuracy of 1.4 milliradians as compared to the GAU-12. On CTOL version of the aircraft, the gun is carried internally, while on STOVL and CV variants, it comes as an external podded gun.

May 18/17: The USAF has lifted its two-year ban on lightweight pilots flying the F-35, after concerns that an ejection could cause a severe neck injury. The approval means the Martin-Baker Mk16 ejection seat meets the original service specification for the F-35A, which requires the manufacturer to accommodate all pilots weighing over 46.7kg. To solve the problem, changes were made to the helmet, the ejection seat and the ejection sequence. The Vision Systems International helmet saw a weight reduction, while the ejector seat had a head support installed onto the rear risers of the seat as a cushion as well as a switch that modifies the ejection sequence in the event the pilot needs to exit the cockpit in flight. The modifications will now be retrofitted on 100 F-35As already delivered to the USAF and enter Lockheed’s production system.

May 10/17: USAF F-35As, sent to Europe to participate in a series of training exercises, have completed their deployment . While based at Royal Air Force Lakenheath, UK, eight aircraft from the 34th Fighter Squadron flew 76 sorties and tallied more than 154 flying hours alongside F-15s from the 48th Fighter Wing. The fighters also experienced forward deployment to Estonia and Bulgaria in order to maximize training opportunities, build partnerships with allied air forces and familiarize Airmen with Europe’s broad and diverse operating conditions. It has also been reported that the F-35A will take part in the Paris Air Show after it was earlier said to have not been invited.

May 8/17: The first F-35 to be produced outside of the US has rolled off the assembly line at a Final Assembly and Checkout (FACO) facility in Cameri, Italy. Owned by the Italian Defense Ministry and operated by the Italian defense giant Leonardo in conjunction with the fighter’s lead contractor, Lockheed Martin, the FACO will churn out 30 F-25B and 90 F-35A type fighters for the Italian armed forces, as well as 29 F-35As for the Royal Netherlands Air Force. The facility will also produce 835 full wing sets that will be distributed across all participants in the program, along with other parts and maintenance equipment.

May 2/17: The US DoD has awarded Lockheed Martin a $1.377 billion contract for the low-rate initial production of 130 Lot 12 F-35 Joint Strike Fighters, including the provision of parts, maintenance, and other services for the program. In addition the Lot 12 F-35 production for the USAF, Navy, USMC and other non-Department of Defense and foreign customers, the contract provides for initial production of 110 Lot 13 and Lot 14 F-35 Lighting II fighter planes for non-U.S. Department of Defense participants and foreign sales customers. The proportion of funding to the various branches is: $315.5 million for the USAF; $128 million for the USMC; and $43.5 million for the Navy. The final quarter of the contract, approximately $364.6 million, will be directed toward military sales customers. Contracted work is expected to be completed by December 2018.

April 26/17: Two US F-35As have landed in Estonia for the first time, in what is being described as a show of NATO solidarity and reinforcement of US commitments to protecting NATO members along Russia’s borders. The visit of the Joint Strike Fighters, which flew from UK and spent several hours in Estonia, is part of broader US jet pilot training program across Europe as the NATO alliance seeks to deter Moscow from any possible incursion in the Baltics. Training with the fifth-generation fighters is expected to last several weeks and the F-35 pilots will undergo exercises with other NATO aircraft as well as showcase the fighter’s capabilities to allies that are also acquiring F-35 fleets.

April 19/17: Norway has begun testing the brake parachute it will deploy on their fleet of F-35As. The testing will assess how the fighter handles with the parachute fitted, as well as braking on both dry and wet runways. Follow up testing will continue in Alaska in 2018, where testing will look to evaluate the parachute’s performance on icy runways. Sharing the cost with fellow F-35 program partner the Netherlands, modifications to the Norwegian F-35 fleet include strengthening the fuselage and adapting the aircraft to house the parachute between the two tailfins. The modifications have been included to make the fighter more prepared for the more adverse weather conditions found in Scandinavia such as low temperatures, strong winds, poor visibility and slippery runways. Oslo is scheduled to receive its first F-35s this November.

April 16/17: This weekend has seen a number of F-35A Joint Strike Fighters make their way to Europe to participate in a training deployment that will last several weeks. The jets and airmen will conduct training with other US and NATO aircraft based in Europe as part of the European Reassurance Initiative—started in 2014 by the Pentagon to increase US presence in Europe for security purposes. Officials say the deployment marks an important milestone for the F-35 program as it allows both the USAF to further demonstrate the capabilities of the fighter, as well as assisting in refining the requirements for basing the F-35A in Europe, scheduled to commence in the early 2020s.

April 12/17: Lockheed Martin has won a $372 million contract modification in order to address several issues with the F-35 Joint Strike Fighter. The US Navy contract did not specify any particular work that needed to be undertaken under the agreement, however it facilitates deficiency corrections for US operators as well as the country’s foreign military customers. Work will be carried out in Texas, California, New Hampshire, Japan and Britain, and is expected to be complete by March 2020.

April 11/17: Negotiations on the next batch of F-35 Joint Strike Fighters could see savings of at least 5% as the unit cost per fighter looks to dip below $80 million. Current talks between the Pentagon and lead contractor Lockheed Martin are said to be for a batch of about 130 planes, 100 of which are likely to be the A-model configuration. It is on these 100 aircraft that between 5-7 percent, or $660 million, could be shaved off the total price in potential savings. This follows comments made by the program’s head Lieutenant General Chris Bogdan last month who said that the government hoped that by 2020 the F-35 would cost less than $80 million, a 16 percent drop from its current price.

April 5/17: Testing of the F-35’s Martin-Baker US16E (MKk16) ejection seat has been completed. The last test involved electromagnetic environmental effects (EEE) testing which saw the seat’s electronic controls were hit with electricity to test their functionality. The data from the EEE, helmet and dummy testing on the ejection seat will help the USAF decide whether to remove restrictions on pilots weighing less than 62kg (136lb). Lt Gen Chris Bogdan, head of the F-35 program, said that the “weight restriction could be removed anywhere from April and beyond,” and that the USAF will “start modifying airplanes in April to the new seat configurations with the new helmets, so as soon as the USAF gives it the OK, that’s up to them.”

March 29/17: Navy Rear. Adm. Mat Winter is to take charge of the F-35 program office upon the retirement of program head Air Force Lt. Gen. Christopher Bogdan this summer. Winter, who is currently the F-35 deputy program executive officer, will assume the rank of vice admiral prior to assuming the role. Prior to joining the F-35 program in 2016, Winter acted as chief of Naval Research, working as program executive officer for Unmanned Aviation and Strike Weapons, and oversaw the development of the X-47, a stealthy unmanned aircraft that could autonomously launch from a carrier. He was also responsible for the Unmanned Carrier-Launched Airborne Surveillance and Strike (UCLASS) program before it was cancelled and transferred into a requirement for an unmanned tanking capability.

March 13/17: Lockheed Martin has won a $64 million contract to perform work on the integrated core processor used by the F-35 Joint Strike Fighter. The DoD order includes services for the USAF, US Navy, USMC and international partners and the work aims to alleviate diminishing manufacturing source constraints projected under F-35 production Lot 15 by March 2019. Developed during the early stages of the F-35’s development, the integrated core processor is referred to as the “brain” of the next-gen fighter.

March 7/17: Rheinmetall has been contracted by the USAF to supply several ten thousand round lots of their new 25mm x 137 Frangible Armour Piercing (FAP) round for the F-35 Joint Strike Fighter. Valued at $6.5 million, the contract will see the company manufacture the rounds in four lots at Rheinmetall Switzerland and delivery will commence in December, 2017. Rheinmetall is marketing the ammunition as only not just for air-to-air superiority fights, but capable of destroying Infantry Fighting Vehicles (IFVs) at extreme slant ranges as well.

March 2/17: Lockheed Martin has been awarded a $1 billion contract from the Pentagon to provide various support services for the F-35 aircraft. The deal covers ground maintenance, action request resolution, depot activation, supply chain management and other activities for F-35s operated by the USAF, Navy, USMC, and other foreign military sales (FMS) customers. Work will be carried out at the company’s plants in Forth Worth, Texas; Orlando, Florida; and other various locations, with a completion date set for December 2017. Lockheed also won a $427 million contract to continue production of the Hellfire II missile for the US Army. Work on the contract will continue until September 2020.

February 20/17: The US Navy is to test a potential fix for an issue regarding the F-35C’s nose wheel in order to see if the jet still suffers from excessive vertical oscillations during a catapult launch. Testing will begin tomorrow, Tuesday February 21, at the service’s land-base test facility at Joint Base McGuire-Dix-Lakehurst. However, if the early fixes don’t work, the Navy will be required to do more extensive fixes to the nose gear and the helmet display, or even redesign the entire nose gear for the F-35C (which could take years and further delay the program).

February 15/17: An Israeli Defense Ministry report has revealed that Israeli manufacturers have earned about $1.03 billion since 2010 from projects related to Lockheed Martin’s F-35 Joint Strike Fighter program. Last year saw a total of $258 million in contracts, mostly for fighter helmets, representing a 33% increase in procurement over previous years. Big winners in 2016 were Elbit Systems and its US partner Rockwell Collins, which are jointly manufacturing the state-of-the-art helmet for the F-35.

February 14/17: South Korean military officials have said the latest missile tested by North Korea was a new type of solid-fuel intermediate-range missile, the Pukguksong-2, using submarine-launched ballistic missile technology, not the older Musudan-class earlier reported. Pyongyang utilized a “cold eject” launch system, where the missile is initially propelled by compressed gas before its rocket engine ignites. In response, The US, Japan and South Korea requested urgent UN Security Council consultations on the test, with potential for further sanctions to be discussed. China said that they opposed North Korean missile tests that run contrary to UN resolutions, however they rejected suggestions from Washington and others that they could be doing more to rein in its neighbor.

February 6/17: The US Navy has successfully tested the Spike missile launcher, destroying a UAV target. Not to be confused with the Rafael version, the project aims at providing the sailing branch with an increased capability to defeat the growing threat of UAVs. The Spike launcher is first queued to the target via radar so that the operator can acquire the UAV and engage it. Another modification to the system involves the addition of a proximity fuze to the body, provided by the Army.

February 3/17: Negotiations between the Japanese government, Pentagon, and Lockheed Martin have secured a $100 million reduction in Tokyo’s bill for its participation in the F-35 JSF program. While the news comes shortly after Lockheed Martin slashed $600 million from the next round of F-35 production, defense analysts have downplayed the news of those cuts, saying the discount hailed by Trump was in line with what had been flagged by Lockheed for months and would apply to other countries committed to the program. According to Reuters, four sources confirmed that Japan had further trimmed the price for its latest order, largely on ground support costs such as parts, logistics and technical assistance.

February 1/17: While no contract details have been announced, US President Donald Trump has claimed that the Lot 10 production for 90 F-35s will be $600 million cheaper, thanks to his pressure. The comments come after weeks of hand wrangling with lead contractor Lockheed Martin over pricing. Trump had criticized the fifth-gen fighter during his election campaign, but during his recent comments called the F-35 a “great plane” that’s “now in good shape.” Despite the detente, Trump added that Boeing will still be asked to compete for orders against the F-35 saying “they [Boeing] will be competing during the process for the rest of the planes because there are thousands of more airplanes coming.”

January 26/17: Lockheed Martin has announced that it is close to signing a deal with the F-35 Joint Program Office on the next batch of the Joint Strike Fighter. The announcement was made by CEO Marilyn Hewson to investors on Tuesday, where the company also disclosed that it beat revenue estimates for fourth-quarter 2016/17. Hewson added that the defense giant plans to “drive affordability” in 2017, a reference to ongoing discussions between President Trump and the defense industry to get a “better deal” on government contracts.

January 20/17: Speaking of costs, the price of the F-35 looks set to take a tumble, as the US DoD and Lockheed Martin come close to an agreement on a new contract for the Joint Strike Fighter. While talks on the warplane’s tenth batch are still ongoing, sources close to discussions say the fighter will drop below its current $100 million per-plane price tag for the first time. Believed to be in the range of $9 billion, an official announcement on the 90-plane deal is expected to come at the end of the month.

January 19/17: A 62-page report by the Pentagon’s chief weapons tester has released sort of good news in relation to the F-35: that there has been progress toward fixing a safety issue with the aircraft’s ejection seat. The Martin-Baker manufactured US16E seat and escape system was found to pose a significant risk of neck damage or death during ejection of pilots in the lowest weight range, resulting in pilots weighing under 136 lb being barred from flying the aircraft. But a three-part solution posed by the company to protect a lightweight pilot’s head and neck during ejection is currently being tested with light-weight pilots. This includes a lighter helmet to ease strain on the neck during the first phase of an ejection, a lightweight switch on the seat to delay deployment of the main parachute, and a fabric panel sewn between the parachute risers that will protect the pilot’s head from moving backward during the parachute opening, called a “head support panel” or HSP.

January 17/17: Costs associated with the F-35 Joint Strike Fighter program could drop, according to Lockheed Martin’s CEO Marillyn Hewson. Hewson met with US President-elect Donald Trump for a second meeting last week, later telling reporters that her company is “close to a deal” to bring down the cost of the F-35 program. In addition to the fighter’s costs, Hewson committed the firm to increasing jobs at their Fort Worth, Texas, facility by 1,800.

January 9/17: Air Force Secretary Deborah Lee James has dismissed an idea posed by the upcoming Trump administration to supplant the F-35 Joint Strike Fighter with greater procurements of the F/A-18 Super Hornet. President-elect Donald Trump called the two fighters “comparable” in a tweet following a pow wow with Lockheed Martin and Boeing in December as part of an early effort to get a better deal for government defense spending. However James called the jets not interchangeable and that both fighters had been developed to fulfil different requirements. She added that any attempt by the Trump team to implement such a plan would be met with resistance from the Air Force.

January 3/17: Lockheed Martin has been contracted $450 million to perform additional Lot 10 F-35 Lightning II Air System integration work for South Korea. The deal will include non-recurring engineering work. Seoul plans to procure 40 of the next-generation aircraft, and expects deliveries to begin in 2018 and conclude in 2021.

December 21/16: The Pentagon’s man in charge of the F-35 Joint Strike Fighter program has responded to recent criticisms from Donald Trump. Air Force Lieutenant General Chris Bogdan stated on Monday that if he had an opportunity to speak with the Trump transition team, he would tell them that the program is now under control after years of delays. Bogdan also added that he understood the incoming administration’s desire to get better value for money saying “I applaud the new administration for that, because that is what we should all be striving for.”

December 15/16: Communication data links on all three variants of the F-35 Joint Strike Fighter have been tested by the USAF. The pilots focused on the Multifunction Advanced Data Link (MADL), a direct communications link that allows operators to transmit secure tactical information, and is beneficial for interoperability between the F-35 and the 4th generation planes it is meant to replace, such as F-16s and F/A-18s. MADL also allows for F-35s to share information on air and ground threats in order to more effectively target and engage them.

December 14/16: Israel has received their first two F-35 Joint Strike Fighters, making them the only Middle Eastern country to own a fifth-generation fighter. Greeting the arrival were Prime Minister Benjamin Netanyahu, the President of Israel Reuven (Ruvi) Rivlin, the Israeli Defense Minister Avigdor Lieberman and US Defense Secretary Ash Carter, currently on his last world tour as part of the Obama Administration. The USAF provided a KC-135 tanker to refuel the new planes.

December 13/16: Lockheed Martin is the latest defense firm to receive criticism from Donald Trump, after the US President-elect lashed out at the costs of the F-35 Joint Strike Fighter program. Taking to his usual medium to the masses, Twitter, Trump stated “the F-35 program and cost is out of control,” and “Billions of dollars can and will be saved on military (and other) purchases after January 20th.” Shares at Lockheed dropped 4 percent after Trump’s tweet, while shares of several other defense contractors also weakened. Trump also suggested that he was considering imposing a lifetime ban on US military procurement officials going to work for defense contractors, a move that could dramatically reshape the defense industry.

December 7/16: The Pentagon’s chief arms buyer, Frank Kendell, is hopeful that a three-year block buy of the F-35 Joint Strike Fighter will go ahead. Covering some 400 F-35 units for both the US military branches and partner nations, the agreement is expected to generate large savings through bigger economies of scale between the fiscal years 2018 through 2020. Negotiations with lead contractor Lockheed Martin, however, have been slow as seen in the year-long negotiations of the fighter’s ninth batch, while the government’s chief weapons tester, Michael Gilmore, has long argued about the need to test the planes before buying and building larger quantities.

November 29/16: 17 more F-35As will be making their way to Israel, bringing the total ordered by the government to 50. Speaking on the new order, Prime Minister Benjamin Netanyahu said that the decision by the cabinet on November 27 was unanimous. The additional fighter order comes just two weeks before the first two F-35As destined for Israel fly from the US.

November 23/16: The F-35B has reached another program milestone following the completion of weapons load testing during trials on board the USS America assault ship. During the trials, pilots intentionally conducted flight tests under unfavorable conditions to gauge the fighter’s limitations; international partners also participated. The tests were part of F-35 program lead contractor Lockheed Martin’s third developmental test phase for the fighter, which aimed to assess the aircraft’s combat capabilities in a maritime environment. In comparison to its A counterpart, the F-35B is designed to include a short takeoff and vertical landing capability to allow for operation on naval vessels.

Repairs on the last of 13 F-35A fighters affected by faulty insulation issues have been completed. In September, 57 aircraft suffered the coolant line glitch, 15 of which were already fielded, while the others were still in production. Both the company and the USAF maintain that the faulty parts were the result of a supply chain issue rather than a design flaw.

November 18/16: The Turkish Defence Minister Fikri Isik stated that the first two of a batch of 24 more Lockheed Martin F-35 aircraft will be delivered in 2018. 24 of the Joint Strike Fighter will be ordered over the next three years, of which six, including the two expected in 2018, had already been ordered. Ankara has committed to procuring a total of 115 F-35s.

November 17/16: F/A-18 Hornet fighters operated by the Spanish Air Force will be replaced by a “system of systems” by 2030 external link. Known as the Future Combat Air System (FCAS), the prgram will see about 50 legacy Tranche 2 and Tranche 3 Eurofighter Typhoons upgraded to network with a fifth-generation aircraft; a new fifth-generation aircraft (type and numbers to be decided); and an unmanned combat aerial vehicle (type and numbers to be decided). While the fifth-generation aircraft will likely be the F-35, Spanish Navy plans to retire their AV-8B Harrier II will result in a joint procurement between the two branches.

November 14/16: Talks are being carried out between Lockheed Martin and President-elect Donald Trump’s transition team over a number of programs including the F-35 Joint Strike Fighter. Trump had made disparaging comments about the F-35 last year on a conservative talk show, calling into question the fighter’s cost-benefit when compared to the capabilities of existing aircraft. Speaking on the talks, LM’s executive vice president for aeronautics Orlando Carvalho said, “We believe that in working with his transition team all the right information will get communicated and they’ll make the right decisions.”

November 10/16: A fire that erupted in the weapons bay of a USMC F-35B in late October is being investigated. The Naval Safety Center revealed that two systems were at fault, the Honeywell-made integrated power package (IPP) and a hydraulics system. Sensors onboard the aircraft detected the fire and failures of the IPP and a hydraulics system while the aircraft was flying in the airport’s landing pattern. While the fire is being classed as a Class A mishap, an IPP fire in 2011 on board an F-35A grounded the F-35 test fleet.

November 9/16: Britain has been selected as a global repair hub providing maintenance, repair, overhaul and upgrade services for F-35 fighter avionic and aircraft components. The move is expected to generate hundreds of millions of pounds for the UK defense industry with the potential to unlock more than 2 billion pounds of future F-35 support revenue over the lifetime of the program. Centered in Wales, the work will be conducted by a partnership enterprise between Defence Electronics & Components Agency (DECA), BAE Systems and Northrop Grumman, supported by key F-35 Original Equipment Manufacturers.

November 4/16: 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.

November 3/16: 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.

November 2/16: 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.

October 31/16: US officials close to Turkey’s F-35 fighter procurement claim Ankara is considering a second batch of fighters, possibly as many as 24 aircraft. Turkey’s Undersecretariat for Defense Industries said they expected the new orders to be delivered in 2021 and 2022 and aims to eventually purchase a total of 100. A Lockheed representative said the company is “honored” by Turkey’s continued commitment to the F-35 program which was further demonstrated by the decision by the DIEC on Friday.

October 28/16: 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.

October 27/16: 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.

October 21/16: 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.

October 19/16: Contracts have been awarded to Lockheed Martin for the provision of the ninth batch F-35 Joint Strike Fighter totalling $743 million. The DoD allocation comes as negotiations for Lots 9 & 10 continue. One contract sets not-to-exceed prices for up to $385 million on a range of services for the US military’s F-35 customers, including redesign and development of components with diminishing manufacturing and material services while another $333 million is being allotted to set not-to-exceed prices for one F-35A and one F-35B on behalf of a non-US participant in the program. Another $25.4 million of the award comes from the Foreign Military Sales (FMS) programme to pay for “country unique requirements.”

October 17/16: A recommendation has been made by Australia’s Senate committee on Foreign Affairs, Defense and Trade that its defense department implement a “hedging strategy” against any delay with the F-35 Joint Strike Fighter program by 2019. While the committee stated that it had received evidence criticizing the F-35 and calls for participation to be scrapped, its members judged the F-35 as “the only aircraft able to meet Australia’s strategic needs for the foreseeable future.” The Australian Strategic Policy Institute told the committee the most sensible hedge would be procuring additional F/A-18F Super Hornets.

October 13/16: Twelve additional F-35A fighters have been requested by the Norwegian government. The proposal, if approved, would raise the total number of authorized F-35A purchases to 40 aircraft allowing Norway to participate in a proposed “block buy” for the F-35’s US and international partners. Unlike a multi-year procurement, a block buy does not lock the US or international partners into firm orders, but it gives Lockheed’s supply chain a long-term view of likely demand.

October 5/16: Singapore remains interested in purchasing the F-35, however it won’t be until a 2030s timeframe. While the country has long been linked to the F-35 program, Defense Minister Ng Eng Hen said his country’s crop of F-15s and F-16s will “last us well into the next one or two decades.” This is backed up by last December’s $914 million award to Lockheed Martin to upgrade Singapore’s 60 plane F-16 fleet, with work occurring through 2023.

September 28/16: The F-35 could be getting new engines by the mid-2020s, with the potential for either an upgraded version of the Pratt & Whitney F135 design currently in use or a new engine from a competitor. Lt. Gen. Chris Bogdan, head of the Joint Program Office, made the announcement at last week’s Air Force Association conference. The USAF is currently in the early stages of funding their Adaptive Engine Transition Program (AETP) competition, with both P&W and General Electric Aviation securing contracts worth $1.01 billion to research if its possible to “demonstrate 25 percent improved fuel efficiency, 10 percent increased thrust, and significantly improved thermal management.”

September 23/16: A fix has been found for a recently discovered issue on a number of F-35 fighters involving tubing insulation crumbling between the wing tank and fuselage tank. The USAF revealed last week that an unnamed supplier used the wrong coating for the insulation which deteriorated when it met fuel. A total of 15 USAF and Norwegian warplanes along with 42 models on the production line were affected by the issue with manufacturer Lockheed Martin fixed to cover engineering and modifications for all affected aircraft.

September 19/16: 13 USAF and 2 Norwegian F-35As have been grounded due to “peeling and crumbling” insulation on cooling lines inside their fuel tanks. The discoveries were made during routine maintenance checks on the aircraft in order to have the fighter’s status upgraded to initial operational capability. While Lockheed Martin works with several suppliers that are responsible for manufacturing the coolant lines, the issue has been traced back to the insulated coolant tubes manufactured by one particular unnamed provider that have only been installed in the wing fuel tanks of the 15 aircraft in question.

September 16/16: A legal challenge has been launched by Boeing against the Danish Ministry of Defense for selecting the Lockheed Martin F-35A over the F/A-18E/F as the air force’s next generation fighter. Citing a “flawed” evaluation process, Boeing submitted a request for insight to the Ministry of Defence to obtain all materials related to the selection. Denmark’s parliament approved a recommendation by the MoD to buy 27 F-35As in June after the fighter beat out the F/A-18 in the military, strategic, economic and industrial judging categories.

September 14/16: Lockheed Martin has announced that the Aegis weapon system has been successfully live-fire tested on the F-35 Joint Strike Fighter. During the test, an unmodified Marine Corps F-35B acted as an elevated sensor and detected an over-the-horizon threat. The jet sent data through the aircraft’s Multi-Function Advanced Data Link to a ground station connected to Aegis on the USS Desert Ship, a land-based ship.

August 30/16: The words “weapons tester,” “memo,” and “F-35A” have seldom come with good news; and the latest memo on the F-35A from director of Operational Test and Evaluation is no different. Despite the USAF declaring initial operational capability on the fighter earlier this month, the memo highlights many significant limitations that remain on the aircraft, in particular with the aircraft’s new Block 3i software. However, the Joint Program Office remains confident that the capability gaps will be fixed on the aircraft in time and under the current budget parameters.

August 26/16: Issues with weapons integration on the F-35 have been found and could hinder an operational capabilities declaration, according to the Pentagon’s director of operational test and evaluation (DOT&E) . Challenges include the possibility, when the jet fires its 25mm cannon, that the aircraft could yaw as the gun door opens, reducing accuracy. Testing last December also threw up issues with AIM-9X missiles on the F-35C. Here testers found excess stress on the carrier-variant’s wing structure during landings and certain maneuvers. This could have an impact on the wing structure and might warrant a redesign on that part of the wing.

$313 million is the price that Canada would have to pay if it is to exit from the F-35 Joint Strike Fighter program. The calculations were made by the Liberal government, and accounts for the difference of what Ottawa had contributed so far since 2006 and the $551 million it pledged to commit when it enrolled into the program. A Canxit from the program could occur with just 90 days written notice given to other partner nations.

August 25/16: After much waiting, trial and error, the F-35’s Block 3F software upgrade has speeded up testing of the new fighter’s weapons systems. Since it’s completion, Lockheed Martin has completed 30 weapons delivery accuracy tests in one month, compared to just three accomplished with the Block 2 software. These include Boeing’s Joint Direct Attack Munition (JDAM) and GPS-guided Small Diameter Bomb, and Raytheon’s AIM-120 AMRAAM and AIM-9X Sidewinder.

August 22/16: Chemical and biological contamination testing is one of the few remaining tasks left to be ticked off on the F-35 Joint Strike Fighter before certification for full-rate production. In order to do this, a decontamination system and facility has been constructed at Edwards Air Force Base in California and an F-35A attached to the 461st Flight Test Squadron will be the lucky volunteer. The late August tests will see the fighter (modified to be able to collect test data) contaminated several times and towed into the decontamination facility to see if it can be cleaned of chemical or biological weapons exposure.

August 17/16: The Pentagon has turned on the F-35 tap again, with the DoD approving another $1 billion in funding to go toward reimbursing Lockheed Martin for costs incurred on the ninth batch of aircraft. Last week’s decision offers some relief to the aircraft’s chief contractor who has been paying out of pocket for the fighter’s low-rate initial production (LRIP) lots 9 and 10. Meanwhile, contract negotiations over batch nine of aircraft with the Joint Program Office (JPO) rattles on after initial predictions had it wrapped up earlier this year.

British F-35Bs will be equipped with advanced short range air-to-air missiles (ASRAAM) from MBDA after London orders $238 million worth of the munition. Already in use on RAF’s Panavia Tornado GR4s and Eurofighter Typhoons, integration onto the F-35B is to be awarded in a separate MoD deal. MBDA, a European missile system conglomerate, has also been commissioned to support a Capability Sustainment Programme (CSP) for the development of the new variant of the weapon for the RAF Typhoons in a deal worth $388 million. A Block 4 software upgrade will integrate the CSP ASRAAM on the F-35B.

August 8/16: A survey of 31 F-35A pilots has given their full confidence in the upcoming fifth generation fighter. According to the report, all asked would choose the F-35A over their former fighters if they were to engage in a beyond-visual-range fight. Furthermore, despite its cost, the F-35 was deemed notably more effective and in many cases cheaper than any other four-plus-generation multirole fighter in the world.

August 4/16: It’s been a long time coming, but the F-35A has been cleared for service by the US Air Force’s Air Combat Command (ACC). As a result, the 34th Fighter Squadron of the 388th Fighter Wing has the honor of being the first unit declared operational. This follows the F-35B squadron which was passed for combat back in July 2015.

August 3/16: An F-35A has shot down its first aerial target with AIM-9X missiles off the coast of California. The kill test saw the fighter take down a drone, and test data confirmed the F-35 identified and targeted the drone with its mission systems sensors, passed the target “track” information to the missile, enabled the pilot to verify targeting information using the high off-boresight capability of the helmet mounted display (HMD), and launched the AIM-9X from the aircraft to engage the target. F-35s carry two AIM-9X missiles on their wings.

August 2/16: While it doesn’t seem so at first, an emerging problem for the F-35 Joint Strike Fighter is that it is almost too stealthy. Pilots flying the aircraft have discovered that they are unable to participate in certain training exercises such as evading surface-to-air threats. The inability on the ground to track the fighters had to be rectified by crews flipping on their transponders in order to be followed.

July 28/16: Plans are in motion for Israel to examine the contracting out of its F-35 fleet maintenance to domestic firms. Despite Lockheed Martin establishing a European regional maintenance facility at Cameri airbase in Italy, Tel Aviv maintains its desire to conduct as much maintenance as possible in house. Likely beneficiaries to such a move is Israel Aerospace Industries (IAI) due to its experience in maintaining and upgrading existing IAF fleets.

July 25/16: Never mind the coup, it’s the F-35! Despite the recent attempt at political overthrow by certain cadres of Turkey’s military, Lockheed Martin is forging ahead with its planned production of the first two F-35As for Turkey. Assembly of the aircraft is expected to commence within the next six to twelve months and delivery scheduled for 2018. But could further political instability in an already volatile region put the deal into doubt, only time will tell.

July 22/16: Lockheed Martin has been awarded a $241 million US Navy contract modification for the F-35 Joint Strike Fighter. Under the deal, Lockheed will provide replacement electronic components for the aircraft with work to be completed by December 2018. The contract combines purchases for the USAF, USMC, Navy, foreign military sales customers and international partners.

July 11/16: Following the USAF’s desire to seek an alternative ejector seat for the F-35 Joint Strike Fighter, Lockheed Martin has said it has not been approached for discussion over alternatives. Company officials said that they would be willing to assess any alternatives such as the favored ACES 5 seat if the government deemed necessary, although potential costs or integration issues were not mentioned. Last year, the Air Force found that pilots weighing less than 136 pounds were at risk of severe neck injury when ejected from the chosen F-35 using the selected Martin-Baker seat.

July 7/16: Martin-Baker, the supplier of the ejector seat to be used in the F-35 Joint Strike Fighter, has refuted the suggestion that their design will not be sufficient to ensure pilot safety. On June 24, it was reported that the USAF was looking to certify rival United Technologies’ ACES 5 design as an alternative. The F-35 Joint Program Office has stood behind Martin-Baker in sticking with its selection, however this is in part due to the potential cost overruns it could cause to an already notoriously expensive program.

June 30/16: BAE Systems, Northrop Grumman, and the Defence Electronics and Components Agency (DECA) are to team up to bid for a significant long-term deal to become the avionics sustainment hub for the F-35 Joint Strike Fighter in Europe. The UK’s Ministry of Defence (MoD) confirmed the involvement of BAE and Northrop Grumman, but declined to say anything about whether DECA, the British state-owned components repair operation, would have a role; however, due to US government insistence, some avionics repairs on the jet here are only undertaken by UK government employees.

June 29/16: The USAF has released an infographic revealing that the F-35 Joint Strike Fighter scored an 8:0 kill ratio against the F-15E during mock air combat. Using combat-coded F-35As from Hill Air Force Base, the simulations were part of the evaluation process needed in order to declare the jet to be initially operationally capable. The seven fighters used also demonstrated their ability to carry out basic close air support and limited SEAD/DEAD missions with crews attaining a 100% sortie generation rate with 88 of 88 planned sorties and a 94% hit rate with 15 of 16 GBU-12 bombs on target.

June 28/16: The USAF has sent a letter to the F-35 Joint Program Office inquiring on the cost and challenges of switching the default Martin-Baker ejection seat to the ACES 5. If such a move were to go ahead, the program could experience massive repercussions for the F-35 supply chain, impacting the workshare strategy that forms the backbone for the international fleet of the Lockheed Martin-designed fighter. Reasoning for inquiring about such a switch comes as the service looks to the ACES 5 as a potential risk mitigation step if additional things happen as we go through the testing of the Martin-Baker seat.

The US Navy is to conduct live-fire testing this September utlizing an F-35 to provide sensor data in order for an SM-6 anti-air missile to destroy its target. The demonstration comes as the service attempts to expand its Naval Integrated Fire Control-Counter Air (NIFC-CA) architecture with more sensors and weapons in order to tweak the system from a primarily anti-air sole to a secondary anti-surface capability.

June 21/16: Four Israeli pilots are to travel to the US next month to undergo F-35 training at Luke Air Force Base, Arizona. The training will be ground-based and the men will only fly the real aircraft back in Israel. It is expected that 12 pilots will have completed their training by the middle of 2017.

June 13/16: The ongoing debacle over Canada’s exit from the F-35 program may see Lockheed Martin shift contracts associated with the fighter away from Canadian contractors. Liberal Prime Minister Justin Trudeau’s election promise to not order the next generation fighter, and government plans to purchase F/A-18 Super Hornets as an interim solution, has resulted in Ottawa not placing any orders for the fighter despite being an original partner nation in the project. With the F-35 supply chain contracts tied to the number of aircraft purchased by partner nations, Canadian companies may see work shifted to other partner nations who have seemingly been pestering Lockheed to do so. To date, Canadian firms account for about $1 billion of the project’s development and production work.

June 10/16: Canada’s new fighter jet selection has started to cause a bit of a ruckus in parliament with Prime Minister Justin Trudeau slamming the F-35 as a fighter “that doesn’t work.” In response to the Liberal government’s plan to purchase F/A-18 Super Hornets as an interim fighter, Conservative Party leader Rona Ambrose accused Trudeau of selecting a fighter jet without the proper knowledge of what the Royal Canadian Air Force needs. By purchasing Super Hornets on an interim basis, Trudeau would keep his election promise of renewing the CF-18 replacement competition but also perhaps kicking the can on any new fighter competition well into the late 2020s.

Denmark has officially selected the F-35 as its replacement for its F-16 fleet. The official announcement follows early indications that Copenhagen would purchase the fighter following a government recommendation in May for 27 F-35A models at a cost of $3 billion. Earlier, competitors such as Boeing had hoped that they could offer their F/A-18 Super Hornets by calling into question the F-35’s questionable cost estimates, but these efforts did nothing to curry favor with the Danes.

May 26/16: It may have been coming for some time, but the Pentagon has finally admitted that the F-35 will not be cleared for full rate production until 2018. Frank Kendell, the program’s chief weapons tester, had been warning of delays for some time; however, it had been maintained by some that the jet’s initial operational test and evaluation (IOT&E) would occur as planned in August or September 2017. Now that reality has hit home, the extra six months will be spent retrofitting the 23 aircraft required for IOT&E with the full 3F software and hardware patches.

May 25/16: The first two Dutch F-35As have successfully landed in the Netherlands, marking the Joint Strike Fighter’s first eastbound transatlantic journey. Dubbed AN-01 and AN-02, the fighters were welcomed by a crowd of 2,000 including Minister of Defence Jeanine Hennis-Plasschaert. The aircraft will now spend the next few weeks conducting noise and environmental tests over the country, designed to determine the levels of noise disturbance the residents experience. The jets will perform flights over the North Sea range and then appear and fly at the Netherlands’ Open Days in June.

May 16/16: Testing of the F-35A Joint Strike Fighter‘s tailhook has commenced at Edwards Air Force Base in California. The JSF Integrated Test Force has been undertaking the tests, with stress tests being conducted on aircraft AF-04 at speeds up to 180 knots. On Air Force planes, tailhooks are only used to help the jet stop when landing distance is insufficient or if the jet has a brake malfunction or directional control issue. They are designed as a one-time use device, whereas Navy tailhooks like on the F-35C can deploy, retract and stow.

May 13/16: Denmark looks set to sign up for F-35 procurement with an order expected for at least 27 aircraft. The selection by the country’s minority Liberal government follows intense public debate about the cost of modernizing the country’s air force, but it can still be blocked by parliament, where opposition politicians are urging budget restraint. Alternatives offered to the government came from Boeing with their older F/A-18E/F Super Hornet and the Eurofighter Typhoon.

May 9/16: The F-35 Joint Program Office (JPO) has announced that it has solved the next generation fighter’s glitch-prone combination of software and hardware called Block 3i. The patch may now clear the way for the USAF’s first Lightning II combat squadron to declare initial operational capability (IOC) between August and December of this year. Glitches in the Block 3i software have been causing problems since flight testing commenced in May 2014, with the most recent issue affecting the radar on F-35s with pilots having to turn the radar off and on again mid-flight.

May 4/16: Lockheed Martin has been awarded a $1.2 billion contract for the production of 13 F-35 Lightning II aircraft. Delivery of the fighters will see six F-35Bs sent to the USMC, three F-35As for the USAF and four F-35Cs for the US Navy. Work on the fighters is expected to be completed by December 2019.

April 28/16: Israel’s eagerness to customize its orders of F-35 Joint Strike Fighters has already seen its first app created for the next generation jet. Utilizing the open-architecture software design found in the Lockheed Martin designed fighter, Israel Aerospace Industries (IAI) has developed its own command, control, communications, and computing (C4) system which will be equipped on the aircraft in December. The software is an upgrade of an existing C4 system the Israeli air force flies on its F-15 and F-16 fighters.

April 27/16: Recent software glitches found in the APG-81 radar for the F-35 Joint Strike Fighter have not caused any problems for F-35Bs operated by the USMC. The comments were made by Deputy Commandant of the Marine Corps for Aviation Lt. Gen. Jon Davis as he appeared in front of the US Senate Armed Services seapower committee. Davis said that the glitches, which caused the fighter’s radars to reset mid-flight, only occurred on code found in the 3I software update which the Marine Corps never uploaded onto their jets, instead keeping with the older 2B version.

April 22/16: It doesn’t look likely that the F-35 will be sold to any Gulf nation within the next decade, allowing Israel regional exclusivity to the fifth-generation jet fighter. The widely held, but not often articulated belief by many Israeli officials, is that Gulf Cooperation Council (GCC) members will not have access to the fighter until Israel has fully integrated the F-35 into its arsenal. This belief has been given further weight after US Deputy Defense Secretary Bob Work indicated such a move was unlikely, saying that “right now, we do not have any expectation for selling the F-35 in the near term, beyond the countries that have already bought into the program.”

April 14/16: A deal has been reached between the Pentagon and engine manufacturer Pratt & Whitney to provide the ninth low rate production of F135 engines for the F-35 Joint Strike Fighter. The $1.4 billion deal covers 66 engines, as well as spares, extra parts, and support. Part of the order will include engines for five of the F-35 partners, including Italy, Norway, Israel, Japan, and the United Kingdom.

March 31/16: The Pentagon’s joint program office (JPO) is expecting a slimmed down Gen-3 helmet by November for rollout in 2017. The announcement makes the Rockwell Collins design’s introduction sooner than initially expected. Earlier versions of the helmet were revised due to a potential for causing neck injury. Problems with the F-35’s ejector system had resulted in potential injuries for lightweight pilots, however fixes have been made including a switch on the Martin Baker US16E (MK16) ejection seat that delays the parachute’s opening “by milliseconds” when occupied by a lightweight pilot, plus a head support panel sewn between the parachute risers. However, a weight reduction for the third-generation helmet from 2.3kg (5.1lb) to 2.1kg (4.6lb) has also been required.

March 29/16: Despite the delays, spiraling costs, and cynics, the F-35 Joint Strike Fighter has gone on a global publicity tour to win over hearts and minds for the fifth-generation stealth aircraft. Two planes due for the Netherlands are expected in June, so that they “can tell their story.” This is followed by American and UK planes performing at UK’s Royal International Air Tattoo and Farnborough Airshow in July. The program has been questioned by several nations, including Australia where their Senate is leading an inquiry into the planned acquisition of up to 72 conventional A-models. The inquiry will report its findings on 29 June.

March 28/16: F-35s are going to be in the sky longer than expected with their service life now extended to 2070. After military branches made tweaks to the number of flight hours their fleets should log before retirement, it was announced that the program may be extended for an additional six years. Between all military branches operating the aircraft, a total of 1.6 million flight hours have been added, which will boost the operating and support (O&S) costs by $45 billion over the 2015 estimate (hiding the 2-4% drop in real 0&S costs over the life of the program).

March 25/16: Software troubles on the F-35 Joint Strike Fighter Program may cause a key milestone for initial operational capability (IOC) to be delayed by up to four months, although that is an improvement over the Joint Program Offices’s projection a year ago. The schedule delay is primarily due to software “stability” issues, seen in both Blocks 3i and 3F, with Block 3F capabilities estimated not be ready for IOT&E until 2018 at the earliest.

March 25/16: Despite potential delays to the F-35 IOC, the Pentagon has dropped the estimated price of its acquisition of 2,457 fighters by $12.1 billion. The drop marks a 3% decrease on the expected costs declared a year ago. This could potentially dissuade the program’s nay-sayers who have often derided the program’s soaring costs, potentially persuading Denmark and Canada who are currently on the fence, to perhaps continue with their participation in the Joint Strike Fighter Program.

March 22/16: Delaying investment into a 6th generation fighter has been recommended by Lockheed Martin, who is instead favoring a “robust” modernization program to keep fifth-generation F-22s and F-35s capable against new counter-air threats. The comments were made by the company’s Skunk Works chief Rob Weiss, who claims such a modernization will achieve the air dominance that America desires for the next 30 to 40 years. Lockheed currently holds dominance in the fifth generation market, and looks to push block upgrades of existing aircraft as the USAF and Navy assess their fighter requirements over the oncoming decades. Meanwhile, competitors Boeing and Northrop Grumman would like to break back into the high-end combat jet market after losing the winner takes all Joint Strike Fighter competition.

March 16/16: The F-35 Joint Strike Fighter program will test the new Generation III Helmet-Mounted Display System this month, as it aims to counter problems with the jet’s ongoing ejection seat issues. Since August, a ban has been placed on lightweight pilots from flying the aircraft, as the current helmet may cause neck injury during low-speed ejections. The later version of the helmet is 8 ounces lighter than its predecessor, and is one of several options being worked on to counter potential injuries. The other options involve modifications to the ejector seat, and are scheduled to enter the production line this November.

March 9/16: Bugs in the F-35A 3i software are forcing pilots to restart the AESA radars while in flight. The glitch represents one of the greatest threats to the USAF’s initial operational capability (IOC), expected sometime between 1 August and 31 December. The root cause of the problem has been identified by lead contractor Lockheed Martin, now in the process of running the software solution through lab tests. The patch is expected to be delivered to the USAF by the end of March.

March 8/16: Canada’s participation in the F-35 program continues to be shrouded in confusion. The government plans to pay an installment of $32.9 million in May to continue its involvement in procuring the Joint Strike Fighter. This runs contrary to promises made by Prime Minister Justin Trudeau to abandon the project during the run-up to the federal election in October. Trudeau had pledged that a cheaper alternative could be found as a replacement to the country’s aging CF-18 fighters, however, the F-35 has been allowed to participate in the latest replacement competition. The payment will ensure Canada’s place in the program until September 30, 2016, when a more concrete decision on the CF-18 competition may have been made.

March 2/16: Combat-coded F-35sdropped their first live munitons in testing last week. Laser-guided bombs were used by the USAF’s 388th and 419th fighter wings at the Utah Test & Training Range. While Air Force F-35s have dropped weapons in test environments, this is the first time it’s been done on jets designed to deploy once the Air Force declares initial operational capability planned for between August and December.

Lockheed Martin received a $769.5 million modification to a previously awarded cost-plus-incentive-fee, fixed-price-incentive-firm contract to provide recurring logistics sustainment services support for all delivered F-35 jets for the USAF, USMC, Navy, non-Department of Defense participants, and foreign military sales customers. Support provided includes ground maintenance activities, action request resolution, depot activation activities, Automatic Logistics Information System operations and maintenance, reliability, maintainability and health management implementation support, supply chain management and activities to provide and support pilot and maintain initial training.

February 17/16: Israel’s tanker procurement plan, and whether it will acquire more F-35s, will depend on how much assistance it will get from the US Foreign Military Funding package over the next ten years. Sources commenting on ongoing negotiations say that the Pentagon is likely to increase funding by up to $1 billion, which will set funds at $4.1 billion annually. The increase would see Israel commit to selecting the Boeing KC-45A tanker which is currently undergoing advanced testing under its Milestone C demonstration. The increase in funding could also see further purchases of the F-35I, adding to the current order of 33, the first of which are due this year.

The executive vice-president of the aeronautics business at Lockheed Martin, Orlando Carvalho, has indicated the Asia Pacific market may see another 100 orders of the F-35 Joint Strike Fighter over the coming years. With three regional allies; Japan, South Korea, and Australia so far ordering 154 of the aircraft across its three models, further additions could be added to these fleets, although no mention has been made about potential new customers. With Australia indicating that it may bring up its fleet from 74 to 100 and Japan potentially seeking to build more of their own under license, that number may be possible. Another potential purchase may be from Singapore, who is considering the F-35, although there has been no indication of the size of the order under consideration.

February 12/16: The head of the F-35 Joint Strike Fighter program has played down reductions to the F-35A annual procurement quota to 48. Lt. Gen Christopher Bogden said that this would be upped to 60 units annually from fiscal 2018-2020. When adjusted for increased orders for the F-35B & F-35C procurement, the program will see 36 less F-35 aircraft procured overall between 2017-2021. Bogden has claimed however that the overall price per unit to the program will only increase fractionally by 1%. While warnings have been given that the forces aren’t modernizing quickly enough to counter Russia and China, the deferrals in production may come as a financial positive in the long run. With 20% of development testing yet to go in the program, reducing procurement at this stage will save on costly modernization of models produced in the next two years.

February 10/16: MBDA has started deliveries of a number of Advanced Short-Range Air-to-Air missiles (ASRAAM) to the US for integration on the UK’s F-35B fighters. The ASRAAMs will be the first British built missiles to be used on the jet, and will be used during test flights and air launches later this year. The missile can be seen in use on the RAF’s Eurofighter Typhoons and Panavia Tornados. The British contribution to the manufacture of the F-35 program stands at about 15% of every fighter, with BAE Systems responsible for the production of the aircraft’s horizontal and vertical tails, aft fuselage, and wing tips. 138 F-35Bs will be bought for use by the RAF and Royal Navy.

February 9/16: The first Italian-made, flown and supported F-35A has become the first in the F-35 Joint Strike Fighter program to complete a transatlantic crossing. The AL-1 took off from Portugal’s Azores islands and reached Naval Air Station (NAS) Patuxent River in Maryland seven hours later after flying 2,000nm. The fighter was flown by former Panavia Tornado pilot, Maj Gianmarco who has accumulated over 80 hours of flight time in the aircraft since graduating to fly the F-35A type in November. Refueling of the jet also took place supported by an Italian crew manning a KC-767 tanker with Gianmarco noting a 100% success rate on all occasions.

February 8/16: The US Department of Defense will acquire 404 F-35 fighters over the next five years. That number is a decrease of 5-7% on last year’s plan. The order will see $40 billion in revenue going to manufacturer Lockheed Martin and engine maker Pratt & Whitney. The deviation from last year’s plan comes as the Pentagon is shifting orders away from models ordered for the Air Force instead giving preference to the Navy & Marine Corps models. The coming years will see a total of 2,457 F-35s spread around all three military branches.

February 5/16: USAF orders of the F-35A jet will drop from forty-eight to forty-three in Fiscal Year 2017. However, the budget will include increased money to purchase ten additional F-35C models for the Navy and three F-35B models for the Marines over what had been planned. It’s unclear whether the total number of total aircraft to be procured under the F-35 Joint Strike Fighter (JSF) program will decrease overall. The move has not been too surprising as analysts and government officials have hinted that changes to JSF procurement could change. The cutting of the F-35As in 2017 is expected to free up millions in savings over the next several years.

February 3/16: A recent report from the Pentagon’s top weapons tester has raised serious questions over the F-35 program’s “unrealistic test schedule”. Michael Gilmore’s annual F-35 report released on Monday follows a recently leaked memo from December 2015 that highlighted issues over the jet’s software development. The report flags these testing issues as potentially delaying the operational evaluation by up to a year, with flight testing not likely to be completed until at least January 2018. It had been initially hoped that testing would be completed by August 2017, after program re-baselining in 2012. As a result of these delays, Gilmore also warned against current block buying of the fighter with 250 planned to be locked-in before the (Initial Operational Test and Evaluation) IOT&E. At present, 150 fully operational jets have been delivered by Lockheed and will all require extensive modification to the Block 3F standard once development concludes.

Ahead of the Pentagon’s February 9 official budget release, Defense Secretary Ash Carter mapped out his spending priorities on Tuesday. Among the plans include a $13 billion plan in funding for a new submarine to carry nuclear ballistic missiles over the next five years. This would be broken down into $4 billion towards research and development of new submarines, with $9 billion spent on procurement funding. The Navy may also see twelve more Super Hornet’s procured to make up for shortages caused by delays to Lockheed’s F-35 program, and longer-than-expected repair times for current Boeing F/A-18 jets. The budget also outlines a total 322 F-35s across its A, B and C models but following the recommendations in Michael Gilmore’s most recent report, this could be more wishful thinking than the eventual reality.

January 27/16: Despite recent successful testing of missiles on the F-35, a DoD weapons expert has expressed concerns over the fighter’s software development. A recently reported December memo from Michael Gilmore, the Defense Department’s director of operational test and evaluation, expresses worry that plans to finish work on the F-35’s Block 3F software by July 2017 are unrealistic. Rushing the testing schedule for the software could result in a failure for the crucial IOC testing before the decison is made to put the jet into full production. The Joint Program Office, however, has dismissed the concerns, maintaining that the program is on track and that IOC dates for the Navy and Army will be met.

January 25/16: Falling oil prices and a weakening currency may effect Norway’s participation in the F-35 program. The increase in economic worries has seen Norway look to re-evaluate its defense spending commitments as the Krone falls against the US dollar, making the already expensive F-35 acquisition seem even more pricey. Alternatives to covering the costs of the fifty-two plane commitment may see the order reduced, or spending cut from elsewhere. The slash in other areas would force Norway to rethink its military strategy, and perhaps rely much more heavily on NATO.

January 20/16: The F-35 program will face one of its first live test challenges when a combat-coded F-35A will release an inert, laser-guided bomb at the Utah Test and Training Range between February and March. The releasing of the GBU-12 Paveway II will be the first one conducted outside of development or operational testing, and will mark a milestone in the development of a program plagued by delays, redesigns and spiraling costs. The full compliment of weapons will not arrive until late 2017. Until then, the Air Force will first operate with basic laser and GPS-guided weapons, as well as beyond-visual-range AIM-120 air-to-air missiles. It will also have advanced targeting, surveillance and radar-jamming equipment.

January 19/16: Engine makers Pratt & Whitney will make engines for the F-35 program. Details of the agreement have yet to be finalized, but two contracts will be issued to produce 167 engines to power Lockheed Martin’s latest jet within the next month. Further details of the deals have yet to be realized, but sources close to the deal revealed that the production of the engines alongside engineering support, spare parts and program management, would be worth more than $3 billion to Pratt, a unit of United Technologies Corporation. The USAF said that the latest contracts will help drive down costs of the program which makes it affordable for customers.

January 18/16: All variants of the F-35 fighter jet are to get design overhauls since the discovery that the fuel tanks could over-pressurize in certain flight profiles; 154 F-35s have been delivered to date. Lockheed Martin has already received contracts to implement fixes on F-35A and F-35B, and are currently putting together a proposal for engineering works on the F-35C. Fuel tank ruptures have potentially devastating consequences, especially for fast moving aircraft such as the F-35s, with the potential to cost millions of dollars worth of damage.

January 14/16: Lockheed Martin has been awarded a $28 million concurrency modification contract to correct a fuel tank overpressure issue for the F-35A fighter. The award will see them provide services for air vehicle retrofit modifications associated with the F-35A fuel tank overpressure engineering change. Work will be carried out for the Air Force, and the governments of Australia, Italy, the Netherlands, and Norway. The modification in design is not expected to effect the IOC of the aircraft.

January 12/16: The USAF will not be lifting weight restrictions on F-35 pilots until at least 2018. The push back comes as ejector seat manufacturer Martin-Baker needs more time to conduct additional testing on the ejector seat safety features in the fighters. The program has been experiencing problems with this specific aspect of the plane’s development since the summer of 2015, but this has just been one of many issues to have dogged the program amid increased delays and spiraling costs. The Pentagon hopes to make the aircraft’s European debut at the Farnborough Air Show in the UK this summer after engine issues forced it to be omitted from last year’s show. No doubt foreign partners in the program will be following with interest.

A delegation from Israel’s defense ministry has visited a Lockheed Martin production facility in Forth Worth, Texas as the frames of their first F-35I’s enter their advanced production phase. Israeli procurement of the F-35 fighter, dubbed the AS-1, differs slightly from the standard model of F-35A to be exported to other nations involved in the program. Unique features include the integration of Israel’s own electronic warfare systems into the aircraft’s built-in electronic suite, as well as the ability to use indigenously produced guided and air-to-air missiles. Israel has ordered thirty-three F-35I fighters at a cost of $3.6 billion.

December 23/15: Canada’s recent exit of the F-35 fighter program may not be as cut and dried as promised on the campaign trail by the Liberal Party government. During a recent interview, defense minister Harjit Sajjan sidestepped answering questions on whether the Lockheed Martin F-35 jet would be excluded from a competition to replace the CF-18 fleet. The government hopes to replace the aging CF-18 flight before they become obsolete. Recent promises by Prime Minister Justin Trudeau to back out of the F-35 development program and find a replacement that was more cost effective has resulted in a new selection process. However, it was unclear whether the F-35 could come under consideration again. Canada has yet to set the terms for the replacement competition, but Lockheed may just have a second chance in 2016.

Lockheed Martin has been awarded a $1.17 billion advance acquisition contract for the F-35 fighter. The contract includes the advance procurement of long lead time materials, parts, components and effort to maintain the planned production schedule for F-35 low rate initial production lot 11 aircraft. It will see the production of 80 of the F-35A variant, seven of the F-35B variant and four F-35C aircraft that are destined for the US Air Force, Navy and Marine Corps as well as sales to foreign allies.

December 18/15: It looks like a very merry Christmas for Lockheed Martin and Boeing, as they came out as the major winners in the announced $1.15 trillion spending bill announced on Wednesday. Funding will see eleven more F-35 Lightning IIs than requested by President Obama in February. The F-35 program will see $1.33 billion additional procurement money as production of the fighters will be ramped up. The F/A-18 production line will also be extended, with seven more EA-18G Growlers and five F/A-18E/F Super Hornets planned.

December 15/15: Israel may potentially increase their orders of F-35 fighters as it holds the option to purchase 17 more, enough for two squadrons. They have already purchased 33 of the F-35A variant which allows for conventional take off capabilities, while the F-35B allows for operations in more austere bases and a range of air-capable ships near frontline combat zones. It can also take off and land conventionally from longer runways on major bases. The Defense Ministry hopes that the addition will increase Israel’s offensive capabilities and qualitative edge amid regional threats.

Singapore is apparently in no rush to order some F-35s after Defence Minister Ng Eng Hen visited the Luke Air Force Base, Arizona on December 13. The minister was there for a demonstration of the fighters capabilities, and to see the Singapore Air Force’s (SAF) F-15s compete in training exercises. While speaking highly of the progress of the F-35’s development, he failed to commit to any future purchase of the aircraft for the SAF. Hen’s comments come at a time when several countries linked to the program are either renewing commitment to the F-35 program (Norway), or hesitating over costs and performance (Australia, Canada). Perhaps Minister Hen just wants to be wooed a little more.

December 14/15: The USS America has been the first west coast Navy vessel to receive upgrades to support F-35 operations. The modifications saw key areas of the flight deck have a thermal spray applied to key landing areas which will allow the ship to fully support the new fighter. The thermal coatings will allow the USS America to handle the new F-35’s thrust; reducing heat sent to decks below, allowing for longer time between deck maintenance. It is expected that other members of the America-class ships will undergo the application, to allow for facilitating the jets as part of the US Navy’s plans to increase air capabilities of fleets.

Norway is to order six more F-35 fighters after the government approved a new defense budget worth $5.6 billion. The approval sees an increase of 9% in defense spending. The move comes as a reiteration of Norway’s commitment to the F-35 Joint Strike Fighter program, and will see the number of jets authorized for purchase increase to 28. Delivery of the jets is expected to take place in 2020.

December 7/15: Denmark has further postponed its selection of a new fighter to replace the F-16 until 2016. After it was initially reported that they would select the F-35 this month, funding issues around the acquisition have caused the new government to put further consideration into the commitment. After contributing an estimated $291 million into the project, issues surrounding technical problems and soaring costs may have the Danes looking elsewhere for their fighter needs. Denmark hasn’t been the only country having a wobble over the F-35. Canada announced last month that it was withdrawing from the Joint Strike Fighter development program, and last week, the Australian Senate voted in favor of an inquiry into their acquisition plans.

Italy has received its first F-35 fighter after it came off the assembly on Thursday. While six other countries have received the planes, Italy is the first to have the final assembly done outside of the US. The unveiling took place at the Cameri Air Base where the final assembly and check out (FACO) line is located. It is owned by the Italian government and operated by Italy’s Alenia Aermacchi and Lockheed Martin. Italy will also have the honor of taking the F-35 on its first ever trans-Atlantic flight in February 2016, when three Italian pilots are set to receive training at Luke Air Force Base in Arizona.

Pakistan has announced plans to acquire 5th generation fighters internationally and still continue to develop its own line of JF-17 planes. The move comes as regional rivals have been upgrading military capabilities, with India recently purchasing 126 Rafale fighters from France. According to Pakistan Air Force (PAF) chief Air Chief Marshal Sohail Aman, the desired choice for the PAF is the Lockheed Martin F-35, but they are also looking at other options. Pakistan will continue to export the JF-17 to other countries with Egypt the latest country to express interest in the plane.

December 4/15: The Australian Senate will launch an inquiry into its planned acquisition of Lockheed Martin F-35 fighters after a vote on Monday. The Senate foreign affairs, defence and trade committee will investigate how the fighter will integrate with the air force’s needs, its cost and benefits, performance testing and possible alternatives. The Royal Australian Air Force has planned to purchase 72 of the aircraft with the possibility of increasing to 100 fighters. At $11.7 billion, it is the most expensive defence acquisition program to date. Findings in the report will be presented to the Senate in May 2016.

November 30/15: The Australian senate is to vote on whether it to is examine the purchase of F-35 fighters in a deal worth $24 billion ($17.25 billion US). The vote comes in the aftermath of Canada announcing that it is to back out of its own orders last month. The investigation would look into the deal and what would be the best value for money for Australia and its defense requirements. Canada’s withdrawal from the F-35 program has brought about confusion over pricing as it was announced by US Air Force Lieutenant-General Chris Bogdan that costs of each aircraft were likely to increase by $1 million. This was contrary to previous assurances by the Australian Department of Defence that no extra costs would be incurred by Australia. Australia is one of eight nations working in conjunction with the US to develop and purchase the new fighter. The result of the vote will be watched with interest as the program could see a domino effect of cancellations as confidence in the program wanes.

November 23/15: US Deputy Defense Secretary Bob Work has suggested that Lockheed Martin’s F-35 fighter will take part in Canada’s latest jet selection competition. The announcement comes after Canadian Prime Minister Justin Trudeau said that he would not be purchasing the jet as part of Canada’s replacement of older CF-18s. Work’s comments appear contrary to the Canadian administration but seems to be coming across as part of US efforts to rescue Canadian participation in the program.

While rumours continue over the fate of Canada and the F-35 program, Denmark is expected to confirm an order for the aircraft this December. It was reported last year that the order would be for 30 of the aircraft and would be replace the F-16s that are currently in service in the Royal Danish Air Force. Other European countries expected to make purchases include Norway and the Netherlands.

November 17/15: A crack has been found on the wing of the F-35C fighter during durability testing earlier this month. The crack was located on one of the 13 wing spars of the aircraft but the Pentagon has assured that the government and engineering teams are working on a solution and retrofits are being planned for existing aircraft. The US Navy does not see the setback impacting upon the planned Initial Operating Capability (IOC) of the C model set for August 2018. One does wonder will this impact upon Canada’s order of the aircraft which has been put into question since the election of Canadian Prime Minister Justin Trudeau last month. Trudeau announced that he would put an end to their participation in the F-35 program for a more costly alternative during campaigning. This may increase the cost by US$1 million per aircraft.

November 9/15: Two Italian pilots have completed initial F-35 Joint Strike Fighter training at Luke Air Force Base, allowing them to return to Italy and form a bedrock for the Italian Air Force’s F-35 training program. Italy is a Tier 2 partner in the program, with a planned procurement of 90 F-35s.

November 5/15: Lockheed Martin has been handed a $5.37 billion contract action for 55 Lot IX Joint Strike Fighters, including 41 F-35As, 12 F-35Bs and 2 F-35Cs. Six of the F-35As are to complete foreign sales to Norway, while seven are headed for Israel and two for Japan. Half of the 12 F-35B variants are for the Royal Navy, with the remaining B and C models for the Marine Corps and Navy respectively.

November 4/15: The F-35A Joint Strike Fighter has fired its GAU-22/A internal cannon while airborne for the first time, following ground testing in July. The 25mm cannon was fired in three bursts above Edwards AFB, with further tests involving a production F-35A planned for next year. The Air Force will pass the F-35A’s Initial Operating Clearance (IOC) without the aircraft’s internal gun system, with the weapon scheduled to enter service in 2017 as part of the aircraft’s Block 3F upgrade.

October 23/15: The Pentagon says that the work to fix the F-35’s ejection seat could take another year, with the program office stating that the manufacturer of the seat – UK firm Martin Baker – will have to cover the redesign costs. Issues with the US16E ejection seat grounded lightweight pilots at the end of September, with the risk of serious neck injury in low-speed ejections deemed too high; however, the restrictions only affected one out of the 215 pilots trained to fly the Joint Strike Fighter. The program office intends to install a head support panel in addition to a switch designed to slightly slow deployment of the ejection seat’s parachute.

If Canada’s new Liberal government decides to pull out from the F-35 program, the per-unit cost across the international program could rise by $1 million, according to the head of the Joint Strike Fighter’s program office. While there would be no impact on the F-35’s development program – scheduled to end in 2017 – the loss of Canada’s previous 65-aircraft order could drive up the cost by as much as 1% for the remaining international partners, owing to the requirement to cover future maintenance and modernization costs.

October 21/15: With Canada’s Liberal party securing victory in the country’s national elections, the potential procurement of Canadian F-35 Joint Strike Fighters are likely to be dropped, with leader Justin Trudeau announcing in September that he would scrap the controversy-ridden program. He has promised an “open and transparent competition” to find a replacement for the Canadian fleet of CF-18 Hornets, with work guarantees for Canadian industry built into any future contract. The savings from buying a less expensive fighter are to be funnelled to the Royal Canadian Navy to shore up expensive shipbuilding plans, with Lockheed Martin standing to lose $6 billion from the decision. However, the decision to back out from the F-35 program – which Canada signed up to in 2002 – could see work for Canadian firms in the F-35 supply base disappear completely.

October 15/15: The problems grounding lightweight pilots from flying the F-35 are now thought to be centered on the Joint Strike Fighter’s sophisticated Gen III helmet. The helmet – designed and built by Rockwell Collins and Elbit Systems – is now thought to be too heavy to ensure a safe ejection at low speeds. The precise issue of whether the Martin Baker ejection seat or the helmet requires modification – or both – is currently under review by the Joint Project Office.

October 12/15: The Navy has completed testing of the carrier variant of the Joint Strike Fighter, the F-35C, aboard the USS Dwight D. Eisenhower (CVN-69). The two aircraft used in the trials carried out ‘high risk’, heavy launches, involving simulated weapons loads and low airspeeds. These trials build on previous testing (in November 2014) of the F-35C’s ability to land and take off from carriers. When the F-35Cs landed aboard the carrier in early October the trials were also slated to test the JPALS landing assistance system, with no word yet as to whether this was achieved. A third round of at-sea testing is scheduled for summer 2016, with the F-35C developmental testing now approximately 80% complete.

October 5/15: An F-35 released a weapon from its external rack for the first time in late September, according to a Lockheed Martin press release Friday. A test aircraft released four 500lb GBU-12 JDAM bombs over the Atlantic Test Range, building on testing conducted by the Marines in June when GBU-12 and GBU-32 JDAMs were dropped, presumably from the Joint Strike Fighter’s internal weapons bay.

Meanwhile an F-35C landed aboard USS Dwight D. Eisenhower (CVN-69) on Friday as part of the second round of at-sea testing for the F-35C known as DT-II. Following the first round of tests in November – which included a catapult launch – this set of trials will also test the fighter’s fancy helmet, the Joint Precision Approach Landing System (JPALS) and operations with a full internal weapons bay. The tests are slated to last two weeks.

October 2/15: An issue with the F-35‘s ejection seat has grounded lightweight pilots from flying the aircraft, according to a report by Defense News. The issue was uncovered during testing in August and the restriction (of pilots weighing less than 136lb) is reportedly only an interim measure until the manufacturer – Martin-Baker – can develop a solution to the problem in cooperation with the F-35’s Joint Program Office and Lockheed Martin. Fighter ejection seats are supposed to be capable of accommodating pilots weighing between 103 and 246lbs.

September 25/15: The next set of testing on the F-35C will include new pilot helmets, integration with the Joint Precision Approach and Landing System (JPALS) and operations involving a full internal weapons bay, with these scheduled to take place during the first half of October. The Navy will build on tests conducted at sea in November, which saw the carrier version of the Joint Strike Fighter achieve 100% of its threshold requirements.

September 23/15: The Dutch Defense Ministry has penned an agreement with engine-manufacturer Pratt & Whitney for a Maintenance, Repair, Overhaul & Upgrade workshop in the south of the country to support future F-35 operations. The company’s F-135 engine powers the F-35, with the new workshop at the Royal Netherlands Air Force’s Woensdrecht Logistics Centre set to become a dedicated engine support facility from 2019. The country was selected by the DoD in December to support F-35 heavy engine maintenance, along with Norway and Turkey, and placed its first order for eight F-35A fighters in March.

September 18/15: The Dutch F-35 program could rise in cost by an additional half-million euros, bringing the program up to EUR5.2 billion ($5.9 billion). The rising cost has been attributed to the dollar’s exchange rate, something likely to continue altering the program’s costs as the Dutch place incremental orders to eventually fulfill their requirement for 37 F-35s, replacing their fleet of F-16s. The first tranche of eight F-35s was ordered in March, with these scheduled for delivery in 2019.

September 17/15: A leaked memo has uncovered serious concerns over the Marine Corps’ operational testing of F-35B aircraft aboard USS Wasp (LHD-1) in May, undermining the aircraft’s Initial Operating Capability in July. The memo, penned by the director of the Pentagon’s Operational Test and Evaluation Office, cites a poor availability rate, a lack of realistic operational challenges and an absence of key mission systems. The first has been noted before, with this new memo as critical of how the tests were designed and supported as the aircraft themselves, including the discovery that the Wasp required software upgrades to communicate effectively with the F-35Bs.

September 16/15: The Air Force could deploy F-35As as soon as they reach Initial Operating Capability (IOC), according to the head of the aircraft’s Integration Program Office. With the Air Force scheduled to operate a squadron of operational F-35s by the beginning of August 2016, the three missions likely to be tasked to these 12 to 14 aircraft are close air support, interception of enemy aircraft and suppression of enemy air defenses (SEAD). The first of these is becoming increasingly controversial, given the Joint Strike Fighter’s fist fight with the combat-proven A-10, while SEAD is closer to the original mission set intended for the F-35.

However, the Air Force first needs to rectify its current poor availability rate before IOC and deployment of its F-35s can take place. The Automated Logistics Information System (ALIS) is proving to be a problem for the Air Force and will likely be the most significant obstacle ahead of achieving IOC next year. Despite recent software upgrades, the ALIS system is proving to be a sticking point, with an accelerated production schedule likely to place increasing logistical demands on both the supply base and Air Force.

September 14/15: Lockheed Martin has unveiled a new Advanced Electro-Optical Targeting System for the F-35‘s Block 4 configuration. Designed to replace the current EOTS in operation with existing F-35s, the new version has been a priority for the program, while the Pentagon announced in May that it was to decide which weapon systems it would bake into the Block 4 configuration. A prototype of the Advanced EOTS is expected to make an appearance next year, while the Block 4 configuration is scheduled to be rolled out between 2019 and 2025.

September 11/15: An accelerated F-35 production schedule could stress suppliers, with the program office planning a three-fold increase in the number of Joint Strike Fighters produced each year over the next three years. The pressure on the production line’s supply base is also likely to be compounded by the requirement for incremental upgrades to in-service F-35s, along with a continued issues with the Automated Logistics Informations System (ALIS). Recently updated, the ALIS system saw problems earlier this year which built on persistent schedule delays in 2014. Lockheed Martin was awarded a $430.9 million contract at the end of August to further develop the system.

Aug 14/15: The Navy is reportedly considering reducing the number of F-35C fighters it plans to procure, alluding to budgetary concerns. The Navy is also less enthused by the Joint Strike Fighter compared to the Marines and Air Force because of the Service operating more modern aircraft, including new and upgraded Super Hornets.

Aug 3/15: The Marines announced on Friday that ten F-35Bs of Marine Fighter Attack Squadron 121 have achieved Initial Operating Capability, the first IOC milestone for the F-35 program. The announcement comes after both an Operational Readiness Inspection, which concluded mid-July, and shipborne testing aboard USS Wasp in May. The IOC was announced despite reports that the latter tests uncovered significant reliability issues with the aircraft.

July 30/15: The six Marine Corps’ F-35Bs which underwent testing on USS Wasp in May reportedly showed poor reliability performance, with the aircraft reportedly only achieving availability of around 50%. This is undoubtedly a factor Marine Corps Commandant Gen. Joe Dunford has considered as he finalizes the jet’s paperwork for achieving Initial Operating Capability. A decision on whether the F-35B is ready for limited combat operations is expected imminently, with the USMC deciding in March to push on to a timetabled IOC target of fourth quarter 2015, despite issues with the fighter’s 2B software.

July 28/15: The F-35B’s Autonomic Logistics Information System (ALIS) – the system designed to monitor and relay critical aircraft system data – has received its final software upgrade ahead of the fighter achieving Initial Operating Capability. The system has also received critical hardware modifications. IOC for the Marine Corps’ first F-35Bs is expected later this year, with the Corps deciding in March to push on according to schedule, despite issues with the jet’s 2B software.

July 24/15: The F-35’s GAU-22/A 25mm cannon has been tested on the ground at Edwards Air Force Base, with the General Dynamics-designed weapon having been developed for both internal and external gun systems of the Joint Strike Fighter. The cannon is mounted on an external pod for the F-35B and C variants, with the Air Force’s F-35A variant positioning the weapon internally. The four-barrel system allows the fighter to let loose just 180 rounds per reload, allowing for three short passes at best. That last problem featured heavily in criticism of the Air Force for floating the idea – since backtracked – that the F-35A could serve as the main ground forces protection platform. The program has been busy testing other weapons in recent weeks, including the Marines testing live JDAM bombs in early July. The Pentagon has been mulling what to include in future F-35 weapon tranches, with options including the Small Diameter Bomb II and Joint Strike Missile, as well as several others.

July 15/15: On Tuesday, Lockheed Martin was awarded a further $718.3 million contract modification for parts, support services and simulators in support of the F-35’s Lot 8 low rate initial production. The LRIP Lot 8 contract was agreed last year, with 43 of the fighters scheduled for production under Lot 8. Also on Tuesday, Lockheed Martin was awarded a $101.3 million advance acquisition contract for 383 Helmet Mounted Displays for use with the F-35 by the Air Force, Marine Corps, Navy, international partners and the governments of Japan and Israel through Foreign Military Sales.

July 6/15: The Marine Corps conducted its first successful live ordnance drops from a F-35B in late June, the USMC announced on Friday. The Joint Strike Fighters dropped both inert and live ordnance, which consisted of JDAM GPS-guided munitions in both GBU-12 and GBU-32 configurations. The Marine Corps decided in May to push on towards the F-35B’s Initial Operating Capability (IOC) objective timetabled for 1 July, despite the unearthing of software problems. While it appears that the 1 July objective IOC date has now been missed, the jet has until December to achieve this milestone, with the dropping of live ordnance reportedly one of the last remaining items on a checklist of required capability tests required for IOC.

July 1/15: In a damning report obtained by War is Boring, the F-35A was out-performed by a F-16D in a mock dogfight in January. The newer jet failed to manoeuvre fast or agile enough to defeat the older fighter, despite the F-16 flying with two external fuel tanks. The unnamed pilot listed off numerous serious problems with the fighter, including a low nose climb rate and a cramped cockpit space, as well as other manoeuvrability issues reducing the ability of the pilot to see and kill the older jet, an issue that has come up before. On Monday Lockheed Martin was handed a $19.6 million contract modification to provide requirements development and maturation efforts for the Joint Strike Fighter.

June 29/15: With Naval Air Station Lemoore set to become the backbone of the Navy’s future strike capability, the Navy awarded a contract Friday for the construction of infrastructure to support the base’s fleet of F-35Cs. The $20.2 million task order covers the construction of new buildings to house JSF simulators, as well as classrooms and briefing rooms. NAS Lemoore beat out NAS El Centro last fall to become the Pacific Fleet’s F-35 base, with Strike Fighter Squadron 101 (VFA 101), the F-35C replacement squadron, set to relocate to the base in early 2017.

June 25/15: A US-UK team have successfully tested the F-35B’s short take-off capabilities from a replica carrier ski-jump, the British Ministry of Defence announced Wednesday. The testing is currently in its first iteration, with these tests designed to reduce risk before the JSF is launched from the deck of an actual carrier. The new Elizabeth-class carriers under construction for the Royal Navy will feature a ski-jump, in contract to the new Gerald Ford-class carriers which will feature electromagnetic catapults.

June 19/15: Not a single F-35A was downed by “hostile” fire during the Air Force’s recent Green Flag West exercise, the first exercise in which the Joint Strike Fighter has participated. None of the F-35s were shot down, whilst F-16s and A-10s were. The inclusion of the JSF in the exercises has been criticized as a public relations stunt; additionally, the level of operational pressure the F-35s were put under during the exercises compared with other aircraft has not been released. Whether the F-35 genuinely outperformed the other aircraft and as a result received no simulated destruction – or was just exposed to less severe operational testing – is hard to say.

June 4/15: Lockheed Martin saw a $920.4 million advanced acquisition contract on Thursday for the F-35 program. This award covers the production of 94 low rate initial production Joint Strike Fighters, with these spread across the three F-35 variants.. 78 F-35A models will be manufactured and delivered, with 44 of these destined for the Air Force and the remainder earmarked for international partners. The other 16 aircraft are split between the -B and -C models, with fourteen of the former going to the Marine Corps, as well as Italy and the UK, while two -C models will go to the Navy and Marines.

June 2/15: F-35As will take part in USMC exercises for the first time this week, with the fighter also set to drop live ordnance. The Green Flag West exercises will run to June 12, with the Marine Corps’ B model Joint Strike Fighter recently concluding trials aboard USS Wasp.

May 28/15: The Pentagon is currently determining what should be included in the F-35‘s Block 4 configuration, ahead of a review later this year. Weapons that could feature in Block 4 include the Small Diameter Bomb II and the Kongsberg Joint Strike Missile, as well as potentially the B61-12 standoff nuclear bomb.

May 20/15: As part of the Marine Corps’ F-35B trials currently taking place aboard USS Wasp, a F135 engine has been flown onto the ship to assess the aircraft’s ability to be repaired at sea. The engine uses a modular design to facilitate the swapping out of components, with this also making the entire engine transportable by a single MV-22 Osprey.

May 20/15: The Marine Corps has begun testing its F-35Bs aboard USS Wasp (LHD-1), with these tests set to last two weeks. Six of the aircraft are being tested for specific abilities as part of Operational Testing (OT-1); these include digital interoperability between aircraft and ship systems, something particularly sensitive given the aircraft’s recent software problems. The USMC decided to push ahead regardless of 2B software issues, with the intention of hitting IOC in July.

March 26/13: Singapore. AOL Defense is reporting that Singapore will order 12 F-35Bs within 10 days, while others take a more measured tone. Agence France-Presse cite Singaporean sources as saying they’re in the final stages of evaluating the F-35, which tracks with statements by Defence Minister Dr Ng Eng Hen. Even so, the plane’s very incomplete capabilities mean that part of Singapore’s evaluation is just paper and promises at this point. Singapore’s RSIS points out that the country has traditionally been cautious in its defense buys, restricting themselves to proven platforms.

Singapore’s fleet of about 34 upgraded F-5S/T fighters were bought in the 1970s, and they do need replacement. The RSAF’s alternative would be to order more F-15SG Strike Eagles as F-5 replacements, and wait several years before ordering F-35s. The Strike Eagles would cost less at present, and would offer a much wider array of weapons until about 2025 or later. F-35Bs would offer more risk, and would enter service much later than F-15SGs, in exchange for better stealth, and the ability to take off and land from damaged runways. Either way, a DSCA-approved export request would be required before any order can be placed. The most we can expect within 10 days is a State Department announcement. AOL Defence | AFP | Reuters | Eurasia Review.

March 26/13: UK. The Ministry of Defence announces that RAF Marham, which had hosted Tornados until the fighters were retired to save on support costs, will become Britain’s main base for F-35s. It will also act as a support center, performing depth maintenance. RAF | BBC.

March 25/13: Engine. Bloomberg reports that Rolls-Royce was an average of 160 days late with its F135-PW-600 LiftFan engine parts deliveries in 2012. Subcontractor errors were part of the problem:

“There have been issues such as corrosion on some of the gears and some undersized holes,” Jacqueline Noble, a spokeswoman for the defense agency, said in the [emailed] statement [to Bloomberg]. While London-based Rolls-Royce and its subcontractors have made progress, the need to fix fan parts that don’t meet specifications “is still a concern,” she said.”

March 25/13: Japan LRIP-8. Lockheed Martin Aeronautics Co. in Fort Worth, TX receives a $40.2 million fixed-price-incentive (firm-target), contract to provide long lead-time parts, materials and components required for the delivery of 4 Japanese F-35As, as part of Low Rate Initial Production Lot 8. See also June 29/12 entry.

Work will be performed in Fort Worth, TX, and is expected to be complete in February 2014. All funds are committed immediately, and this contract was not competitively procured by US Naval Air Systems Command in Patuxent River, MD, who is acting as Japan’s agent through the FMS process (N00019-13-C-0014).

March 21/13: Netherlands. The 2 Dutch IOT&E F-35As are already slated to go into storage until 2015, because the jets aren’t fit for purpose yet (q.v. Feb 11/13). Now Reuters reports that the Dutch are looking to cut their planned order of 85 F-35As by 17-33 planes. On the surface, this isn’t exactly news, as the MvD was known to be looking at a 56 plane order (-29 aircraft) when the Oct 24/12 Rekenkamer report came out. Reuters gives a figure of 52-68 planes and a budget of EUR 4.5 billion, but full replacement of the RNLAF’s reduced fleet of 68 F-16s with F-35As doesn’t square with that budget. A “defense source close to the talks” is quoted as saying that an F-35A order could drop as low as 33-35 planes (-50 or more aircraft), based on Rekenkamer estimates.

That can’t be welcome news to the F-35 program, which expects to have foreign orders making up half of production after LRIP Lot 8 in 2014 (q.v. March 12/13). For the RNLAF, Defense Aerospace cites Dutch Parliamentary documents which size their operational F-16 fleet at just 24 / 68 planes, due to maintenance issues and lack of spare parts. That’s a bit of a crisis; meanwhile, the larger question is whether 24-35 fighters is even close to adequate for future needs.

The new coalition, sworn into office in November 2012, expects to finalize a new defense policy and fighter purchase plans later in 2013. Defense Aerospace reports that the Dutch Parliament’s Standing Committee on Defence has already scheduled presentations from Boeing (F/A-18 Super Hornet family) and Saab (JAS-39E/F Gripen), and the Eurofighter consortium has told the publication that they’re keeping an eye on developments. Reuters | Defense Aerospace.

March 20/13: Australia. Lockheed Martin Aeronautics Co. in Fort Worth, TX receives an unfinalized, not-to-exceed $9.8 million modification for Australian-specific non-recurring support activities. It includes ALIS equipment and sustainment and logistics support, and will be bought under the LRIP Lot 6 contract. $4.9 million is committed immediately.

Australia was set to buy 2 F-35As for IOT&E preparation under LRIP Lot 6. The timing of their follow-on buy of 12 F-35As may be uncertain, but this contract seems to indicate that they’ll buy the 2 IOT&E jets (see also March 5/13). Work will be performed in Fort Worth, TX (35%); El Segundo, CA (25%); Warton, United Kingdom (20%); Orlando, FL (10%); Nashua, NH (5%); and Baltimore, MD (5%), and is expected to be complete in January 2019. US NAVAIR in Patuxent River, MD manages the contract (N00019-11-C-0083).

March 13/13: Denmark. The Danes pick up their fighter competition as promised, following their announced hiatus in April 2010. Invited bidders include the same set of Lockheed Martin (F-35A), Boeing (Super Hornet), and Saab (JAS-39E/F) – plus EADS (Eurofighter), who had withdrawn from the Danish competition in 2007. The goal of a 2014 F-16 replacement decision has been moved a bit farther back, and now involves a recommendation by the end of 2014, and a selection by June 2015.

The Flyvevabnet are reported to have 30 operational F-16s, with 15 more in reserve, out of an original order of 58. Past statements indicate that they’re looking to buy around 25 fighters as replacements, but there are reports of a range from 24-32, depending on price. Danish Forsvarsministeriet [in Danish] | Eurofighter GmbH | Saab | JSF Nieuws.

March 12/13: Issues & allies. JSF PEO Air Force Lt. Gen. Christopher C. Bogdan, USAF, offers a number of important pieces of information at the Credit Suisse/McAleese defense programs conference in Washington, DC. One is that he hopes to have unit cost, including the engine, down to $90 million by 2020 – about 10% lower than current Pentagon estimates beyond 2017. Allies “need to know where their money is going”, especially since orders after LRIP-8 (2014) are expected to be about 50% allied buys. Unfortunately there’s an issue with IOT&E processes, which has been left unaddressed until the issue became a source of buying uncertainty:

“Adding insult to injury, the JSF program office classified all documents as “U.S. only,” which upset partner nations. Even if they are all buying the same aircraft, each country has its own air-worthiness qualification processes and other administrative procedures that require they have access to the aircraft’s technical data. JSF officials are working to re-classify the documentation, Bogdan said.”

Regarding Operations & Support costs, which are over 2/3 of a weapon system’s lifetime cost: “If we don’t start doing things today to bring down O&S now, there will be a point when the services will see this aircraft as unaffordable.”

Most of those costs trace back to design, so changes at this point are possible, but difficult. One design and support issue is that the 80% commonality between variants envisaged at the program’s outset is now closer to 25-30%. That means more expensive non-common parts due to lower production runs, larger inventories for support of multiple types in places like the USA and Italy, more custom work for future changes, etc. Information Dissemination | National Defense.

March 11/13: GAO Report. The GAO releases its annual F-35 program report: “Current Outlook Is Improved, but Long-Term Affordability Is a Major Concern“. Some manufacturing indices like labor hours per jet delivery rate are getting better, but operations and maintenance costs are a serious problem, and F-35 acquisition funding requirements average $12.6 billion annually through 2037.

There’s much, much more. It’s difficult to summarize this report, and worth reading it in full.

March 9/13: Cost sensitivity. Reuters gets their hands on an advance draft of a GAO report, which looks at the F-35’s sustainment and purchase costs. The GAO’s estimate to refurbish produced F-35s to incorporate fixes required by discoveries during testing? $1.7 billion. That’s a lot, but it’s a decision that touches on the next area they examine: what happens if some countries don’t buy, or the USA buys fewer?

Current American plans will average $10.6 billion per year until 2037 [DID: it turns out to be $12.6 billion]. Average costs have already climbed from $69 million to $137 million, and would rise by another 9% if the USA dropped its orders from 2,443 – 1,500 (to $150 million). They would rise by 6% (to $145 million) if all 8 foreign partners cut their planned 697 orders, but the USA kept its own. The combination? More than additive, at 19% (to $163 million).

Here’s the thing. The GAO is calculating averages, but all F-35 partners including the USA, have a limited window of safe remaining life for their fighter fleets. That forces them to place earlier orders, which can cost a lot more than “average over all production” estimates. They’re also more price sensitive to production cuts, since fewer planes per year are being built at this stage. A design that isn’t done testing adds another disincentive, and the combination of unready planes and spiraling costs for near-term buys can force quite a few cancellations and reductions. Each cancellation may be minor in the long term, but it’s a larger cost hike in the short term, which ensures that the long term production figure never arrives.

One response just starts production earlier, and lets the main partner eat most of the concurrency costs. So, was the $1.7 billion concurrency cost worth it, in order to speed up the purchase schedule and production ramp-up by 5-6 years? That’s an individual judgement. Reuters | IBT.

March 6/13: DOT&E OUE. The POGO NGO gets its hands on a copy of the Pentagon’s Operational Utility Evaluation for initial F-35A training, dated Feb 15/13. While DOT&E cautions that you can’t draw any meaningful conclusions from a system this immature, some of their observations and trends are relevant and concerning.

Not training ready. To begin at the beginning, current F-35s aren’t even close to suitable for new-pilot training, and are very marginal even for experienced pilot training. This situation, and the long list of accompanying flight restrictions, is normal for an aircraft mid-way through its testing phase. What’s different is that continued program delays would leave the US military unable to stream new pilots to its production aircraft.

Touch screens. A notable but less urgent design deficiency involves the touch screen display, which may need to be used less. Using it to control radios, for instance, is a bad idea, especially at high Gs and under stress. To duplicate this feeling, have a jumpy 3-year old grab and flail at your arm while you’re trying to operate a computer mouse. MIL-STD-1472G already prohibits this sort of thing as a sole option, and voice recognition is intended to fix the problem. Until it’s ready, of course, we won’t know if it has its own issues.

Visibility. The most serious deficiency remains technical problems with the pilot’s ambitious Helmet-Mounted Display, coupled with a designed-in lack of rear visibility that HMDS needs to overcome using the plane’s embedded sensors. The visibility is poor in order to improve stealth vs. a full bubble canopy; and also to keep design commonality with the STOVL F-35B, which mounts its lift fan and doors behind the pilot. The OUE’s experienced F-16 and A-10 pilots were universal in their criticism, saying that poor to no rear visibility made basic tasks like keeping formation more challenging, and was a deficiency in combat situations.

It’s also a maintenance risk, of course, since all associated systems must be working or the planes will be at a large combat disadvantage. The likely result? Either lower readiness rates, higher maintenance costs, or both. Those are both areas where the F-35 remains behind the curve, with potentially dire fiscal consequences. POGO summary | Full Report [PDF]

March 5/13: LRIP-6. Lockheed Martin Aeronautics Co. in Fort Worth, TX receives a not-to-exceed $72.2 million unfinalized LRIP Lot 6 contract modification. It buys F-35A support equipment for Luke AFB’s Pilot Training Center 1. It also covers associated Data Quality Integration Management supplier support tasks, and all other sustainment data products for the USAF and the governments of Italy and Australia. The contract is split-funded by the USAF ($55.0M/ 76.2%); Italy ($10.3M/ 14.3%); and Australia ($6.9/ 9.5%).

Work will be performed in Fort Worth, TX (35%); El Segundo, CA (25%); Warton, United Kingdom (20%); Orlando, FL (10%); Nashua, NH (5%); and Baltimore, MD (5%), and is expected to be complete in August 2014. $36.1 million is committed immediately (N00019-11-C-0083). This brings total LRIP-6 contracts to $5.674 billion.

March 1/13: Return to flight. The Pentagon lifts the grounding order on its F-35 fleets, after inspecting fleet engines. The engine in question belonged to a plane used for flight envelope expansion testing, and had been operated for an extended time at high temperatures.

“Prolonged exposure to high levels of heat and other operational stressors on this specific engine were determined to be the cause of the crack [as opposed to high-cycle fatigue, which would force a redesign].”

The engineers believe no redesign is needed. Pentagon | Reuters.

Grounding lifted

Feb 28/13: Block 8 long-lead. Lockheed Martin Aeronautics Co. in Fort Worth, TX receives a $333.8 million fixed-price-incentive (firm-target), advance acquisition contract, covering early equipment buys for 35 LRIP Lot 8 planes: 19 USAF F-35As ($155.2M/ 46%), 6 USMC F-35Bs ($85.4M/ 26%), and 4 USN F-35Cs ($27.5M/ 8%); plus 4 F-35B STOVLs for Britain ($45M/ 14%), and 2 F-35As for Norway ($20.7M/ 6%). All contract funds are committed immediately.

Work will be performed in Fort Worth, TX, and is expected to be complete in February 2014. This contract was not competitively procured pursuant to FAR 6.302-1 (N00019-13-C-0008).

Feb 27/13: Unhappy relationship. F-35 PEO Executive Officer Lt. Gen. Christopher Bogdan criticizes some important decisions, such as concurrent testing and production, and he’s also unhappy with the vendors. There’s some back-and-forth in the news reports regarding production cost, which he pegs at about $120 million for a Lot 5 F-35A with engine, and whether cost reductions per lot have been adequate. His AuBC interview also includes this remark, which got less attention but is more important:

“The real big elephant is how much it costs over the life of this plane to maintain it, and sustain it…. I think today, looking at what we have, the cost to maintain and sustain this plane is too high…. What I’ve told Lockheed Martin and Pratt & Whitney is “you have yet to earn the right to become the product support integrator for the life of this program.” So what I’ve done is, I’ve tried to take pieces of the life cycle, and I’ve tried to introduce some competition [from domestic and foreign companies]….”

The decision to use only 1 engine also comes into play, as he describes the 6 month negotiations to finalize the F135 engine LRIP Lot 5 contract (vid. Feb 6/13 entry), which began shortly after their F136 competitor had been eliminated:

“Now, you would think a company like Pratt & Whitney that was just given the greatest Christmas gift you could ever, ever get for a company would act a little differently…”

In truth, the full tone of Gen. Bogdan’s remarks isn’t fully captured in written reports. He’s adopting classic crisis management recommendations, acknowledging known problems rather than being dishonest, placing them in context when he can, then promising to fix what’s left and deliver a successful jet. The comments in Australia were made shortly after the DOT&E report (vid. Jan 13/13). They’re aired a month or so later in the Australian Broadcasting Corporation’s “Reach for the Sky” documentary on the program, just before Australia submits a formal request to buy another 24 Boeing Super Hornet family fighters. Center for Public Integrity | Fox News | TIME | AuBC’s Reach for the Sky.

Feb 22/13: Engine. A crack in an F135-PW-100 engine blade grounds the entire F-35 fleet. The fault was found in an F-35A, but this part of the engine is common to all 3 variants. No one wants to have a blade break off inside and destroy the engine or the plane on its way out the back, hence the grounding.

These kinds of problems aren’t unheard of during testing, but the incident raises 2 big questions. One is the Pentagon’s flawed policy of ordering operational planes during the testing phase, which multiplies the cost of fixes during a fiscal crunch. The other involves the DoD’s decision to have just 1 engine manufacturer for the F-35, unlike its existing fighter fleets. Imagine exactly this sort of fleet-wide grounding, when the F-35 is the main fighter of all 3 armed services. DoD | Reuters.

Engine problems ground the whole fleet

Feb 13/13: Australia. Australian MP Dennis Jensen [Lib-Tangney, near Perth] chronicles the key assertions, decisions, and official reassurances made in Australia concerning the F-35, most of which have turned out to be somewhere between inaccurate and untrue. It’s a sobering account of how far program timelines and costs have gone awry, and effectively eviscerates the credibility of official ADF and DoD analysis.

The former defense research scientist also has the brass to point out that while the military has been busy missing the mark, independent analysts like Air Power Australia laid down key cost and performance markers that are now being vindicated by official reports.

Jensen is a long-time critic of the F-35. His 2009 guest article for DID focused on the F-22 as a better solution for Australia, and one wonders if he still has that view in light of recent events. His skepticism concerning the F-35 has remained, as evidenced by his March 2012 release, “Joint Strike Fighter lemon“. That release goes a step beyond most political releases, whose authors aren’t likely to confront a senior air force officer with step by step analysis of hypothetical 8 vs. 8 air combat engagements. Australian parliamentary transcript | JSF Nieuws has added sub-headers for easier reading.

Feb 13/13: Lot 6 Engines. United Technologies’ Pratt and Whitney Military Engines in East Hartford, CT receives a $65 million cost-plus-incentive-fee modification to a previously awarded advance acquisition contract for ongoing sustainment, operations, and maintenance to LRIP Lot 6’s F135 engines. This contract combines purchases for the USMC ($43.8M / 69%); the USAF ($17.8M / 26%); and the US Navy ($3.3M / 5%). $55.3 million in FY 2012 and 2013 contract funds are committed immediately, and $11.8 million will expire at the end of the current fiscal year, on Sept 30/13.

Efforts include labor and materials required to maintain and repair F135 propulsion systems; sustainment labor consisting of fleet and material management, sustaining engineering, and joint services technical data updates; and material required to support fielded propulsion systems and support equipment after unit and depot activations at production, training, and operational locations.

Work will be performed in East Hartford, CT (54%); Indianapolis, IN (31%); and Bristol, United Kingdom (15%), and is expected to be complete in December 2013 (N00019-12-C-0090).

Feb 12/13: F-35B flying. The Joint Strike Fighter Program Office clears the F-35B variant to resume flight operations. Within the fleet, all affected hoses have been inspected, and the ones that are out of tolerance will be replaced beginning in about a week. F-35Bs with properly crimped hoses can resume flying now. Yuma Sun.

F-35B cleared to fly

Feb 11/13: Dutch IOT&E. Minister of Defence Mrs. JA Hennis-Plasschaert sends a written brief to Parliament, covering recent developments with the F-35. It outlines the recent American DOT&E report, and also discusses developments in Canada, where the F-35 decision is under review. With respect to their own order, the first Dutch F-35 is ready, and the 2nd will arrive in summer 2013, but the project’s lateness has started to affect the RNLAF.

The original plan was to use their IOT&E jets with Block 3 software for testing and tactics development from April 2012 – August 2014, and pay EUR 27.1 million. Because the program is so far behind on Block 3 software delivery, per DOT&E, the Dutch will have to store their jets in the USA at their own expense until 2015, run their IOT&E from 2015-2018, and pay EUR 47 – 55 million. All on top of buying their jets several years earlier than they needed to, which raised their cost by many millions of euros.

Turkey was probably thinking of these kinds of issues when they postponed their planned IOT&E buy in January. JSF Nieuws has excerpts from the letter, which has not yet been published on the government’s web sites, and also showed us the full copy.

Dutch IOT&E

Feb 6/13: The Pentagon’s F-35 Joint Program Office and Pratt & Whitney announce an agreement in principle regarding the final engine contract for LRIP Lot 5’s planes.

An unfinalized version of that contract was announced on Dec 28/11, and the new contract is reportedly about $20 million lower than the $1.122 billion quoted at that time. Even with that reduction, adding the engine contract to other fighter-related Lot 5 announcements would give an average Lot V flyaway cost across all types of around $170 million per plane. It’s important to note that the engine contract includes things besides fighter engines, but even with no engines at all, Lot V announcements sum to a cost per fighter of $137.5 million.

Final engine figures and divisions won’t be forthcoming until the official Pentagon announcement. Note that some media reports don’t match up with the 32 planes known to be in Lot V (vid. Dec 14/12 entry). American Machinist | Reuters.

Feb 5/13: Britain’s switch costs. The British House of Commons Defence Committee says that the government’s shift from the F-35B STOVL to the F-35C and back cost the country GBP 100 million (vid. section 2, #14 & 15). Most of that money was spent on budgets related to Britain’s new carriers, and the committee faults the government for rushed work on the October 2010 SDSR.

That is quite a lot of money to waste, and it’s true that after the Conservative/ Lib-Dem coalition took power, there was a strong push to get the SDSR out the door in a short period of time. These kinds of decisions are very complex, and the committee faults the Ministry for going along with this recommendation, without really understanding the changes involved.

The Ministry’s defense is that their CVF/ Queen Elizabeth Class carriers had been touted as “future proof”, able to include catapults if that became necessary during the ships’ lifetimes. That proposition was put to the test early with the F-35C switch. The Ministry’s retrospective conclusion is blunt, and discomfiting on its own terms: “It is not my belief that [the carriers] were genuinely designed for conversion, or that the contract allowed them to be designed for conversion.” One wonders, then, why they were touted that way. UK Commons Defence Committee Acquisitions Report | Flight International.

Britain’s type-
switching costs

Feb 2/13: A USAF presentation to Congress says that if sequestration takes effect, F-35 order will be reduced (duh). They add that the program may need to be restructured, too, along with the KC-46A aerial tanker and MQ-9 Reaper Block 5. That would make a few allies grumpy. Flight International.

Jan 31/13: Personnel. AviationWeek reports that Tom Burbage, the executive vice president and general manager of program integration for the F-35, will retire in March 2013, after 32 years at the firm. He had been appointed in that position in 2000.

Jan 30/13: DOT&E – Pilot views. Flight International interviews both experienced pilots and Lockheed Martin personnel, in the wake of the turning & acceleration performance downgrades announced by DOT&E’s 2012 report. One experienced pilot flatly says that those performance figures put the F-35 Lightning in the same class as the 1960s-era F-4 Phantom fighter-bomber, rather than modern high-performance fighters. The Lightning does retain some kinetic strengths, but the overall picture isn’t encouraging when examined closely.

Then a Lockheed test pilot with broad experience takes up the gauntlet, to say that the F-35 is actually kinetically better than other 4+ generation fighters. Some of his fellow test pilots question those claims. Read “The F-35’s Air-to-Air Capability Controversy” for in-depth coverage of this issue.

Jan 30/13: Japan problem. If Japan wants to make parts for all F-35s, they’re going to have to do something about one of their “3 principles” on arms exports. Those restrictions won’t allow exports to communist countries, countries subject to arms export embargoes under U.N. Security Council resolutions, or countries involved in or likely to be involved in international conflicts. Unfortunately, many potential F-35 customers, especially in the Middle East, fall into the 3rd category.

We’re sure Israel would be perfectly happy to simply have all of the affected parts made in Israel instead, but this is going to be a wider issue. The program could always go to a “second supplier” arrangement for all Japanese parts, and Chief Cabinet Secretary Yoshihide Suga said maintaining consistency with the ban is “under discussion within the government.” Asashi Shimbun.

Jan 30/13: Industrial. Lockheed Martin says that there are 88 F-35s of all versions in various stages of completion on the program’s production lines. When it’s delivered, AF-41 (a USAF F-35A) will become delivery #100.

Jan 28/13: Fueldraulic fault found. Flight International reports that the failure of an F-35B’s Stratoflex fueldraulic line has been traced to a failure to properly crimp it. The F-35 Program Office says that Stratoflex, Rolls-Royce and Pratt &Whitney, have “instituted corrective actions to improve their quality control processes and ensure part integrity.”

The same problem was found on 6 other aircraft, and all 7 will need to be fixed. Until a Return to Flight plan is approved, however, all 25 F-35Bs will remain grounded.

Jan 18/13: F-35B grounded. The F-35B fleet is grounded, after a fueldraulic line (q.v. DOT&E report) fails and forces the pilot to abort a takeoff. There was no danger, and the pilot simply moved his airplane off of the flight line after it happened.

The F-35A and F-35C fleets are unaffected. Bloomberg | Defense News | Flight International.

F-35B Grounded

Jan 13/13: DOT&E Report. The Pentagon’s Department of Operational Test & Evaluation submits its 2012 report, which includes 18 pages covering the F-35. The fleet continues to work through significant technical challenges, which isn’t unusual. What is unusual is the steady stream of deliveries that will have to be fixed later, in order to address mechanical and structural problems found during testing. A summary of the key statistics & challenges can be found above, in the Testing section, but 2 issues deserve special mention.

One issue is software, which may be more important to the F-35 than it is to any other fighter aircraft. Unfortunately, the software development program is late, and is straining to fix and test issues across several developmental versions. Block 1.0 software capability is only 80% delivered, and the Block 2A software for training is under 50%. Block 2B, which adds rudimentary combat capabilities for serious training, was under 10% as of August 2012. Test resources and personnel are both limited, so this problem is likely to get worse.

The other issue is weight. The F-35 was designed with little margin for weight growth, but new capabilities and fixes for testing issues often add weight. One frequent consequence is higher costs, as very expensive but lightweight materials are used to save an extra pound here and there. Another consequence reduced performance, as seen in the F-35B’s drop to 7.0 maximum Gs after its aggressive weight reduction effort. A third consequence involves ruggedness and survivability. The F-35B faced a suspension of structural fatigue life stress testing in 2012, after cracking was discovered in several places. Even this pales in comparison, however, to the fleet-wide problem created by saving just 11 pounds in all variants. Without fuelstatic flow fuses and Polyalphaolefin (PAO) coolant shutoff valves, DOT&E estimates that these flammable substances make the F-35 25% less likely to survive enemy fire. DOT&E report [PDF] | Lockheed Martin re: 2012 testing | Reuters | TIME magazine. | Washington Post.

Jan 5/13: Turkey. The Turkish SSM procurement agency decides to postpone its initial buy of 2 training and test aircraft, which were supposed to be part of the Lot 7 order (q.v. Sept 27/12 entry). The SSM cites capabilities that are behind scheduled expectations and not ready for full training, and cost concerns, while reaffirming Turkey’s long-term commitment to 100 F-35As.

The Pentagon DOT&E report is quite specific about the plane’s delivered software being unsuitable for any combat-related training or test. Block 2B software would be required for that at least, but the program has yet to deliver parts of Block 1, and the Block 2A software on current planes is also just a partial implementation. In light of that information alone, Turkey’s decision to wait seems prudent. Why incur higher costs from an earlier production lot, if the plane isn’t going to be fully useful in its intended test and training role? Turkish SSM [in Turkish, PDF] | AFP | Washington’s The Hill magazine | Turkish Weekly.

Turkey postpones planned IOT&E buy

Dec 28/12: LRIP-6. Lockheed Martin Aeronautics Co. in Fort Worth, TX receives a not-to-exceed $3.678 billion unfinalized modification to the low rate initial production lot 6 advance acquisition contract. It covers 29 American planes: 18 F-35As, 6 F-35Bs, and 7 USN F-35Cs, plus “all associated ancillary mission equipment.” LRIP-6 contracts total $5,729.6 million, and include:

• March 20/13: $9.8 (support for Australia)
  
• March 5/13: $72.2 (support infrastructure for USA, Australia, Italy)
  
• Feb 14/13: $65.0 (engine maintenance)
  
• Dec 28/12: $3,677.9 (USA 29: 18 F-35A, 6 F-35B, 7 F-35C)
  
• Dec 28/12: $735.4 (support, unfinalized)
  
• Dec 6/12: $386.7 (long-lead)
  
• March 12/12: $38.6 (F-35A long-lead)
  
• Feb 9/12: $14.6 (F-35B long-lead)
  
• Jan 6/12: $194.1 (engines)
  
• Aug 8/11: $535.3 (38 long-lead: USA 19 F-35A, 6 F-35B, 7 F-35C; Italy 4 F-35A, Australia 2 F-35A)

Long-lead items contracts can include JSF partner and foreign buys, since the material buys are basically the same. Main contracts for customers outside America are often announced separately, which explains why some are missing from the Dec 28/12 announcement. Work will be performed in Fort Worth, TX (35%); El Segundo, CA (25%); Warton, United Kingdom (20%); Orlando, FL (10%); Nashua, NH (5%); and Baltimore, MD (5%), and is expected to be complete in February 2015. $1.839 billion is committed immediately (N00019-11-C-0083).

LRIP Lot 6 main

Dec 28/12: LRIP-6 support. Lockheed Martin Aeronautics Co. in Fort Worth, TX receives a not-to-exceed $753.4 million unfinalized modification to the LRIP-6 advance acquisition contract, for one-time sustainment and logistics support. This modification also includes site stand-up and depot activation activities, Autonomic Logistics Information System (ALIS) hardware and software, training systems, support equipment, and spares.

Work will be performed in Fort Worth, TX (35%); El Segundo, CA (25%); Warton, United Kingdom (20%); Orlando, FL (10%); Nashua, NH (5%); and Baltimore, MD (5%), and is expected to be complete in December 2015. $375.2 million is committed immediately (N00019-11-C-0083).

Dec 28/12: LRIP-6 & 7 support. Lockheed Martin Aeronautics Co. in Fort Worth, TX receives a not-to-exceed $374.5 million unfinalized modification to the LRIP-6 advance acquisition contract. It covers initial spares in support of 60 F-35s from LRIP Lot 6 and LRIP Lot 7: 37 F-35As, 12 F-35B STOVL, and 11 F-35Cs.

Work will be performed in Fort Worth, TX (35%); El Segundo, CA (25%); Warton, United Kingdom (20%); Orlando, FL (10%); Nashua, NH (5%); and Baltimore, MD (5%), and is expected to be complete in November 2015. Contract funds in the amount of $374,495,232 is committed immediately (N00019-11-C-0083).

Dec 28/12: Studies. Lockheed Martin Aeronautics Co. in Fort Worth, TX receives a $48 million cost-plus-fixed-fee, indefinite-delivery/ indefinite-quantity contract to perform engineering, programmatic, and logistics tasks supporting investigations or studies covering various systems in the F-35 Lightning II.

Work will be performed in Fort Worth, TX, and is expected to be complete in December 2015. $7.2 million is committed at the time of award. This contract was not competitively procured pursuant to FAR 6.302-1 (N00019-13-D-0005).

Dec 28/12: LRIP-5 support. Lockheed Martin Aeronautics Co. in Fort Worth, TX receives a not-to-exceed $17.1 million unfinalized modification the LRIP Lot 5 contract. This modification buys initial air vehicle spares for LRIP-5 F-35As.

Work will be performed in Fort Worth, TX (35%); El Segundo, CA (25%); Warton, United Kingdom (20%); Orlando, FL (10%); Nashua, NH (5%); and Baltimore, MD (5%), and is expected to be complete in November 2015. All contract funds will expire at the end of the current fiscal year, on Sept 30/13 (N00019-10-C-0002).

Dec 14/12: LRIP-5. Lockheed Martin Aeronautics Co. in Fort Worth, TX receives a $127.7 million fixed-price-incentive-fee and cost-plus-incentive-fee modification, finalizing the F-35’s LRIP Lot 5 contract for 32 planes. This contract also includes funds for manufacturing support equipment; 2 program array assemblies; ancillary mission equipment, including pilot flight equipment; preparation for ferrying the aircraft; and redesign to change parts with diminishing manufacturing sources.

Some news reports place the contract’s figures at $3.8 billion, but a review of past contracts, and conversation with Lockheed Martin, show that the entire LRIP-5 is actually $6.459 billion so far. The distribution also differs from Reuters’ report: it’s 21 F-35As, 4 F-35Bs, and 7 F-35Cs. Past awards, in millions, include:

• Dec 14/12: $127.7 (finalize)
  
• Aug 6/12: $209.8 (spares)
  
• Apr 13/12: $258.8 (add 1 F-35B, 1 F-35C for USA)
  
• March 12/12: $56.4 (support of delivery schedule)
  
• Dec 28/11: $1,122

Americas

• Canada has been cleared by the US State Department’s Defense Security Cooperation Agency (DSCA) to proceed with the purchase of 32 AIM-120D air-to-air missiles. Costing an estimated $140 million, the package also includes 18 Captive Air Training Missiles, four AMRAAM Non-Development Item-Airborne Instrumentation Units, two AMRAAM Instrumented Test Vehicles, seven spare AMRAAM guidance units and four spare AMRAAM control sections for use on their F/A-18 aircrafts. The DSCA said the missiles will be used on Royal Canadian Air Force fighter aircraft and are said to contribute to the foreign policy and national security objectives of the US by helping to improve the security of a NATO ally.

• BAE Systems has commenced production of its sensor technology for the Long Range Anti-Ship Missile (LRASM) produced by Lockheed Martin. Valued at $40 million, the order will be carried out at BAE Systems’ facilities in Nashua, New Hampshire and Wayne, New Jersey. BAE says the sensor will allow the LRASM to semi-autonomously detect and identify targeted enemy ships without relying exclusively on intelligence, surveillance, and reconnaissance systems, networking links, or GPS navigation.

• MBDA Missile Systems will produce up to 21,000 Diamond Back Wing Assemblies for use on the US Air Force’s (USAF) precision-guided GBU-39 Small Diameter Bomb Increment I (GBU-39 SDB-I). The contract, awarded by the munition’s manufacturer Boeing, comes as the US Air Force orders additional SDB-I production under a two-year deal worth $261 million, which will run through to December 2018. MBDA’s component is an integral part of the munition as its tandem wing design improves the maneuverability and extends its range to over 60 nautical miles, increasing pilot safety and expanding operational reach.

Middle East & Africa

• The Canadian government, under pressure to make good on peacekeeping commitments made in 2015, looks set to offer six helicopters to the UN’s Mali mission, which could be followed by a troop deployment to act as trainers. While Prime Minister Justin Trudeau had promised to send 600 troops to Mali back in 2015, fears over high causalities have prevented any firm action being taken, a decision critics say could damage Canada’s hopes of joining the UN Security Council. A 10,000 UN peacekeeping force is already in present in the country—which is experiencing a growing militant threat from jihadists—and 80 peacekeepers have been killed since 2013, making it the world’s most dangerous peacekeeping operation. Sources say the Mali mission will be discussed on the sidelines next month at an international peacekeeping conference that Canada is hosting.

• Qatar has been cleared by the DSCA for the possible $1.1 billion foreign military sale in support of its F-15QA multi-role fighter aircraft program. Once cleared by US Congress, work to be undertaken includes design and construction services, new parking/loading ramps, hot cargo pads, taxiways, hangars, back shops, alert facilities, weapons storage areas, hardened shelters, squadron operations facilities, maintenance facilities, training facilities, information technology support and cyber facilities, force protection support facilities, squadron operations facilities, other F-15QA related support structures, construction/facilities/design services, cybersecurity services, mission critical computer resources, support services, force protection services, and other related elements of logistics and program support. Contractors for the sale will be determined through an open competition, and it is expected that Doha will request offsets before negotiations are concluded. The support deal follows Qatar’s June’s $12 billion order for 36 F-15QA aircraft from Boeing, and less than two months after it announced intentions to buy 24 Eurofighter Typhoons from the UK.

• The purchase price of Turkey’s new S-400 Trumf air defense missile system is in excess of $2 billion. CEO of Russia’s state conglomerate Rostec, Sergei Chemezovhe, made the announcement to the TASS news agency on Thursday. The sale has been controversial, especially in the US, as Turkey is a NATO member yet shunned an air defense system that was interoperable with allied systems and networks. Ankara also announced this week a new $1 billion competition to design, develop, and eventually produce an engine and transmission system, or power group, for Turkey’s indigenous Altay tank program. A previous contract awarded to local engine-maker Tumosan, in conjunction with Austrian firm AVL List GmbH, was cancelled as part of Austria’s arms embargo on Turkey. Now chasing the money is the British-based European division of US firm Caterpillar, who have expressed interest in the power pack for the Altay program.

Europe

• Russia is toying with the idea of developing a new single-seat attack jet based on the twin-seat Su-34 fighter-bomber. Development of the new fighter, according to an anonymous source, could start as early 2018, with an aim to replacing the Su-25 with an aircraft that holds twice the payload (eight tonnes compared to four). But the Su-25 isn’t going anywhere any time soon. Its most recent variant, the Su-25SM3, is expected to keep flying for the next 10-15 years.

Asia Pacific

• The second indigenous aircraft carrier being developed by China will come with an Electromagnetic Aircraft Launch System (EMALS), the South China Morning Post reports. Military officials are said to have given the green light to the project after breakthroughs in developing a medium-voltage, direct-current transmission network that does not require the use of nuclear power to operate—a feature found on US aircraft carriers that use EMALS to launch its carrier aircraft—and while the US have already developed such an integrated propulsion system (IPS) on its first USS Zumwalt-class destroyer, China’s second-generation IPS technology is believed to be more advanced. China’s first two carriers, the Liaoning and its sister ship, the Type 001A, are conventionally powered vessels equipped with Soviet-designed ski-jump launch systems.

Today’s Video

• Kratos’ UTAP-22 Mako Unmanned Aerial System (UAS) completed a multi-UAS demonstration mission:

Americas

• The US Army has awarded a production contract to L3 Technologies for its Manned/Unmanned Teaming-eXpanded Capabilities (MUMT-X) program for AH-64 Apache attack helicopters. Valued at $97 million, L3 2ill provide Apache MUMT-X above-rotor Unmanned Aerial System Receive technology solutions to support MUMT operations and air-to-air-to-ground line-of-sight data links—a more robust, lighter and less expensive system than the original Unmanned Aircraft System control system currently used. Work will be under taken by L3’s division, L3 CS-West, specialists in high-performance networks.

• Northrop Grumman announced the successful first refueling of its E-2D Hawkeye early warning aircraft. The milestone was reached during a four hour flight on July 14 of this year, where the crew performed 10 dry plugs and two wet plugs with the help of a US Navy KC-130 tanker. Awarded in 2013, the aerial refueling contract was granted to give the US Navy the capability and flexibility to conduct missions over four hours. The aerial refueling system modification contains several sub-system upgrades to accommodate the refueling capability including adding the fuel probe plumbing, formation lighting, long-endurance seats, as well as flight control software and hardware changes.

• Lockheed Martin has been tapped by the US Navy to develop the service’s largest unmanned undersea vehicle. Dubbed the Orca, the Extra Large Unmanned Undersea Vehicle (XLUUV) is a multi-mission autonomous vehicle with a reconfigurable payload bay. It will be capable of transiting to an area of operation, loiter, periodically establish communications, deploy payloads and then transit home. Valued at $43.2 million, the award falls under the program’s design-phase, ahead of a second competitive production phase contract that will commission up to nine vehicles.

Middle East & Africa

• Lebanon has received two A-29 Super Tucano light attack aircraft from the United States. The aircraft will be used for armed observational operations, according to a Lebanese military official. Four more Super Tucanos are expected to be delivered as Washington continues its support and financing of the Lebanese military despite claims by Israel that the military has been supplanted by Hezbollah—a Lebanese Shi‘ite Muslim paramilitary organisation backed by Iran and an ally of Syrian President Bashar Al-Assad during his country’s six year civil war. Despite these claims, US ambassador to Beirut Elizabeth Richard said the delivery marked a “significant increase in Lebanese Air Force combat capability that this aircraft represents will ensure that the LAF will remain a national unifying force, a bulwark against extremism and terrorism.”

• Israel Aerospace Industries (IAI) announced the first order of subsidiary Elta’s ELK-1882T satellite communication terminal for fighter jets. The unnamed customer will receive deliveries of the Ku-band phased array SATCOM network starting in 2021. The firm will display the system at the MilSatCom Show in London, UK from November 7-9. They bill it as easy to install and integrate, with minimal impact on aircraft performance due to the conformal installation.

Europe

• Airbus has admitted to “certain inaccuracies” in US arms export filings, drawing the United States for the first time into a scandal over alleged misconduct at the European aerospace giant. The export controls apply to certain aircraft, such as the UH-72 Lakotas, which are sold to foreign customers from the US, as well as some US-made equipment installed on Airbus products, such engines and avionics. While the firm offered few details on the matter, they confirmed the inaccuracies during an internal review completed in late July after initially coming to their attention in November 2016, however, was unable to estimate how long it could take to resolve the matter or the range of potential consequences.

Asia Pacific

• Following the recent sale to Lithuania, Indonesia has become the latest buyer of the Norwegian Advanced Surface to Air Missile System (NASAMS), the platform’s manufacturer Kongsberg announced Tuesday. The $77 million deal includes one NASAMS system, command posts, radars, launchers, radios, as well as system integration, training and logistics support. Jakarta will purchase the AMRAAM missiles for the system under a separate foreign military sale with the United States. Once delivered, Indonesia will join Norway, Finland, the Netherlands, the US, Spain and Oman as operators of the system.

• The Indian Navy has been allocated $3.3 billion to proceed with the procurement of 111 naval helicopters. Once New Delhi selects a winner, sixteen units will be purchased off the shelf, while the rest will be assembled in India with local private partners under the ‘Make in India’ initiative. Capabilities requested include search and rescue (SAR), humanitarian assistance and disaster relief (HADR), and must be able to carry light-weight torpedoes for anti-submarine warfare (ASW) missions. Potential suppliers mentioned include Airbus with its S565 MBe Panther, Bell Helicopters’ Bell 429, and unnamed offerings from Lockheed Martin subsidiary Sikorsky, and Russian firm Rosoboronexport.

Today’s Video

• E-2D receives fuel for the first time:

Americas

• The Armored Group (TAG), a Michigan-based armored vehicle supplier, has acquired two German-based armoring companies—JPA Armoring and Fahrzeugbau Stadthage. The merger includes both of the firms’ manufacturing facilities, tools, fixtures, intellectual property, designs, certifications and testing results, and will now operate as TAG Germany GmbH. TAG assured that key employees will be retained at TAG Germany with staff number to increase along with orders. The firm said that the acquisition will strengthen TAG’s market share in the European market and improve its service capability to global customers.

• Early test data gathered by the US Air Force (USAF) has led the service to be confident that a software solution could fix some deficiencies found in the Boeing KC-46 tanker aircraft. Speaking on the testing, Gen Carlton Everhart, commander of the USAF Air Mobility Command, said the reprograming could fix a high-frequency (HF) transmit as well as an “uncommanded boom extension”, although further testing will be required. The HF radio, which must be turned off to avoid electrical sparking between the boom and receiver, is now tolerable according to vendors, while the boom extension issue does not damage the aircraft.

Middle East & Africa

• General Dynamics Ordnance and Tactical Systems will provide the government of Iraq with 120mm insensitive munition high explosive with tracer tank (IM HE-T) ammunition cartridges. Valued at $93 million, the agreement falls under a firm-fixed-price foreign military sales contract, with GD responsible for any additional costs outside of that figure. Work will run through to October 26, 2022, with work locations to be determined with each other. 120mm IM HE-T is the primary ammunition used on M1 Abrams tanks.

• Rheimetall’s CEO has blasted the ongoing diplomatic spat between the Germany government and Turkey which has damaged relations and put a freeze on planned defense projects. Relations have been strained since the failed coup of 2016 against Turkish President Recep Tayyip Erdogan and the subsequent crackdown of opponents. Berlin has also refused to extradite people Turkey claim were involved in the plot. Armin Papperger, the German manufacturer’s CEO, said several defense projects had subsequently been put on hold, including the production of ammunition for fighter jets in Turkey and upgrades to Turkey’s Leopard tanks, and were still awaiting decisions by the two governments. Rheinmetall’s potential involvement in Turkey’s Altay tank program could also be in doubt—the firm has formed a joint venture with Turkey’s BMC to bid for the first tranche contract which would see 100-200 Altay units built.

• Having formed a joint entity with private Turkish company Kale Group in May, British engine maker Rolls-Royce intends to use the ‘Open General Export License’ issued by the UK government to secure its participation in Turkey’s next-generation TF-X fighter program. The license frees all British companies involved in the program to export the requisite technology necessary for the program to Turkey and is intended to support the British defense industry in Turkey. Rolls-Royce has already provided its CTS800 turboshaft engine for use on Turkish Aerospace Industries (TAI) T129 ATAK attack helicopter, through its partnership in the Light Helicopter Turbine Engine Company (LHTEC).

Europe

• Swedish defense contractor Saab announced two contracts for the delivery of next-generation light anti-tank (NLAW) and man-portable air defense systems (MANPADS) to Finland and Brazil respectively. The Finnish order is the exercising of a 2015 contract option for the shoulder-fired NLAW and will be delivered to Helsinki next year. Meanwhile, Brazil ordered additional RBS 70 Very Short Range Air Defense, which includes launchers, training simulators, camouflage systems and associated equipment for operators and system maintainers. Systems will be delivered in 2018 and 2019. Saab did not disclose the value of both contracts.

Asia Pacific

• Relations between China and South Korea are set to normalise following a year-long dispute over the US deployment of the Terminal High Altitude Area Defense (THAAD) system on the Korean peninsula. Korean firms operating in China, Chinese tourism to South Korea, and even K-Pop and television stars have all suffered from a boycott led by Beijing, which the Bank of Korea claim knocked about 0.4 percentage points off this year’s expected economic growth. Lotte Group, the sprawling chaebol whose land was chosen as the site for THAAD’s deployment was hardest hit, after its hypermarket and hotels in China faced severe sanctions. An agreement reached between the two will see both country’s leaders meet on the sidelines of the summit of Asia-Pacific Economic Cooperation (APEC) countries in Vietnam, scheduled for November 10-11. The detente comes just days before US President Donald Trump’s visit to Asia—a visit that has seen three US carrier strike groups assemble in the Pacific.

• As many as 200 North Korean construction workers are feared dead after the collapse of a tunnel being built at the regime’s Punggye-ri test site. The collapse, which is believed to have taken place on September 10, comes as prolonged underground nuclear testing shepherded by the god-king leader Kim Jong-un caused tremors and seismic shocks across the region. Pyongyang’s most recent nuclear test on September 3, one week before the tunnel collapse, led experts to claim that the test site was now more than likely unusable due to the activity.

Today’s Video

• Russian MoD video of the Su-30SM:

Americas

• Canadian defense contractor Discovery Air Defense is to enter the United States Air Force’s (USAF) Adversary Air (ADAIR) competition with the General Dynamics F-16. The firm told Jane’s that it had just finalized a deal to procure a “large volume” of the aircraft and that competing firms were offering third-generation solutions masquerading as fourth-generation one. Multiple awards for as much as $6 billion combined are expected for ADAIR, with the Navy also in source selection for its own procurement for adversary air training. Potential competitors for ADAIR joining DA Defense include Saab’s Gripen Aggressor and a Airborne Tactical Advantage Company (ATAC) bid offering the French-built Dassault F1 fighters.

• It’s been reported that a number of contracts have been awarded by the Department of Defense Ordnance Technology Consortium (DOTC) to four companies to come up with concept designs for the Army’s long-running Patriot air-and-missile defense radar replacement. Based on their previous involvement with the Patriot program, both Raytheon and Lockheed Martin received contracts to develop new concepts for the radar, while Northrop Grumman also confirmed its involvement in the concept phase of the program. Another firm, Brea, California-based Technovative Applications, has also been reported to have landed another Army contract, which are expected to run for 15 months. After spending years debating what will replace the Patriot’s Raytheon-manufactured radar, the Army announced earlier this year a competition for a brand new 360-degree, lower-tier AMD sensor that can detect different evolving threats coming from any direction, be they ones that ones that fly slower, faster or manoeuvre differently.

Middle East & Africa

• Egypt’s first Gowind 2500 corvette from French shipbuilder Naval Group (formerly DCNA) and the second Thyssenkrupp Marine Systems (TKMS) Type 209/1400 diesel-electric submarine (SSK) have been delivered to the Navy’s naval facility at Alexandria. Cairo has four Gowind 2500 corvettes on order under a $1.1 billion order from France in 2015 and four TKMS Type 209/1400 SSKs from Germany in 2012. The Gowind procurement is part of a multi-billion-dollar arms package agreed with France, and includes two Mistral landing helicopter docks (LHD)—delivered in 2016—a DCNS FREMM multi-mission frigate and 24 Dassault Rafale fighters. Funding for the deal saw Paris provide a $3.76 billion loan to support 60% of the purchase, with Cairo coughing up 40% in upfront payments from the treasury.

• Denel Group of South Africa has given updates on its A-Darter high-off-boresight (HOBS) air-to-air missile (AAM) and Marlin radar-guided beyond visual range (BVR) air-to-air missile programs. The firm said the A-Darter recently completed seeker performance qualification flight trials and is expected to complete final qualification tests by the end of the year ahead of entering serial production. Regarding the Marlin, Chief systems engineer Ivan Gibbons said the missile has completed various tests such as rocket motor firings and firing of a largely complete missile from the Denel Overberg Test Range two years ago by utilizing a ground-mounted launcher to test the missile’s manoeuvrability and flight characteristics. Target markets for the missiles include Algeria, Brazil, Kenya, Malaysia, Mozambique, Oman, Pakistan, South Africa, Turkey and the United Arab Emirates (UAE).

Europe

• The Greek government has replied to criticism surrounding the recent US State Department approval of an upgrade package for its fleet of F-16s. In a notice posted by the Defense Security Cooperation Agency (DSCA), 123 F-16s will be upgraded to the V-standard at a cost estimated to reach $2.4 billion. However, this figure has been criticised by the opposition New Democracy, who said the government was “offering jobs not in Greece but in the US,” and lamented the sale as “an expensive deal”. In response, Defense Minister Panos Kammenos said that the budget ceiling for the program is only $1.3 billion and the “rest relates to subsidy packages and offsets.” While no offsets have so far been agreed to, the DSCA notice noted that Greece usually requests offsets, and that any offset agreement will be defined in negotiations between Greece and the contractor—Lockheed Martin.

• A $18.2 million US Navy contract modification has been awarded to Orbital ATK to undertake conversion work of high-speed, anti-radiation missiles into advanced medium-range air-to-ground guided missiles with counter-enemy shutdown capability for the Italian government. The previous firm-fixed contract award called for the procurement and transition of AGM-88B High-speed Anti-Radiation Missiles (HARM), to the latest generation of AGM-88E Advanced Anti-Radiation Guided Missile (AARGM). Differences between the two munitions is that the AARGM has an advanced guidance section and control abilities that use a multi-mode seeker to counter enemy shut-down capability, as well as an onboard Weapons Impact Assessment subsystem that supports battlefield commanders in conducting after-action battle damage assessments. It can also relay impact assessment data prior to the impact on target. The majority of the contract’s work will take place in California, with some to take place in Istrana, Italy. Contract conclusion is scheduled to March 2019.

Asia Pacific

• Shaking off the ongoing corruption allegations being investigated at the firm, Korea Aerospace Industries (KAI) has been busy chasing sales at this year’s International Aerospace and Defence Exhibition (ADEX) in Seoul. The firm is currently looking to start negotiations with Thailand for an additional batch of four T-50TH trainer aircraft, adding to the eight initially procured by and delivered to Bangkok and a contract signed earlier this year for a further four aircraft scheduled to be delivered in 2018. Thailand had intended to acquire all of its planned 16 T-50s in a single go, but budget constraints forced the government to pursue a multi-batch procurement. The aircraft are scheduled to replace the Royal Thai Air Force’s Aero L-39 Albatros jet trainers. Other target nations for the T-50 include Botswana and Argentina, but these deals have been pushed back until at least 2018.

• The Japanese government is considering the inclusion of SM-6 interceptors—in conjunction with the anti-ballistic missile SM-3 Block IIA interceptor—at its proposed ground-based Aegis Ashore installations, giving the systems the capacity to counter cruise missiles. While a shorter-range will limit the SM-6’s coverage, Tokyo is deeming it a necessary procurement to counter the threat of Chinese bombers like the H-6, which can carry cruise missiles loaded with nuclear warheads that have a range of more than 1,500 kilometers. These aircraft are frequently sighted in the skies around Japan and current anti-air missiles in Japanese stocks are not designed to intercept cruise missiles until they are very close. While Aegis Ashore won’t be online until at least 2023, SM-6s will be deployed on Japan’s Aegis warships from next year.

Today’s Video

• Naval Group delivers Gowind 2500 to Egyptian Navy: