Quantcast
Channel: Forces – Marines – Defense Industry Daily
Viewing all 79 articles
Browse latest View live

M-ATV: A Win, at Last, for Oshkosh

0
0
Oshkosh M-ATV
Oshkosh M-ATV
(click to view full)

“The Government plans to acquire an MRAP All-Terrain Vehicle (M-ATV). The M-ATV is a lighter, off-road, and more maneuverable vehicle that incorporates current MRAP level [bullet and mine blast] protection. The M-ATV will require effectiveness in an off-road mission profile. The vehicle will include EFP (Explosively Formed Projectile land mine) and RPG (Rocket Propelled Grenade panzerfaust) protection (integral or removable kit). The M-ATV will maximize both protection levels and off-road mobility & maneuverability attributes, and must balance the effects of size and weight while attempting to achieve the stated requirements.”
  – US government FedBizOpps, November 2008

Oshkosh Defense’s M-ATV candidate secured a long-denied MRAP win, and the firm continues to remain ahead of production targets. The initial plan expected to spend up to $3.3 billion to order 5,244 M-ATVs for the US Army (2,598), Marine Corps (1,565), Special Operations Command (643), US Air Force (280) and the Navy (65), plus 93 test vehicles. FY 2010 budgets and subsequent purchases have pushed this total even higher, and orders now stand at over 8,800 for the USA, plus another 800 for the UAE.

MRAP ATV: Requirements and Contenders

USCS M-ATV
BAE USCS M-ATV
(click to view full)

Monthly delivery rates of up to 1,000 vehicles were part of the solicitation; when combined with requirements around classified data and regulatory compliance, the only reasonable contenders were firms that already produced MRAPs, trucks, or tactical vehicles for American forces: BAE Systems, General Dynamics, Force Protection, Navistar, and Oshkosh.

M-ATV vehicles will hold 4 passengers, including the driver, and a gunner. That seems very similar to the MRAP Category I vehicles, and it is. On the other hand, a WIRED Danger Room story noted:

“As Captain Charles O’Neill, commander of B Company, 1st Battalion, 6th Marine Regiment, told me, a few of the MRAPs had “gone into the wadi” – i.e., rolled over – during operations in Helmand. “The MRAP is an outstanding vehicle for force protection,” he said. “It would do great on paved roads. However, here in southern Helmand province, the roads don’t facilitate the MRAP necessarily that well.”

One option has involved refitting existing MRAP vehicles. Over 1,300 of Force Protection’s Cougars will receive Oshkosh TAK-4 independent suspensions, which are already in use on the Marines’ MTVR trucks, in order to improve their all-terrain handling. Other MRAP types are also receiving similar suspension refits from Oshkosh or from Arvin-Meritor.

ELEC LRAS and Sniper Torres Fallujah Kill
LRAS3 in Fallujah
(click to view full)

The other response was the M-ATV competition, which aims to field a vehicle with an (empty equipped) curb weight under 25,000 pounds, and the protection and mobility characteristics described above. That’s still considerably heavier than a Hummer; the ubiquitous M1114 maxes out at 12,000 pounds with its add-on armor, and the top of M-ATV’s range is similar to a number of MRAP Category I contenders’ curb weights. Its mission is small unit combat operations in highly restricted, rural, mountainous and/or urban environments.

M-ATVs will be used for mounted patrols, reconnaissance, security, convoy protection, communications, command and control and combat service support. To that end, it will be qualified for fit out with a variety of equipment, from LRAS3 surveillance and targeting systems, to accompanying ROVER IV systems for working with UAV video feeds and TacAir support, to TOW ITAS anti-armor missiles, to CREW frequency jammers as land-mine protection, to Boomerang or Doubleshot anti-sniper systems, to CROWS II remote weapons systems, as required.

M-ATV Contenders

BAE GTS
BAE GTS M-ATV
(click to view full)

A number of firms competed. Dave Hansen of JPO MRAP says that the initial competition involved about 10 candidates, which was narrowed down during source selection. Some known candidates include:

BAE’s Global Tactical Systems division submitted a model that is based on their Caiman Light MRAP, which in turn is based on the Army’s standard FMTV medium trucks. GTS M-ATV includes a number of changes, most notably a smaller crew compartment and a lengthened “nose” to provide better balance.

BAE U.S. Combat Systems’ M-ATV looked somewhat like its Valanx JLTV entry, but has greater protection levels, with a smaller and more protected crew capsule that was purpose-built to M-ATV requirements. The Arvin-Meritor suspension, the drive train, and the power train are shared with their Valanx, as is the 6 liter V8 engine. The firm has continued Valanx development, and submitted it for the JLTV competition.

Cheetah
Cheetah
(click to view full)

Force Protection teamed with General Dynamics to submit their Cheetah vehicle, which had been in development since 2005. The Cheetah has been evaluated by the US Marines, and had a curb weight of just 14,000 pounds when introduced. Subsequent variants have reportedly passed sponsored Army testing to MRAP I survivability levels, and has undergone initial mobility and durability testing at the Nevada Automotive Test Center. The Cheetah was a new addition for Force Dynamics, which had previously been confined to producing the Cougar vehicles that did so much to spark the MRAP program.

Force Dynamics, LLC added Raytheon to their team, in order to provide a comprehensive command, control, communications, computers, intelligence, surveillance and reconnaissance system (C4ISR) plug-and-play ready architecture for the M-ATV Cheetah, using the C4ISR Department of Defense Architecture Framework (DoDAF). It would allow plug-and-play integration of a wide range of Army electronics, while also improving the vehicles’ monitoring capabilities. Cheetah failed to win the M-ATV spot, and was discontinued shortly thereafter. In 2011, Force Protection was bought by General Dynamics Land Systems.

Husky OUVS TSV
Husky TSV at DVD 2009
(click to view full)

General Dynamics Land Systems attempted to field a variant of the RG-31. This vehicle, offered in partnership with BAE and the Canadian government, had been ordered by American units before the MRAP program began, received additional MRAP orders, and reportedly earned good reviews for its Afghan performance. GDLS initial 2 M-ATV prototypes were not accepted for testing, however leaving General Dynamics with its Force Dynamics partnership as its only M-ATV option. It eventually bought Force Protection in 2011.

Navistar led the original MRAP competition, and submitted an M-ATV design based on the MXT/Husky design that won one of Britain’s OUVS orders for future Tactical Support Vehicles. Their derived M-ATV prototype used a specially-designed, light-weight armor. That advantage is compounded by a smaller base that allows them to weigh significantly less than its MaxxPro Dash MRAP, while using the same MaxxForce D 6.0 liter V8 engine.

Navistar would be able to support its M-ATV units in theater through its existing dealer and parts and support network, which includes locations in Afghanistan. They didn’t win the M-ATV competition, but they have received orders for more of their MaxxPro Dash vehicles since M-ATV began.

MTVR Up-armored PS
MTVR + PS armor
(click to view full)

Oshkosh Defense won, but they had far less success to build on. In the MRAP competition, its PVI partnership entry for MRAP Category I failed testing, while its Bushmaster partnership with Thales for MRAP Category II received no orders, despite a successful record of front line service with Australian and Dutch forces. Its JLTV entry with Northrop Grumman was not among the initial round’s 3 picks, even as BAE participated in 2 of the winning entries, General Dynamics in one, and Navistar in one. A GAO protest failed to change that outcome, despite an attractive price for their entry. It had been a surprising series of setbacks for the firm that produces and supports the US Army’s FHTV heavy truck fleet, and the US Marines’ MTVR medium and LVSR heavy trucks.

Northrop Grumman was not a partner for M-ATV, but Oshkosh did leverage its long-standing relationship with Plasan Sasa of Israel to develop an armoring approach that could meet full MRAP protection levels. Plasan Sasa had up-armored Oshkosh’s MTVR trucks for the Marines, and was also Navistar’s armoring partner for the successful MaxxPro MRAP family.

Oshkosh’s M-ATV and Variants

M-ATV TA
M-ATV Ambulance
(click to view full)

At present, the winning entry is known only as the “Oshkosh M-ATV”. It has an empty “curb weight” of 25,000 pounds, and a Gross Vehicle Weight of 32,500 pounds, including the M-ATV objective maximum of 4,000 pounds of payload. A 2011 JROC decision allowed the curb weight to rise to 32,000 pounds, in order to handle improved underbody protection and other armor.

Oshkosh’s design bore many visual similarities to their JLTV TD Phase entry, but without the high-end systems like a hybrid drive, which would have required further development. The core of the vehicle is the US Marines’ MTVR medium truck chassis, and its TAK-4 suspension. TAK-4 is being used to refit Cougar MRAPs, and already exceeds M-ATV’s off road specifications by offering a 70% off road mobility profile (M-ATV specs: 50%), with more than 16 inches of independent wheel travel. An Oshkosh representative told DID that “generally speaking [TAK-4] will increase the speed of the vehicle by 1.5 – 2.5 times over the speed of the same vehicle with a straight axle suspension, without sacrificing ride quality.” The vehicle’s C7 engine is also broadly common to other vehicles, and was used in more than 18,000 vehicles fielded in Iraq and Afghanistan at the time of the award.

M-ATV’s Super Multi-Hit Armor Technology (SMART) armor is used in theater by NATO, and has since been augmented by “Underbody Improvement Kits” to improve mine protection.

Oshkosh has also created 3 variant M-ATV designs, apart from its base platform.

The M-ATV utility variant adds a flatbed to the basic M-ATV, and is suitable for light cargo duties in dangerous areas that need a lot of off-road travel.

The M-ATV tactical ambulance variant was unveiled in February 2010. It maintains the M-ATV’s TAK-4 independent suspension systems, 16″ of independent wheel travel with a 2-channel central tire-inflation system with 4 terrain settings. It uses a 370hp engine, with an Allison 3500 SP transmission, and seats 3 crew members plus 2 litters or 4 ambulatory patients. Feedback from the military led to a side-by-side litter layout.

The SOF M-ATV variant is designed for special forces. It features a modified cargo deck, intended to accept swap-ins of specialized equipment, with the rear storage accessible through an armored cargo access hatch in the passenger capsule. Reconnaissance equipment is likely to be a least one such specialized package. It will also have a larger front windscreens for better visibility. DOT&E testing has criticized its rear visibility, acceleration, and restricted internal space, and declared it “not operationally suitable” beyond standard transport and area reconnaissance missions. Fixes can be expected for the fleet of 421.

L-ATV
L-ATV
(click to view full)

Beyond M-ATV, JLTV beckons.

By winning the M-ATV competition, Oshkosh has secured 3 valuable prizes. One is significant representation in the USA’s MRAP-type buys, with its attendant near-term cash flow. The second prize is a success story in the tactical vehicle category, something Oshkosh has not been known for in the past. The 3rd prize stems from the other 2, and involves the JLTV competition that will follow M-ATV to replace a sizeable portion of the USA’s Hummer fleet. Since JLTV is designed as an open competition at each stage, the Oshkosh/Northrop Grumman team’s loss in round 1 just forces Oshkosh to spend its own development dollars if it wants to remain in the race. By securing the M-ATV tactical vehicle design win and attendant production funding, those improvements and investments became much easier to make.

That’s exactly what happened, as Oshkosh leveraged its win into a smaller L-ATV design that it submitted for JLTV’s Engineering & Manufacturing Development Phase.

Contracts and Key Events

M-ATV + HMMWV
M-ATV on the right,
HMMWV at left
(click to view full)

Under the M-ATV program, each competitor submitted 2 vehicles for initial testing, and some received a 2nd order for 3 more test vehicles. That was followed by a sole source contract, which could escalate to 10,000 vehicles. So far, US contracts for vehicle production alone have involved $4.47 billion for 8,800 vehicles.

Unless otherwise noted, Oshkosh Corp. in Oshkosh, WI is the contractor, taking orders from the U.S. Army Tank and Automotive Command Contracting Command in Warren, MI.

FY 2013

Special Operations M-ATV
SOF M-ATV
(click to view full)

Jan 7/13: Support. A $10.8 million contract for M-ATV field service representatives in Afghanistan, which runs until April 30/13. One bid was solicited, with 1 bid received (W56HZV-12-C-0281).

Dec 20/12: SOCOM. A $7.8 million firm-fixed-price contract buys Underbody Improvement Kits for M-ATV Special Operations Vehicles. Work will be performed in Afghanistan, with an estimated completion date of Dec 17/13. One bid was solicited, with 1 bid received (W56HZV-12-C-0281).

FY 2012

Special Operations M-ATV
M-ATV Utility
(click to view full)

July 19/12: UAE. Oshkosh announces that its Defense segment has been awarded a contract from the United Arab Emirates (UAE) for 750 M-ATVs. The order’s value wasn’t revealed until February 2013, when it was reported as AED 1.4 billion (about $381 million).

This is the country’s 2nd buy, building on an initial June 16/11 order for 50 vehicles. Deliveries are expected to begin between January – August 2013. Oshkosh | Gulfnews.

750 for UAE

May 29/12: Support. A $7 million firm-fixed-price contract to install M-ATV underbody improvement kits for the Special Operations variant. Work will be performed in Oshkosh, WI, with an estimated completion date of Dec 31/12. One bid was solicited, with one bid received (W56HZV-12-C-0281).

April 25/12: Support. A $16.1 million firm-fixed-price contract for M-ATV support services in Afghanistan, Japan, Germany, and Oshkosh, WI, until Dec 31/12. Five bids were solicited, with 5 bids received for the original solicitation by U.S. Army Contracting Command in Warren, MI (W56HZV-09-D-0111).

April 9/12: Support. A $25.3 million firm-fixed-price contract modification, for M-ATV support services. Work will be performed in Oshkosh, WI, with an estimated completion date of Dec 31/12. Five bids were solicited, with 5 bids received by U.S. Army Contracting Command in Warren, MI (W56HZV-09-D-0111).

Feb 28/12: Upgrades. A $30.3 million firm-fixed-price contract modification for SOF M-ATV underbody improvement kits. Work will be performed in Oshkosh, WI, with an estimated completion date of Aug 15/12. One bid was solicited, with 1 bid received by U.S. Army Contracting Command in Warren, MI (W56HZV-09-D-0111).

Feb 22/12: Industrial. Oshkosh Defense announces the 3,900th Oshkosh MRAP All-Terrain Vehicle (M-ATV) Underbody Improvement Kit (UIK) installed in theater, in less than 7 months.

The MRAP JPO established 10 UIK installation sites in Afghanistan, while Oshkosh designed the lean process flow and specified, procured, packaged and delivered the tooling required to support the installations. So far, 3,500 installed kits were achieved using the MRAP JPO’s universal workforce and Oshkosh technicians, and were applied in-theater without the need for welding or major fabrication. Another 400 M-ATV UIKs have been installed by U.S. military technicians in Afghanistan, and Oshkosh delivered more than 500 new M-ATVs with factory-installed UIKs, making a grand total of 4,400 equipped vehicles.

Beyond the M-ATV, The U.S. Army has ordered more than 400 UIKs, also known as C-Kit armor, for the Oshkosh Heavy Expanded Mobility Tactical Truck (HEMTT) A4, and Oshkosh is developing a UIK for the Army’s FMTV medium trucks as well. Oshkosh Defense.

Jan 17/12: DOT&E on SOF M-ATV. The Pentagon releases the FY 2011 Annual Report from its Office of the Director, Operational Test & Evaluation (DOT&E). The M-ATV is included, with special attention to the 421 ordered Special Operations SOF M-ATVs. On the good news side, the underbody blast kits are doing their job, and the JROC(Joint Requirements Oversight Council) approved an increase in M-ATV base weight to 32,000 pounds, in order to accommodate them. As for the SOF M-ATV, it was deemed survivable and operationally effective for Convoy Escort, Protected Detail, and Area Reconnaissance transport missions.

On the flip side, DOT&E criticized the reliability and field of view of their CROWS-II remote-controlled machine gun, and said the SOF M-ATV’s size and noise level made tactical surprise difficult. They went on to add that:

“The SOF M-ATV is not operationally effective for conduct of the unique SOF combat missions of Direct Action, Urban Patrol, and Special Reconnaissance… The vehicle does not provide responsive acceleration to maneuver over terrain and react to changing tactical situations. The vehicle provides poor visibility to SOF operators seated in the rear of vehicle to observe their surroundings and respond to threats… During the IOT&E, the SOF riding in the vehicle experienced leg cramps and fatigue caused by the uncomfortable seats after 30 minutes. The SOF crew had difficulty moving in the vehicle to transition from seated positions to fighting position. One-half of the SOF operators complained of nausea… Weapon and CROWS II failures degraded the vehicle’s reliability and should be fixed. These problems should have been resolved prior to the IOT&E.”

Thumbs-down for SOCOM variant

Jan 5/12: Support. A $24.1 million firm-fixed-price contract for M-ATV related services. Work will be performed in Oshkosh, WI, with an estimated completion date of Jan 9/13. One bid was solicited, with 1 bid received (W56HZV-09-D-0111).

Dec 23/11: Q-Net. A $10.3 million firm-fixed-price contract modification for 465 M-ATV Rocket Propelled Grenade Net Delta kits. Similar orders have been placed to BAE, but the kits are actually QinetiQ’s Q-Net, ordered through the vehicle’s prime contractors.

Work will be performed in Oshkosh, WI, with an estimated completion date of April 29/12. One bid was solicited, with one bid received (W56HZV-09-D-0111).

Nov 10/11: Mufflers. A $9.8 million firm-fixed-price contract for 8,011 M-ATV muffler kits. Work will be performed in Oshkosh, WI, with an estimated completion date of April 29/12. One bid was solicited, with one bid received (W56HZV-09-D-0111).

Oct 3/11: JLTV. The latest Army-Marine Corps JLTV solicitation favors existing designs over new, and may lead to the program’s demise in favor of recapitalized and modified HMMWVs.

An opportunity for Oshkosh? The JLTV’s $250,000 target cost means the firm would have to drive down costs very sharply, compared to the M-ATV’s standard purchase cost near $500,000. The question is whether their new L-ATV might give them another option, and if so, whether Oshkosh wants to offer it.

By reducing expected JLTV production to just 20,000 vehicles over 8 years (3 LRIP, 5 full-rate), it becomes more difficult for firms to recover costs for new designs. On the other hand, demands to hand over technical data rights, and a plan to re-compete the production contract for the winning vehicle after several years, make it unattractive for firms to place a valuable existing design at risk. US Army TACOM Page | FBO.gov | Lexington Institute.

FY 2011

L-ATV
M-ATV
(click to view full)

Sept 13/11: Oshkosh unveils its smaller “L-ATV” protected patrol vehicle, which it describes as fully compliant with all JLTV program specifications. The firm was eliminated from the technical demonstrator contract phase, but the next phase will be re-opened to outside bidders. Oshkosh did the expected thing, and leveraged its M-ATV win to fund development of a JLTV variant.

The L-ATV will feature the improved TAK-4i independent suspension, which “uses a proprietary technology to deliver 20 inches of independent wheel travel – 25 percent more wheel travel than any vehicle in the U.S. military’s fleets.” It can also raise or lower the vehicle, ensuring transportability in ships and aircraft, while still offering enough height for all-terrain mobility and mine blast protection.

L-ATV derivative

Aug 2/11: Support. Oshkosh in Oshkosh, WI receives a $34.3 million firm-fixed-price contract modification for “services in support of the Mine Resistant Ambush Protected All-Terrain Vehicle.” Work will be performed in Oshkosh, WI, with an estimated completion date of Dec 31/11. One bid was solicited, with one bid received by the U.S. Army Contracting Command in Warren, MI (W56HZV-09-D-0111).

Announced contract totals for M-ATV ancillary items and services currently total just under $2 billion, though a large percentage of that involves protective bolt-on equipment.

July 20/11: Support. A $20.9 million firm-fixed-price contract for 75 technicians, who will work for a year to will work to install underbody improvement kits on M-ATVs in Oshkosh, WI. The contract is expected to run to Dec 31/11. One bid was solicited, with one bid received (W56HZV-09-D-0111).

July 6/11: UAE. A $27.1 million firm-fixed-price contract modification will buy 50 M-ATVs, to include basic issue items and kits, in support of a Foreign Military Sale transaction to the United Arab Emirates. This is the M-ATV’s first substantial export order. The UAE does have troops on the ground in Afghanistan, so it’s possible that the vehicles will be put to immediate use there, where they can make use of the USA’s logistics and support system.

Work will be performed in Oshkosh, WI, with an estimated completion date of Dec 31/11. One bid was solicited, with one bid received (W56HZV-09-D-0111).

50 for UAE

June 29/11: +400. A $218.7 million firm-fixed-price contract for 400 M-ATVs with the underbody improvement kits pre-installed. That’s about $546,500 per vehicle, plus communication systems, weapons, etc. which are extra.

Work will be performed in Oshkosh, WI, with an estimated completion date of June 30/12. One bid was solicited, with one bid received. by U.S. Army Contracting Command in Warren, MI (W56HZV-09-D-0111).

June 20/11: Upgrades. A $226.3 million firm-fixed-price contract for 5,131 M-ATV underbody improvement kits. So far, orders cover 8,011 of those kits. The M-ATV is very well regarded by troops in theater, but the fleet-wide scale of these refits suggests a weakness which the US Army is rushing to close.

Work will be performed in Oshkosh, WI, with an estimated completion date of June 30/12. One bid was solicited with one bid received (W56HZH-09-D-0111).

June 2/11: Sub-contractors. Skydex Technologies, Inc. in Centennial, CO announces “…multiple contracts valued at over a million dollars with the Defense Logistics Agency (DLA) to provide its blast mitigating Convoy Deck product for the M-ATV vehicle. The purchase orders will allow DLA to have prepositioned replacement decking for 1,000 vehicles in service in Afghanistan.”

Think of 2 sheets of bubble wrap, facing each other, using advanced plastics, and varying layout, spacing, or materials to achieve the shock cushioning effect required. That’s the concept behind their patented SKYDEX, which has been shown to significantly reduce blast-related injuries by absorbing much of the initial shock that the blast wave transmits through the floor. SKYDEX has been installed on RG-31, Cougar, and M-ATV MRAPs, and on Stryker Double-V-Hull APCs.

May 25/11: +177. A $97.1 million firm-fixed-price contract for 177 M-ATVs, with underbody improvement kits pre-installed. The total contract could actually rise to $111.4 million, and it was listed as Delivery Order #10 in the May 24/11 version of this announcement.

Work will be performed in McConnelsburg, PA; Milwaukee, WI; and Oshkosh, WI, with an estimated completion date of Jan 31/11. One bid was solicited, with 1 bid received by U.S. Army TACOM LCMC in Warren, MI (W56HZV-09-D-0111).

May 25/11: Support. A $19.8 million firm-fixed-price, indefinite-delivery/ indefinite-quantity contract for special tooling and subject matter experts. They’ll perform installation, and provide installation training, associated with M-ATV underbody improvement kits. The Pentagon has ordered thousands of them kits, but ordering them and installing them are 2 different things.

Work will be performed in Afghanistan, with an estimated completion date of May 31/12. U.S. Army TACOM LCMC in Warren, MI solicited 5 bids, with five bids received (W56HZV-09-D-0111).

April 4/11: Support. A $31.4 million firm-fixed-price indefinite delivery / indefinite quantity contract for 94 field services representatives for 12 months, in support of the M-ATV. Work will be performed in Oshkosh, WI, with an estimated completion date of May 31/12. Five bids were solicited with five bids received. The U.S. Army TACOM LCMC, Warren, MI solicited 5 bids for the original contract, with 5 bids received (W56HZV-09-D-0111).

Feb 21/11: MMV variant. Oshkosh Defense unveils an M-ATV 2.5 utility cargo variant called the Multi-Mission Vehicle, equipped with storage for Raytheon’s BGM-71 TOW anti-tank missile systems.

Feb 9/11: Upgrades. A $101.9 million firm-fixed-price indefinite-delivery/ indefinite-quantity contract for 2,080 M-ATV underbody improvement kits – about $36,400 per kit. Work will be performed in Oshkosh, Wis., with an estimated completion date of May 3/12. One bid were solicited with one bid received (W56HZV-09-D-0111, corrected April 6/11 ).

Jan 31/11: Industrial. Oshkosh Defense announces that they’re opening a larger California Regional Logistics Center Temecula facility is scheduled to open in February 2011, and will provide vehicle operator and maintenance training to Marines and Navy Seabees. The old facility was mostly used for Navy and USMC training on the MRAP All-Terrain Vehicle (M-ATV), Medium Tactical Vehicle Replacement (MTVR) medium truck, and Logistics Vehicle System Replacement (LVSR) heavy truck.

Jan 19/11: Support. A $22.6 million firm-fixed-price indefinite delivery/indefinite quantity contract for 972 man-months of M-ATV support. Work will be performed in Oshkosh, WI, with an estimated completion date of May 31/12. Five bids were solicited with 5 bids received for the original contract (W56HZV-09-D-0111).

Dec 29/10: Upgrades. An $80 million firm-fixed-price indefinite delivery/indefinite quality contract for 800 M-ATV underbody improvement kits. Work will be performed in Oshkosh, WI, with an estimated completion date of April 29/12. Five bids were solicited with 5 bids received (W56HZV-09-D-0001).

Dec 13/10: Support. A $30 million firm-fixed-price indefinite-delivery/indefinite-quantity contract for 133 Special Operations Command (SOCOM) spares kits for M-ATVs, including 41 authorized stockage list kits; 33 prescribed load list kits; 42 battle damage and repair kits; and 17 deprocessing spares kits. The contract will be performed in Oshkosh, WI, and will run until May 31/12, but deliveries of the spare parts are scheduled to run from March – June 2011. (W56HZV-09-D-0111). See also Oshkosh release.

Dec 3/10: +250 Ambulance. A $255 million firm-fixed-price contract for 250 M-ATV Ambulances, including 246 production vehicles and 4 test vehicles, as well as ancillary and related items. This is the 1st contract for M-ATV Ambulance variants, which will serve alongside the current fleets of 4×4 MaxxPro CAT I, and 6×6 RG-33 HAGA CAT II blast-resistant ambulances.

Work is to be performed in Oshkosh, WI, with an estimated completion date of May 31/12. Five bids were solicited with five bids received for the original competition (W56HZV-09-D-0111). See also Oshkosh release.

Ambulance

Dec 3/10: +46 SOCOM. A $28 million firm-fixed-price contract for 46 M-ATV Special Operations Command (SOCOM) variants with their SOCOM-specific enhancements. See also June 1/10 entry.

Work is to be performed in Oshkosh, WI, with an estimated completion date of May 31/12, but vehicle deliveries are scheduled to take place in May 2011. Five bids were solicited with 5 bids received for the original competition (W56HZV-09-D-0111).

FY 2010

Promo clip
click to play video

Sept 9/10: Turret fix. BAE Systems Survivability Systems, LLC in Fairfield, OH receives an $11.6 million firm-fixed-price contract for 1,113 improved turret drive system/internal drive gears for the M-ATV. BAE makes a lot of land vehicle turrets, but the weight of their protection makes them hard to turn manually, especially if the vehicle is going uphill. A mechanical assist goes a long way in those circumstances.

Estimated completion date is Dec 27/11, with work to be performed at Fairfield, OH. One bid was solicited and one bid was received (W56HZV-10-C-0365).

Aug 31/10: Support. A maximum $14.2 million firm-fixed-price, sole-source contract for M-ATV sustainment spares to the US Army. There was originally one proposal solicited with one response and the contract will run to June 24/11. The Defense Logistics Agency Land in Warren, MI (SPRDL1-10-C-0173).

Aug 24/10: CRS Report. The US congressional Research Service releases the latest version [PDF] of its report “Mine-Resistant, Ambush-Protected (MRAP) Vehicles: Background and Issues for Congress. Excerpts:

“As of June 28, 2010, more than 8,500 MRAPs had reportedly been shipped to Afghanistan, with over 3,500 of those being the newer M-ATVs. The Army has recently said that it will begin development of yet another MRAP version – the “Ultra-Lite MRAP” – which raises questions about possible vehicle redundancies. The Marines, although voicing support for the M-ATV program, have retrofitted a number of MRAPs with new suspension systems and reportedly are satisfied with the results. This apparent success calls into question not only if the Marines need all of the M-ATVs allocated to them by DOD but also if the Marines’ retrofitted suspension system might be a more cost-effective alternative for the other services… Among potential issues for congressional consideration are the status of almost 5,000 MRAPS in Afghanistan that are reportedly not being used because of their size and weight.”

In terms of overall budgets:

“Through FY2010, Congress appropriated $34.95 billion for all versions of the MRAP. In March 2010, DOD reprogrammed an additional $3.9 billion from the Overseas Contingency Operations fund to MRAP procurement. Congress approved an additional $1.2 billion for MRAP procurement, included in the FY2010 Supplemental Appropriations Act (P.L. 111-212). The full FY2011 DOD budget request of $3.4 billion for the MRAP Vehicle Fund has been authorized by the House (H.R. 5136).”

Aug 17/10: DoD Buzz reports that the US Army’s latest Tactical Vehicle Strategy looks like bad news for the JLTV, with small buys spaced over time to equip deployed units. Bottom line?

“Here’s the basic plan. Overall, the Army will shrink its fleet of HUMVEEs, MRAPs and medium trucks to 244,000 by 2025 from its current 260,000. How? The service will rid itself of 4,000 of the hardest to maintain and most beat up MRAPS by 2025. It will scrap the 28,000-strong M35 fleet and replace it with new FMTVs for a fleet total of 76,000. That will mean a total reduction of 4,000 trucks. The HUMVEE fleet will shrink the most, going from 101,000 to 35,000 by 2025. But there appears to be one big hole in the Army plan. It does not project how many Joint Light Tactical Wheeled Vehicles it will be. The strategy’s answer: TBD.”

The JLTV competes for a niche similar enough to the M-ATV’s that its loss could be the M-ATV’s gain. See the full Army Tactical Vehicle Strategy [PDF].

Aug 13/10: EFP kits. A $40.8 million firm-fixed-price contract for 292 explosively formed penetrator M-ATV protection kits. EFP land mines use a shaped charge to instantly forge a metal penetrator jet that is fired into the side or bottom of a passing vehicle.

Work will be performed in Oshkosh, WI, with an estimated completion date of May 31/12. US Army TACOM, AMSCC-TAC-ADCA in Warren, MI solicited 5 bids, with 5 bids received in the original program (W56HZV-09-D-0111).

Aug 13/10: Support. An $18 million firm-fixed-price contract for 59 field service representatives for 708 months, to be located in Afghanistan and locations in the contiguous U.S. to support the M-ATV. Work is to be performed in Oshkosh, WI, with an estimated completion date of May 31/12. US Army TACOM, AMSCC-TAC-ADCA in Warren, MI solicited 5 bids, with 5 bids received in the original program (W56HZV-09-D-0111).

August 1/10: Combat report. Voice of America reports that the troops like the M-ATV a lot, but adds that some of its design features create maintenance issues:

“Staff Sergeant Richard Green, an 82nd Airborne Division mechanic, found this out first-hand when he accidentally damaged his unit’s first M-ATV. “There’s a nut on the inside of the oil pan. The bolt came out. But the nut was not welded corectly to the oil pan, so the nut fell off. The bolt comes out and there was no way to hold the oil in the pan. So we had to take the engine pack out and replace it,” he said… The Pentagon transports them by air in order to meet the high demand, adding a 10-percent premium to the vehicle’s cost… On a 747 freighter, there are just centimeters of clearance between the M-ATVs and the plane’s sides. In combat, the frontline soldiers don’t care about the M-ATV’s logistical burden. They only care that it’s safer and better-protected than other vehicles.”

July 2/10: C4ISR/Power kits. An $8.75 million firm-fixed-price contract for 1,750 kits (Command, Communications, Computers, Intelligence, Surveillance and Reconnaissance suite and battery upgrade/silent watch) for Operation Enduring Freedom upgrades on the M-ATV. The silent watch kits allow M-ATV crews to run the vehicle’s advanced sensors and other electronics, without having to run the engine all the time in order to handle the current. That makes less noise, which is a big tactical improvement. It also saves fuel, in an environment where it costs $7 in fuel just to haul $1 worth of fuel to the front lines.

Work is to be performed in Oshkosh, Wis., with an estimated completion date of May 31/12. TACOM solicited 5 bids, with 5 bids received (W56HZV-09-D-0111). See also Feb 19/10 entry.

June 1/10: +421 SOCOM. A $66.9 million firm-fixed-price contract, covering 22 engineering change proposal modifications to incorporate into 421 M-ATVs. Work will be performed in Oshkosh, WI, with an estimated completion date of May 31/12. Five bids were solicited for the original contract, with 5 bids received (W56HZV-09-D-0111).

It turns out that these changes will produce a 4th M-ATV variant, for US Special Operations Command (SOCOM). To date, SOCOM’s blast-resistant fleet has involved BAE’s RG-31s and RG-33s, and the RG-33s are being upgraded with Oshkosh’s TAK-4 independent suspension system.

The M-ATV SOCOM variant features a modified cargo deck, intended to accept swap-ins of specialized equipment, with the rear storage accessible through an armored cargo access hatch in the passenger capsule. These vehicles will also have a larger front windscreens for increased visibility. The M-ATV SOCOM will be cut in on Oshkosh manufacturing lines in August 2010, and are scheduled to be delivered between September and November 2010. See also Oshkosh release.

M-ATV SOCOM

June 1/10: Check-6. A trio of contracts worth about $46.6 million, covering the purchase and installation of 3,137 Check-6 rear view sensor systems to the M-ATV. Note that Check-6 is a BAE Systems product. In all cases, the estimated completion date is May 31/12. Five bids were solicited for the original contract, with 5 bids received (W56HZV-09-D-0111).

A $20.8 million firm-fixed-price contract for 1,400 systems. Work will performed in Oshkosh, WI.

A $15.5 million firm-fixed-price contract for 1,039 systems. Work will performed in Oshkosh, WI.

A $10.4 million firm-fixed-price contract for 698 systems. Work will be performed in Oshkosh, WI (50%), and McConnellsburg, PA (50%).

May 20/10: RPG kits. A $72.7 million firm-fixed-price contract for 1,460 M-ATV protection kits, designed to defend against the basic rocket propelled grenade anti-tank weapons. It also includes spares: 45 M-ATV prescribed loads lists and 8 deprocessing spares sets. Work is to be performed in Oshkosh, WI, with an estimated completion date of May 31/12. Five bids were solicited for the original contract, with 5 bids received (W56HZV-09-D-0111).

May 20/10: EFP kits. A $68.9 million firm-fixed-price contract for 509 explosively formed penetrator protection kits, and 12 months of an M-ATV field service representative in the continental U.S. EFPs are specially-shaped mines that are best thought of as an instant, one-shot cannon attack. The shaped charge creates a metal dart when it explodes, and fires it into the side or bottom of a vehicle.

Work is to be performed in Oshkosh, WI, with an estimated completion date of May 31/12. Five bids were solicited with 5 bids received (W56HZV-09-D-0111).

May 19/10: RPG kits. $93.2 million in firm-fixed-price contract orders for another 2,401 M-ATV protection kits, designed to defend against the basic rocket propelled grenade anti-tank weapons that are common in Afghanistan.

The day’s announcements divide the purchase into a $21.5 million firm-fixed-price contract for another 554 kits, and $71.7 million for another 1,847 kits. Work is to be performed in Oshkosh, WI, with an estimated completion date of May 31/12. TACOM, CCTA-ADCA in Warren, MI solicited 5 bids, with 5 bids received (W56HZV-09-D-0111).

April 27/10: Support. Oshkosh Defense announces a pair of awards for more than $19 million from the U.S. Army TACOM Life Cycle Management Command (LCMC), to provide in-theater support for MRAP All-Terrain Vehicles (M-ATV) in Afghanistan. See the $9.3 million April 9/10 award for 29 Field Service Representatives; this announcement implies a similar 2nd award, as it describes “an additional 60 Oshkosh field service representatives (FSR) that will provide support in Afghanistan through May 2011.” See also Oshkosh Defense release.

April 21/10: NIKed. The US Army announces M-ATV related technology experiments, as part of its Brigade Combat Team Modernization Increment 1 fielding program:

“The U.S. Army has outfitted a handful of Mine Resistant Ambush Protected, more commonly referred to as MRAP, vehicles with Network Integration Kits designed to give the bomb-defeating vehicles the ability to share real-time information such as sensor data from robots and UAVs while on-the-move in combat… To date, five M-ATVs, and six MRAPs have been outfitted with NIKs, Army officials said; The MRAPs with NIKs will deploy to Afghanistan with the first unit equipped with Increment 1 technologies… The NIKs, now being built onto MRAPs and M-ATVs at Fort Bliss, Texas, are engineered with technology that can receive and distribute data, voice, video and images across the force using multiple high bandwidth waveforms; they consist of software-programmable Joint Tactical Radio Systems (JTRS) such as the Ground Mobile Radios (GMR), a”dual-enclave” Integrated Computer System (ICS) built to handle classified and unclassified information, and a Blue Force Tracking display screen. The software and operating systems are connected through use of a middle ware called System of Systems Common Operating Environment (SOSCOE)… The networked MRAPs and M-ATVs will particpate in a large scale test later this year.”

NIK/ IBCT tests

April 20/10: CROWDS prep. An $11.1 million “firm-fixed-price contract for the procurement of 1,037 Remote Weapon System / Crew Remote Operated Weapons System final production configuration for the Mine Resistant Ambush All Terrain Vehicle.”

What this actually means is that they’re paying Oshkosh Defense to set their M-ATV patrol vehicles up so that everything is in place to accept a CROWS remotely-operated gun system: power, electronic interlinks, structural support, etc. The CROWS systems themselves are provided independently, as Government-Furnished Equipment. US Army TACOM in Warren, MI says that 5 bids were solicited, with 5 bids received (W56HZV-09-D-0111). See also Oshkosh Defense release.

April 14/10: RPG kits. A $68.7 million firm-fixed-price contract for 1,770 rocket propelled grenade protection kits. Oshkosh will install these kits on the production lines, and the Space and Naval Warfare Systems Command (SPAWAR) will install the kits on previously delivered vehicles. Work is to be performed in Oshkosh, WI, with an estimated completion date of May 31/12. Five bids were solicited with 5 bids received by US Army TACOM, CCTA-ADCA in Warren, MI (W56HZV-09-D-0111). See also Oshkosh Defense release.

April 9/10: Support. A $9.3 million firm-fixed-price contract covers 29 field service representatives and 348 person-months of M-ATV services to support Afghan operations. Work will be complete in May 31/12. Five bids were solicited with 5 bids received (W56HZV-09-D-0111).

Check 6
Check 6
(click to view full)

March 26/10: RPG kits. A $41.9 million firm-fixed-price contract for 1,080 rocket propelled grenade protection kits. Work is to be performed in Oshkosh, WI, with an estimated completion date of May 31/12. Five bids were solicited with 5 bids received by US Army TACOM, AMSCC-ASCA in Warren, MI (W56HZV-09-D-0111).

March 26/10: Check 6. BAE Systems announces a $45 million multi-year contract to provide Oshkosh with Check-6 rear-view camera lights to equip 2,399 M-ATVs. See Dec 29/09 entry for the original contract.

March 22/10: Canada. Oshkosh Defense and General Dynamics Land Systems-Canada announce that they’ll offer Oshkosh’s blast-resistant M-ATV for Canada’s 500-600 vehicle TAPV competition, and Oshkosh’s Medium Tactical Vehicle Replacement (MTVR) trucks in Canada’s Medium Support Vehicle System (MSVS-SMP) truck program. Both vehicle types use Oshkosh’s proprietary TAK-4 independent suspension system, for off-road mobility. This consortium is considered to be a leading contender, in part because of GDLS’ existing armored vehicle plant in London, ON.

Oshkosh will serve as the prime contractor for both programs. General Dynamics Land Systems Canada will provide systems integration and testing support for the vehicles, as well as the complete spectrum of in-country sustainment support. Oshkosh uses Valley Associates to provide marketing and business development in Canada, which is why the vehicles display in the Valley Associates booth during CANSEC 2010 in June. Oshkosh | CANSEC announcement | Defence Watch.

UPDATE: Oshkosh lost to a heavier variant of Textron’s M1117.

March 10/10: CROWS prep. Oshkosh Corp. in Oshkosh, WI receives a $10.4 million firm-fixed-price contract for 1,401 M-ATV RWS kits that will let the vehicles support CROWS remote weapon systems. CROWS systems pack advanced sensors and machine guns, and can be controlled from inside the vehicle using a joystick and screen.

Work is to be performed in Oshkosh, WI, with an estimated completion date of May 31/12. TACOM, CCTA-ADCA in Warren, MI solicited 5 bids, with 5 bids received (W56HZV-09-D-0111). See also Oshkosh Defense release.

March 5/10: Support. Oshkosh Defense announces 3 awards valued at more than $35 million in total for M-ATV upgrades and in-theater support.

They include 2 awards totaling more than 6,400 M-ATV Self Protection Adaptive Roller Kits (SPARKS) upgraded interface brackets. The brackets allow soldiers to attach advance mine rollers to the vehicles. The US government has requested changes to SPARKS, and the new brackets will allow the upgraded systems to be fitted on M-ATVs. Upgrade kits will be shipped to the Defense Distribution Depot Red River in Texarkana, TX, in June 2010. The government will then ship the brackets to receiving units in theater for installation.

Those installations will be supported by an expanded roster of field service representatives (FSR) in-theater. A 3rd contract will place 18 additional Oshkosh in Afghanistan, and 6 in Iraq, at bases that require them. U.S. Army TACOM Life Cycle Management Command (LCMC) manages these contracts.

Feb 24/10: Oshkosh unveils 2 new M-ATV variants at the AUSA 2010 convention: an ambulance variant, and a utility variant designed to haul cargo. Oshkosh release

Feb 23/10: +1,460. A $640 million contract for 1,460 M-ATVs. Oshkosh says it has received awards valued at more than $4.74 bilion for 8,079 M-ATVs, as well as spare parts kits and aftermarket in-theater support.

Work is to be performed in Oshkosh, WI with an estimated completion date of May 2012. Five bids were solicited with 5 bids received (W56HZV-09-D-0111).

Israel’s Plasan secured a $170 million subcontract from Oshkosh to supply vehicle protection kits for the 1,460 M-ATVs, the Israeli newspaper Haaretz reports. The subcontract brings to 5,000 the number of vehicles Plasan has armored for the Americans since June 2009, for total revenues of $586 million. All told, Plasan has sold $940 million worth of armor kits to the U.S. military, for 8,079 vehicles. Oshkosh release | Ha’aretz report.

Feb 19/10: C4ISR/Power Retrofits. A $52.1 million firm-fixed-price contract for 1,451 retrofit kits for command, control, communications, computers, intelligence, surveillance and reconnaissance suite and battery upgrade/silent watch. Oshkosh says the total potential order is more than 2,090 upgrade kits, which will include communications hardware, jammer systems, tracking technology, driver vision enhancement for safer operation at night, and the aforementioned “silent watch” capability.

The latter item points to an ongoing issue with advanced long range day/night sensors in overwatch roles, and modern communications gear. They often consume so much power that engines have to be kept running, just to power all of the electronics. That’s fuel-expensive, in a theater where it takes $7 in fuel to deliver $1 worth to the front lines. It also tends to remove tactical surprise in key situations, especially in already-difficult urban terrain.

Work is to be performed in Ishkosh, WI, with an estimated completion date of May 31/12. Five bids were solicted with 5 bids received by TACOM in Warren, MI (W56HZV-09-D-0111). Oshkosh release.

Feb 5/10: EFP kits. A $84.7 million firm-fixed-price contract for the partial exercise of the option for 627 M-ATV explosively formed penetrator (EFP) kits. The Oshkosh-supplied kits will include EFP armor to protect against those shaped-charge land mines, base door armor, and a door-assist mechanism.

Delivery of the kits is expected to begin in April 2010, and be complete by the end of August 2010. The add-on armor kits will include EFP armor, base door armor and a door-assist mechanism.

Work is to be performed in Oshkosh, WI with an estimated completion date of May 31/12. 5 bids were solicited with 5 bids received (W56HZV-09-D-0111). Oshkosh Defense release

Jan 25/10: Support. Oshkosh announces 2 delivery orders valued at $325.7 million from the U.S. Army TACOM LCMC to supply spare parts and repair kits for the MRAP All-Terrain Vehicle (M-ATV). Deliveries are expected to begin in August 2010, and to be complete by the end of January 2011. DefenseLINK breaks down the orders as:

A $258.2 million firm-fixed-price contract to exercise the option for 90 lots of authorized stockage list kits, 90 lots of prescribed load list kits, 23 each deprocessing spare kits, and 132 lots battle damage repair kits for the M-ATV. Work is to be performed in Oshkosh, WI (50%) and McConnellsburg, PA, with an estimated completion date of May 31/12. Five bids were solicited with 5 bids received by TACOM, CCTA-ADC-A in Warren, MI (W56HZV-09-D-0111).

A $67.5 million firm-fixed-price contract for a partial exercise of an option: 2 lots of authorized stockage list kits, 2 lots of prescribed load list kits, and 65 lots of battle damage repair kits for the M-ATV. Work is to be performed in Oshkosh, WI (50%) and McConnellsburg, PA, with an estimated completion date of May 31/12. Five bids were solicited with 5 bids received by TACOM, CCTA-ADC-A in Warren, MI (W56HZV-09-D-0111).

To date, Oshkosh says it has received awards valued at more than $3.9 billion to deliver 6,619 M-ATVs, as well as spare kits and aftermarket in-theater support.

Jan 21/10: Support. Oshkosh announces 4 awards from the US Defense Logistics Agency, valued at $89 million, for its M-ATVs and FHTV heavy trucks.

Oshkosh will supply M-ATV spare parts, including engines, transmissions, transfer cases and alternators. Work under the orders is expected to be completed by October 2010. Oshkosh is providing the M-ATV’s spare parts to the DLA to be used as in-the-field replacements after the original vehicle parts have been consumed. These parts will ship without delay, to help maintain readiness rates in theater. Discussions with Oshkosh representatives indicate that the M-ATV orders are worth about $50 million.

Jan 6/10: Radios. Harris Corp.’s RF Communications Division in Rochester, NY received orders totaling $119 million to supply Joint Tactical Radio System (JTRS)-approved Falcon III AN/PRC-152-C handheld radios with the RF-5980-SA001 vehicle amplifier adapters for the Mine Resistent Ambush Protected (MRAP) all-terrain vehicle (M-ATV).

Separate contracts for items like these help illustrate what is meant by the term “government furnished equipment.” The AN/PRC-152 [PDF] provides M-ATV users with multiband Single Channel Ground and Airborne Radio System (SINCGARS) and Demand Assigned Multiple Access (DAMA) satellite communications interoperability in the 30-512 MHz frequency bands. It is just one aspect of the communication suite that equips each M-ATV.

Jan 6/10: Delivery options. At a Pentagon press conference, Press Secretary Geoff Morrell provides an update regarding the M-ATV program. He says that higher-capacity sealift options aren’t being considered for getting M-ATVs that currently sit in the USA into Afghanistan (via Karachi or Gwadar, Pakistan, then overland), even though the drawdown from Iraq and surge to Afghanistan are straining available transport capacity:

“We are at now, as of January the 5th – and I want to double-check these – we were at 239 [M-ATVs] delivered, 164 fielded, 12 awaiting transport. And then there are obviously many more vehicles than that that have been produced. And as they vie for space for airlift and absorption in Afghanistan, they are being used, many of them, for training purposes domestically.

But we are now, as we are in the midst of this surge, going to be dealing with this herculean effort of trying to get not just 30,000 additional forces over to Afghanistan, but getting all their equipment as well. So this is going to be a real — a real test of our TRANSCOM [Transportation Command] folks, as well as CENTCOM. And they have a priority list based, you know, in terms of space available, what has the top priority to flow in at what time.

I can tell you this. It’s our goal that come this spring, we’ll be sending over about 500 a month.

Q. So when would sealift begin? Is it this –

MR. MORRELL: I couldn’t – no, I don’t think we would do – I don’t think we’re at the point where we’d do sealift, but we can check on that for you.”

Oshkosh M-ATV
Afghan winter delivery
(click to view full)

Dec 29/09: Check-6 install. Oshkosh Corp. in Oshkosh, WI receives a $33.9 million firm-fixed-price contract. This contract is for a change order modification for 2,277 Check-6 rear view sensor systems, to be fitted to M-ATV vehicles (q.v. March 26/10, Dec 29/09 entries). BAE’s Check-6 tail-light duplicates a feature found in some civilian cars, which uses a rear camera to show the rear of the vehicle and objects behind it on a screen. Unlike civilian camera-screen combinations, however, Check-6 tail lights are derived from BAE Systems’ expertise with weapon sights. They work in infrared as well as visible light, making them useful for noticing people as well as obstacles, and improving awareness in darkness, sandstorms, and other difficult situations. They install as a complete tail-light assembly, and require no drilling or welding.

Work is to be performed in Oshkosh, WI (50%), and McConnellsburg, PA (50%), with an estimated contract completion date of May 31/12. Work is actually expected to begin in March 2010, and be complete in May 2010. Five bids were solicited, with 5 bids received by TACOM, AMSCC-TAC-ADCA in Warren, MI (W56HZV-09-D-0111). See also Oct 2/09 entry, plus Oshkosh release | “Check 6! Now a Possibility for Vehicles, Too.”

Dec 28/09: Sub-contractors. Ceradyne in Costa Mesa, CA announces that it received a multi-million dollar blanket purchase order from Plasan Sasa Ltd. in Israel for the production of armor components for the MRAP All Terrain Vehicle (M-ATV). Ceradyne plans to produce these parts in its expanded armor assembly plant in Irvine, CA for delivery to prime contractor Oshkosh to assemble the components and deliver the M-ATV to the government.

All manufacturing procedures for these M-ATV components have been approved, and Ceradyne production commenced this month. It is anticipated that production and delivery will continue throughout 2010.

Dec 24/09: Support. Oshkosh receives a maximum $22.2 million total set-aside, sole-source, undefinitized delivery-order contract for M-ATV sustainment spare parts. The date of performance completion is Oct 2/10. The Defense Logistics Agency in Warren, MI manages the contract (W56HZV-09-D-0111-VD01).

Dec 24/09: EFP kits. Oshkosh Defense announces an order from the U.S. Army Tank-automotive and Armaments Command Life Cycle Management Command (TACOM LCMC) to supply “more than 170″ M-ATV explosively formed penetrator (EFP) armoring kits through April 2010, and 800 rocket-propelled grenade (RPG) kits through May 2010.

Uncharacteristically, Oshkosh’s release comes in advance of the Dec 29/09 Pentagon DefenseLINK announcement, which cites a $54.3 million firm-fixed-price contract for 800 RPG armoring kits and 172 EFP kits as “the partial exercise of an option.” It offers May 31/12 as the formal end of contract date. Five bids were solicited, with 1 bid received by US Army TACOM’s AMSCC-TAC-ADCA in Warren, MI (W56HZV-09-D-0111). Oshkosh Defense is teamed with Plasan North America to provide the M-ATV’s armoring solutions.

The US military, and its contractors, will not discuss details regarding these kits. EFPs are a form of land mine that uses the explosion to form a slug from its copper lining, creating what is in effect an impromptu tank sabot shell that fires into the victim vehicle. Rocket Propelled Grenades like the ubiquitous RPG-7 are bazooka-like anti-tank rockets with a shaped charge warhead. The RPG threat are usually addressed by “cage armor” slats like BAE’s LROD, which are not 100% effective, or by Explosive Reactive Armor tile sets that are shaped to fit the vehicle. Less conventional approaches like Tarian cloth armoring are also beginning to emerge.

Dec 22/09: Industrial. Oshkosh announces that it has reached the production rate of 1,000 M-ATV vehicles per month, ahead of schedule. The milestone was reached on Dec 18/09, and Oshkosh reached the milestone by using production capacity at existing manufacturing facilities in Oshkosh, WI and McConnellsburg, PA. Production will continue at this rate of 1,000+ vehicles per month through May 2010, when all current orders would be filled.

Dec 10/09: +400. A $175.4 million firm-fixed-price, indefinite-delivery/ indefinite-quantity contract exercises an option on Delivery Order #0003, and buys another 400 M-ATV vehicles and associated basic items. Work is to be performed in Oshkosh, WI (50%), and McConnellsburg, PA (50%), with a formal contract completion date of May 31/12. The original contract solicited 5 bids, and received 5 (W56HZV-09-D-0111). This is the option mentioned in the Nov 11/09 entry.

To date, Oshkosh has received 6 awards valued at about $3.33 billion; when a contract for 25 test vehicles is included, they will deliver a total of 6,644 M-ATVs. The company has ramped up production to achieve 1,000 vehicles per month in December 2009, and this new award will extend production into May 2010. See also Oshkosh release.

Nov 30/09: #1,000. Oshkosh hands the 1,000th MRAP All Terrain Vehicle (M-ATV) over to the U.S. Armed Forces, at a ceremony in Oshkosh, WI. Marine Corps Systems Command’s commander Brig. Gen. Michael Brogan, and the MRAP Joint Program Office’ M-ATV product manager Lt. Col. Coll Haddon, were the keynote speakers. Oshkosh release.

1,000 delivered

Nov 19/09: Training. The way Army vehicles must be driven, and where they must be driven, means that the ability to get out of a vehicle quickly matters almost as much as what the vehicle can do for while you’re in it. Oshkosh Defense announces received a $5.6 million firm-fixed-price contract from the U.S. Army for the procurement of 26 “egress trainer cabin modules” for the Oshkosh M-ATV, and initial spare parts for a stateside training and certification standard program.

The modules are simulators that can train soldiers to get out of an M-ATV vehicle, even if it is flipped or in otherwise abnormal situations. a shift in Army thinking has encouraged M-ATV training to take place stateside versus in theater. The M-ATV cabin modules will be manufactured at the company’s facilities in McConnellsburg, PA.

Nov 19/09: Industrial. Oshkosh meets the November M-ATV production requirement ahead of schedule, marking the 5th consecutive month. Oshkosh says that it will continue to increase production to meet December’s requirement of 1,000 vehicles, with output remaining at that high level through April 2010.

Nov 11/09: +1,000. Oshkosh announces an additional $438 million, 1,000 vehicle order from the U.S. Army Tank-automotive and Armaments Command Life Cycle Management Command (TACOM LCMC). This is the 5th award Oshkosh has received to supply M-ATVs, and brings total orders to 6,219 vehicles and more than $3.2 billion. An option for 400 more M-ATVs and Basic Items of Issue is also included in this delivery order, which would bring the production total to 6,619.

Nov 11th is the Veteran’s Day holiday, so the Pentagon doesn’t announce the firm-fixed-price contract until Nov 12/09. Work is to be performed in Oshkosh, WI, with an estimated completion date of May 31/12. Five bids were solicited in the original contract, with 5 bids received by the U.S. Army TACOM Contracting Center AMSTA-TAC-ATBC in Warren, MI (W56HZV-09-D-0111).

Nov 11/09: Sub-contractors. BAE Systems announces a “multi-million dollar” sub-contract from Plasan North America to provide M-ATV armoring kit components. Work on the contract will begin this month at BAE Systems’ production facilities in Fairfield, OH. Tony Russell, president of BAE Systems’ Security & Survivability business, said:

“The partnership between BAE Systems and Plasan represents the first of what we believe will be many collaborative efforts between our two companies.”

Nov 10/09: Industrial. Oshkosh announces that it beat October 2009′s M-ATV delivery schedule of 385 vehicles, producing more than 435 vehicles during that month. This marks the 4th consecutive month Oshkosh has beaten the schedule, as it ramps up toward a planned production rate of 1,000 vehicles per month.

Oct 28/09: 2010 budget. President Obama signs the FY 2010 defense budget. That budget includes $6.656 billion in funding for MRAP vehicles, $1.2 billion above the Pentagon’s original request. Significant chunks of that funding will be devoted to M-ATV purchases. White House | House-
Senate Conference Report summary [PDF] & tables [PDF] | Pentagon AFPS article.

Oct 27/09: Support. Oshkosh announces 2 M-ATV contracts valued at more than $28 million. They include a $16 million contract from the U.S. Defense Logistics Agency (DLA) for spare parts, and a $12 million contract from rom the U.S. Army Tank-automotive and Armaments Command Life Cycle Management Command (TACOM LCMC) for field service representatives (FSR) to support the M-ATV program in-theater through September 2010.

Oshkosh expects to complete production of the current M-ATV contract for 5,219 vehicles in March 2010.

Oshkosh M-ATV
Kandahar: M-ATV arrives
(click to view full)

Oct 22/09: An initial 8 M-ATVs arrive in Kandahar by aerial transport. These vehicles will be used to train drivers and mechanics from units selected to receive M-ATVs.

Note that earlier Pentagon announcements indicated M-ATVs in theater at the end of September, whereas this release places the initial use date into late October and tags it as a training set. One possibility is that the initial shipments were Special Forces vehicles. Another is that this announcement refers only to one Afghan sector, and that eastern sectors may have received the vehicles first. Pentagon DVIDS.

Oct 12/09: Australia. Oshkosh announces that it will be submitting its M-ATV and Sandcat vehicles for Australia’s PMV-L component of Overlander. Their partners in these 2 proposals are Plasan SASA, Ltd., who supplies the armoring solutions for both vehicles and developed the Sandcat/ Caracal; and local Oshkosh division JLG Australia, who will assist in manufacturing the vehicles and handle through-life support.

Australia has also indicated that they will be continuing onto the next phase of the American JLTV competition, which does not presently include these Oshkosh vehicles. This is for the made-in-Asutralia option.

UPDATE: Oshkosh lost to Thales Australia’s Hawkei as the made-in-Australia contender.

Oct 9/09: +923. Oshkosh Corp. in Oshkosh, WI receives a $408.4 million firm-fixed-price contract for procurement of another 923 MRAP All Terrain Vehicles (M-ATVs) and aftermarket parts package that includes basic issue items. This brings total announced M-ATV orders to $2.76 billion for the full expected amount of 5,244 vehicles – a total that includes unannounced government orders for 25 test vehicles.

Work is to be performed in Oshkosh, WI, with an estimated completion date of May 31/12. The company plans to ramp production up to 1,000 vehicles per month in December 2009, and continue at that level through at least March 2010. Five bids were solicited for the original contract, with 5 bids received by TACOM, AMSCC-TAC-ADCA in Warren, MI (W56HZV-09-D-0111). See also: Oshkosh release.

Oct 5/09: Sub-contractors. SCHOTT DiamondView Armor Products LLC exhibits its DiamondView transparent armor window technology at AUSA. The DiamondView windows were selected for Oshkosh’s M-ATVs, and use a transparent glass-ceramic combination. It is hoped that DiamondView windows will be able to reduce lifecycle costs normally associated with windows delaminating, discoloring or peeling. The firm has been a defense industry supplier for 40 years, and currently holds world records for producing the world’s thinnest piece of glass (0.025mm, for medical technology and electronics), and the world’s largest piece of glass (8m tall, for astronomy).

In order to fill the Oshkosh contract, SCHOTT DAP has ramped up manufacturing at both its Boothwyn, PA and Vincennes, IN production facilities. The Vincennes/ now County facility currently processes and finishes glass-ceramic cooktops and flat glass for the home appliance industry, but the firm will invest $7.2 million over the next few years to add the transparent armor line. The Indiana Economic Development Corporation offered SCHOTT North America up to $2.32 million in performance-based tax credits and up to $50,000 in training grants based on the company’s job creation plans, and the city of Vincennes will consider additional property tax abatement at the request of the Knox County Development Corporation. Hiring is underway, and the company expects to add more than 200 employees at peak production. SCHOTT DiamondView release | SCHOTT Vincennes release.

Oct 2/09: Check-6. Oshkosh announces a $33 million award from the U.S. Army Tank-automotive and Armaments Command Life Cycle Management Command (TACOM LCMC) to supply a rear mounted, infrared-enabled camera system on more than 2,200 MRAP All Terrain Vehicles (M-ATV).

The camera system has been deployed on other MRAPs. It integrates with existing vehicle video displays to provide a 40-degree vertical and 54-degree horizontal field of view. The system uses an infrared camera core in an LED-equipped tailgate assembly, and provides visibility through dust, obscurants and incremental weather in day and night operations. We all know drivers who could use one of these; on a battlefield they can save your life, as well as your vehicle bumper.

Oct 2/09: Industrial. A release from the Marines says that M-ATV vehicles have started to flow from Oshkosh to US Navy Space and Naval Warfare (SPAWAR) Systems Center (SSC) Atlantic. Oshkosh delivers the base vehicle, but modern military vehicles have a wide array of electronics and equipment to install, from jammers, to radios and other communications devices, to weapons like RWS turrets. The cost adds up, and so does the time required to install everything. According to M-ATV Joint Program Executive Officer, Marine Corps Brig. Gen. Michael Brogan, they’re using lessons learned from the MRAP program to speed up delivery to the front lines – something that became a problem early in the MRAP program:

“We were able to feed back to Oshkosh specific bracketry, racks and cabling so all that can be installed in the vehicle during manufacture; which means we dont have to do it at SPAWAR. The goal was to push as much of that work that was getting done at SPAWAR, particularly the touch labor, upstream into the manufacturing process. Because we knew it going into this, we were able to include it into the design. That clearly is one of the lessons learned from Baseline MRAP that will speed the process at Charleston.”

Oct 1/09: Industrial. Oshkosh announces that they have exceeded M-ATV delivery requirements for the 3rd consecutive month. The September 2009 production target of 100 vehicles was met on Sept 22/09.

FY 2009

Oshkosh M-ATV
Oshkosh M-ATV
(click to view full)

Sept 29/09: The Pentagon announces that the first Oshkosh M-ATVs have been deployed to Afghanistan.

Deployment

Sept 14/09: +352. Oshkosh Corp. in Oshkosh, WI receives a $189.1 million firm-fixed-price IDIQ contract for another 352 MRAP All Terrain Vehicles, and aftermarket parts packages that include Basic Issue items (35 LLO), Authorized Stockage (14 LO), Prescribed Load (14 LO), and Battle Damage and Repairs (14 LO). This brings total announced M-ATV orders to $2.31 billion for 4,296 vehicles.

Work is to be performed in Oshkosh, WI, with an estimated completion of May 31/12. Five bids were solicited, with 5 bids received by TACOM, AMSCC-TAC-ADCA in Warren, MI (W56HZV-09-D-0111). See also Oshkosh release.

July 31/09: +1,700. Oshkosh Corp. in Oshkosh, WI receives another M-ATV order. The $1.064 billion firm-fixed-price contract modification exercises an option for another 1,700 M-ATVs, Field Service Representative Support, and associated parts support packages to include Authorized Stockage Lists (ASL), Prescribed Load List (PLL), Reprocessing Spares, Battle Damage Repair parts (BDR) and Basic Issue Items (BII).

This order raises its total to $2.12 billion for 3,924 vehicles. They also announce that Oshkosh has exceeded the July 2009 delivery schedule of 45 M-ATVs by delivering 46.

Vehicles will be provided to the US Marine Corps, Army, Special Operations Command and US military testing. Vehicles and parts support packages will be fielded to Afghanistan in support of Operation Enduring Freedom. Field Service Representatives will be providing support in Kuwait and Afghanistan.

Work is to be performed in McConnellsburg, PA, with an estimated completion date of July 31, 2010. U.S. Army TACOM LCMC in Warren, MI manages this contract (W56HZV-09-D-0111, delivery order #0002, modification 02).

June 30/09: +2,244. Oshkosh Corporation. in Oshkosh, WI receives a $1.056 billion firm-fixed price delivery order (W56HZV-09-D-0111, #002) for of 2,244 MRAP All Terrain Vehicles (M-ATVs), Basic Issue Items, Field Service Representative Support, Equipment, Engineering, Authorized Stocking List Parts Packages and Prescribed Load List parts packages. The US Army Tank Automotive Command in Warren, MI manages this contract.

Stars and Stripes reports that the first M-ATV vehicles will be fielded to Afghanistan beginning in October 2009. The challenge will be getting them there. US Marine Corps Brig. Gen. Michael Brogan, head of Marine Corps Systems Command:

“We are flowing additional forces into Afghanistan right now, Army brigade combat teams as well as Marines units, and so the air bridge into Afghanistan is completely full.”

While the military sorts out its transport options, Oshkosh Chairman & CEO Robert G. Bohn issued an unequivocal statement, and an implicit offer to other firms:

“Due to the urgent need of our Armed Forces for a survivable and highly mobile vehicle, our Corporations number one priority is meeting the Department’s accelerated delivery schedule of the Oshkosh M-ATV. Oshkosh Corporation will put whatever resources are necessary to meet or exceed the government’s delivery schedule. While we believe we can meet or exceed the government’s current delivery requirements, we intend to enter into discussions with other manufacturers [emphasis DID's] to determine if they can assist in the production of the Oshkosh M-ATV.

…our full-service aftermarket support network will be available with replacement parts, technical support, and repair or refurbishment services.”

Oshkosh Corporation is expected to eventually produce up to 1,000 vehicles a month, and plans to reach that monthly mark by December 2009. Efforts began even before the contract award. Oshkosh Defense President Andy Hove was quoted in Oshosh’s release, saying that firm had already begun daily production of Oshkosh M-ATVs on their flexible manufacturing line, a few weeks prior to the decision, after making “significant” investments in materials. Subsequent discussions with Oshkosh clarified that unusual step, and the thinking behind it. Andy Hove:

“As I said, our top priority is the delivery these vehicles to the Soldiers and Marines who need them. But we also knew that there would be a market for our offering should it not have been selected. Additionally, the early M-ATV production was a part of our pre-award production and engineering investments. We felt it was crucial to do what we could, in advance of a possible award, to ensure these vehicles would be delivered to the warfighters in Afghanistan as soon as possible. We also had conducted more than 7,500 miles of independent testing of our vehicle, separate from the government’s evaluation of our production-representative vehicles.”

See also: US Marine Corps | Oshkosh release | DoD Buzz | Stars and Stripes | UPI | York Daily Record.

M-ATV base contract

June 30/09: Navistar and Force Protection both announce their disappointment at their M-ATV loss, while reiterating their firms’ strong points for investors.

June 2/09: The Pentagon’s Joint Requirements Oversight Council approves a plan for 5,244 M-ATVs to the US Army (2,598), Marine Corps (1,565), Special Operations Command (643), US Air Force (280) and the Navy (65). An additional 93 vehicles would be set aside for testing. Source.

May 15/09: USMC Commandant General James T. Conway speaks at the Center for Strategic and International Studies (CSIS) think tank. An excerpt [PDF]:

“We are seeing an increasing sophistication on the part of the IED [land mines]… We are looking at an MRAP ha has greater off road capability because you do not have the road network hat you have in Iraq. You become fairly predictable, fairly easy to plot if you’re always going to be on those roads. Our MRAPs, and we have about 2,000 of them plus in the Marine Corps, don’t do that well off road. Now the favorite vehicle in Afghanistan today is the seven-ton truck, the MTVR. In an innovative fashion, our engineers and our people at Quantico said, let’s put the suspension of the MTVR on our CAT-1 MRAPs and see how it does. Well, it did pretty well… Now, when we went to blow it up it did not perform do well because we created additional space and surface area underneath the vehicle. We have now blown it up three times. The third time looked pretty good… We will have it in the hands of our troops potentially by mid-summer. It will cut cost. For the long-term utility of our CAT-I [4x4] MRAPs, which is mostly what we own… we have a much more multi-capable vehicle for the long term.

We are not divorcing ourselves from the MATV program at this point… We are going to follow both with interest, and we will see where we want to park our monies and our effort as both these vehicles continue to mature.”

May 4/09: The Force Dynamics partnership announces their delivery of 3 additional production M-ATV Cheetah vehicles to the U.S. Army Aberdeen Test and Evaluation Center.

The release adds that Force Dynamics, LLC and Raytheon have agreed to provide a comprehensive command, control, communications, computers, intelligence, surveillance and reconnaissance system (C4ISR) plug-and-play ready architecture for the M-ATV Cheetah, using the C4ISR Department of Defense Architecture Framework (DoDAF). It provides immediate access to services including sophisticated radio switching, networked video, navigation systems, Blue Force Tracking, Counter-Radio Controlled Improvised Explosive Device (RCIED) Electronic Warfare, and weapons systems.

Under the original MRAP program, vehicles required extensive modifications, integration, and testing to fully integrate various C4SIR configurations. This new architecture is designed to make that process much simpler.

The system is also designed to assist with remote monitoring of integrated vehicle and C4ISR systems via one monitoring platform, to offer complete systems status in real time. Remote data transfer, monitoring of platform usage, and capture of failure information are all part of that element, and each M-ATV Cheetah is registered in Raytheon’s Force Logistics System II, which is electronically integrated to the DoD’s current force support systems.

May 1/09: BAE Systems’ entries pass initial testing, as it receives a follow-on contract for 3 more GTS M-ATVs and 3 more USCS M-ATV test vehicles of each type. Other firms that have passed testing and received orders for 3 more vehicles include Force Protection’s Cheetah, Navistar’s Husky, and Oshkosh’s entry.

April 2/09: Navistar Defense, LLC is in discussions with the government over a technicality in the evaluation of the Mine Resistant Ambush Protected (MRAP) All Terrain Vehicle (M-ATV) program. Navistar was required to formalize its request for a review of the evaluation within a certain period of time, and wants its vehicle to be considered for M-ATV. Navistar release.

March 11/09: A Bloomberg report quotes General Dynamics spokesman Ken Yamashita, who said that their M-ATV offer, based on its RG-31 partnership with BAE, “was not accepted… He didn’t say why, and Pentagon spokeswoman Cheryl Irwin said she couldn’t comment.”

That failure still leaves GDLS in contention, via the Force Dynamics partnership’s Cheetah vehicle.

March 6/09: Oshkosh Defense announces a $1 million contract with the U.S. Army Tank-automotive and Armaments Command (TACOM) for government purchase of the 2 production-ready Oshkosh M-ATVs that were delivered on Feb. 23rd. This contract award is one of the required phases in the U.S. military’s evaluation of M-ATV submissions, and is awarded after the delivered vehicles are certified to meet the government’s initial design requirements.

All other M-ATV candidates also receive these awards, with 1 exception – General Dynamics (see March 11/09).

Feb 23/09: M-ATV candidate vehicles are due from vendors for 2 months of testing and evaluation. Several of them announce deliveries on this day: BAE Systems, Force Protection ($1 million contract), Navistar, and Oshkosh.

Feb 19/09: An Oshkosh release claims that its M-ATV team can produce the military’s most probable delivery order of 2,080 M-ATVs “within months of an awarded contract.” The Oshkosh team says that it is able to produce several hundred to 1,000 M-ATVs on a monthly basis, and Oshkosh Defense President John Stoddart adds that:

“Oshkosh’s warm production lines coupled with our mature M-ATV design allow us to ramp up production of this vehicle without impacting our current military programs.”

Of course, the same is true for competitors like BAE and Navistar, both of whom have MRAP production lines that are closing out, and substantial military truck production lines that continue to run.

Jan 15/09: Force Protection, Inc. and General Dynamics Land Systems Inc.’s Force Dynamics, LLC joint venture has focused on delivering Cougar MRAP vehicles, but Force Protection’s Cheetah vehicle had been excluded – until now. The joint venture announces that it has submitted the Cheetah for the U.S. Army’s MRAP All Terrain Vehicle (M-ATV) solicitation.

The Cheetah began development in 2005 has completed Force Protection-sponsored blast testing at the Aberdeen Proving Grounds, MD, and initial mobility and durability testing at the Nevada Automotive Test Center. It has undergone a range of enhancements since it was first developed, including the addition of independent suspension. Force Protection is commencing low-rate production at Force Protection’s Ladson, SC plant.

Jan 9/09: Oshkosh Corporation submits its M-ATV proposal, based on the combat-proven Medium Tactical Vehicle Replacement (MTVR) medium truck chassis. The firm has produced about 10,000 of these trucks for the US Marine Corps, which have been deployed all over the world. Oshkosh release.

Nov 14/08: The US government issues a pre-solitication notice for a subsidiary competition called M-ATV, essentially an “MRAP Lite” bridge buy to the JLTV. FBO pre-solicitation #W56HZV-09-R-0115 states a buy that begins an an expected order of just 2,080 vehicles, but could reach up to 10,000.

M-ATV’s top weight is just 12.5 tons empty, which is heavier than a Hummer or JLTV, but lighter than an MRAP. Even so, the RFP still demands significant protection against both conventional and EFP land mines. A draft issued on Nov 25/08 stated that M-ATV would receive the same top-priority DX production rating employed by the original MRAP program, adding that the first vehicles are expected to be fielded in the fall of 2009.

M-ATV pre-solicitation

Additional Readings


F-35 Lightning: The Joint Strike Fighter Program, 2012 – 2013

0
0
F-35B hover test
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?

F-35A, F-35B, and F-35C Specifications
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 weapon bay
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 JSF STOVL Features
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

F-35C
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 JSF variants
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

F-35 armament
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

AIR F-35 Left Wingover Rear View
See me, hear me?
(click to view full)

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…

AIR F-35 Commonality
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:

F-35 Joint Strike Fighter: The Program

1st UK F-35B
1st British F-35B
(click to view full)

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.

F-35 AA-1 Rollout
Lightning II official rollout
(click to view full)

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-35 Program: Core Participants & Components
F-35B Cutaway
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.

NGC center section
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 armed
F-35C weapon carriage
(click to view full)

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
F-35 JSF family: Testing statistics
(click to view full)

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
F-35 JSF family: DOT&E’s key 2012 findings
(click to view full)

F-35 JSF: Programs by Country

F-35A AA-1
Joint Strike Fighter
(click to view full)

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

US F-35 Family Program Dashboard

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
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.

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:

US F-35B & F-35C Budgets, 2002-2017
US F-35A Budget Graph, 2002-2017
USAF: F-35A
(click to view full)
US F-35B & F-35C Budgets, 2002-2017
US F-35B & F-35C Budget Graph, 2002-2017
USN: F-35B & F-35C
(click to view full)

Australia (Tier 3)

RAAF F-111 & F/A-18A
The legacy roster
(click to view full)

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)

CVF Concept
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
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)

Denmark F-16 MLU
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)

Cavour carrier concept
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 Afghan
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)

Norway F-16 Libya
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)

Turkey F-16s
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)

IAF F-16C Sardinia
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 Block 52
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
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-15SEs concept
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

LRIP Lot 8 advance buy; Fleet groundings; Program trying to compete long-term support, as relations remain rocky.

F-35A JSF & F-22A Raptor
F-35A & F-22A,
Eglin AFB
(click to view full)

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: $1,122.3 (30 engines – unfinalized)
  • Dec 27/11: $485 (production requirements, incl. some tooling)
  • Dec 9/11: $4,011.9 (initial 30: 21 F-35A, 3 F-35B, 6 F-35C)
  • Sept 27/11: $187 (system engineering & sustainment support)

$598.2 million in long-lead time item contracts were omitted ($522.2 million on July 6/10, and $76 million on Dec 8/10); Lockheed Martin informs DID that they were superseded by the Dec 9/11 contract for a different number of planes. So $6.459 billion is the entire LRIP-5 set so far, including planes, spares/support and tooling/ manufacturing investments (PNR). The engines, support, and PNR pieces are still unfinalized and in negotiations. For the planes themselves, the announced figures add up to about $4.398 billion ($4,011.9 + 258.8 + 127.7). That’s an average of $137.45 million per plane without engines.

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 completed in October 2014. All contract funds were committed on award, and $112.9 million will expire on Sept 30/12 (N00019-10-C-0002).

LRIP Lot 5 finalized

Dec 6/12: LRIP-6 lead-in. Lockheed Martin Aeronautics Co. in Fort Worth, TX receives a not-to-exceed $386.7 million contract modification for the LRIP Lot 6 Advance Acquisition Contract. This will ease some of Lockheed Martin’s cash flow concerns, and funds ground maintenance activities; depot activation activities; ALIS operations and maintenance; reliability, maintainability and health management implementation and support; supply chain management; action request resolution; activities to provide and support pilot and maintainer initial training; and procurement of replenishment spares and depot level repairs in support of flight operations.

Work will be performed in Eglin AFB in Orlando, FL (35%); and in Ft. Worth, TX (25%); El Segundo, CA (8%); Warton, United Kingdom (5%); and various locations throughout the United States (27%); and is expected to be complete in October 2013. $193.3 million is committed immediately, $58,378,517 of which will expire at the end of the current fiscal year, on Sept 30/12 (N00019-11-C-0083).

Nov 30/12: Reuters reports that the US government and Lockheed Martin have reached a preliminary $3.8 billion deal for 32 F-35s: 22 F-35As, 3 F-35Bs, and 7 F-35Cs. A deal would safeguard that contract from any sequestration cuts, but engines and some other items would still need to be bought separately.

Lockheed spokesman Michael Rein quoted a 14% reduction in labor costs from LRIP Lot 4 to Lot 5, and said that the overall cost would be lower in total. That second assurance is important, because materials costs are subject to inflation. He also said that Lot 5 aircraft would be over 50% less expensive than LRIP-1′s $220.8 million figure, which doesn’t square with the $118.8 million average cost of the reported Lot 6 deal. F-35B/C aircraft will push the price up, however, so Lot 1 vs. Lot 5 isn’t an apples to apples comparison.

Lockheed Martin has delivered 48 F-35s so far (19 development, 29 LRIP), and is pushing to meet its goal of 30 delivered in 2012. Near-term funding for Lot 6 remains a concern, however (q.v. Oct 25/12 entry).

Nov 20/12: 1st Front-Line Squadron. Marine All Weather Fighter Attack Squadron 121 (VFMA-121), formerly an F/A-18 Hornet squadron, is re-designated as the world’s first operational F-35 squadron, of any type. For now, the “squadron” is just 3 F-35Bs, but that will grow. They will be part of the 3rd Marine Aircraft Wing at Marine Corps Air Station Yuma, AZ. MCAS Yuma.

1st F-35 Squadron

Nov 22/12: Canada. Public Works Minister Rona Ambrose tells Canada’s House of Commons that Canada’s “review of options will not be constrained by the previous statement of requirements.” That seems minor, but it isn’t. DND’s requirements had been crafted to make the F-35 the only available choice, per the department’s standard pattern. Breaking that lock opens up other options like the Eurofighter, Super Hornet, etc.

Subsequent reports that Canada has canceled the F-35 are premature. Much will depend on the people picked to conduct the review of options. See “Canada Preparing to Replace its CF-18 Hornets” for full coverage.

Nov 16/12: ALIS. Reuters reports that ALIS is at 94% of final capability, but a changing computing landscape has bitten it. A Navy “Red Team” hacked into the ALIS system. ALIS reportedly includes both classified and unclassified data streams, and the 2001 specifications didn’t require separating them to prevent intrusions. That kind of failure to plan for computer attacks doesn’t reflect especially well on all concerned, and it was reportedly all the Navy team needed.

Lockheed Martin was surprised by the result, but say that they’ve developed a “fairly straightforward fix” that did not require major adjustments to ALIS. The bad news? The political exercise of choosing F-35 suppliers in nearly every U.S. state, and beyond the USA, increases general exposure to cyber attacks.

The latest version of ALIS has been in use at Edwards AFB, CA for several months. It’s also scheduled to be used by the Marines at Yuma, CA this year, and by Nellis AFB, NV when Lockheed delivers 4 F-35s for testing within the next month or 2. Meanwhile, The Pentagon is looking to compete ALIS operation, and F-35 maintenance, beyond Lockheed Martin, in an attempt to drive down rising Operations & Maintenance cost projections. Reuters.

Nov 5/12: Affordability. USN Rear Adm. (ret.) Craig Steidle pens an op-ed in Aviation Week. Steidle was the 2nd director of the JSF Program Office, from August 1995 – August 1997. He writes:

“…as the program moved on, the focus on affordability atrophied. Both the government and contractor were at fault. What began as a core pillar didn’t evolve into a culture… In 2008-10, I had the privilege to chair several Independent Manufacturing Review Team (IMRT) assessments of the F-35 program… The kind of cost-avoidance program that should have encompassed lean and producibility initiatives and other affordability improvements did not exist, nor was it asked for. The statements of work that we reviewed did not incorporate cost reduction. Difficulties were to be expected, but resolving development issues had diverted attention from cost control.”

He does say that the current F-35 program leadership has made progress, adding that the F-35 will have “a system performance beyond our initial expectations.” Time will tell.

Oct 30/12: Dutch delay. Instead of trying to gather a majority among the second-tier parties, the Dutch VVD and its largest opponent, the PvdA Labour Party, elect to form a national unity coalition with 79/ 150 seats.

They don’t agree about the F-35, but they do agree that the recent Rekenkamer report requires a full reconsideration of Dutch defense policy and commitments by the end of 2013. Once that’s done, there’s reportedly some language about a “competitive” evaluation of alternatives in 2014, leading to a contract in 2015 as planned. The parties agreed that the 2014 evaluation will include operations and support (O&S) costs, while a 2nd agreement will create a forensic inquiry into why Parliament wasn’t informed of the 390% cost explosion between 2001 and 2012 for 30 years of F-35 O&S (q.v. Oct 24/12 entry).

Depending on the exact wording of the coalition agreement, and on how vigorously the PvdA asserts itself, those agreements may just be a stalling tactic toward lock-in, and a drastically reduced fighter fleet with much smaller responsibilities. There are a number of ways to blunt the accuracy and impact of an O&S assessment, and true competition in 2014 requires a specific procedure. The forensic inquiry will put the MvD in the spotlight, and the VVD party is also at risk, but the VVD would not have accepted a suicide pact. The best bet is an inquiry that mirrors the recent farce in Canada: bureaucratic stonewalling, and refusal of responsibility by all parties. In the meantime, more contracts let to Dutch firms could have the effect of raising termination costs if the country pulls out of the F-35 program. Atlantic Sentinel | defense-aerospace.com

Oct 26/12: EVM penalty. The Pentagon is withholding $46.5 million from Lockheed Martin over Earned Value Management system deficiencies, subtracting 5% of periodic billings against the LRIP-4 and LRIP-5 contracts, and Israel’s F-35i development contract.

Lockheed Martin’s EVM certification at Fort Worth, TX was yanked in October 2010. They have a corrective plan to return to full EVM compliance, but haven’t restored their certification yet. Bloomberg.

Oct 25/12: LMCO 10-Q. Lockheed Martin’s 10-Q filing with the US Securities and Exchange Commission says that they are still working to restore the Defense Contracting Management Agency’s (DCMA) earned value management system (EVMS) at the Fort Worth, TX facility. Relations with the US government are actually quite tense overall, and the firm mentions the ongoing failure of contract restructuring negotiations to tie fees to milestones. Not to mention disagreements between contractor and government assessments for the milestones that already exist. Then there’s the issue of payment risk hanging over the program:

“The development portion of the F-35 program is expected to continue into 2017 and currently has approximately $530 million of incentive fees remaining… While our customer has delayed funding for LRIP Lot 6 until the LRIP Lot 5 contract is negotiated, we and our industry team have continued to work in an effort to meet our customer’s desired aircraft delivery dates for the LRIP Lot 6 aircraft. As a result, we have approximately $400 million in potential termination liability exposure as of September 30, 2012. If we are unable to obtain additional funding by year-end, the potential termination liability exposure is estimated to be $1.1 billion and our cash exposure would be approximately $250 million… In the quarter ended September 30, 2012, 12 LRIP Lot 3 aircraft were delivered to the U.S. Government. We have received orders for 95 production aircraft, of which 26 have been delivered through the quarter ended September 30, 2012.”

Lockheed Martin received a $489.5 million contract for Lot 6 long-lead parts on June 15/12. It isn’t clear if those funds have been released, or are being held up over negotiations. See: 10-Q SEC filing | Reuters.

Dutch Rekenkamer F-35 Report

Oct 24/12: Dutch Report. The Dutch Rekenkamer national auditing office releases their report covering the proposed F-35 buy. A decision to buy or reject the F-35A must be made by 2015, per earlier agreements with the US government and Lockheed Martin, but the F-35A IOT&E and arrival of operational Block 3 software will take until 2019, which means another round of testing after 2019. Initial Operational Capability (IOC) would wait until 2022, and it would be at least 2027 (a 6-year slip from 2021) before the Dutch could retire their F-16s.

The bottom line is that even in a study that confined itself to unaudited figures provided by the Dutch government and industry, it’s clear that the planned EUR 4.05 billion Dutch buy won’t be able to afford 68 F-35s, let alone the 85 planned. The MvD is now talking about just 56 planes, and extrapolation using the report’s own charts and Pentagon figures suggests a figure closer to 42-48 F-35As. As the Rekenkamer points out, it isn’t possible to execute the Luchtmacht’s current responsibilities with those numbers. Which means the Netherlands will need to rethink and reduce its long-term defense and alliance commitments. Operations & support (O&S) projections, exclusive of fuel, add even more weight to that conclusion. The 30-year figure has risen from the initial 2001 figure of EUR 2.9 billion for 85, to the 2012 figure of EUR 14.2 billion. It only drops to EUR 13.2 billion at 68 aircraft, 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.

Option #2, which involves withdrawing from the testing phase, gets a negative recommendation. The Rekenkamer thinks it wouldn’t make operational or financial sense, since monies “saved” would just create new costs later in the F-16 fleet. They’re almost certainly correct.

Option #3 would involve withdrawing from the F-35 program before 2015, and buying another fighter off the shelf. This could expose the government to termination claims, with Dutch firms filing claims against major F-35 contractors under US Federal Acquisition Regulations, who will go to the US government for payment, who would go to the Dutch government under the JSF program’s 2010 MoU (pp. 28, 117). The Rekenkamer believes that taking this option would also require a reconsideration of the Luchtmacht’s medium-term responsibilities, since it would require operating the F-16 fleet for longer.

That last conclusion may not be correct. The most likely alternative that could offer more fighters, the JAS-39E/F Gripen, isn’t scheduled to enter Swedish service until 2023. Which would push full retirement of the Dutch F-16s beyond 2027. The Swiss are getting leased JAS-39C/Ds as a bridge to their 22 JAS-39Es, however, and Saab could conceivably make the Dutch a similar offer that let them retire the Luchtmacht F-16s in 2027 as planned. The Eurofighter or Rafale would offer similar or greater costs compared to the F-35A, but either aircraft could be delivered and operational several years earlier than the F-35A or the JAS-39E/F. DID’s estimate is that a 2015 contract signing could give the Dutch a Rafale/ Typhoon IOC of 2018, and full retirement of Dutch F-16s by 2022-23. “Uitstapkosten Joint Strike Fighter,” incl. links to full reports [all in Dutch] | JSF Nieuws [in Dutch] | DID thanks VNC Communication for their assistance.

Dutch F-35 report

Oct 19/12: Engines. United Technologies’ Pratt and Whitney Military Engines in East Hartford, CT wins an $81.9 million cost-plus-fixed-fee contract for services and materials for the preliminary design, detailed design, and engine performance testing in support of the F135 Fuel Burn Reduction Program. The objective of the program is to demonstrate a 5% mission weighted fuel burn reduction in a F135 experimental engine configuration.

Competition can produce the same kinds of benefits, of course, but the Pentagon has chosen not to do that.

Work will be performed in East Hartford, CT, and is expected to be complete in July 2016. This contract was competitively procured via Broad Agency Announcement, and 3 offers were received by the US Naval Air Warfare Center Aircraft Division in Lakehurst, NJ (N68335-13-C-0005).

Oct 9/12: Italy. Lockheed Martin Aeronautics Co. in Fort Worth, TX received a $28.6 million advance acquisition contract modification, buying long lead-time parts, material and components required to protect the delivery schedule of Italy’s 4 F-35As in LRIP Lot 7 (FY 2013).

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 completed in June 2013. Note that El Segundo is Northrop Grumman’s work, and Warton is BAE’s (N00019-12-C-0004).

Sept 27/12: LRIP-7 Engine lead-in. United Technologies’ Pratt & Whitney Military Engines in East Hartford, CT receives an estimated $89.2 million for long-lead components, parts and materials associated with the 37 engines in LRIP Lot 7. The rest of the contract will follow, but initial purchases involve:

  • USAF: 19 F135-PW-100 base model ($38 million, 43%)
  • Italy: 3 F135 CTOL ($6 million, 7%)
  • Norway: 2 F135 CTOL ($4 million, 4.5%)
  • Turkey: 2 F135 CTOL ($4 million, 4.5%)
  • US Navy: 4 F135-PW-100 Carrier Variant ($35.2 million, 39% for US/ USMC)
  • USMC: 6 F-135-PW-600 Short Take-off and Vertical Landing with Roll Royce’s LiftFan
  • Britain: 1 F135 STOVL ($2 million, 2%)

Work will be performed in East Hartford, CT (67%); Bristol, United Kingdom (16.5%); and Indianapolis, IN (16.5%), and is expected to be complete in September 2013. This contract was not competitively procured (N00019-12-C-0060).

FY 2012

F-35A Armed
F-35A armed test
(click to view full)

Sept 26/12: LRIP-3 changes. Lockheed Martin Aeronautics Co. in Fort Worth, TX receives a $25.9 million cost-plus-incentive-fee contract modification to add authorized concurrency changes for USAF F-35As in LRIP Lot 3. Many concurrency changes are going to involve software, but they can also involve mechanical changes. Work will be performed in Fort Worth, TX, and is expected to span multiple years (N00019-08-C-0028).

Sept 26/12: Simulators & RCS. Lockheed Martin Aeronautics Co. in Fort Worth, TX receives a not-to-exceed $79.9 million advance acquisition contract modification to buy 6 F-35 Lightening II Full Mission Simulators, and a radar upgrade at Hill AFB, UT to support of F-35 radar cross section testing.

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 April 2015. $716,700 will expire at the end of the current fiscal year, on Sept 30/12 (N00019-10-C-0002).

Sept 20/12: Sub-contractors. Northrop Grumman Corporation enters into a long-term agreement (LTA) with Denmark’s Terma A/S, worth more than $95 million through 2019. The LTA covers production of 34 unique F-35 Lightning II composite components, including doors, panels, skin assembly, and straps through 2019.

This is actually an extension of a partnership that began in 2006. Terma A/S has been producing F-35 components since the LRIP-1 order in 2007. NGC.

Sept 12/12: Dutch Elections. Elections leave the pro-JSF coalition slightly ahead in some respects, but the VVD (+10 seats) and CDA (-8 seats) end up needing 22 more votes to have a 76-vote majority in favor of the F-35. Support from Geert Wilders’ PVV, plus the Christian Democratic leaning CU and SGP, could get them to 77. Wikipedia.

Sept 6/12: Japan’s 4, for much more. More cost hikes for Japan, as Defense Ministry officials cite “lower production efficiency” as the reason its first 4 F-35As will soar again to YEN 15.4 billion (about $195 million) per plane. As a result, the ministry is looking to find the full YEN 30.8 billion, in order to cover the 2 fighters planned for the FY 2013 budget request. The Japan Times.

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

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

F-35i SDD begins

Aug 7/12: LRIP-5. United Technologies subsidiary Pratt & Whitney Military Engines in East Hartford, CT receives a $9.6 million contract modification to LRIP Lot 5/ FY 2011 fixed-price incentive and cost-plus-incentive contract line items. It funds part of the cost of 2 F135 engines, plus associated engineering assistance to production, a mock-up engine, slave modules for engine depot test cells at Tinker Air Force Base, initial stand-up repair capabilities at Hill Air Force Base; and additional contractor logistics support. Support will take place at the Fort Worth, TX, and Palmdale, CA, production sites, and at Eglin AFB, Yuma AFB, Nellis AFB, and Edwards AFB.

Work will be performed in East Hartford, CT (67%); Bristol, United Kingdom (17%); and Indianapolis, IN (16%), and is expected to be complete in February 2014.Funding will be released as needed (N00019-10-C-0005).

Aug 6/12: LRIP-5. Lockheed Martin Aeronautics Co. in Fort Worth, TX receives a not-to-exceed $209.8 million contract modification for initial spares to support 32 F-35 LRIP Lot 5/ FY 2011 fighters.

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 June 2015 (N00019-10-C-0002).

June 20/12: LRIP-7 Norway. Lockheed Martin Aeronautics Co. in Fort Worth, TX receives a $20.1 million advance acquisition contract to provide long lead-time parts, material and components required for Norway’s 2 F-35As ordered in LRIP-7/ FY 2013.

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%). Work is expected to be complete in June 2013. This contract was not competitively procured pursuant to FAR 6.302-1 (N00019-12-C-0004).

July 2-5/12: Netherlands. A parliamentary majority opposed to buying the F-35A Joint Strike Fighter has emerged in the Netherlands. Despite lobbying from the MvD, and 2 planes ordered already, the issue came to a vote, and the motion to withdraw from the program was upheld.

Because the government has technically dissolved, this vote doesn’t pull the Netherlands out yet. What it does say is that unless the VVD and SDA parties can form a majority in the next election, the Dutch F-35 buy is in serious danger. The cost of ending the country’s Tier 2 participation in the program could hit EUR 1 billion. Then again, if reported figures regarding Saab’s JAS-39E/F Gripen offer are true, Dutch government budgets could still come out ahead. Industry may be less happy.

June 29/12: Japan. Buy 4, for more. Officials from Japan’s defense ministry say that they have agreed to terms for their first 4 F-35As. Delayed American orders for 179 planes mean that Japan’s planes will reportedly cost 9.6 billion yen (about $120 million) each, up from the original plan of $110 million. That makes the Japanese contract a good bellwether for the real base cost of an F-35A in the near future.

Fortunately for the Japanese, the overall contract remained at the expected YEN 60 billion (about $752.4 million). The cost of the 2 simulators and other equipment dropped to YEN 19.1 billion ($240.83 million) from the expected YEN 20.5 billion. Read “Japan’s Next Fighters: F-35 Wins The F-X Competition” for full coverage.

Japan: 4 of 42

June 15/12: LRIP-6. Lockheed Martin Aeronautics Co. in Fort Worth, TX receives a $489.5 million advance acquisition contract to provide long lead-time parts, material and components required for the delivery of 35 LRIP-6 fighters. The order involves 19 USAF F-35As, 3 F-35As for the government of Italy, 2 F-35As for the government of Turkey, 6 USMC F-35B STOVL(Short Take-Off Vertical Landing) fighters, 1 F-35B for Britain, and 4 F-35Cs for the US Navy.

This contract also funds long lead-time efforts required for the addition of a drag chute to Norway’s F-35As, which will be ordered as part of LRIP-7 in 2013. Drag chutes are especially useful when landing in cold climates, where runways and tires may fail to provide the same level of traction.

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 June 2013. This contract was not competitively procured, pursuant to US FAR 6.302-1, by US Naval Air Systems Command in Patuxent River, MD (N00019-12-C-0004).

June 15/12: Norway OK. Norway takes the next step, and formally authorizes the purchase of 2 F-35A fighters, which are intended for delivery in 2015. They will be based in the United States as part of a joint partner training center, which almost certainly means Eglin AFB, FL. The 2 aircraft authorized today are expected to be joined by a second pair in 2016. They are to be followed by up to 48 additional aircraft orders from 2017, which will be based at Orland AB and Evenes FOB in Norway.

This is not a contract yet, but one can be expected in FY 2013. Meanwhile, American support for internal F-35 integration of the JSM strike missile allows Norway to begin preparing it for deployment.

The overall cost of Norway’s F-35′s procurement phase is estimated at NOK 60 billion/ $FY12 10 billion in real terms. This is very good news for Lockheed Martin, which is working through a 2-month long extended strike by its machinists, and a harsh US GAO report concerning the F-35′s progress. Norwegian MoD | Business Insider | Fort Worth Star-Telegram | WFAA Dallas.

Norwegian go-ahead

June 14/12: Norway. Norway’s Storting (parliament) approves a significant increase in defense spending, with the F-35 purchase playing a central role. The country will also be making investments in modernizing and adding CV90 tracked armored vehicles, and purchasing UAVs.

Overall, Norway will see a budget increase of 7% by 2016. Monies spent of the Afghan deployment will be continued and redirected, while “significant” supplementary funds will be added for the F-35 purchase. Source.

June 14/12: US GAO Report. Congress’ Government Accountability Office delivers a report on the F-35 program. Key excerpts from GAO-12-437: “Joint Strike Fighter – DOD Actions Needed to Further Enhance Restructuring and Address Affordability Risks” :

“The new program baseline projects total acquisition costs of $395.7 billion, an increase of $117.2 billion (42%) from the prior 2007 baseline. Full rate production is now planned for 2019, a delay of 6 years from the 2007 baseline. Unit costs per aircraft have doubled since start of development in 2001… Since 2002, the total quantity through 2017 has been reduced by three-fourths, from 1,591 to 365. Affordability is a key challenge… Overall performance in 2011 was mixed as the program achieved 6 of 11 important objectives… Late software releases and concurrent work on multiple software blocks have delayed testing and training. Development of critical mission systems providing core combat capabilities remains behind schedule and risky… Most of the instability in the program has been and continues to be the result of highly concurrent development, testing, and production activities. Cost overruns on the first four annual procurement contracts total more than $1 billion and aircraft deliveries are on average more than 1 year late. Program officials said the government’s share of the cost growth is $672 million; this adds about $11 million to the price of each of the 63 aircraft under those contract.”

June 13/12: Infrastructure. R.L. Reed, Inc. in Las Vegas, NV wins an $11.1 million firm-fixed-price contract, to build an F-35A aerospace ground equipment facility at Nellis AFB, NV. Work is expected to finish by Dec 10/13. The bid was solicited through the Internet, with 15 bids received by The US Army Corps of Engineers in Los Angles, CA (W912PL-12-C-0010).

June 4/12: Support. Lockheed Martin Aeronautics Co. in Fort Worth, TX receives an $111.6 million cost reimbursement contract modification, which adds more funding for recurring support activities such as initial training, aircraft maintenance operations, stand-up of sustainment capability at specified locations, technical data management, and sustaining engineering for the Navy, Marine Corps, and Air Force.

Work will be performed at Eglin AFB, FL (60%); and in Fort Worth, TX (15%); El Segundo, CA (5%); Warton, United Kingdom (5%); Orlando, FL (5%); Nashua, NH (5%); and Baltimore, MD (5%). Work is expected to be complete in October 2012, but $45.2 million will expire at the end of the current fiscal year, on Sept 30/12 (N00019-10-C-0002).

May 31/12: Norway JSM. Lockheed Martin Aeronautics Co. in Fort Worth, TX receives a $19.8 million contract modification, funding a Joint Strike Missile (JSM) Risk Reduction Study for the Norway Ministry of Defence. Efforts include physical fit checks, wind tunnel tests, engineering analysis, and designing and building of an emulator and adapter to determine next steps in integrating the JSM into the F-35 Joint Strike Fighter.

These monies will be applied to the fixed-price-incentive-fee, firm target F-35 Lightning II Joint Strike Fighter LRIP-4/ FY 2010 contract. Work will be performed in Fort Worth, TX (70%); Arnold AFB in Tullahoma, TN (20%); and Kongsberg, Norway (10%); and is expected to be complete in May 2014 (N00019-09-C-0010).

May 7/12: LRIP-4 Concurrency. Lockheed Martin Aeronautics Co. in Fort Worth, TX receives a $237,740,000 fixed-price-incentive-fee, firm target contract modification to the LRIP-4/ FY 2010 contract, in order to raise the limit for government-authorized changes to the plane’s configuration baseline hardware or software. This modification increases the concurrency cap for the USAF’s and Netherlands’ F-35As; USMC’s and Britain’s F-35Bs; and US Navy F-35Cs.

Work will be performed in Fort Worth, TX, and is expected to span multiple years, but $222.6 million will expire at the end of the current fiscal year, on Sept 30/12. This contract modification combines purchases for the Navy ($153.2M/ 64.5%); USAF ($69.4M/ 29%); the United Kingdom ($8.2M/ 3.5%); and the Netherlands ($6.9M/ 3%), under contract N00019-09-C-0010.

May 10/12: Britain. Britain’s government confirms long-standing rumors that it would abandon the F-35C and its associated catapult modifications to 1 carrier, returning to the ski-jump deck and F-35B STOVL variant. That will mean reversions and changes to the carriers’ evolved design and lighting, some of which were described in the Jan 25/12 entry. Aircraft are less affected. The UK had already ordered and paid for an F-35B test plane, before the switch to the F-35C. Those flights will now continue, and F-35B flight trials are scheduled to begin from a British carrier in 2018.

A DSTL report has explained some of the capabilities Britain would lose by abandoning the F-35C, but the government justifies their decision by saying that the F-35C’s improved capabilities and compatibility with American and French carriers would come at too steep a cost. Staying with the F-35C, they say, would delay Britain’s return to carrier capability from 2020 – 2023 or later, cost nearly GBP 2 billion to modify 1 of their 2 carriers, and leave the Royal Navy with no carrier capability if their converted ship needs maintenance. In contrast, the F-35B will be compatible with the US Marines and with Italy, and gives Britain the option of taking its 2nd CVF carrier out of strategic reserve, and using it when the primary carrier is out of service for long refits or maintenance dockings. UK MoD.

Britain back to F-35B

May 3-9/12: Australia. Australia’s Defense Force will delay buying 12 new F-35As by 2 years (Project AIR 6000, Phase 2A/B, Stage 2), and delay the 4th Australian squadron (Phase 2C) by one more year, under the Labor Party government’s deficit-reduction plan.

They’ve committed to buy 2 initial F-35As for delivery in 2014-15, but those 2 will remain in the United States for testing and pilot training. The next 12 planes would have been based in Australia. Their Year of Decision will now be 2014-15 for the next 12, which may also cover the Phase 2B buy of 58. Delivery of those planes isn’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, and raise Australia’s total buy to 96, won’t happen until 2018-19. Australian DMO Project page | Australian Aviation | Australian Aviation follow-up | The Australian | Bloomberg | Canada’s Globe & Mail.

Australia delays

May 1/12: Japan. May 1/12: The US DSCA formally announces Japan’s official request for an initial set of 4 Lockheed Martin F-35As, with an option to buy another 38 and bring the deal to 42 aircraft. “The Japan Air Self-Defense Force’s F-4 aircraft will be decommissioned as F-35′s [sic] are added to the inventory.”

The estimated cost is $10 billion, which works out to $238.1 million per plane. Until a set of contracts are signed, it’s hard to split that accurately between purchase and support costs, and long support deals can add a lot to costs. Japan is also interested in considerably more local assembly than most of F-35 buyers, which is likely to add a number of unique costs of its own. Read “Japan’s Next Fighters: F-35 Wins The F-X Competition” for full coverage.

Japan request

April 24/12: LRIP-2 Concurrency. Lockheed Martin Aeronautics Co. in Fort Worth, TX receives a $68.3 million modification to the previously awarded cost-plus-incentive-fee F-35 Lightning II Joint Strike Fighter (JSF) LRIP-2/ FY 2008 contract, to raise the limit for government-authorized changes to the plane’s configuration baseline hardware or software. This contract combines purchases for the USAF ($37.7M/ 55.2%) and the US Navy ($30.6M/ 44.8%)

Work will be performed in Fort Worth, TX, and is expected to span multiple years. (N00019-07-C-0097)

April 24/12: LRIP-3 Concurrency. Lockheed Martin Aeronautics Co. in Fort Worth, TX receives a $45.9 million modification to the previously awarded cost-plus-incentive-fee LRIP-3 contract, to raise the limit for government-authorized changes to the plane’s configuration baseline hardware or software. This contract combines purchases for the US Navy ($37.5M/ 77.8%) and the United Kingdom ($10.2M/ 22.2%).

At this point, both navies were still committed to the F-35C. Work will be performed in Fort Worth, TX and is expected to span multiple years (N00019-08-C-0028)

April 13/12: LRIP-5. Lockheed Martin Aeronautics Co. in Fort Worth, TX receives a $258.8 million not-to-exceed undefinitized modification to the LRIP-5/ FY 2011 contract adding 1 USAF F-35A and 1 USN F-35C. The modification includes undefinitized line items, which will be finalized as fixed-price-incentive-firm contract line items.

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 2014. Funds will be released as needed (N00019-10-C-0002).

April 3/12: F-35 schedule & costs. Aviation Week’s Bill Sweetman takes a deep look into the Pentagon’s latest Selected Acquisition Reports, which was released on March 30/12. Excerpts:

“Another three-year slip to initial operational test and evaluation, the culmination of system development and demonstration, which now is due to be complete in 2019 – the target date is February but the threshold date is October… it appears that the main culprit is software and hardware, mainly in terms of… sensor fusion and emission control – that take place in the fighter’s main processor banks… In what follows, I’m going to use average procurement unit cost (APUC)… recurring flyaway is the lowest cost, but neither the US nor anyone else can put an aircraft on the ramp for that money. And all numbers are base-2012… The APUC for the F-35A in 2013-14 is $184-$188 million, versus $177m (2009 dollars) for the last F-22s. And that is at a much higher production rate.”

Most ominously for the F-35′s future cost structure:

“Although the basis of the numbers has been changed, the SAR still compares the F-35A with the F-16, and shows that the estimated CPFH [DID: Cost Per Flight Hour] for the F-35A has gone from 1.22 F-16s in the 2010 SAR to 1.42 today – versus 0.8 F-16s, which was being claimed a few years ago. Where is that operations and support money going to come from?”

SAR: dates slip, O&M rises

April 2/12: The Future of Stealth? A Japan Today article goes straight to the main military point at stake: the future effectiveness of stealth technologies:

“As more nations develop stealth fighters, then the use of radar as the main target acquisition device will be taken over by infrared, wake tracking, electro-optics, and radio/electronic chatter detection – thereby side-stepping radar stealth features – in short order.”

It’s a bit more complex than that, especially given the fact that stealth tends to be optimized for certain frequencies, so radars will still play a role. Still, the falling cost of high-bandwidth networking, and the need for a counter to stealth technologies, does suggest a range of countermeasures over the coming decades.

March 30/12: Infrastructure. Small business qualifier Head, Inc. in Columbus, OH receives a $17 million firm-fixed-price contract to build 5 vertical landing pads and associated supporting taxiways at Marine Corps Air Station Beaufort, SC, which will base F-35Bs.

Work is expected to be complete by August 2013. This contract was competitively procured via the Navy Electronic Commerce Online website, with 12 proposals received by Naval Facilities Engineering Command, Southeast in Jacksonville, FL (N69450-12-C-1758).

March 20/12: Infrastructure. Harper Construction Co., Inc., San Diego, CA wins a pair of firm-fixed-price task order under a multiple award construction contract, to build the 2-story aircraft maintenance hangars at Marine Corps Air Station Yuma, AZ. The buildings will include a high bay space for F-35Bs, crew and equipment space, administrative space and Special Access Program Facility areas for the Automatic Logistics Information System (ALIS) fleet maintenance program.

Task order 003 for the south hangar is $33.2 million, and a planned modification could increase the contract to $35 million (N62473-10-D-5406, 0004).

Task order 004 for the north hangar is $36.7 million, and a planned modification could increase the contract to $38.6 million (N62473-10-D-5406, 0004).

Work is expected to be complete by May 2014, and 9 proposals were received for each task order by US Naval Facilities Engineering Command, Southwest in San Diego, CA

March 12/12: LRIP-5. Lockheed Martin Aeronautics Co. in Fort Worth, TX receives a $56.4 million cost reimbursement contract modification, adding funding for support efforts necessary to meet F-35 LRIP Lot 5′s requirements and delivery schedule.

Work will be performed in Eglin Air Force Base, FL (60%); Fort Worth, TX (15%); El Segundo, CA (5%); Warton, United Kingdom (5%); Orlando, FL (5%); Nashua, NH (5%); and Baltimore, MD (5%); and is expected to be complete in May 2012. $18.7 million will expire at the end of the current fiscal year, on Sept 30/12 (N00019-10-C-0002).

March 12/12: LRIP-6. Lockheed Martin Aeronautics Co. in Fort Worth, TX receives a $38.6 million modification to the previously awarded low rate initial production Lot 6 advance acquisition contract to provide additional funding for the procurement of long lead items for F-35 Lightning II Joint Strike Fighter low rate initial production conventional take-off and landing (CTOL) aircraft for the USAF, and for the governments of Italy and Australia.

Work, which will be performed in Fort Worth, TX, is necessary to protect the delivery schedules of CTOL aircraft planned for delivery through January 2015 (N00019-11-C-0083).

March 9/12: Reprogramming Lab. Lockheed Martin Aeronautics Co. in Fort Worth, TX receives a $24.1 million cost-reimbursement contract modification to develop a data farm for the Joint Strike Fighter US Reprogramming Laboratory at Eglin AFB, FL. It will take feeds from the lab’s existing equipment, and store software and data from the F-35′s mission data testing.

Work will be performed in Fort Worth, TX (95%), and Orlando, FL (5%), and is expected to be complete in November 2014. Contract funds will be released as needed (N00019-02-C-3002).

Feb 23/12: Turkey. Turkish Defence Minister Ismet Yilmaz says that they’re sticking to plans to buy 100 of Lockheed Martin’s F-35 fighter jets for $16 billion, but could change those numbers or the timing of their orders, depending on how negotiations go.

Turkey’s development phase payments have reportedly hit $315 million so far. Reuters.

Feb 15/12: Italian cuts. Italian Defense Minister Giampaolo Di Paola tells a joint defense committee of both houses of parliament that Italy is cutting its planned F-35 purchases from 131 to 90, as part of a range of military austerity measures. A review had indicated 1/3 fewer planes would do, but given Italy’s needs all of those cuts are almost certain to be air force jets.

Di Paola said that Italy had spent EUR 2.5 billion/ $3.3 billion on the program so far. Bloomberg.

Italy cuts

Feb 9/12: LRIP-6. Lockheed Martin Aeronautics Co. in Fort Worth, TX receives a $14.8 million contract modification, to buy long lead items for the USMC’s LRIP-6/ FY 2012 buy of F-35B fighters. Work will be performed in Fort Worth, TX, and is necessary to protect the delivery schedules of STOVL aircraft planned for delivery through December 2014 (N00019-11-C-0083)

Jan 6/12: LRIP-6 engines. United Technologies subsidiary Pratt & Whitney Military Engines in East Hartford, CT receives a $194.1 million advance acquisition contract with fixed-price line items for long lead components, parts, and materials required for the delivery of 37 LRIP Lot 6 engines. They will equip the USMC (6 F-135-600s with LiftFan, $84.7M/ 43.6%); USAF (18 F135-100s, $54.9M/ 28.3%); USN (7 F135-100 naval, $37.1M/ 19.1%); Italian Air Force (4 F135-100s, $11.6M/ 6%); and Royal Australian Air Force (2 F135-100s, $5.8M/ 3%); and associated spares.

Work will be performed in East Hartford, CT (64%); Bristol, UK (25%); and Indianapolis, IN (11%), and is expected to be complete in September 2012. This contract was not competitively procured pursuant to 10 USC. 2304c1 (N00019-11-C-0082).

F-35C E& F-18E test
USN F-35C & F/A-18E,
jet blast testing
(click to view full)

Dec 28/11: LRIP-5 engines. Pratt & Whitney Military Engines in East Hartford, CT receives a $1.122 billion unfinalized, not-to-exceed contract modification for LRIP Lot V’s engines. The contract includes both fixed price incentive and cost plus incentive contract line items, and covers 21 F135 engines for the USAF’s F-35As ($520.7M / 46.3%), 3 F135 LiftFan engines for the USMC’s F-35Bs ($387.1M / 34.5% is the figure given), 6 F135s for the Navy’s F-35Cs ($166.7M/ 14.9%), plus the usual support and spares for the US and F-35 Co-operative Partners ($47.8M Co-operative Partner Participants/ 4.3%). A total of $358.6 million is committed immediately.

One wonders if the USN & USMC figures were transposed, but the finalized contract will offer more clarity. Work will be performed in East Hartford, CT (67%); Bristol, United Kingdom (16.5%); and Indianapolis, IN (16.5%), and is expected to be complete in February 2014 (N00019-10-C-0005).

Dec 27/11: LRIP-5. Lockheed Martin Aeronautics Co. in Fort Worth, TX receives a $485 million not-to-exceed cost-plus-fixed-fee unfinalized contract modification, with $131.5 million obligated at time of award. The contract covers LRIP Lot 5 production requirements, including special tooling/special test equipment, and subcontractor technical assistance. This contract combines purchases for the USAF ($186.7M/ 38.5%); the US Navy ($186.7M/ 38.5%); and JSF Cooperative Partner participants ($111.5M/ 23%).

Work will be performed in Fort Worth, TX (30%); El Segundo, CA (20%); Wharton, United Kingdom (20%); Turin, Italy (15%); Nashua, NH (8%); and Baltimore, MD (7%); and is expected to be complete in December 2013 (N00019-10-C-0002)

Dec 27/11: LRIP-4. Lockheed Martin Aeronautics Co. in Fort Worth, TX receives a $253 million cost-plus-incentive-fee and cost-plus-fixed-fee modification to finalize the previous LRIP-4/ FY 2010 support contract. This contract covers the US Navy ($140.3M/ 55.5%), the USAF (89.1M/ 35.2%), and the JSF “Cooperative Program participants” ($23.6M/ 9.3%).

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 May 2014. $169.7 million will expire at the end of the current fiscal year, on Sept 30/12 (N00019-09-C-0010).

Dec 20/11: Japan win. Japan’s Ministry of Defense announces that Lockheed Martin’s F-35 Lightning II has won the F-X competitive bid process for 42 planes. The initial contract will be for 4 F-35A jets in Japan Fiscal Year 2012, which begins April 1/12. Deliveries are expected to begin in 2016. Read “Japan’s Next Fighters: F-35 Wins The F-X Competition” for full coverage.

Japan win

Dec 9/11: LRIP-5. Lockheed Martin Aeronautics Co. in Fort Worth, TX receives a $4.0119 billion fixed-price-incentive, firm target, FPIF contract modification for 30 LRIP Lot 5 fighters for the USAF (21 F-35As, $2.644 b/ 65.9%); the US Navy (6 F-35Cs, $937.3M/ 23.3%) and the US Marine Corps (3 F-35Bs, $426.2M/ 10.6%). In addition, this modification funds associated ancillary mission equipment and flight test instrumentation for those aircraft, and flight test instrumentation for the United Kingdom ($4.1M/ 0.1%). All efforts will be contracted for on a FPIF basis, with the exception of work scope for the incorporation of certain specified concurrency changes that will be contracted for on a cost-sharing/no-fee basis.

Work will be performed in Fort Worth, TX (67%); El Segundo, CA (14%); Warton, United Kingdom (9%); Orlando, FL (4%); Nashua, NH (3%); and Baltimore, MD (3%), and is expected to be complete in January 2014 (N00019-10-C-0002).

LRIP Lot 5 main

Additional Readings & Sources

Aircraft Background

Aircraft Ancillaries

Official Reports

Key Coverage

Unmanned Hellos: The USMC’s Unmanned Cargo Helicopters

0
0
K-MAX
K-MAX: where’s Waldo?
(click to view full)

Unmanned drones for aerial surveillance are routine now. UAV systems that can use weapons are also routine. What isn’t routine yet is cargo resupply, but the Marines were asking for it in Afghanistan. That’s no easy task, since the country’s geography really hates helicopters. Can a helicopter UAV handle Afghanistan’s high altitude terrain, and show that it has what it takes to get its cargo exactly where it needs to go? The Marines thought so. Adm. Bill Shannon, NAVAIR Program Executive Officer for Unmanned Aviation and Strike Weapons, says:

“We are trying to get this much needed capability to the warfighter as quickly as possible… By evaluating two different systems, we have the ability to accelerate development of technology and use it immediately to support the warfighter while maintaining competition.”

From its inception, the competition has been a battle between Lockheed Martin’s larger-capacity but shorter-endurance K-MAX, and Boeing’s quiet, ultra long-endurance A160T Hummingbird. K-MAX won, and the Marines’ cargo UAV experiment began. It’s still going…

Contracts & Key Events

FY 2012 – 2013

K-MAX wins; Contract extensions.

K-MAX
K-MAX, Afghanistan
(click to view full)

June 5/13: Crash. One of the USMC’s 2 K-MAX VTUAVs crashes during an autonomous resupply mission at Camp Leatherneck near Kandahar. Defense Update.

March 27/13: Lockheed Martin in Owego, NY receives a $6.7 million firm-fixed-price contract modification, paying to support the 2 K-MAX UAS systems supporting the Marine Corps in Afghanistan through September 2013. All funds are committed immediately.

Work will be performed in Patuxent River, MD (10%) and outside the United States (90%). US Naval Air Systems Command in Patuxent River, MD manages the contract (N00019-11-C-0013).

March 18/13: extension? NAVAIR spokesperson Jamie Cosgrove tells Reuters that “there were no current plans to buy more K-MAX helicopters, but the two aircraft in Afghanistan would remain there “until otherwise directed.”

A Lockheed Martin YouTube video describes the extension as “indefinite,” though the contracts will still need to be put in place. It’s reasonably likely that the 2 K-MAX UAVs will remain in theater until the USA ends its full military mission at the end of 2014. Reuters | Lockheed Martin YouTube.

Oct 1/12: extension. Lockheed Martin Corp. in Owego, NY receives an $8.9 million firm-fixed-price contract modification, to operate and maintain 2 K-MAX cargo UAS deployed to support the Marine Corps in Afghanistan. Although the Pentagon announcement says that the contract ends in March 2013, Lockheed Martin confirms that this is the firm contract for the July 2012 announcement, which does include an option to extend to Sept 30/13. all contract funds will expire at the end of the current fiscal year, which is more or less immediately.

Work will be performed in various locations outside the continental US (90%) and Patuxent River, MD (10%), and is expected to be complete in March 2013. US Naval Air Systems Command in Patuxent River, MD manages the contract (N00019-11-C-0013).

July 31/12: extension. Lockheed Martin announces a 2nd extension for K-MAX service in Afghanistan. It adds an additional 6 months to the end of March 2013, and includes an option to extend its time through to the end of the fiscal year on Sept 30/13.

The firm updates K-MAX statistics to 485 sorties, 525 hours in flight, and more than 1.6 million pounds of cargo since it arrived in theater in November 2011. In May, the aircraft performed a historic “hot hook-up,”where soldiers on the ground attach cargo to the unmanned aircraft while it’s hovering above. That capability is now used regularly to perform retrograde missions, sending cargo back on the return flight as well.

K-MAX extension #3

May 9/12: Extended. Lockheed Martin announces that their K-MAX contract has been extended by 3-4 more months, until the end of the fiscal year on Sept 30/12. They also report that their 2 K-MAX VTUAVs have now delivered more than 1 million pounds of cargo in-theater:

“They have been keeping a steady pace of six missions per day, with record load deliveries ranging from a single 4,200-pound sling load to 28,800 pounds lifted in a single day. During operations in Afghanistan, previously scheduled to end in June, the aircraft has met or exceeded all expectations with less than one maintenance man-hour per flight hour.”

K-MAX extension #2

October 5/11: USN PEO Unmanned Aviation and Strike Weapons, Rear Adm. Bill Shannon, approves Lockheed Martin & Kaman’s K-MAX unmanned helicopter for a contract extension and 6-month deployment. K-MAX will fly for the US Marines in Afghanistan, beginning in November 2011.

DID has asked Boeing if their A160T had the opportunity to perform a QRA before the decision was made, but has not received an answer. US NAVAIR | Kaman [PDF] | Lockheed Martin | LA Times.

K-MAX picked, 6-month extension

FY 2006 – 2011

K-MAX vs. A160T; Initial deployment contracts for both; K-MAX QRA.

K-MAX QRA
(click to watch video)

September 6/11: K-MAX. K-MAX Quick-Reaction Assessment (QRA) successfully completed. A formal report will be released by Commander Operational Test and Evaluation Force (COMOPTEVFOR) within 30 days.

Boeing told Aviation Week that their 2 A160Ts are still being prepared, with their QRA to be scheduled by the Navy “at a later date.”

August 18/11: QRA of 1 K-MAX is proceeding this week at Yuma Proving Ground, AZ. The system has to deliver 6,000 pounds of slung load cargo per day. The 2nd unit has been set aside for future operations or tests.

Earlier this summer the Navy and Marine Corps Multi-Mission Tactical Unmanned Air Systems program office (PMA-266) completed Electromagnetic Environmental Effects (E3) testing at the Pax River, MD facility. The A160T tests were to follow, since Boeing’s VTUAV was grounded between September 2010 and June 2011, following a crash in Belize. Bay Net.

Dec 3/10: US Naval Air Systems Command in Patuxent River, MD issues a pair of contracts for unmanned cargo helicopters. This contract was competitively procured via an electronic RFP, but instead of choosing a winner between the 2 proposals submitted, NAVAIR provides contracts to both competitors, as part of an explicit strategy to ensure that cargo UAS are available for deployment in Afghanistan in Sept/Oct 2011. Both systems face a demanding set of QRA tests in summer 2011, before the Navy picks a winner and exercises the appropriate contract option for an initial 6-month deployment to support the US Marine Corps.

Team Lockheed Martin Corp. in Owego, NY receives a $45.8 million firm-fixed-price contract for 2 of its K-MAX unmanned aircraft systems (UAS), 3 ground stations, any required modifications, and pre-deployment readiness activities including QRA. All contract funds will expire at the end of the current fiscal year, on Sept 30/10. Work will be performed in Owego, NY (90%), and Bloomfield, CT (10%), and is expected to be complete in August 2011 (N00019-11-C-0013).

Boeing subsidiary Frontier Systems, Inc. receives a $29.9 million firm-fixed-price contract for 2 of its A160T Hummingbird unmanned aircraft systems (UAS), any required modifications, 3 ground stations, and pre-deployment readiness activities including QRA. All contract funds will expire at the end of the current fiscal year, on Sept 30/10. Work will be performed in Irvine, CA (50%), and Mesa, AZ (50%), and is expected to be complete in August 2011 (N00019-11-C-0014). See also US NAVAIR | Boeing | Aviation Week.

Initial deployment contracts

Oct 11/10: A160. Boeing announces that it will submit its A160T for US NAVAIR’s cargo UAS service RFP. The structure of the contract would have contractor employees operate and maintain the UAVs, but use the military would own them, and would use its command structure for mission orders. Boeing already has its ScanEagle UAVs operating as a contracted service for the Navy and Marines; likely competitors include the Lockheed/Kaman K-MAX, with Northrop Grumman’s Bell 407-derived Fire-X as an outside possibility. Boeing | NAVAIR solicitation #N00019-10-R-0020.

May 4/10: K-MAX. The K-MAX Team announces the results of late April 2010 cargo airdrop tests with the U.S. Army’s Natick Soldier Research, Development and Engineering Center (NSRDEC). The 11 cargo airdrop tests took place at altitude from 300-400 feet above ground level, using the Army’s low cost Low Altitude Cross Parachute, which is used for payloads between 80-600 pounds.

Kaman used its 4-hook carousel for the drops, and during one flight, demonstrated 4 airdrops in a single mission. The team is considering future tests from high altitude using GPS-guided Joint Precision Airdrop Systems (JPADS) loads. Lockheed Martin.

A160T cargo
A160T cargo test
(click to view full)

March 9-11/10: A160. Boeing’s A160T performs trials in response to a solicitation from the US Marine Corps Warfighting Laboratory. The USMC wanted an unmanned helicopter that can deliver at least 2,500 pounds of cargo from one simulated forward-operating base, to another 75 nautical miles away, in 6 hours.

The A160T completed 7 test flights at Dugway Proving Ground, UT during the demonstration. highlights included a 2-minute hover at 12,000 feet with a 1,250-pound sling load, a nighttime delivery to a simulated forward operating base, and a set of 2 round trips of 150-nautical-miles carrying 1,250-pound sling loads, with the A160T operating autonomously on a pre-programmed mission. Boeing release.

Feb 8/10: A160. The joint Kaman/Lockheed K-MAX unmanned variant completes its tests at Dugway Proving Ground, UT. Boeing’s A160T follows, and conducts a similar set of tests. One change is thrown in as an option by the Kaman/ Lockheed team: the helicopter has a 4-hook carousel, which enables multi-load deliveries in a single flight. One one mission, the K-MAX flew with a total of 3,450 pounds to 3 pre-programmed delivery coordinates, autonomously releasing a sling load at each location, then performing the 4th load delivery under manual control by a ground operator, per the customer’s request. Lockheed Martin.

Nov-Dec 2009: K-MAX. The Kaman/ Lockheed team flight-tests the unmanned K-MAX helicopter in restricted air space at Yuma Proving Ground, AZ. The UAS repeatedly performs autonomous flight with different loads at altitudes as high as 15,000 ft DA, flies night operations, and performs multiple cargo drops at beyond line of sight distances.

Aug 10/09: A160. Boeing receives a $500,000 contract from the U.S. Marine Corps Warfighting Laboratory to demonstrate the company’s A160T (YMQ-18A) Hummingbird for the Marines’ Immediate Cargo Unmanned Aerial System Demonstration Program. The Marines are studying the use of unmanned aerial vehicles in lieu of trucks and personnel to deliver supplies. The USMC’s objective is to move 20,000 pounds of cargo in a 24 hour period, over a round trip distance of 150 nautical miles.

This is a small amount, but it’s a potentially significant award. Supplying small forward operating bases using trucks requires escorting forces, and exposes their convoys to the threat of mines. The standard solution is helicopter drop-off, but every force in theater is short of helicopters, and the heavy helicopters that can carry meaningful loads in Afghanistan’s high altitudes and heat are very expensive to buy. The A160T can be rather less expensive to buy, works at high altitudes, and its rotor technology and lower vehicle weight make it cheaper to operate – if it can maintain the same crash rate as manned helicopters. Success in this area could open up a multi-service, or even an international, market niche.

In flights that will take place by February 2010, Boeing will demonstrate that the A160T can deliver at least 2,500 pounds of cargo from one simulated forward-operating base to another in fewer than 6 hours per day, for 3 consecutive days.

The A160T will be competing for this role, against the Lockheed Martin/Kaman K-MAX optionally-manned intermeshed rotor UAV, which received a similar $860,000 contract to Kaman Aerospace. The larger 5,100 pound K-MAX has a lifting capacity of 6,000 pounds, but does not have the A160T’s endurance. Its rotor design means that it can be dangerous to ground personnel, if approached from the sides while the rotors are moving. Boeing release | Lockheed Martin release | Aviation Week.

July 2009: The Kaman/Lockheed team uses its K-MAX UAV to lift 3,000-pound loads to 15,000 ft. in Colorado’s Rocky Mountains.

November 2008: The Lockheed/Kaman team repeats its unmanned K-MAX demonstration to the US Marine Corps in Quantico, VA.

April 2008: The Lockheed/Kaman team successfully demonstrates the Unmanned K-MAX helicopter to the Army during 45 minutes of operation at Ft. Eustis, VA. The K-MAX UAS demonstrates autonomous take-off and landing, pick-up and delivery of a 3,000-pound sling load, and the ability to replan and detour the aircraft mid flight to accommodate changes to mission.

Additional Readings

Aces High: USA Developing New 3DELRR Long-Range Ground Radar

0
0
AN/TPS-75
AN/TPS-75
(click to view full)

The US Air Force’s AN/TPS-75 radar has been in service since 1968. Threats have evolved, and they want to replace it as its main long-range, ground-based radar for detecting, identifying and tracking aircraft and missiles, then reporting them through the Ground Theater Air Control System. The US Marines are considering a similar move, to replace their own AN/TPS-59s. Hence the USA’s Three-Dimensional Expeditionary Long-Range Radar (3DELRR, pron. “Three Dealer”).

3DELRR is intended to provide long-range surveillance, control of aircraft, and theater ballistic missile detection. It will correct AN/TPS-75 shortfalls by being easier to maintain, thanks to AESA technology, and by detecting and reporting highly maneuverable and/or stealthy targets. Its improved resolution may even allow it to classify and determine the type of non-cooperative aircraft that cannot or do not identify themselves – a trait that allows faster engagement of hostile planes, and reduces the odds of friendly fire incidents. As long as the program itself can avoid friendly fire from the USA’s budget wars.

3DELRR: Mission & Program

3DELRR

The FBO.gov solicitation for 3DELRR defines its purpose as follows:

“The primary mission of the 3DELRR will be to provide long-range surveillance, control of aircraft, and theater ballistic missile detection. The 3DELRR will provide air controllers with a precise, real-time air picture of sufficient quality to conduct close control of individual aircraft under a wide range of environmental and operational conditions. In the case of theater missile defense operations, the new radar will have the capability to detect, track, and disseminate target information to respective command and control nodes such as the USAF Control and Reporting Center to disseminate for warning and engagement. Similarly, the joint targeting process will benefit from trajectory information provided by the 3DELRR, which will include launch and impact location. The 3DELRR will correct current radar system shortfalls by providing the capability to detect and report highly maneuverable, small radar cross section targets as well as discriminate the type of a non-cooperative aircraft. It will also mitigate most of the sustainability and maintainability concerns which plague the current system.”

Once the Technical Development Phase was complete, the USAF initially intended to award the System Design & Development (SDD) to the winning team around 2011, but a combination of budget cuts and new procurement philosophies forced a shift.

3DELRR Radar: Program Funding Changes
(click to view full)

By September 2011, that shift had become pronounced. By March 2012, the entire acquisition plan had changed, all the way through development of the operational system (EMD), and initial production & fielding (LRIP).

2012: A Change in Plans

3DELRR Plan: Before & After
Old Plan, New Plan

Click here for the full-size graphic of plan changes.

Instead of awarding a Technology Development (TD) Phase 2 contract to either Sensis or Lockheed Martin, with built-in options to take the radar all the way into production, a contract around the end of FY 2012 will throw the competition open again, and award up to 3 TD contracts worth up to $108 million in total. These will be fixed-price awards, not the usual cost-plus with incentives.

That fixed-price type contract approach will continue in the next 2 phases, after a single contractor has been chosen in the project’s 3rd competition, and given a contract to take the project beyond Milestone B into production and fielding. That winning choice will be based on “lowest price technically acceptable” criteria, rather than “best value.”

In sync with that shift, one of the TD Phase’s goals will be to understand the cost/capability tradeoffs. Most cost is always tied up in design, which is to say in specifications. The Requirements Analysis in SOW Para 1.9.19 will try to reorder or change specifications, in order to eliminate requirements that drive high costs but don’t change the radar’s capabilities enough. The Army sees the cost drivers as “Mobility, Accuracy, False Alarms, Surveillance Volume, and Range,” but they’re prepared to be surprised by industry offerings.

This may push the competition toward existing designs and technology, given the need for assured costs inherent in a fixed-price bid. Northrop Grumman certainly hopes so, as they believe that their existing USMC G/ATOR battlefield radar solution could be upgraded to handle 3DELRR as well. A solution that could replace the Marines’ existing AN/TPS-59 radars with the same technology used by their shorter-range G/ATOR companion might be very appealing, and other competitors may also find ways to incorporate commonalities into their solutions.

The program’s doors will be open to them. Once this new “TD Review E” is done, a final specification will allow final Engineering & Manufacturing Development (EMD) Phase bids to be solicited from any qualified source, not just the TD Phase 2 winners.

The Milestone B decision to begin EMD development of the final 3DELRR system remains targeted at Q1 FY 2014, but the Critical Design Review will come after a winner has been picked, instead of at the end of a single-contractor TD Phase.

The single EMD winner is expected to continue development into the end of 2017 (Q1 FY 2018), and the fall Milestone C decision that authorizes Low-Rate Initial Production. Initial Operational Capability with the USAF is now tagged at fall 2019 (Q1 FY 2020).

A new twist was introduced in early 2013 as the program office went beyond the EMD-LRIP scope of its RFP and added full rate production to it.

Contracts and Key Events

Unless otherwise noted, contracts for the 3DELRR program are awarded by the Electronic Systems Center at Hanscom Air Force Base, MA.

FY 2012-2013

TD Phase 2. EMD-LRIP-FRP RFP.

March 29/13: Iterating through drafts. The program office is requesting participating contractors to review draft Revision F of their Technical Requirements Document (TRD) which supports Revision B of the draft RFP introduced in January. Sections L and M of this latest revision, respectively reflecting instructions to offerors and evaluation factors for award, will be posted later. The TRD is available for parties under a Militarily Critical Technical Data Agreement. So far, this looks in line with the plan they announced two months ago. FBO.

ATREX post-launch clouds
Twilight zone…
(click to view full)

March 28/13: GAO Report. The US GAO tables its “Assessments of Selected Weapon Programs” for 2013. Which is actually a review for 2012, plus time to compile and publish.

For 3DELRR, the GAO estimates the total program cost at $FY13 2.1131 billion: $771.1 million RDT&E, plus $1.3421 billion for 35 systems and associated gear. The program still hopes to start system development by December 2013 (Q1 FY 2014), with Full Operational Capability still scheduled for late 2019 (Q1 FY 2020).

Cost & schedule estimates

March 27/13: NGC. Northrop Grumman touts a recent demonstration, in which a G/ATOR radar with some software modifications tracks 5 NASA ATREX suborbital rockets fired from Wallops Island, VA. The rockets release chemical tracer clouds into the high altitude jet stream, in order to exercise mind control despite tinfoil hats (censored) help scientists study the jet stream’s flow 60-65 miles above the earth.

Northrop Grumman is touting G/ATOR’s ability to evolve into 3DELRR’s requirements (q.v. Readings), and this announcement is part of that campaign. The question that Northrop Grumman wouldn’t/ couldn’t answer for us involves whether the radar tracked the rockets as they were launched and boosting (easier technical problem, classic counterfire/ air defense, and Wallops is also a major radar test site), or picked up the rockets in mid-flight at high altitude (harder/ higher power problem, classic BMD). NGC | NASA.

Jan 24/13: Draft RFP reshaped. In Industry Day briefing materials [PDF], program manager Lt. Col. Brian McDonalds explains that the scope of RFP R2278 (first released in June 2012) now includes Full Rate Production. With this new approach, the EMD+FRP RFP is expected to be finalized by July 2013, with an award in March 2014.

This resets the counter on draft revisions, with the most current material again dubbed Revision A. FRP would be contracted as Fixed Price Incentive Firm (FPIF) with 6 priced options. 3 radars would be delivered during EMD, 3 others during LRIP (FY18-FY20), and 29 at the full rate pace (FY19-FY24). Requirements are expressed in TRD Rev E, another iteration to Ref F is expected by the time the request is final.

The program office acknowledges that funding remains uncertain, and that there’s a lot of work ahead in order to finalize the new RFP terms without blowing the schedule.

3DELRR
Sensis prototype
(click to view full)

August 20/12: TD Phase 2. All 3 firms receive firm-fixed-price contracts contracts for continued 3DELRR technology development, and a Preliminary Design Review and Capability Demonstration for their radar prototypes. The contracts run until Nov 20/13.

Lockheed Martin Mission Systems and Sensors in Liverpool, NY receives $36 million (FA8707-12-C-0018).

Northrop Grumman’s Electronic Systems Division in Linthicum Heights, MD receives $34.8 million (FA8707-12-C-0019). NGC release.

Raytheon Integrated Defense Systems in Sudbury, MA receives $35.2 million (FA8707-12-C-0020).

Sensis is no longer part of the competition as a lead, but Raytheon had been producing their AESA, so they could be included in the Raytheon team.

TD Phase 2

June 20/12: EMD-LRIP RFP. Air Force Materiel Command posts solicitation R2278 for the next stage of the program.

March 6/12: New approach. At an Industry Day, the 3DELRR program lays out its new program approach. It’s driven by $80 million in budget cuts over the next 5 years and, they say, by the readiness of current technologies. The 3DELRR Program Office is planning for a Defense Acquisition Board in late April 2012, and an initial set of contracts to develop AESA radars with Gallium Nitride transistors is expected by the end of FY 2012.

The 3DELRR program has also been selected as a “designated system” to participate in the Defense Exportability Features Pilot Program. Focusing on exportability tends to keep costs down, and successful exports will produce both economic and military benefits. See details, above. FBO.gov, incl. Presentation [PDF] | USAF.

New plan

FY 2009-2011

Technology Development; Review is positive.

April 2011: Tech review. An independent review team reports that 3DELRR successfully demonstrated its 8 critical technologies in a relevant environment during its initial prototyping effort. That’s a good sign; many Pentagon weapons programs don’t get to this point until late in System Design & Development/ EMD. Source: GAO.

Jan 6/11: Sensis. Sensis Corp. announces that its 3DELRR full-scale prototype have successfully completed testing, achieving all TD phase milestones after a development period of 19 months.

Sensis founder and CEO Jud Gostin was the principal system architect for the Marines’ AN/TPS-59. Raytheon IDS is responsible for the development and production of the team’s Active Electronically Scanned Array (AESA). Moog Inc.’s Space and Defense Group, a leader in precision motion control solutions, is producing, testing and integrating the team’s 3DELRR’s motion control subsystems.

Dec 16-17/10: LMCO. Lockheed Martin completes the 2nd and final demonstration under its May 2009 3DELRR contract, following an initial demonstration of critical technology elements in March 2010, and a Preliminary Design Review in October 2010.

During the demonstration, Lockheed Martin unveils a functioning system prototype to USAF and Marine Corps officials, to prove the radar’s maturity. The firm says that their radar “addresses 100 percent of 3DELRR requirements, including critical extended air surveillance reach for early warning from threats, such as aircraft and ballistic missiles.” Lockheed Martin.

Dec 21/09: Sensis. Sensis announces that it has completed the System Requirements Review (SRR) for the US Air Force’s 3DELRR program. During SRR, the U.S. Air Force, along with industry organizations, conducted a comprehensive review of the Sensis 3DELRR systems engineering, integration and test processes against overall systems requirements to ensure that the program meets U.S. Air Force requirements.

Oct 29/09: RFP. The Air Force launches the THREE-DIMENSIONAL EXPEDITIONARY LONG-RANGE RADAR Solicitation Number: R2278 formal solicitation for 3DELRR.

3DELRR
3DELRR: LMCO concept
(click to view full)

May 12/09: The US Air Force awards [PDF] a firm-fixed-price $24.9 contract to Lockheed Martin in Liverpool, NY to provide radar engineering and design support to the government during the technology development phase of 3DELRR program. The Lockheed Martin team includes BAE Systems, Computer Sciences Corp., and ManTech. At this time, $9.9 million has been obligated (FA8722-09-C-0003). See also Lockheed Martin release.

May 12/09: The US Air Force awards [PDF] a $21.9 million firm-fixed-price contract to Sensis Corp. in East Syracuse NY to provide radar engineering and design support to the government during the technology development phase of 3DELRR program. The Sensis team includes Raytheon and Moog. At this time, $9.9 million has been obligated (FA8722-09-C-0001). See also: Sensis news release.

TD contracts

Additional Readings

The C-130J: New Hercules & Old Bottlenecks

0
0
C130J-30 Australian Flares
RAAF C-130J-30, flares
(click to view full)

The C-130 Hercules remains one of the longest-running aerospace manufacturing programs of all time. Since 1956, over 40 models and variants have served as the tactical airlift backbone for over 50 nations. The C-130J looks similar, but the number of changes almost makes it a new aircraft. Those changes also created issues; the program has been the focus of a great deal of controversy in America – and even of a full program restructuring in 2006. Some early concerns from critics were put to rest when the C-130J demonstrated in-theater performance on the front lines that was a major improvement over its C-130E/H predecessors. A valid follow-on question might be: does it break the bottleneck limitations that have hobbled a number of multi-billion dollar US Army vehicle development programs?

C-130J customers now include Australia, Britain, Canada, Denmark, India, Israel, Iraq, Italy, Kuwait, Norway, Oman, Qatar, South Korea, Tunisia, and the United States. American C-130J purchases are taking place under both annual budgets and supplemental wartime funding, in order to replace tactical transport and special forces fleets that are flying old aircraft and in dire need of major repairs. This DID FOCUS Article describes the C-130J, examines the bottleneck issue, covers global developments for the C-130J program, and looks at present and emerging competitors.

The (Private) Labors of Hercules: the C-130J Family

C-130J
C-130J Hercules
(click to view full)

Most American planes rely on their huge home market as their base, then seek exports. The privately-developed C-130J “Super Hercules” was different. Australia, Britain, Denmark, and Italy were all ahead of the curve, and have been operating this heavily redesigned upgrade of the popular C-130 Hercules transport aircraft for several years. By the time the C-130J finally reached “initial operating capability” for the US military late in 2006, these faster-moving foreign customers were already banding together to create a common upgrade set for their serving fleets. A number of variants are currently flying in transport (C-130J), stretched transport (C-130J-30), aerial broadcaster (EC-130J), coast guard patrol (HC-130J), aerial tanker (KC-130J), special forces (MC-130J), and even hurricane hunter weather aircraft (WC-130J).

The C-130J looks a lot like its predecessors, except for the new 6-bladed Dowty propeller. In reality, a number of changes have been made to its construction and components, and its internal systems are almost wholly new. Unlike most defense programs, however, the C-130J was not a government contract. Lockheed Martin spent almost $1 billion of its own funds developing the update, then began selling it in the USA and abroad. Over 150 have been sold so far.

Super Hercules Promo
click to play video

The C-130J’s improvements are mostly clustered around 2 key characteristics: performance, and operational costs. Instead of Rolls Royce 4,600 shp T56 Series III turboprop engines, it uses lighter Rolls-Royce AE2100D3 engines coupled with a 6-blade Dowty R-391 propeller system made of composite materials. The overall system generates 29% more thrust, while increasing fuel efficiency by 15% and offering improved reliability and maintenance. Compared to the earlier production C-130E (note: there was an intermediate C-130H version, the C-130E is 1960s-era but many nations still operate them), maximum speed is up 21%, climb-to-altitude time is down 50%, cruising altitude is 40% higher, and range is about 40% longer.

The enhanced capacity of the “J” variant is especially noteworthy in hot and/or high altitude operations, where the new plane can deliver 40% better payload/range performance than earlier versions. US experience in places like Afghanistan and Iraq indicates that as many as 3 C-130H models may be required to do the job of 1 C-130J in these “hot and high” conditions.

C-130J Cockpit
C-130J Cockpit
(click to view full)

The C 130J only requires 3 crew members for most missions instead of 4, and avionics have been changed to incorporate more advanced capabilities into the night-vision-system compatible “glass cockpit” (computer screens, not dials) and heads-up display. A pair of mission computers and 2 backup bus interface units provide dual redundancy for the Hercules’ systems. Equally important, they host an integrated diagnostics system to assist with maintenance and help reduce long-term ownership costs.

The interior of the C-130J has also seen a number of improvements, simplifying and automating key cargo tasks. An automated airdrop system, for instance, delivers parachute loads more precisely. These kinds of additions have dropped the crew from 4 to 2 (pilot, co-pilot). In addition, innovations such as flip-over rollers allow loaders to reconfigure the cargo area for different loads in about 5 minutes rather than the traditional 25 minutes, getting planes out of airstrips quickly and maximizing overall loading/unloading efficiency during larger operations.

An optional aerial refueling system can extend the C-130J’s range significantly, while optional aerial refueling kits can convert the C-130J into an aerial tanker that can handle both helicopters and jets due to its range of flight speeds, and offloads fuel faster than previous KC-130 versions.

Finally, the C-130J Maintenance and Aircrew Training System (MATS) is designed to complement the C-130J, adding a high-tech simulation angle to both flying and maintenance training.

The worldwide fleet of C-130Js exceeded 355,000 flight hours As of August 3/07.

C-130J vs C-130J-30
C-130J vs. C-130J-30
via CASR
(click to view full)

The stretched C-130J-30 adds 15 feet of fuselage length over its C-130J counterpart, most of which is placed forward of the wing as the plane stretches from 97’9″ (29.3 m) to 112’9″ (34.69 m). The extra cargo space allows it to add adds 2 standard pallets (to 8), 23 litters (to 97), 8 CDS bundles (to 24), 36 combat troops (to 128), or 28 paratroopers (to 92) over C-130H/J models, and the aircraft’s maximum weight increases by 9,000 pounds (to 164,000 pounds/ 74,393 kg), while maximum allowable cargo payload rises by a ton (to 44,000 pounds/ 19,958 kg).

In practice, maximum normal C-130J-30 payload is 2,000 pounds higher than the C-130J, but 500 pounds lower than the C-130H’s 36,500 pounds. Even so, the extra space comes in handy. C-130J-30s can carry 33% more pallets of equipment or supplies, 39% more combat troops, 31% more paratroopers, or 44% more aeromedical evacuation litters than previous unstretched Hercules versions. The stretched C-130J-30 also shares the C-130J’s ability to use much more of its theoretical cargo capacity in hot or high altitude environments than previous C-130 versions.

In exchange, the stretched C-130J-30 suffers a speed drop of 7 mph (410 mph at 22,000 feet) vs. the C-130J, a 2,000 foot lower ceiling (26,000 feet with full payload), and maximum range at full payload that falls by 115 miles to 1,956 miles. It does outshine the smaller C-130J when carrying only 35,000 pounds of cargo, however: its 2,417 miles is a 576 mile increase over the C-130J, and a 921 mile increase over the C-130H.

Note that except for maximum normal payload, all of the C-130J’s figures remain significantly better than the C-130H, with statistics of 366 mph at 22,000 feet, a 23,000 foot ceiling, and range at maximum normal payload of 1,208 miles.

Other C-130J variants, and roll-on kits in service, include:

The C-130J Family

As of January 2013, the USAF intends to buy 37 HC-130Js and 94 MC-130Js for special forces use.

Griffin missile
KC-130J’s “gunslinger”
(click to view full)

These variants and kits give the C-130J an edge in the global market, and will help Lockheed Martin retain that edge as the 20-ton tactical transport market starts to get crowded in 2020 or so. The type’s strong Special Forces niche has already helped to close orders with export clients like India, who could easily have chosen additional orders of plane types already in its fleet (AN-32, IL-76). The second big edge for the platform is a related niche: multi-role armed transports that can deliver troops and supplies, then provide close-air support for counterinsurgency fights. The KC-130J’s Harvest HAWK kits, and C-130H-derived MC-130W Combat Talon, offer prospective customers an important set of clip-on capabilities that none of its major competitors (A400M, KC-390, MRTA) are even designing, let alone fielding.

Those “ecosystem strengths” are going to become more important in future. The C-130XJ, unveiled in December 2011 at the Credit Suisse aerospace and defense conference in New York, NY, may not offer enough savings by itself to prompt orders from target customers like South Africa. A cheaper base, plus existing modifications available on the market, is more appealing. Likewise, the C-130NG could sell among existing C-130J customers. By themselves, however, its changes might still leave the C-130′s performance lagging behind new jet-powered rivals like Embraer’s multinational KC-390 and HAL/Irkut’s MRTA, behind low-cost turboprop options like China’s Y-9 in price, and very much behind Airbus’ larger A400M in capacity. The existence of clip-on kits and proven specialty variants may have to sell it, especially if it, too, fails to resolve the biggest limitation in today’s medium tactical transport field…

The C-130J and the 20-ton Bottleneck

C-130J GR4s Jaguars Britain
RAF C-130J & friends
(click to view full)

The C-130J offers a genuine improvement over past versions of the Hercules, especially in hot and/or high-altitude environments where all aircraft lose lift and carrying capacity. It has proven these capabilities during deployments to Iraq and Afghanistan, where its additional reserves of power have come in very handy on the front lines.

On the other hand, the ability to fit into tactical transports is a very common requirement and benchmark for ground systems, including armored personnel carriers. Billions have been spent on R&D for the wheeled Stryker armored vehicle family, and for the USA’s $160+ billion Future Combat Systems MGV armored vehicle family. Both vehicle families were sold as options that would fit into US tactical transports, in order to meet the military’s timeframe goals for deploying units to crisis situations. Both projects failed to meet their goals after spending billions in R&D, leaving the USA’s expensive C-17 fleet overworked, and achievement of the USA’s strategic deployability goals unlikely.

Unlike the pending Airbus A400M, therefore, which offers a larger interior and a 33-35 ton vehicle capacity, the C-130J doesn’t solve the sub-survivable 20-ton armored vehicle limit that has stymied multiple US armored vehicle programs. As such, it represents an improvement that fails to address US tactical airlift’s key bottleneck limitation. Meanwhile, reports from the USAF indicate that C-130Js are often flying with very little weight and/or small cargo, because the demands of counterinsurgency airlift lead to more and smaller requests from a number of front line sources.

The C-130J thus finds itself in the odd position of offering capabilities that are both too great for many tactical needs, while being too small to meet important American strategic goals. Special Forces are also worried that future air defense threats will make the C-130 a non-survivable option for future gunship and insertion roles.

A400M Desert Cargo Drop Concept
A400M
(click to view full)

That’s the bad news. On the other hand, its major competitor the Airbus A400M went through major delays and contract re-negotiation in System Design & Development, and will have a production backlog of 192 aircraft once deliveries begin in 2013 or so. Future competitors like the Indo-Russian MRTA, and Embraer’s multinational KC-390 are currently in even earlier R&D stages. Which means that any nations needing to replenish a 20+ ton tactical airlift fleet any time soon are limited to a choice of buying the C-130J, or purchasing old designs like Russian AN-12 or Chinese Y-8 aircraft.

As the A400M becomes available, and the 20-ton segment begins to crowd with new offerings, the C-130J will face a very different competitive environment. Without major American C-130J buys, or establishment of the C-130J as a market leader in key segments like Special Operations, recouping its $1 billion investment would have been challenging for Lockheed Martin. Fortunately for the firm, they’ve made considerable progress toward both of these goals.

Turbulent Flight: The C-130J Program

WC-130Js
WC-130Js
(click to view full)

The privately-developed Hercules variant has been the subject of heavy criticism and a 2005 near-death budget experience, followed by its reinstatement by Defense Secretary Rumsfeld on the stated grounds that canceling the contract would be almost as expensive as completing it – though a later government report established that its cancellation costs were wildly overstated.

In order to comply with the FY 2006 National Defense Authorization Act, however, Air Force Print News reports that the C-130J contract was converted from the existing commercial item procurement to a traditional military procurement in FY 2006. In technical terms, it was converted from a Federal Acquisition Regulation Part 12 to a FAR Part 15 contract, which includes much more extensive Congressional oversight and cost reporting requirements. In bottom line terms, this involved repricing 39 aircraft, resulting in net savings anywhere from $170-245 million (reports vary). Under the restructured contract, the Air Force said Lockheed will cut the program cost by 8% for the remaining 26 Air Force C-130Js and nearly 12% for 13 Marine KC-130Js.

The Wall Street Journal noted this as a decision by Lockheed to cut its profit margins on the plane, after investing $1 billion in private funds to develop it. Lockheed spokesman Tom Jurkowsky was quoted as saying that “national defense outweighs the continued recovery of funds we invested in its development.” It’s widely suspected in reports from Associated Press et. al. that direct criticism of the FAR Part 12 contract by Sen. John McCain [R-AZ] played a role as well.

Since FY 2006, American C-130J orders have continued, and the aircraft has continued to expand its export successes as well. C-130J aircraft are now flown and/or under contract by the USAF and Air National Guard, US Marines, and US Coast Guard; and by Australia, Britain, Canada, Denmark, India, Israel, Italy, Iraq, Kuwait, Norway, Oman, Qatar, South Korea, and Tunisia.

According to official Pentagon documents, the C-130J’s past and planned American budget breakdowns include:

US C-130J Budgets

Note that each year’s procurement budget almost always includes advance “long-lead time material” orders for the next fiscal year. That way, once the main contract is issued, construction isn’t delayed by long waits for predictable items.

Contracts and Key Events

C-130 SIGINT
C-130J: SIGINT roll-on
(click to view full)

The USA’s JMATS contracts for C-130J simulators and training are a critical but separate component, and are covered in their own article. International customers aren’t part of JMATS, so their arrangements may be covered here.

DID has covered C-130J buys in Canada, India, Israel, Iraq, and Norway; and the UAE’s potential buy, as dedicated articles. Important milestones from those purchases may also appear here.

DID also has a separate article covering training and simulators, under the MATS, JMATS, and JMATS-II programs.

Unless otherwise noted, all contracts are issued by the Headquarters Air Force Material Command (AFMC) in Wright Patterson AFB, OH; and the contractor is Lockheed Martin Corporation in Marietta, GA. Note that coverage is complete only from Jan 1/06 forward.

FY 2013

US order; Saudi request; DOT&E report.

C-130 - Saudi
Saudi C-130
(click to view full)

April 29/13: Iraq. Lockheed Martin announces that it has ferried Iraqi C-130J-30s #4-6 to the USAF, as an interim step in delivering them to Iraq. Once the planes arrive in Iraq, they will complete the order, though the contract itself will continue with support services. Lockheed Martin.

Iraq C-130J-30s all delivered

April 4/13: Tunisia. Lockheed Martin announces that they’ve delivered the 1st of 2 stretched C-130J-30 Super Hercules to the Republic of Tunisia, marking the first delivery to an African country.

Tunisia currently operates a fleet of C-130Hs and C-130Bs, but they were bought in the mid-1980s. Lockheed Martin’s 2010 contract involved 2 planes between 2013 – 2014, plus training and an initial 3 years of logistics support. The Tunisian government fell in the meantime, but the new government still needs the planes.

Feb 22/13: Engines. Rolls Royce in Indianapolis, ID receives a $16.8 million modification to a previously awarded indefinite-delivery/ indefinite-quantity contract for more additional power-by-the-hour work in support of the USMC’s KC-130Js.

Work will be performed in Indianapolis, IN, and is expected to be complete in July 2013. Funds will be committed by individual delivery orders, as needed. US Naval Air Systems Command in Patuxent River, MD manages the contract (N00019-09-D-0020).

Jan 17/13: DOT&E testing. The Pentagon releases the FY 2012 Annual Report from its Office of the Director, Operational Test & Evaluation (DOT&E). The report covers the C-130J platform generally, as well as the HC/MC-130J special forces variants.

The biggest take-away is that the USAF is scrapping plans to field the Block 7.0 upgrade, or incorporate the set into the production line. Block 7.0 has been experiencing delays, and is expected to enter test & evaluation in early 2013, but the results will probably just be used to plan the USAF’s Block Upgrade 8.1.

On the bright side, the C-130J family’s DTADS maintenance support system is a “significant improvement” in multiple areas, but the Windows XP operating system means it can’t connect to government networks. Windows 7 is apparently the minimum.

With respect to the special forces platforms, the HC/MC-130J got a preliminary rating of being as good or better than previous variants, and availability/ maintenance rates were also improvements (vid. Nov 1/12 entry). Key strengths include better takeoffs from short or unimproved runways, expanding the flight envelope for aerial refueling, and improved cargo loading and unloading features. Despite that latter assessment, airdrops create very high workloads and head-down time for the pilot monitoring the drops. The new HC/MC-130Js may also have to do some retrofits to add standard search and rescue equipment: flare launcher tubes, large forward scanner windows, additional oxygen regulators, and intercom panels.

Survivability and situational awareness were another area mentioned, though the specific survivability issue wasn’t detailed. With respect to situational awareness, pilots would like a tactical datalink such as Link 16, so they’re more aware of what’s around them. Inside, the loadmasters want more control over cargo lighting, especially since the night vision lighting is a bit problematic for covert operations. On an audible level, the loadmasters want the intercom system to transmit system tones for diagnostic or defensive system alerts.

Jan 16/13: India support. Rolls Royce Corp. in Indianapolis, IN receives a $6.7 million contract modification for Power by the Hour support to the IAF’s C-130Js.

Work will be performed at Hindan Air Station in New Delhi, India, and is expected to be complete by Jan 30/13. The AFLCMC/WLKCB at Robins AFB, GA manages the contract on behalf of their FMS client (FA8504-07-D-0001-0501-09).

Aug 6/12: Made in India. The Hindu reports that the offset program has begun to bear fruit, with some components now made in India:

“The latest feather in the Tata cap is that certain critical components for the C-130 are now being ‘Made in India’… on the outskirts of Hyderabad. That is the promise held out by Tata Lockheed Martin Aerostructures Ltd., (TLMAL), a joint venture between Tata Advanced Systems and Lockheed Martin. The Friday gone by was a landmark day with TLMAL delivering the first C-130 Center Wing Box (CWB) to Lockheed.”

Nov 9/12: Saudi Arabia The US DSCA announces [PDF] Saudi Arabia’s DSCA request for up to 25 C-130J family aircraft, in a deal that could be worth up to $6.7 billion once a contract is negotiated.

The RSAF currently operates 30 C-130H medium transport aircraft, and another 7 KC-130H aerial refueling tankers with secondary transport capabilities. External engine fleet and depth maintenance contracts take care of them, but as the hours pile up, replacement looms. The Saudis would replace their fleet with just 20 stretched C-130J-30s, and another 5 KC-130Js. On the other hand, the stretched planes offer more room, and the C-130J’s extra power makes a big difference to real cargo capacity in Saudi Arabia’s lift-stealing heat. The request includes:

  • 20 C-130J-30 stretched transports
  • 5 KC-130J aerial tankers, which could be armed in future
  • 120 Rolls Royce AE2100D3 Engines (100 installed and 20 spares)
  • 25 MIDS-LVT Link-16 systems
  • Plus support equipment, spare and repair parts, personnel training and training equipment, publications and technical data, and U.S. Government and contractor support.

The prime contractors will be Lockheed-Martin in Bethesda, MD (C-130Js); General Electric Aviation Systems in Sterling, VA; and Rolls Royce Corporation in Indianapolis, IN (engines). Implementation of this sale will require the assignment of U.S. Government and contractor representatives to the Kingdom of Saudi Arabia for delivery, system checkout, and logistics support for an undetermined period of time.

Saudi Request: 25

Nov 1/12: MC/HC-130J. Lockheed Martin announces that their HC-130J Combat King II and MC-130J Commando II special operations planes have been formally certified as “Effective, Suitable and Mission Capable” by the USAF’s Operational Test and Evaluation Center.

Oct 23/12: 13 more. An $889.5 million contract modification for the USA’s FY 2012 production aircraft buy of 13 planes: 7 MC-130J CSAR planes and 4 HC-130J Commando IIs for SOCOM, 1 KC-130J for the USMC, and 1 USAF C-130J production aircraft.

Work will be performed in Marietta, GA, and run to July 31/15 (FA8625-11-C-6597, PO 0139).

FY 2012 main buy

FY 2012

Israel buys #3/9; USCG buys 3; Senior Scout SIGINT kit; India’s follow-on request for 6 more; Mexican request; C-130XJ, C-130NG, and SC-130J “Sea Hercules” concepts unveiled; AC-130J gunship appears.

C-130 RNoAF
Norwegian C-130J
(click to view full)

Sept 28/12: A $218 million contract modification to buy 3 more US Coast Guard HC-130J Long Range Surveillance aircraft, which will bring the USCG fleet to 9, and add 2 more roll-on mission suites. The 3rd plane will get its mission equipment from a future contract, scheduled for FY 2013. By 2016, the Coast Guard plans to accept these aircraft and base them at Air Station Barbers Point, Hawaii.

The HC-130J’s special mission suite is comprised of a 2-person mission system operator station located behind the pilot and co-pilot, a belly-mounted 360-degree Seaspray 7500 long range search radar, nose-mounted day/night surveillance turret, and an advanced mission communications suite. Work will be performed in Marietta, GS, and Greenville, SC. The contract runs until May 31/16 (FA8625-11-C-6597, PO 0069).

The current Coast Guard C-130 LRS fleet includes 23 HC-130Hs, and 6 HC-130Js based at Air Station Elizabeth City, NC. The USCG’s HC-130Hs are running out of useful service life, and by 2027, the USCG is planning to have a uniform fleet of 22 HC-130Js. See also USCG | Lockheed Martin.

3 USCG HC-130Js

Sept 25/12: Mexico. The US DSCA announces [PDF] Mexico’s official request for 2 stretched C-130J-30 aircraft, 10 AE2100D3 engines (8 installed and 2 spares), aircraft modifications, communication equipment, other Government Furnished Equipment, spare and repair parts, support and test equipment and publications, personnel training and training equipment, and other US Government and contractor support. The estimated cost is up to $412 million, which is very expensive for 2 C-130Js, but there are a number of add-ons to consider, and actual cost will depend on contract negotiations.

The DSCA notice says that Mexico will use the planes as “Presidential support,” but local defense expert Inigo Guevara says that they’re mostly intended for regular defense use. The FAM’s existing tactical transport fleet of 7 old C-130E/K/Ls is reaching its limits, and the recent buy of 4 new C-27J Spartan light tactical transports replaced an original requirement for 5 used C-130H aircraft to upgrade that fleet. The 2 C-130J-30s offer a heavier-lift option with some C-27J engine and avionics compatibility. Guevara says that current requirements will eventually add another 2 Super Hercules transports, leaving a tactical transport fleet of 4 C-27Js and 4 C-130Js. Any VIP modules are likely to be “roll-on, roll-of” options. Guevara adds that:

“The Presidential fleet is getting a new aircraft in the form of a strategic transport (very likely a Boeing 787 Dreamliner), which will replace the current B757 and should arrive by 2016. It is apparently being acquired through a [full turnkey] wet lease.”

Mexico request: 2 C-130J-30s

Sept 21/12: The Air Force’s 19th Special Operation Squadron is retiring its MC-130E Combat Talon I simulator, and they are waiting for an MC-130J simulator to replace it. They do not quite seem to know what to do with it. Any takers? It would be quite the living room conversation piece.

Sept 10/12: Engines. Rolls Royce Corp. in Indianapolis, IN receives a $9.7 million indefinite-delivery/indefinite-quantity contract modification, to meet increased requirements for the USMC’s “power by the hour” per-engine support contract. Translation: the USMC is flying its KC-130J fleet for more hours than the contract had expected.

Work will be performed in Cherry Point, NC, and is expected to be complete in February 2013. All contract funds will expire at the end of the current fiscal year, on Sept 30/12. US Naval Air Systems Command in Patuxent River, MD manages the contract (N00019-09-D-0020).

Sept 5/12: Iraq. The 1st of 6 C-130J-30 Super Hercules for the Iraqi Air Force has completed its first flight, at Lockheed Martin’s Marietta, GA facility. Lockheed Martin.

Aug 30/12: Oman delivery. The 1st C-130J ordered by Oman is formally accepted by the country at a signing ceremony in Marietta. Lockheed Martin initially told DID that the delivery of this plane was likely to happen in early November, but the Sultanate sped up the process and flew its plane home on September 12. Lockheed Martin.

Aug 28/12: Sea Hercules? Defense News reports that Lockheed Martin is working on an SC-130J Sea Hercules modification. It’s designed as a $150 million alternative, to be developed in 3 stages. Stage 1 will involve roll-on/ bolt-on radar and electro-optical sensors, and accompanying processing workstations. Stage 2 would add wing-mounted surface attack weapons, along with upgraded workstations and weapon control systems. Stage 3 would be a full anti-submarine conversion, including sonobuoys, a magnetic anomaly detector boom, extra fuel pods, and 2 added bays for 6 Harpoon missiles.

Lockheed Martin reportedly says they expect to sign at least one contract “in North Africa”. Tunisia, who already has a contract for 2 C-130J-30s that was signed shortly before their revolution, could certainly use that capability. So could Britain, which has its own fleet of C-130s, but no maritime patrol planes since they retired the Nimrod fleets.

Lockheed Martin will have no shortage of competitors around the world. Established competitors include EADS’ CN-235 Persuader, C-295 MPA, ATR-42 MP, and ATR-72 ASW turboprops; and Embraer’s P-99 MP jet. On the development front, Boeing is starting to look at options beyond its P-8A Poseidon, because their customers are saying that they don’t need its full versatility, and find its $200 million price tag prohibitive. Bombardier’s Challenger 600 seems to be the target platform. There’s also some talk in Britain of adding maritime patrol capabilities to its Sentinel R1 ground surveillance jets, based on Bombardier’s Challenger. Saab has options are in development based on the Saab 2000 regional turboprop and Piaggio P-180 executive turboprop, and Russia has a unique offering in development based on its Beriev Be-200 amphibious aircraft.

Aug 8/12: Oman. Flight testing begins for the 1st of Oman’s 3 ordered C-130Js (1 C-130J-30, 2 C-130Js). Oman currently operates a fleet of 3 C-130Hs purchased in the early 1980s, and their first new Hercules is scheduled for delivery later in 2012. Lockheed Martin.

July 23/12: AC-130J. Production begins in Marietta, GA, but the gunship is actually built as an MC-130J Commando II. It will become an “AC-130J” (vid. Feb 19/12 contract) when it’s equipped with a “Precision Strike Package. When queried, Lockheed Martin representatives said that:

“The initial contract is to cross-deck the current MC-130W [DID: link added] equipment to the new AC-130Js. The PSP referenced here is a new package.”

AC-130J Initial Operating Capability is scheduled for 2015, and AFSOC expects to order 16. Lockheed Martin.

AC-130J begins

June 7/12: Norway request. The US DSCA announces [PDF] Norway’s formal request to buy 2 C-130J-30s equipped to the USAF baseline, 9 Rolls Royce AE2100-D3 Engines (8 installed and 1 spare), plus aircraft modifications for Norwegian specifications, Norwegian-compatible communication equipment and support, defensive countermeasure systems, other Government Furnished Equipment, tools and test equipment, publications and technical documentation, personnel training and training equipment, and other forms of US government & contractor support.

If a contract is signed, Norway’s C-130J-30 fleet will rise to 5 planes. The prime contractor will be Lockheed Martin in Marietta, GA, but the proposed sale won’t require any more representatives in Norway. The estimated cost is set at up to $300 million, however, which is about the cost of Norway’s first 4 planes (vid. Nov 7/07 entry). Actual amounts will depend on negotiations, but it looks like Norway is thinking about a significant support contract as well.

Norway request

June 4/12: Norway. Rolls Royce Corp. in Indianapolis, ID receives a $14.3 million (face value) firm-fixed-price contract to purchase spares, field services support and program management, return and repair support, and engineering services support for the Royal Norwegian Air Force’s C-130J fleet at Gardermoen AFB, Norway. Work is to be complete by Jan 31/14. The WR-ALC/GRBKB at Robins AFB, GA manages the contract, on behalf of its Norwegian client (FA8504-07-D-0001-0602).

May 8/12: Canada. The Royal Canadian Air Force formally accepts the 17th CC-130J Super Hercules at a Marietta, GA ceremony, completing the order placed in December 2007. Lockheed Martin.

Canada: all delivered

April 2/12: Engines. Rolls Royce Corp. in Indianapolis, IN receives a $25 million indefinite-delivery/ indefinite-quantity contract modification for contractor logistics support and technical engineering support of USMC KC-130Js’ AE2100-D3 turboprop engines, and R391 propellers.

Work will be performed in Indianapolis, IN, and is expected to be complete in February 2013. All funds will expire at the end of the current fiscal year, on Sept 30/12. US Naval Air Systems Command in Patuxent River, MD manages this contract (N00019-09-D-0020). Navy/USMC C-130Js fall under a separate engine maintenance agreement than the USAF – see also April 6/10, Feb 27/09 entries.

March 9/12: MC-130J “Commando II”. USAF officials announce that the MC-130J’s designation will change from “Combat Shadow II” to “Commando II”.

The 1st aircraft with that designation was the C-46, which flew missions “over the hump” from Burma to China in World War II, conducted covert missions during the Korean War, and flew many missions for the CIA’s “Air America”. Some still fly to this day, for civilian airlines in remote areas. Hopefully, the MC-130J won’t also be adopting the C-46′s reputation as a maintenance nightmare that was dangerous to fly on military operations. USAF.

March 15/12: Norway crash. Norway’s newest C-130J-30 crashes into Sweden’s Mount Kebnekaise at an altitude of almost 5,000 feet, during the international military exercise “Cold Response.” All 5 crew are killed, and the RNoAF is left with just 3 C-130J-30s. Read “Norway Renews Its Tactical Transport Fleet” for full coverage.

Crash

Feb 29/12: AC-130J, etc. A $70 million firm-fixed-price advance procurement contract, buying long-lead items for US AFSOC: 2 AC-130J gunships, 1 HC-130J “Combat King” Combat Search And Rescue, and 4 MC-130J “Combat Shadow” transport aircraft. This is the FY 2013 budget request, but long-lead materials to ensure on-time construction are always in the previous year’s budget.

The AC-130J is new, and hasn’t been talked about much. The current AC-130H “Spectre” and AC-130U “Spooky” gunships remain vulnerable to even light defenses like anti-aircraft cannons, and are often restricted to night flying. On the flip side, they offer unparalleled fire support volume and accuracy, up to and including 105mm howitzer fire, to help special forces and friendly troops out of jams. SOCOM’s heavy gunship fleet has seen predictably heavy usage in recent years, and needs replacement. The hanging question is what capabilities a full C-130J gunship option might have.

Work will be performed Marietta, GA, and is expected to be complete during calendar year 2016. The USAF/AFMC Aeronautical Systems Center at Wright-Patterson AFB, OH manages the contract (FA8625-11-C-6597, PO 0081).

Feb 22/12: Israel #3. Israel buys its 3rd C-130J-30, out of a formal October 2008 FMS request for up to 9 special forces capable planes. It does so by exercising a maximum $58.3 million firm-fixed-price option, on top of previous planning and advance long lead procurement funding (vid. April 8/11).

Work will be performed in Marietta, GA, and expected to be complete by Nov 30/14. The ASC/WLNN at Wright-Patterson AFB, OH is Israel’s Foreign Military Sales agent for these buys (FA8625-11-C-6597, PO 0085).

Israel: 1 C-130J-30

Feb 22/12: Support. A $7.8 million firm-fixed-price contract for C-130J and HC/MC-130J spares for at Moody Air Force Base, GA. Work will be performed in Marietta, GA, and the contract runs through Dec 31/13. USAF AMC’s Aeronautical Systems Center at Wright-Patterson AFB, OH manages the contract (FA8625-11-C-6597, PO 0085).

Feb 22/12: Engines. Rolls Royce Corp. in Indianapolis, IN receives a $45.2 million indefinite-delivery/ indefinite-quantity contract modification, exercising an option for AE-2100D3 turboprop engine and R-391 propeller contractor logistics and technical engineering services, for the USMC’s KC-130Js.

Funds will be committed only as services are needed, and work will be performed in Indianapolis, IN until February 2013. US Naval Air Systems Command in Patuxent River, MD manages this contract (N00019-09-D-0020).

Feb 16/12: #250. The 250th C-130J Super Hercules variant ever built is delivered to Dyess Air Force Base, TX. It’s the 15th of 28 planes that will ultimately be delivered to Dyess AFB by 2013.

To put that in perspective, a Jan 30/11 MC-130J delivery to US Special Operations Command marked the 2,400th C-130 delivered, of all types, since production began. Lockheed Martin.

#250

Jan 31/12: Engines. Rolls-Royce Corp. in Indianapolis, IN receives a $112.2 million firm-fixed-price, requirements type contract, exercising Option V/ Year 6 of the C-130J’s AE2100D3 engine and R-391 propeller support contract. That includes logistics support, program management support, engineering, spares and technical data are included.

Work will be performed in Indianapolis, IN until Jan 31/13. The Warner Robbins Air Logistics Center at Robins AFB, GA manages this contract (FA8504-07-D-0001, #0600).

Jan 31/12: Support. Lockheed Martin in Marietta, GA receives a $63 million firm-fixed-price, fixed-price-award-fee, time-and-material, and cost-plus-fixed-fee contract to support systems unique to the C-130J. Their work will include logistics support, program management support, engineering services, repairs, spares and technical data.

Work will be performed in Marietta, GA until Jan 31/14. The Warner Robbins Air Logistics Center at Robins AFB, GA manages this contract (FA8504-06-D-0001, PO 0020; Delivery order 0700).

Jan 31/12: Norway. Lockheed Martin in Marietta, GA receives a $7.8 million firm-fixed-price, time-and-material contract for spares, field support representatives, program management, return and repair support, and engineering services from the Royal Norwegian Air Force, to support their new 4-plane C-130J fleet.

Work will be performed in Marietta, GA until Jan 31/14. The Warner Robbins Air Logistics Center at Robins AFB, GA manages this contract (FA8504-06-D-0001, #0606).

Dec 28/11: Support. An $8.5 million indefinite-delivery/ indefinite-quantity contract for spares and material in support of the USMC’s KC-130Js. Funds will be obligated by individual delivery orders as they are issued. Work will be performed in Marietta, GA, and is expected to be complete in December 2013. US NAVAIR manages this contract (N00019-09-D-0015).

Dec 13/11: Engines. A $10.6 million firm-fixed-price contract for 9 spare C-130J quick change engine assemblies, under the terms of the Fiscal Year Orientation Committee IV contract. The units are a split buy: 5 units for the U.S. Air Force; and 4 as a Foreign Military Sales effort for Kuwait (q.v. May 27/10, July 20/09 entries). Work will be performed in Marietta, GA, and is expected to be complete by Nov 28/14 (FA8625-11-C-6597, PO 0068).

Dec 7/11: SIGINT kit. Lockheed Martin delivers the USAF’s 4th Senior Scout containerized roll-on, roll-off signals intelligence (SIGINT) system. Senior Scout was 1st fielded in Operation Desert Storm (Iraq) in 1991, but the latest model is enhanced to be structurally compatible with the newest C-130J, adds updated system interfaces and technology enhancements, and offers better maintenance access. Lockheed Martin considers Senior Scout to be part of its DRAGON Shield series of modular ro-ro ISR offerings.

Acceptance testing is about to begin, and if all goes well, the USAF’s other 3 Senior Scouts will be converted to the same standard over the next 2 years. Lockheed Martin.

Dec 2/11: New variants. Flight International reports on Lockheed Martin EVP Ralph Heath’s presentation to the Credit Suisse aerospace and defense conference in New York. The presentation mentions 2 new variants: the stripped-down C-130XJ, without the automatic loading system and other niceties; and a more streamlined C-130NG concept aimed at the market beyond 2020.

Oct 27/11: India request. The US DSCA announces India’s official request to buy up to 6 more C-130Js, which would bring its fleet to 12. The previous May 25/07 request also asked for C-130J USAF baseline aircraft, but the order involved stretched C-130J-30s. It remains to be seen whether India will order more stretched C-130J-30s (likely), or 6 of the smaller C-130Js. The estimated cost is up to $1.2 billion.

Read “India Buys C-130J-30 Hercules for Special Forces” for full coverage.

India request

FY 2011

Israel buys #2; MATS II training contract; Block 7.0 software contract; Australian software innovation; Oman’s request; Crashworthy seating; What India left out. Deliveries: 1st SOCOM HC-130J & MC-130J, Qatar’s 4; India’s induction.

MC-130J enhancements
(click for video)

Sept 29/11: 1st MC-130J delivered. Lockheed Martin delivers the 1st of 20 MC-130J Combat Shadow IIs to United States Air Force Special Operations Command (AFSOC), at Cannon Air Force Base, NM. Delivery had been scheduled for August.

While the HC-130J is the combat rescue model, the MC-130J is the standard special operations insertion and cargo plane. It’s also based on a KC-130J tanker, with the UARRSI boom refueling receptacle, Enhanced Service Life Wing, Enhanced Cargo Handling System, a surveillance and targeting turret, a combat systems operator station on the flight deck, and dual SATCOM. They’re more or less the same planes, actually, just with different roles, and different operators. Initial operational capability is planned for 2012. Lockheed Martin.

Sept 28/11: Qatar. Lockheed holds a delivery ceremony in Marietta, GA for Qatar’s 4 ordered C-130J-30s. Lockheed Martin | Arabian Aerospace.

Qatar – full delivery

Sept 24/11: 1st HC-130J delivered. US Air Combat Command officials receive their 1st HC-130J Combat King II, at Davis-Monthan AFB in Tucson, AZ. Delivery had been scheduled for August.

The new HC-130J will be flown by the testing squadron, then members of the 79th Rescue Squadron will complete the 8 months of training needed to fly and operate the new model. USAF officials expect HC-130Js to begin regular duty at the base in early 2013. USAF | Lockheed Martin.

Sept 16/11: Engines. Rolls Royce Corp. in Indianapolis, IN receives an indefinite-delivery/indefinite-quantity contract modification to increase the ceiling on engine support contract line items for the KC-130J fleet. They include power by the hour, which pays a fixed fee per engine flight hours, and spares. The KC-130J fleet are triple-role aircraft: cargo, aerial refueling, and on-call strike aircraft (with the Harvest Hawk roll-on kit).

Work will be performed in Cherry Point, NC, and is expected to be complete in February 2012. No funding is being committed at time of award, but it’s available if needed. US Naval Air Systems Command in Patuxent River, MD manages this contract, as the KC-130Js are USMC birds (N00019-09-D-0020).

July 11/11: A not to exceed $89 million firm-fixed-price contract modification commits FY 2011 Congressionally-mandated advance procurement funding for 9 C-130J family planes: 1 USAF stretched C-130J-30 aircraft, and 8 US SOCOM HC-130J/ MC-130Js.

These 9 planes will receive their main orders in FY 2012, but advance ordering ensures that manufacturing can start when that order does come in (FA8625-11-C-6597 PO 0029).

May 2/11: Qatar. The 1st of 4 Qatar Emiri Air Force C-130J-30s has completed production at the Lockheed Martin facility in Marietta, GA. It would make its first flight on June 8th. See also Oct 7/08 entry. Lockheed Martin re: rollout, 1st flight.

April 8/11: Israel #2 & 3. Israel exercises $76.2 million in fixed-price not-to-exceed (NTE) options to buy a 2nd C-130J-30 aircraft, and begin planning and advance long lead procurement for the 3rd Israeli aircraft.

This unfinalized contract also includes recurring in-line production modifications for the 2nd aircraft to include but not limited to the following: Block 6X Operational Flight Program (July 30/08 DSCA cited Block 7.0, looks like Israel-specific mods), enhanced service life wing, 2 embedded Global Positioning System Inertial Navigation System Embedded Module IVs with Precise Positioning System and GAS-1 controlled radiation pattern antenna, and a UARRSI receptacle on top of the plane to accept aerial refueling booms. The 657th AESS at Wright-Patterson Air Force Base, OH manages the contract (FA8625-11-C-6597). Lockheed Martin release.

Israel: 1 C-130J-30

April 5/11: MC-130J i3. A $21.4 million contract modification for MC-130J increment 3, to develop 1 trial kit installation, and perform developmental tests of this capability on 1 MC-130J increment 2 aircraft. The overall scope of this effort is to add the C-130J Block 7.0 software upgrades, and “a special mission processor capability that include both developmental [work] and integration of known/low risk improvements.” The ASC/WLNNC at Wright Patterson AFB, OH manages the contract (FA8625-11-C-6597 PO0002).

March 31/11: Lockheed Martin Corp. in Marietta, GA receives a $10 million firm-fixed-price contract to obligate FY 2010 advance procurement funding for 1 FY 2011 C-130J aircraft. Work will be performed at Marietta, GA (FA8625-06-C-6456-P00243).

March 29/11: MC-130J rollout. Lockheed Martin officially rolls out the 1st MC-130J Combat Shadow II for the U.S. Air Force’s Special Operations Command (AFSOC). Contracts have been placed to build 15 MC-130Js, and AFSOC is authorized to buy up to 20, against an approved long term requirement for 37 to replace the aging MC-130H fleet. Initial Operational Capability with the new type is expected in 2012.

All C-130J special forces configurations are based on the KC-130J aerial tanker, as they also have aerial refueling roles for SOCOM helicopters. Beyond that, MC-130Js will have the Enhanced Service Life Wing, a boom refueling receptacle (UARRSI) so they can be refueled in mid-air, more powerful electrical generators, a day/night surveillance turret, a combat systems operator station on the flight deck, and provisions for LAIRCM missile defense systems, among others. Technically, it’s basically the same as the HC-130J, it just performs a different role. Lockheed Martin.

MC-130J rollout

March 29/11: India. Rolls Royce Corp. in Indianapolis, IN receives an $8.5 million firm-fixed-price contract to provide “spares, fuser, and program management support” for the Indian Air Force, to support the arrival of their new C-130J fleet. Work will be performed in Indianapolis, IN, and the Warner Robins Air Logistics Center at Robins AFB, GA manages the contract (FA8504-07-D-0001-0501).

March 22/11: USAF Air Combat Command’s HC-130J personnel recovery aircraft, completes developmental testing by receiving fuel from an aerial tanker boom. This test point also applies to AFSOC’s MC-130J Combat Shadow II aircraft.

Rollout of the first MC-130J is later celebrated at the Lockheed Martin facility in Marietta, GA on March 29/11, and the first HC-130Js and MC-130Js started deliveries in September 2011, instead of August. Initial Operational Capability for both is scheduled for 2012.

March 18/11: Support. An $8.5 million firm-fixed-price contract modification to provide C-130J logistics support through Jan 31/12. Work will be performed at Lockheed Martin Corp. in Marietta, GA (FA8625-11-C6597).

March 1/11: Australia – C-17 or C-130Js? Australian Minister for Defence Stephen Smith confirms that the government is looking into buying a 5th C-17, and has sent a Foreign Military Sale Letter of Request to the United States asking about costs and availability.

The tradeoff under consideration was whether to buy 1 more C-17A, or buy 2 more C-130J-30 Super Hercules tactical transports between 2013-2015 under project AIR 8000 Phase 1. One C-17A can carry up to 4 C-130 Hercules loads in a single lift, and cover twice the distance in three-quarters of the time. On the other hand, it costs over 3 times as much, and can’t be in 4 places at once. Australia DoD. In the end, Australia chose to buy the C-17 instead.

Feb 14/11: The 1st MC-130J Combat Shadow II for US AFSOC completes manufacturing, and will begin flight tests after additional special mission equipment like the chin-mounted sensor turret is installed. MC-130Js work insertion missions, almost always at night. Their missions can include low-level aerial refueling missions for special operations helicopters, along with infiltration/ exfiltration, and resupply for special forces teams. Lockheed Martin.

Feb 5/11: India induction. The 1st Indian C-130J-30 with Special Forces enhancements is inducted in a special ceremony at Air Force Station Hindon, India. There’s still work to do, however. IAF chief Air Chief Marshal P.V. Naik says of the American communications and security systems that were left out: “We have our own communication system and yes, we will be integrating them on the aircraft. They are already being made and they will be put on the aircraft.” Lockheed Martin | Andrha News | MSN India.

Jan 31/11: Engines. Rolls-Royce Corp. in Indianapolis, IN receives a $203 million contract modification to cover support services for the C-130J’s AE-2100D3 engines and R-391 propellers, under the Option Year IV (5th overall year) of their support contract. Sustaining services will include logistics support, program management support, engineering services, spares and technical data.

At this time, $49.6 million has been committed by the Warner-Robins Air Logistics Center GRBKA, at Robins Air Force Base, GA (FA8504-07-D-0001, 0500).

Jan 31/11: Support. Lockheed Martin Corp. in Marietta, GA receives a $69.8 million contract modification to cover support for systems unique to the C-130J fleet, as opposed to systems that are common to C-130Js and earlier model Hercules. The contract exercises the 2nd option, covering years 6 through 8 of logistics support, program management support, engineering services, repairs, spares and technical data.

At this time, $20 million has been committed by the Warner-Robins Air Logistics Center GRBKA, at Robins Air Force Base, GA (FA8504-06-D-0001, PO 0015).

Jan 28/11: Iraq, Norway. A $16.9 million contract modification exercises an option to purchase support equipment and spares for Iraq, as well as logistic support services for Norway. Both are C-130J customers, and Norway has already received its 4 aircraft. At this time the entire amount has been obligated by the ASC/WLNNC at Wright-Patterson AFB, OH (FA8625-06-C-6456).

Jan 11/10: USA, Norway. Lockheed Martin Aeronautical Systems in Marietta, GA receives a $13.3 million contract modification, exercising an option to purchase support equipment and spares for the United States and Norway.

While the platform is not named, the contract number is the C-130J contract. At this time, the entire amount has been committed by the ASC/WLNNC at Wright-Patterson AFB, OH (FA8625-06-C-6456).

C130-30 India
Indian C-130J-30
(click to view full)

Dec 21/10: Sub-contractors. BAE Systems Technology Solutions & Services in Rockville, MD receives a $12 million contract for C-130J/J-30 Loadmaster crashworthy seats systems. The contract will buy 101 systems: 7 “first article” systems for testing, then up to 88 systems and 6 systems of spares. $8.5 million has been committed by the WR-ALC/GRBK at Robins AFB, GA (FA8504-11-D-0003).

Dec 17/10: India. India’s 1st C-130J is formally delivered in a ceremony at Marietta, GA. India’s Economic Times.

Dec 2/10: South Korea. Lockheed Martin announces a contract with the Republic of Korea for 4 stretched C-130J-30 Super Hercules aircraft, which are a one-for-one replacement of the ROKAF’s 4 C-130H-30s in its 12-plane Hercules fleet. Deliveries will take place in 2014, and the contract also contains a 2-year support program including aircrew and maintenance training.

The absence of a previous DSCA announcement indicates that this is a Direct Commercial Sale. Prices were not disclosed, but the flyaway cost of a C-130J-30 is around $65 million, and the modifications and maintenance agreement will be extra.

South Korea: 4 C-130J-30

Nov 30/10: Training. Lockheed Martin Corp. in Orlando, FL receives a $23.3 million contract for the HC/MC-130J Special Operations variant’s weapon systems trainer. At this time, $2,044,798 has been committed by the ASC/WNSK at Wright-Patterson AFB, OH (FA8621-06-C-6300).

Nov 18/10: Oman request. The US DSCA announces [PDF] The Sultanate of Oman’s request for equipment, support and training associated with 1 stretched C-130J-30 aircraft being bought through a separate Direct Commercial Sale (see June 5/09 entry). The RAFO C-130J-30 would receive 1 AN/AAQ-24(V) Large Aircraft Infrared Countermeasures System, 7 AN/AAR-54 Missile Approach Warning Systems, 2 AN/ALR- 56M Radar Warning Receivers, 2 AN/ALE-47 Countermeasure Dispenser Sets, plus communication and navigation equipment, software support, repair and return, aircraft ferry and refueling support, spare and repair parts, support and test equipment, and other forms of U.S. Government and contractor support. The estimated cost is $76 million.

Lockheed Martin sells the C-130, but for this request, the prime contractor will be Northrop Grumman Corporation in Rolling Meadows, IL. Implementation of this proposed sale will require annual trips to Oman involving up to 10 U.S. Government and 10 contractor representatives for technical reviews/support, and program management for a period of approximately 6 years.

Oman request

Nov 10/10: A $160 million contract modification that commits FY 2010 advance procurement funding for 16 C-130J aircraft that will have their contracts completed in FY 2011. At this time, the entire amount has been committed (FA8625-06-C-6456; P00174).

Nov 8/10: Production accelerating. Flight International reports that Lockheed Martin has entered the final 12 months of F-22A production in Marietta, GA, and details the shifts underway. They add that the plant is also working to treble the C-130J’s production rate, to about 36 aircraft per year.

Oct 7/10: Australian innovation. Australian Defence magazine reports that Australian software investments are about to benefit global C-130J fleets, thanks to strong support from RAAF No. 37 squadron and the DSTO. The software is estimated to save about $2 million in maintenance hours and fuel over the plane’s lifetime. How?

Multi-engine propeller planes need to “balance” their propellers, in order to reduce vibration levels. That’s normally a labor-intensive process involving up to 5 maintenance staff, and multiple ground runs, over 1-2 days. Australia’s DSTO decided to look into a software solution that drew on an existing advanced engine monitoring capability, and coupled it with algorithms that take the flight data. Balancing now takes 2 hours, without the need for engine ground runs.

Flight tests before and after were promising, and the UK, Italy, Denmark, Canada and Norway will begin using the software soon. The USA is still reviewing the software license.

Oct 6/10: India omissions. Indian defense journalist Shiv Aroor lists the technologies that he says will not be in India’s C-130J-30 special forces aircraft, as a result of India’s refusal to sign the USA’s CISMOA End-User Monitoring agreement: AN/ARC-222 SINCGARS radios, KV-119 IFF Digital Transponder (Mode 4 Crypto Applique), TACTERM / ANDVT Secure Voice (HF) Terminal, VINSON KY-58 Secure Voice (UHF/VHF) Module, and no SINCGARS/crypto features in the embedded AN/ARC-210v SATCOM Transceiver.

Oct 5/10: India. The 1st of 6 Indian C-130J-30 special forces aircraft takes flight from Lockheed Martin’s plant and airfield in Marietta, GA. Lockheed Martin.

FY 2010

USA plans to increase buy; Israel buys 1st; Kuwait buys 3; Oman requests 2 and buys 2; Tunisia buys 2; Australian modernization plan; Italian 5-year support deal; US multi-year contract proposal; Deliveries: Canada accepts 1st; Norway’s 4th and last; HC-130J rollout.

Danish C-130J
Danish C-130J
(click to view full)

Sept 13/10: A $59.8 million contract modification to buy 1 more FY 2008 OCO C-130J aircraft. At this time, $39.6 million has been committed (FA8625-06-C-6456; PO0193).

DID offers our readers the usual caveats, and reminds them that buying an aircraft doesn’t necessarily include “government furnished equipment” niceties like engines, etc.

Sept 2/10: A $315.6 million contract modification buy 3 FY 2008 “Overseas Contingency Operations” (supplemental wartime funding) C-130Js; 1 FY 2008 OCO KC-130J aerial tanker/ transport for the US Marines; and 1 FY 2010 HC-130J aircraft for US SOCOM. At this time, $250.8 million has been committed (FA8625-06-C-6456; PO0178).

Aug 31/10: Sub-contractors. UK firm GKN Aerospace announces that they have delivered the 1,000th C-130J engine nacelle. The firm has been supplying these since 1993, and plans to increase production from 18 aircraft sets (72 nacelles) per year in 2008 to “near double that” in 2011. GKN has set up a new state of the art production line at their Isle of Wight facility.

To meet this significant production rate increase GKN Aerospace has moved manufacture to an entirely new, state of the art production line at the Company’s site on the Isle of Wight, UK.

Aug 16/10: Oman contract. The Sultanate of Oman buys 2 C-130J aircraft, to complement the stretched C-130J-30 that’s already under contract for delivery in 2012. When this buy is complete, they will have replaced their existing fleet of 3 1980s-vintage C-130Hs with 3 C-130Js.

The 2 new C-130Js will not be the stretched J-30 version discussed in the July 2/10 DSCA announcement, and will be delivered in 2103 and 2014. Price is not disclosed, and the DSCA announcement referred to a “direct commercial sale” of the aircraft themselves, to accompany Oman’s request to buy up to $54 million worth of defensive equipment and support through the Foreign Military Sale procedure. Lockheed Martin.

Oman: 2 C-130J

Aug 5/10: Italian support. Finmeccanica subsidiary Alenia Aeronautica signs a 5-year, EUR 155 million (about $203 million) contract with the Italian Air Force to provide technical and logistical support services to their fleet of 20-21 C-130Js and C-130J-30s.

Alenia will partner with Avio and Lockheed Martin to offer a fully integrated service that will be responsible for the supply of spare parts, management of the supply chain, equipment maintenance including landing gear, the maintenance of the Air Ground Equipment (AGE), and engineering support activities, including responsibility for the C-130J flight simulator based at the 46th Air Brigade of Pisa.

Alenia will have overall responsibility, and will execute most of the work. Avio will be in charge of the complete propulsion system, including overhaul and technical/logistical and engineering assistance to the Aeronautica Militare’s 92 Rolls Royce AE2100D3 engines. C-130J builder Lockheed Martin will be responsible for the supply of repair components produced in the U.S. and for any modifications. These 3 companies have been providing support and technical and logistical assistance to the Italian C-130J fleet since 2007. Alenia.

Italy support

HC-130J
click to play video

July 29/10: The 1st production HC-130J personnel recovery variant flies at Lockheed Martin’s facility in Marietta, GA. It’s due for delivery to USAF Air Combat Command in September 2010, and is scheduled to reach initial operational capability in 2012. An Air Force Special Operations Command (AFSOCOM) MC-130J variant of this aircraft will fly in early 2011. Lockheed Martin.

July 20/10: Canada Engine support. Rolls Royce announces a contract from Lockheed Martin. The base contract to support the Canadian CC-130Js’ AE 2100D3 engines is worth USD $70 million, and the entire contract could be worth up to $260 million over the CC-130J fleet’s lifetime.

Under this contract, Rolls-Royce will be providing all engine management and repair, logistics support and on-site technical support for the engine. It is paired with the long-term fleet support contract mentioned in the Dec 18/09 entry. Read “Replacing Canada’s Failing CC-130s: 17 C-130Js” for full coverage.

Canada engine support

July 1/10: Norway. The last of 4 ordered RNoAF C-130J-30s heads off to Norway. Read “Norway Renews Its Tactical Transport Fleet” for full coverage.

Norway: all delivered

July 2/10: Oman request. The US DSCA announces Oman’s request to buy additional equipment, logistics support, and training for 2 stretched C-130J-30 aircraft, which are being bought via a Direct Commercial Sale outside of the DSCA’s Foreign Military Sales process. Additional military equipment bought under FMS rules includes 2 AN/AAR-47 Missile Approach Warning Systems, 2 AN/ALR-56M Radar Warning Receivers, 2 AN/ALE-47 Countermeasure Dispenser Sets, plus communication equipment, software support, repair and return, installation, aircraft ferry and refueling support, spare and repair parts, support and test equipment, publications and technical documentation, personnel training and training equipment, and other forms of U.S. government and contractor support. The estimated cost is up to $54 million.

The Royal Air Force of Oman currently operates 3 C-130H aircraft, and has already bought 1 C-130J-30 (q.v. June 5/09). They can absorb the new equipment, but a sale would require annual trips to Oman involving up to 10 U.S. Government and 10 contractor representatives for technical reviews/support, and program management for a period of approximately 6 years.

Oman request

June 18/10: Multi-year proposal. The Hill reports that Lockheed Martin continues to work on a multi-year C-130J buy, and that the current negotiations for 65 C-130Js would serve as a starting point. Lockheed Martin’s international VP for air mobility business development, Jack Crisler, says the key target is 10% savings demonstrated, adding that his firm plans to propose the multi-year contract in September-October 2010.

The proposal could also become more inclusive, potentially adding US Special Operations and US Coast Guard aircraft. If other multi-year deals serve as any guide, the deal might also end up including foreign buys, which would benefit from the US government’s volume pricing. USAF acquisition chief David Van Buren says the USAF is receptive to the idea, but past discussions haven’t shown that 10%+ savings over the existing year-by-year contracts. The USAF reportedly pegs the current price of a C-130J, without spares or Government-Furnished Equipment such as engines and some electronics, optional refueling pods, etc. at $57.6 million.

June 4/10: Canada acceptance. Canada formally accepts the first of 17 CC-130J Super Hercules aircraft, to the Canadian Forces 8 Wing in Trenton, ON, 6 months ahead of the original delivery schedule. The remaining 16 aircraft will begin delivery in winter 2010 as planned, with deliveries running into 2012. Canadian DND | Lockheed Martin.

May 27/10: Kuwait contract. Lockheed Martin Corp. in Marietta, GA announces a $245 million contract to provide 3 KC-130J aerial tankers to the government of Kuwait. This order is part of a larger approved request to buy up to 8 KC-130Js and associated equipment (see July 20/09 entry).

KC-130Js will provide aerial refueling for the Kuwait air force’s F/A-18 C/D fighter fleet, and augment its current airlift fleet of 3 L-100s (civilian C-130). Kuwait’s KC-130Js also will perform air mobility, disaster relief and humanitarian missions throughout the world. Lockheed Martin.

Kuwait: 3 KC-130J

April 30/10: Israel +1. Lockheed Martin Corp. in Marietta, GA receives a $98.6 million contract, to provide one C-130J aircraft for the government of Israel. The contract also includes additional non-developmental items for the aircraft, and $18.5 million of foreign military financing has been committed by the 657th AESS at Wright-Patterson Air Force Base, OH (FA8625-06-C-6456).

This order has been some time in negotiation, and follows a July 30/08 DSCA announcement that covered up to $1.9 billion for 9 stretched C-130J-30 aircraft, with Special Operations features.

Israel: 1 C-130J-30

April 19/10: HC-130J rollout. Lockheed Martin rolls out the first HC-130J combat rescue tanker, at an official ceremony in Marietta, GA. The 563rd Rescue Group, based at Davis-Monthan AFB, AZ and at Kirtland AFB, NM will be the first bases to receive the new model for training purposes once it has undergone initial testing, which typically takes about a year. Initial Operational Capability is slated for 2012. Maj. Gen. Thomas K. Andersen, USAF Air Combat Command’s director of requirements, said that:

“The recapitalization of the C-130 fleet is a big deal and the new model represents a quantum leap in technology which allows us to continue completing the mission. Right now, the C-130 has one of the lowest availability rates [emphasis DID's] in the Air Force and the introduction of the J-model will increase that rate by 46% as well as decrease needed crewmembers from 7 to 5.”

The HC-130J, like all of the Special Forces C-130Js, uses a KC-130J tanker baseline. It adds the Enhanced Service Life Wing, Enhanced Cargo Handling System, a dorsal aerial refueling boom receptacle, an electro-optical/infrared sensor, a combat systems operator station on the flight deck, and provisions for the large aircraft infrared countermeasures system (LAIRCM) missile defense system. The maintenance techs especially appreciate the C-130J-standard improved diagnostic systems, as opposed to the C-130H models’ more manual approach. Lockheed Martin is currently contracted to build 21 HC/MC-130Js, and the USAF is currently authorized to buy up to 31 (11 HC-130J, 20 MC-130J). USAF | Lockheed Martin.

HC-130J rollout

April 6/10: Engines. Rolls-Royce announces $51 million engine production and MissionCare services contract for the AE 2100D3 engines on the USMC’s KC-130J tanker. The award falls under a 4-year contract with US Naval Air Systems Command (NAVAIR), which is administered at NAS Patuxent River, MD.

Rolls-Royce will provide engines, engine management, support, trouble shooting, parts supply and logistics support for aircraft operating at 3 US Marine Air Stations: Miramar, CA; Cherry Point, NC; and Okinawa, Japan.

April 3/10: The first HC-130J combat rescue tanker leaves Lockheed Martin’s main assembly building in Marietta, GA. The plane next steps include a trip to the painting facility, production flight testing, and formal presentation to the USAF on April 19/10. The HC-130J will be delivered later in 2010, then undergo operational flight testing to meet an Initial Operating Capability target of mid-2012. Lockheed Martin release.

April 1/10: Support. Lockheed Martin in Marietta, GA received a $77.1 million modification to a previously awarded indefinite-delivery/ indefinite-quantity contract (N00019-09-D-0015) to provide additional funding for logistics and engineering services in support of the US Marine Corps KC-130J aircraft.

Work will be performed in Cherry Point, NC (36%), Miramar, CA (36%), and Okinawa, Japan (28%), and is expected to be complete in December 2010. The Naval Air Systems Command manages the contract.

April 1/10: SAR – more C-130Js. The Pentagon releases its April 2010 Selected Acquisitions Report, covering major program changes up to December 2009. The C-130J is featured, because the US military wants more of them:

“C-130J – Program costs increased $3,148.8 million (+26.2%) from $12,029.3 million to $15,178.1 million, due primarily to a quantity increase of 34 aircraft from 134 to 168 aircraft (+$2,749.3 million), and increases in other support costs (+$972.8 million) and initial spares (+$394.7 million) associated with the quantity increase. These increases were partially offset by decreases for actual contract values for aircraft costs (-$541.5 million), to properly account for advanced procurement that was erroneously reflected in the previous report (-$246.0 million), and for funding reductions in fiscal 2010 through fiscal 2015 (-$140.9 million).”

SAR – more C-130Js

March 2/10: Tunisia contract. Lockheed Martin announces an unspecified contract with Tunisia for 2 C-130J-30 stretched transports, and says the contract was signed in February 2010.

Deliveries are scheduled for 2013-2014, and the Tunisian contract also contains an initial 3 years of logistics support. The country currently operates a fleet of C-130Hs and C-130Bs, first purchased in the mid-1980s. Lockheed Martin release.

Tunisia: 2 C-130J-30

Feb 25/10: Australia upgrades. Australia’s government announces that they have approved AUD $45 million to upgrade and modernize their C-130J fleet, as part of a multi-national Joint User Group Global Project Arrangement with United States, the United Kingdom, Denmark, Norway, Canada and Italy. The “Block 7.0″ upgrades will address system obsolescence, maintain international compatibility, and enable these aircraft to comply with new global air traffic standards. Defence minister Sen. Faulkner is quoted as saying that:

“Importantly, there is likely to be significant opportunity for Australian Industry to be involved in the national installation and support of the upgrade. Funding for these elements will be considered by Government following successful testing of the first modification kit on an Australian C-130J. [as a] risk management strategy.”

Feb 1/10: Engines. Rolls-Royce Corp. of Indianapolis, IN receives a $146 million firm-fixed-price contract, exercising Option III (year 4) of logistics support, program management support, engineering services, spares and technical data in support of the C-130J propulsion systems. This includes the AE2100D3 engine, and the R-391 propeller as well.

At this time, $42.7 million has been committed by the 330th ACSG/GFKA at Robins AFB, GA (FA8504-07-D-0001, Delivery #0400).

Jan 22/10: Support. A $16.7 million contract completely funds an “engineering change proposal” (ECP) to replace the C-130J’s Star VII mission computer. (FA8625-06-C-6456).

Jan 13/10: Canada. The 1st Lockheed Martin C-130J Super Hercules produced for Canada leaves the company’s paint facility in Marietta, Georgia. Lockheed Martin.

CC-130J painted
CC-130J: just painted
(click to view full)

Dec 18/09: Canada support. The Government of Canada signs a C$ 723 million (currently $698 million) contract amendment with Lockheed Martin. This initial CC-130J fleet support funding covers an initial 5 1/2 year period ending June 30/16.

The contract also includes a mechanism to extend the period of in-service support throughout the fleet’s service life, to 20 years or more. Public Works Canada release.

Canada support

Dec 22/09: Support. Lockheed Martin Corp. in Orlando, FL receives a $14.5 million contract to provide FY 2010 operations and maintenance services for the C-130J. At this time, $3.5 million has been committed (FA8621-06-C-6300, P000046).

Dec 19/09: The 86th Airlift Wing at Ramstein AB, Germany, flies its first C-130J Super Hercules mission in support of U.S. Air Forces Africa to bring home 17 American troops from a training mission in Mali. 37th Airlift squadron of the 86th Airlift Wing, 17th Air Force flew the mission.

The USAF release cites the C-130J’s increased range as a helpful factor in Africa, and also cites the aircraft’s improved cargo capacity, especially in hot and/or high-altitude conditions. A pickup of this nature exercises the former but not the latter, expanding operational familiarity with the aircraft, in return for higher operating costs to perform this particular mission.

Nov 23/09: Italian crash. Italian air force C-130J #MM62176 crashes and burns after a touch-and-go landing, during a routine training sortie from Pisa. The crash kills both pilots, and all 3 passengers. It could have been worse – the plane crashed on a nearby railway line, but an oncoming train managed to stop.

C-130J MM62176 was delivered to Italy in 2000 as its 1st of 12 regular C-130Js, but was later adapted for tanker applications. The Italians have not halted flying operations with their remaining 21 C-130Js, which include 1 KC-130J and 10 stretched C-130J-30s.

This is not the 1st C-130J lost. On Feb 12/07, A UK Royal Air Force C-130J was extensively damaged by 2 land mines that were detonated while it was landing on a semi-prepared strip in southern Iraq. The British decided to destroy the plane. Flight International.

Crash

Nov 9/09: Engines. Rolls-Royce announces an $8.5 million contract to provide AE 2100D3 spare engine parts to power the C-130J military transport aircraft for the US Air Force. As part of this order, deployable kits and initial provisioning spares will be delivered to Cannon AFB in NM, Dyess AFB in TX and Ramstein Air Base in Germany.

The contract, which is managed by Robins Air Force Base in GA, involves an initial 956 AE 2100D3 spare engines parts for delivery through 2011.

Oct 20/09: Industrial. Lockheed Martin CFO Bruce Tanner, discussing Q3 2009 earnings, reveals that global C-130J deliveries will grow from 12 aircraft in 2008 to 16 in 2009 and 26 in 2010. Q3 Podcast [MP3] | Q3 Earnings slides [PDF] | Flight International.

Oct 19/09: Shadow Harvest. Flight International reports that Lockheed Martin’s Skunk Works division wants clearance to export its “Shadow Harvest” roll-on/roll-off suite of intelligence sensors for the C-130 Hercules, which was developed for the Defense Intelligence Agency (DIA) with sponsorship from the Miami, Florida-based Southern Command.

Shadow Harvest is designed to identify targets concealed under camouflage or foliage, and reportedly includes BAE’s SPIRITT hyperspectral camera, and a low frequency/ multi-band synthetic aperture radar (MB-SAR), among other sensors, plus containerized roll on/off controllers and displays. It’s expected to become an official USAF program of record by 2012.

Oct 19/09: C-130 plans. Flight International has a video of 2 USAF Colonels who are answering questions regarding a number of C-130-related programs, including potential future gunships, programs to add weapons to C-130s beyond the USMC’s KC-130Js, SOCOM programs, etc.

Oct 16/09: Lockheed Martin Corp. in Marietta, GA received an $827.4 million contract for advance procurement funding for 3 FY 2010 C-130J aircraft, 4 FY 2010 HC-130J aircraft, and 4 FY 2010 MC-130J aircraft. An option is being exercised for the acquisition of 1 HC-130J aircraft to be fully funded with FY10 funds. Note that MC/HC-130Js are Special Operations aircraft.

At this time, $8.3 million has been obligated. The 657 AESS/SYKA at Wright-Patterson Air Force Base, OH manages the contract (FA8625-06-C-6456, P00087).

Oct 5/09: Lockheed Martin officially launches production of its HC/MC-130J special forces search-and-rescue aircraft. Future upgrades involve an internal investment to design a retractable housing for the aircraft’s MTS-A turret, in order to reduce drag and extend range. Other possibilities reportedly include airframe changes to accommodate more equipment, possibly including an enlarged nose section, and a wider cross-section for the fuselage. Flight International.

FY 2009

Qatar orders 4; Iraq orders 4; USA begins arming C-130Js; UAE says “maybe”; France interested – really?!?; Australian 5-year support deal; Canadian 5-year support deal; Shadow Harvest kit clearance?; Italian crash; Video re: USAF thinking.

AE 2100 engine
AE2100 engine
c. Rolls-Royce plc 2009
(click to view full)

Sept 30/09: Support. Lockheed Martin Corp., of Orlando FL received a $9.9 million contract which will provide for FY 2010 C-130J maintenance and training, as orders are placed by the 677th AESG/SYK at Wright-Patterson Air Force Base, OH (FA8621-06-C-6300).

Sept 10/09: Engines. Rolls Royce Corp. in Indianapolis, IN receives an $11.1 million modification to a previously awarded indefinite-delivery, indefinite-quantity contract (N00019-09-D-0020) from the U.S. Marine Corps, for 3 of the C-130J’s AE2100D3 turboprop engines. Work will be performed in Cherry Point, N.C., and is expected to be complete in May 2012. The Naval Air Systems Command in Patuxent River, MD manages this contract.

Aug 24/09: Engines. Lockheed Martin Aeronautics Co. in Marietta, GA receives a $30.2 million modified contract to purchase the quick engine change assemblies for American C/KC/BC/HC/MC-130J aircraft, and Foreign Military Sale aircraft for Norway and India.

“At this time $31,972,726 has been obligated.” The US Aeronautical Systems Center at Wright-Patterson AFB, OH manages this contract (FA8625-06-C-6456).

Aug 11/09: Iraq order. A $140.3 million unfinalized firm-fixed-price contract modification for 2 more Iraqi C-130J-30s, completing their 6-aircraft request. The contract also includes engineering and integration tasks associated with Iraq’s distinctive C-130J-30 configuration.

At this time no funds have been obligated. The 657 AESS at Wright-Patterson Air Force Base, OH manages this contract (FA8625-06-C-6456/P00098). Read “Iraq Orders C-130Js” for all contracts and requests related to that program.

Iraq: 2 C-130J-30

July 20/09: Kuwait request. The US DSCA announces [PDF] Kuwait’s official request to buy up to 8 KC-130J cargo/refueling aircraft and associated equipment, parts and support for an estimated cost $1.8 billion. This would significantly upgrade Kuwait’s air force, which currently lacks aerial refueling aircraft, and depends on 3 L100 civilian C-130E equivalents for transport duties. Kuwait’s purchase would reinforce a trend in the Gulf Cooperation Council, which has seen similar purchases and requests in the last year from Saudi Arabia (A330s), Qatar (C-130J-30s), and the UAE (C-17s, C-130Js pending).

Kuwait has requested 8 KC-130Js with the accompanying 32 AE-2100D3 Turbo propeller engines, plus 8 spare AE-2100D3 Turbo propeller engines, 4 AN/ALR-56M Radar Warning Receivers, 4 AN/AAR-47 Missile Approach Warning Systems, 4 AN/ALE-47 Countermeasures Dispenser Sets, and 20 AN/ARC-210 (RT-1851A(U)) Very High Frequency/Ultra High Frequency HAVEQUICK/SINCGARS Radio Systems. The contract, to be negotiated, would also include spare and repair parts, support equipment, personnel training and training equipment, and other related elements of program support.

The principal contractor will be Lockheed Martin Aeronautics Company in Marietta, Georgia. There are no known offset agreements proposed in connection with this potential sale.

Kuwait request

June 5-15/09: France? With the A400M program seriously behind schedule, and a fleet of C-160 and Lockheed Martin C-130H tactical transports that continue to see heavy demand, France is apparently looking at the one option its government had said would not be considered.

French Defense Minister Herve Morin is quoted as saying that the government has expanded its stopgap options to include lease or purchase of some C-130Js; and Bloomberg reports that France has officially requested C-130J availability and performance data for review. Other possibilities for France include stepped up per-hour leasing of Russian AN-124s under NATO’s SALIS pool, per-hour C-17 leasing under NATO’s SAC pool, acquisition or lease of EADS’ smaller C-295Ms, or advancing their planned Airbus 330 MRTT aerial tanker & transport buy. France has also approved the modernization of its 10 newest C160 Transalls so they can remain in service until the first A400Ms arrive, which is now expected to happen in 2014-15.

These options group themselves by tradeoffs. Some contenders (C-295M, A330 MRTT) lack the reinforced floors required for dense tactical loads like armored vehicles. Others (AN-124, A330 MRTT, C-17s to lesser extent) require longer runways to operate from, which removes some of their utility as front line delivery aircraft. Range and refueling capability are potential issues for some (C-295M, some C-130Js), while maintaining overall fleet strength and front line airlift availability is a concern in other cases (AN-124, C-17, A330 MRTT to some extent). The C-130J sits in the middle of many of these tradeoffs, which may be why it has climbed back into consideration. Aviation Week | Defpro | Bloomberg News.

June 5/09: Oman order. Lockheed Martin announces that the Sultanate of Oman has ordered a single stretched C-130J-30, to complement its 3 existing C-130H aircraft which were bought in the 1980s. Price is not disclosed.

The Lockheed Martin release doesn’t mention the UAE as a customer, despite earlier reports that contracts had been negotiated at IDEX 2009 (see Feb 25/09 entry). Company representatives informed DID that they are in final negotiations with the UAE, but have no contract yet, adding that negotiations are also underway with Israel (see July 30/08 entry).

Oman: 1 C-130J-30

May 27/09: Engines. Rolls-Royce announces an $80 million contract to provide AE 2100D3 spare engines and parts to power the C-130J military transport aircraft for the U.S. Air Force, U.S. Marine Corps, the Royal Norwegian Air Force and the Indian Air Force.

The contract, which is managed by Robins Air Force Base in GA, involves an initial 27 AE 2100D3 spare engines and parts for delivery through 2011.

May 8/09: Armed C-130Js. Lockheed Martin Aeronautics Co. in Marietta, GA received a $22.8 million firm-fixed-price contract to develop a roll-on, roll-off armed targeting capability for the Marine Corps’ KC-130J. The program is known as Harvest Hawk.

Work will be performed in Palmdale, CA and is expected to be complete in December 2009. Contract funds in the amount of $15.5 million will expire at the end of the current fiscal year. This contract was not competitively procured (N00019-09-C-0053).

May 4/09: Armed C-130Js. The USAF is also interested in roll-on armament for its C-130 fleet, and issues a PIXS solicitation for a “Precision Strike Pkg 360 Degree Situational Awareness Camera System.” The solicitation adds that:

“This system would operate at altitudes at or above 10,000 feet and act as a hostile fire indicator system to provide aircrew with the ability to virtually scan the outside of the aircraft for hostile ground threats that would possibly target them. This system is part of a broader Persistence Strike Package (PSP). The purpose of the PSP program is to add a modular PSP to a medium lift cargo aircraft, to include a medium caliber gun and Stand-Off Precision Guided Munitions (SOPGM).”

April 30/09: Iraq order. Lockheed Martin of Marietta, GA receives firm-fixed-price contract modification, for an amount not to exceed $292.8 million, to buy 4 C-130J-30 aircraft for the Iraqi government. At this time, $6.9 million has been obligated. The 657 AESS in Wright-Patterson Air Force Base, OH issued the contract (FA8625-06-C-6456,P00080).

Note the July 25/08 entry. The initial request was for 6 aircraft. Since the DSCA request went unchallenged, Iraq’s government has the freedom to buy up to 2 more aircraft at a later date.

Iraq: 4 C-130J-30

April 30/09: The Air Force is modifying a fixed price contract with Lockheed Martin Corp., of Marietta, GA for $15.8 million. This contract modification will exercise options to purchase Special Forces configuration equipment for 6 MC-130J Global War on Terror aircraft. At this time, the entire amount has been obligated. 657 AESS, Wright-Patterson Air Force Base, Ohio is the contracting activity (FA8625-06-C-6456).

March 11/09: Australia support deal. Australia’s Defence Materiel Organisation (DMO) announces a contract to EADS Eurocopter subsidiary Australian Aerospace to provide Through Life Support services for the RAAF’s fleet of 12 C-130J and stretched C-130J-30 Hercules aircraft. Australian Aerospace already supports the RAAF’s AP-3C maritime patrol aircraft, so this is not a huge departure for the firm. Lockheed Martin will be the sub-contractor for aircraft maintenance, engineering, and supply chain management; and engine support will continue to be provided by Dubai Aerospace Enterprise subsidiary StandardAero under an existing contract arrangement.

The contract is worth up to A$ 292 million, and is structured as a 5-year rolling contract whose continuation will reportedly be linked to demonstrated performance and cost containment, with an eye to: improved delivery of services; performance-based, long-term, support arrangements; relationship with the Commonwealth; price disclosure; and meaningful transfer of risk. Contract extensions can continue under these arrangements, through to expected life-of-type in 2030.
 
RAAF Air Vice-Marshal Thorne says that the contract will create over 80 additional industry jobs in the Sydney/Richmond area over the next year. Australian DoD | Australian Aerospace.

Australia support

March 5/09: Britain. Britain’s RAF is under strain, trying to sustain an aerial supply bridge for 8,000 deployed troops in Afghanistan. With its 20 C-130Ks (C1/C3) being forced toward retirement, Aviation Week reports that Britain is looking at the possibility of leasing 5 C-130Js as a potential “bridge” until the A400Ms can begin to arrive, and/or finding ways to add to their 6-plane C-17 fleet.

Senior British Defense Ministry officials are believed to have met on March 4/09 to examine proposals for the ministry’s next “Planning Round 09.” Airlift and budget issues would have been prominent within those discussions.

Feb 27/09: Engines. Rolls Royce Corp. in Indianapolis, IN receives a $106 million indefinite-delivery/ indefinite-quantity contract for logistics support, technical engineering support services, and spare engines and associated parts for the U.S. Marine Corps KC-130J, which includes the AE2100D3 turboprop engine and Dowty R391 propeller.

The KC-130J MissionCare contract is a single contract line item number is used to pay a fixed price based on aircraft hours flown. Under the terms of the agreement, Rolls-Royce will provide engine management, support, trouble shooting, parts supply and logistics support for the aircraft, operating at 3 U.S. Marine Air Stations: Miramar, CA, Cherry Point, NC and Okinawa, Japan.

The contract covers a base year plus 3 option years, with the base year funded at $39.1 million and running to February 2010. This contract was not competitively procured by the Naval Air Systems Command in Patuxent River, MD (N00019-09-D-0020). See also Rolls Royce release.

Feb 26/09: Norway engine support. Rolls-Royce announces a $23 million MissionCare support services and spares contract for AE 2100D3 engines. The engines are installed on the Royal Norwegian Air Force’s (RNoAF) C-130Js.

The contract is modeled after the USAF’s Power By The Hour contract, providing a comprehensive support package to the RNoAF on a per-engine flight-hour basis. The contract covers on-site technical support, maintenance support, training, provision of spare parts, supply replenishment with the original equipment manufacturer (OEM) for the engine, and supply of an R391 Dowty propeller. Forecast International.

Feb 25/09: UAE. The UAE announces an AED 5.9 billion (about $1.6 billion) deal for 12 of Lockheed Martin’s C-130J medium-range tactical transports, which will accompany a deal for 4 of Boeing’s larger C-17s. Abu Dhabi’s privately-owned Waha Capital usually finances airline purchases, and has been tapped to finance the C-17 and C-130J contracts.

Neither deal is finalized, and the C-17 contract takes a while. The C-130J contract remains unsigned as of September 2012.

Feb 2/09: Engines. The USAF is modifying a contract to Rolls-Royce Corp. in Indianapolis, IN for $120 million, in return for spares, program management support, engineering services, and technical data in support of the C-130J’s AE 2100D3 engine and R-391 propeller. At this time $17.5 million has been committed, and the contract will be managed by 330 ACSG/GFKA at Robins AFB, GA (FA8504-07-D-0001, P00004).

Dec 16/08: Industrial. Reuters reports that Lockheed Chairman and CEO Robert Stevens told the Reuters Aerospace and Defense Summit in Washington that the company expected to sell “hundreds [of C-130Js] domestically and hopefully hundreds internationally” in coming years. “We’re building one airplane a month and our goal is to maybe double that…” he said.

Dec 12/08: Engines. Rolls Royce Corp. in Indianapolis, IN received a $6 million modification to a previously awarded indefinite delivery, indefinite quantity contract (N00019-03-D-0002). The Us Marine Corps is buying 2 more AE2100D3 turboprop engines for their KC-130Js.

Work will be performed in Indianapolis, IN and is expected to be complete in July 2010. US Naval Air Systems Command in Patuxent River, MD manages this contract.

Dec 3/08: Canada. The Ottawa Citizen’s defense reporter Davd Pugliese reports that Canada has signed a contract for early delivery of 2 of its 15 ordered C-130Js. One aircraft will arrive in June 2010, and the other will arrive in July 2010.

This still misses the RFP’s original must-deliver date of early 2009, but that was based on a contract being signed in 2006, instead of in 2008. Under the signed 2008 contract, the delivery deadline for the first Canadian C-130J would have been January 2011.

Dec 1/08: MC-130J mods. The USAF is modifying a firm-fixed-price not-to-exceed $74.9 million contract to Lockheed Martin Corp in Marietta, GA. It includes time and material and cost reimbursement, and covers an Engineering Change Proposal for one-time efforts to incorporate Special Operations Forces-unique modifications in the MC-130J. At this time, $19.6 million has been committed (FA8625-06-C-6456).

See also the related June 13/08 entry.

Oct 7/08: Qatar order. Qatar recently moved to upgrade its military transport capabilities by buying 2 C-17 strategic airlifters, and 18 AW139 utility helicopters. Now it will also add 4 stretched C-130J-30 tactical transports, under a recent $393.6 million deal with Lockheed Martin.

Qatar has never flown C-130s, so the package includes 4 aircraft, training of aircrew and maintenance technicians, spares, ground support and test equipment, servicing carts, forklifts, loading vehicles, cargo pallets, and a team of technical specialists who will be based in Qatar during an initial support period. See also July 29/08 entry, Lockheed Martin release.

Qatar: 4 C-130J-30

FY 2008

Canada orders 17; India orders 6; HC/MC-130J special forces configurations unveiled, get initial US orders; Qatar orders 4; Italian 3-year support deal; Israel request; Iraq request; 1st US Coast Guard C-130J delivered; As US SAR points to program growth, Lockheed confident C-130J will make it.

KC-130J USMC Right Bank
USMC KC-130J
(click to view full)

Aug 14/08: Sub-contractors. Rockwell Collins Aerospace and Electronics, Inc. in Portland, OR received a $7.2 (in total ceiling amount) firm-fixed-price, Basic Order Agreement (BOA) for spares, repairs, and engineering services and support of HGS-3000 heads-up display system for the C-130J aircraft sustainment program.

Work will be performed 100% in Portland, Ore and is anticipated to be complete at the conclusion of the BOA in August 2013. Funds will be obligated as each job order is identified. This contract was competitively procured via Federal Business Opportunities, Navy Electronic Commerce Online, and the Naval Surface Warfare Center, Crane website with one offer received by the Naval Surface Warfare Center, Crane Division in Crane, IN (N00164-08-G-WT00).

July 30/08: Israel. The US Defense Security Cooperation Agency notifies Congress [PDF format] of Israel’s request for up to 9 stretched C-130J-30s, including a number of ‘non-standard’ equipment items associated with Special Forces use. The total value could be as high as $1.9 billion.

Read Israel Orders ‘Special’ C-130J-30s for full coverage.

Israel request

July 29/08: Qatar. DACIS reports that The Qatari Ministry of Defense has awarded Lockheed Martin an undisclosed contract for C-130J Hercules transports. While no DSCA announcement has been issued, there are civilian versions of the C-130 that would not require a Foreign Military Sale request. Later announcements reveal that Qatar ordered 4 planes.

The move comes just a couple of weeks after Qatar signed deals with an estimated $1.5 billion value, acquiring 2 C-17 strategic transport aircraft, and 18 AW139 light/medium utility helicopters. The Persian Gulf sheikhdom doesn’t have a real military transport fleet at the moment, just a VIP flight of business and passenger jets. With these 3 contracts, Qatar has now modernized its aged utility helicopter fleet, and acquired longer-range military transports to back that up. See subsequent announcement on Oct 7/08.

July 25/08: Iraq request. The US Defense Security Cooperation Agency announces [PDF] Iraq’s official request for 6 stretched C-130J-30 aircraft, which will supplement the 3 refurbished C-130E’s that currently form Iraq’s medium transport fleet.

The estimated cost is $1.5 billion, and the prime contractor will be Lockheed Martin Aeronautics Company in Fort Worth, TX and Rolls-Royce Corporation in Indianapolis, IN. Going forward, up to 10 U.S. Government and 10 contractor representatives will participate in 2-week long annual technical and program management reviews. Lockheed Martin and Rolls Royce aren’t the only contractors for this request, however, which also includes defensive equipment from Alliant Techsystems and BAE Systems. The detailed request includes:

Plus a stock of spare and repair parts, configuration updates, integration studies, support equipment, publications and technical documentation, technical services, personnel training and training equipment, foreign liaison office support, U.S. Government and contractor engineering and logistics personnel services, construction, and other related elements of logistics support.

Iraq request

July 17/08: Industrial. It was touch-and-go for a while, but the C-130J’s future now looks much more assured. Ross Reynolds, vice president of C-130 Programs for Lockheed Martin, announces that the company has notched 221 C-130J orders, with a current backlog of 58 aircraft. Flight International’s article adds that:

“Having dropped plans to upgrade its ‘Legacy Herks’ under Boeing’s troubled avionics modernization programme (AMP) the USAF has instead opted for new aircraft, based on a common airframe derived from the US Marine Corps’ KC-130J. The new requirement initially calls for 115 aircraft; initially comprising 78 HC-130Js for Air Combat Command and 37 MC-130Js for AFSOC. In anticipation of the huge new USAF requirement, Lockheed Martin says that it is ready to ramp up production to 24 aircraft per year from the current 12.”

July 15/08: Sub-contractors. Lockheed Martin holds a briefing at the Farnborough International Airshow 2008 concerning its new HC-130J and MC-130J configurations. In addition, Lockheed Martin discussed 3 new technologies that will become part of all future C-130Js: (1) a Global Digital Map Unit built by Israel’s Elbit Systems; (2) a TacView Portable Mission Display for mission planning and in-flight replanning, built by Canada’s CMC, who recently finished a delivery to US AFSOC for its AC-130H/U gunships; and CMC’s InegriFlight commercial GPS Landing System Sensor Unit to give the planes an Instrument Flight Rules and civil-certified Global Navigational Satellite System. Lockheed Martin release | CMC Electronics | Flight International re: TacView.

June 13/08: +6 SOCOM. The Air Force is modifying a firm fixed price contract with Lockheed Martin Aeronautics Company of Marietta GA by $470 million, as an unfinalized contract to buy 6 HC/MC-130J special operations aircraft. The aircraft will be bought in FY 2009, and this contract includes associated long lead material and non-recurring aircraft production efforts using FY 2008 advance procurement funding. At this time $75 million has been committed by the USAF/AFMC, Aeronautical Systems Center (ASC) at Wright-Patterson Air Force Base, OH (FA8625-06-C-6456 P00037).

The new variant will add several features to the baseline KC-130J, including Block 6.5 flight-control software, an extended service life wing, an enhanced cargo handling system, a boom refueling receptacle, and electro-optical/infrared camera, a combat systems station and armor.

This move effectively abandons an earlier option of holding a competition to replace existing HC/MC-130s. The USAF is authorized to replace the 68 oldest HC/MC-130N/Ps, including some that entered service in 1964. Whether it chooses to replace its entire inventory with C-130J variants remains an open question at this point; a future competition is not impossible. See also USAF release | Flight International.

May 30/08: Engines. Rolls Royce Corp. in Indianapolis, IN received a $9.7 million modification to a previously awarded indefinite-delivery/ indefinite-quantity contract (N00019-03-D-0002) for logistics support, technical engineering support services, and spare engines and associated parts for the U.S. Marine Corps KC-130J, which includes the AE2100D3 turboprop engine and R391 propeller.

Work will be performed at the Marine Corps Air Station Cherry Point, NC and is expected to be completed in November 2008. The Naval Air Systems Command in Patuxent River, MD is managing the contract.

May 28/08: HC/MC-130J. Lockheed Martin unveils its privately-developed HC/MC-130J at the ILA exhibition in Berlin. It can be refueled in flight, ad can also mount the KC-130J’s refueling pods to act as a tanker itself. Advanced imaging and radar systems for low-level night flights and battlefield surveillance, modern electronics including the addition of a dual-display combat systems operator station, and a wing with longer service life round out the enhancements.

This tailored common core special operations variant is intended to the HC-130N/P King Bird CSAR/tanker, MC-130E/H Combat Talon special forces transports, and MC-130P Combat Shadow special forces transports/tankers. Lockheed also hopes that this hopes new common core airframe will form the basis of a future gunship to replace existing AC-130s; see the Additional Readings section, however, for questions about the design’s appropriateness to the future Special Operations environment.

SOCOM has issued an official acquisition decision memorandum for 68 aircraft has now been issued to replace the older MC-130E, MC-130P and HC-130P aircraft, with an overall program target of 115 aircraft and an initial operational capability (IOC) date of 2012. In the absence of orders, Lockheed Martin has used private funds in order to ensure timely development, though India’s recent billion-dollar order of 6-12 MC-130J type aircraft has helped ease the risk. Lockheed Martin is also keenly aware that the larger Airbus A400M’s biggest disadvantage is the fact that deliveries are expected to begin in 2011, with a substantial order backlog of about 180 aircraft. By accelerating its own efforts, they place their future competitor at maximum disadvantage for the prestigious US SOCOM contract, which can then be levered into niche-role contracts with other countries looking to boost their special forces and search-and-rescue capabilities. Flight International.

HC/MC-130J design unveiled

May 9/08: Support. GE Aviation Systems LLC of Sterling, VA recveived a firm fixed price contract for $9.4 million to establish organizational level propeller repair capability for the C-130J aircraft at 8 different bases. At this time all funds have been committed. Robbins AFB, GA issued the contract (FA8504-080C-0002).

April 7/08: SAR. The USA decides to buy more C-130Js, and that means higher overall program costs which must be note in the Pentagon’s Selected Acquisition Reports release:

“Program costs increased $3,958.2 million (+49.0 percent) from $8,071.1 million to $12,029.3 million, due primarily to a quantity increase of 52 aircraft from 82 to 134 aircraft (+$2,937.8 million) and associated estimating and schedule allocations

  • (+$399.6 million). There were additional increases in initial spares (+$85.7 million) and other support costs (+$546.9 million) associated with the higher aircraft quantity. These increases were partially offset by decreases from the acceleration of the procurement buy profile (-$18.1 million) and withholds for higher Air Force priorities and programming changes (-$12.6 million).

…Quantity changes are estimated based on the original SAR baseline cost-quantity relationship. Cost changes since the original baseline are separately categorized as schedule, engineering, or estimating “allocations.” The total impact of a quantity change is the identified “quantity” change plus all associated “allocations.”

SAR – more C-130Js

April 2/08: Lockheed Martin announces delivery of a 6th C-130J Super Hercules to 41st Airlift Squadron, 463rd Airlift Group, at Little Rock Air Force Base, AR. The 41st, also known as the “Black Cats,” is the first active-duty C-130J combat squadron in the Air Force.

March 18/08: +2 KC-130J. A $133.2 million “undefinitized contract action” (UCA) for 2 FY 2009 KC-130J aircraft and the associated long lead materials and parts. At this time $30 million has been obligated. Kirtland AFB in NM issued the contract (FA8625-06-C-6456 P00033).

March 11/08: Engines. Rolls Royce Corp. in Indianapolis, IN received a $6.5 million modification to a previously awarded indefinite-delivery/ indefinite-quantity contract (N00019-03-D-0002) for logistics support, technical engineering support services, and spare engines and associated parts for the U.S. Marine Corps KC-130J, which includes the AE2100D3 turboprop engine and R391 propeller.

Work will be performed in Cherry Point, NC, and is expected to be complete in May 2008. The Naval Air Systems Command in Patuxent River, MD issued the contract.

Feb 29/08: USCG. Lockheed Martin delivers the first “missionized” HC-130J long-range surveillance maritime patrol aircraft to the U.S. Coast Guard for maritime search and rescue, maritime law enforcement and homeland security missions. Mission equipment includes installation of a belly-mounted surface search radar, a nose-mounted electro-optical infrared sensor, a flight deck mission operator station and a mission integrated communication system. The mission system installed on the HC-130J is derived from the same software series developed for the mission system pallet onboard the HC-144A (EADS-CASA CN-235) maritime patrol aircraft concurrently in testing.

Lockheed Martin is working within the Deepwater acquisition framework to deliver 3 fully-equipped HC-130Js under a under a fixed-price contract, and is on schedule to complete the aircraft In March 2008. A contract modification is expected to begin work on a 4th aircraft, which would give the Coast Guard an inventory of 6 HC-130Js. Lockheed Martin release.

USCG 1st missionized HC-130J LRSM

Feb 1/08: Support. A firm fixed price contract for $103.1 million for services that include logistics support, program management support, engineering services, repairs, spares and technical data in support of systems that are unique to the C-130J. This modification exercises option 1 of the contract, covering years 3-5. At this time, $12.5 million has been committed.

Parts that are shared with the rest of the C-130 Hercules fleet tend to be bought through pre-existing maintenance programs – partly because this is easiest, and partly because more aggregation improves the military’s bargaining position. The 330th ACSG/GFKA at Robins Air Force Base, GA issued the contract (FA8504-06-D-0001, PO 0006).

Jan 30/07: India order. The USA and India reportedly sign a Letter of Agreement for 6 C-130J-30 transports, plus additional communications equipment, spares, etc., and an additional option for 6 more planes that may be exercised by the Indian government at the same agreed-upon price.

India: 6 C-130J-30

Jan 16/08: Canada order. Canada signs a USD $1.4 billion contract for 17 C-130J aircraft, as replacements for about 23 aging CC-130 Hercules aircraft.

A 20-year maintenance deal with Lockheed Martin is also in the works, and will be finalized at a future date; the entire program is estimated to be worth about C$ 4.9 billion (currently $4.8 billion).

Canada: 17 C-130J-30

Nov 30/07: Engines. Rolls Royce Corp. in Indianapolis, IN receives an $11.1 million modification to a previously awarded indefinite-delivery/ indefinite-quantity contract (N00019-03-D-0002). It exercises an option for logistics support, technical engineering support services, and spare engines and associated parts for the US Marine Corps’ KC-130J aerial tankers/ transports, which are powered by Rolls Royce’s AE2100D3 turboprop engine and the R391 propeller.

Work will be performed in Cherry Point, NC, and is expected to be completed in May 2008. The Naval Air Systems Command in Patuxent River, MD.

Oct 25/07: USA multi-year deal offer. The Hill reports that Lockheed Martin has offered the US military a 5-year, $6+ billion deal for 120 C-130J, KC-130J, and C-130J-S (short) aircraft. What are the deal’s parameters? Why now? Short answer: a rival’s delays make a lock-in possible that would guarantee the aircraft’s future.

Oct 12/07: Britain. The UK Parliament’s Defence Committee examines Britain’s airlift capacity in light of current usage, A400M schedule slippages, and future needs. Key C-130J related excerpts from the document’s Q&A and government responses include:

“We share the Committee’s concerns regarding the medium and longer term consequences of the current high levels of use of the C-17 and C-130 fleets. We wish to reassure the Committee that we already monitor very closely the impact that flying rates have upon the expected life of our aircraft. We constantly monitor the fatigue that our aircraft are subject to in order to reassess our ability to maintain military capability in the future and enable early action to be taken where necessary. In the long term, the MoD is taking account of the reduced life-expectancy of its aircraft as a result of increased flying hours… The Department agrees with the Committee that some aircraft are incurring additional maintenance and repair activity as a result of the conditions in which they are employed. For example, the use of the C-130 Hercules onto natural surfaces rather than paved runways results in some unavoidable damage to the under-belly surface of the aircraft… . While the replacement of [earlier version] C-130K with 25 A400M will, overall, result in a one-for-one replacement, the increased payload and range of A400M roughly doubles the relative airlift capability offered by C-130K.”

See the full report: “14th Special Report. Strategic Lift: Government Response to the Committee’s Eleventh Report of Session 2006-07; HC 1025” [PDF format]

Oct 10/07: Italy support deal. Lockheed Martin, Alenia Aeronautica and Avio SPA have signed a EUR 97 million ($137.5 million) agreement to provide Long Term Support (LTS) for the Italian Air Force’s C-130J Super Hercules fleet. This Raggruppamento Temporaneo d’Impresa (RTI) is led by Alenia Aeronautica, and will provide joint support of the Italian C-130J/J-30 fleet of 22 aircraft for a period of 3 years.

Lockheed Martin’s portion of the contract is about $47 million; its responsibilities include integrated logistics support management, avionics/mechanical line replaceable unit repair service, on-site resident support , field service support, supply chain management, engineering support and technical publications updates. Finmeccanica release [PDF] | Lockheed Martin release.

Italy support

Oct 9/07: Delivery. Lockheed Martin announces that it has recently delivered the first KC-130J Tanker to US forces in Japan. Aerial Refueling and Transport Squadron 152 (VMGR-152), Marine Corps Air Station Futenma, took delivery of its first KC-130J on Sept 30/07, representing the 27th KC-130J to be delivered to the USMC.

The USMC Air Expeditionary Force has had 6 KC-130Js in theater since February 2005, which have flown 8,854 sorties totaling 17,398 flight hours. August 2007 set a deployment one month record with 318 sorties, 621.9 flying hours, just over 6 million pounds of fuel offloaded, and 127,014 pounds of cargo carried. Lockheed Martin release.

Oct 3/07: Support. Lockheed Martin Aeronautical Systems of Marietta, GA received a contract modification for $6.9 million, incorporating Engineering Change Proposal (ECP) 06-0700076R1 entitled, “Block 6.0 Installations and Production Non-Recurring.” This ECP will retrofit and install Block 6.0 on all currently fielded US Air Force and US Air Force Reserve C-130J, EC-130J, and WC-130J aircraft. A separate ECP is currently in work at the 657th AESS for production incorporation of Block 6.0, which will enable C-130J aircraft to be produced in the Block 6.0 configuration. At this time all funds have been obligated. For more information please call (937) 255-4599. USAF/AFMC Aeronautical Systems Center, Wright-Patterson Air Force Base OH (FA8625-06-C-6456, P00014).

FY 2007

US contract restructured; US JCA competition loss; Canada win; India request; Norway request. Deliveries: Denmark’s 4th & last.

C-130J Takeoff
C-130J-30
(click to view full)

Aug 3/07: +5. Lockheed Martin Aeronautical Systems in Marietta, GA received a firm-fixed-price contract modification for $322 million. This contract modification is an unfinalized contract for 5 more C-130J aircraft under the US Congress’ FY 2007 Global War on Terrorism supplemental funding. At this time, $161 million has been obligated. Work will be complete in December 2010 (FA8625-06-C-6456/P00021). Note that this figure has not yet been added to the budgetary totals above.

Aug 3/07: Lockheed Martin announces delivery of a 3rd “C 130J Super Hercules” to the 41st Airlift Squadron “Black Cats” at Little Rock Air Force Base, AK. The Black Cats are the first active-duty C-130J combat squadron in the Air Force, and one of the most highly decorated airlift squadrons in U.S. military history.

This was a minor tidbit, but the release also quoted Lt. Gen. Donald J. Hoffman, Military Deputy, Office of the Assistant Secretary of the Air Force for Acquisition at the Pentagon. He accepted the new C-130J on behalf of the “Black Cats” and said that: “As our aging intra-theater airlift and tanker fleets need replacing, we anticipate that the C-130J will be a competitive contender for those missions.”

Interesting. Note the use of the word “contender.”

July 11/07: Denmark. Lockheed Martin announces delivery of the 4th C 130J Super Hercules to the Royal Danish Air Force (RDAF), completing the current order. Denmark’s first C-130J was delivered in March 200,4 and began operational service only one month after arriving at the RDAF’s 721 Squadron in Aalborg, Denmark.

RDAF C-130Js are being deployed and used in missions around the world and have already accumulated nearly 5,000 flight hours. One RDAF C-130J operating in Kuwait over the past six months has flown 250 missions, transported 1,600 passengers and moved 500,000 pounds of cargo. RDAF C 130Js were also deployed in support of the tsunami humanitarian relief effort in Southeast Asia and to support the United Nations in Africa. In addition to operating in the hot, harsh conditions of both Southwest and Southeast Asia, RDAF C-130Js have successfully performed in extremely cold conditions as well. They fly to “Station North” in Greenland, the Danish Navy’s most remote base located only 580 miles from the North Pole.

Denmark – all 4 delivered

June 28/07: Support. Lockheed Martin Simulator, Training and Support in Orlando, FL received a firm-fixed-price contract modification for $7.65 million for C-130J Training, Block 6.0 (USAF) and Block 6.5 (USMC) upgrades. This work will be complete by September 2009. To date, total funds have been obligated. The Headquarters Aeronautical Systems Center at Wright-Patterson Air Force Base, OH issued the contract (FA8621-06-C-6300/P00009).

June 18/07: +1 KC-130J. A firm-fixed price contract modification not to exceed $64.2 million, for 1 additional KC-130J aircraft for the United States Marine Corps. The aircraft is being added to those awarded under contract FA8625-06-C-6456 P00008, on Dec 8/06 – see below. To date $32.1 million has been obligated (FA8625-06-C-6456/P00015).

This additional aircraft is being funded entirely by dollar savings realized by the USMC as a result of the conversion of the C-130J Multi-Year Procurement (MYP) contract from FAR (Federal Acquisition Regulations) Part 12 to FAR Part 15. This total of 5 aircraft will now be specified under one single proposal, and work will be complete by March 2010.

May 25/07: India. The US Defense Security Cooperation Agency notifies Congress [PDF] of India’s request for 6 C-130J Aircraft in Special Forces configuration, as well as associated equipment and services. The planes are destined for India’s special forces, and the total value if all options are exercised could be as high as $1.059 billion.

See full DID coverage of India’s buy.

India request

April 18/07: Norway. The US Defense Security Cooperation Agency notifies Congress [PDF format] of Norway’s request for 4 stretched C-130J-30 aircraft, as well as associated equipment and services. Lockheed Martin in Fort Worth, TX will supply the aircraft, and will be responsible for procuring and integrating the defensive systems. Rolls-Royce Corporation in Indianapolis, IN will supply the engines. The total contract values, if all options are exercised, could be as high as $520 million. DSCA adds that:

“Norway intends to use the C-130J aircraft for intra-theater support for its troops involved in worldwide operations. Additionally, the aircraft will be used for humanitarian relief operations in various locations to include the Sudan, the Middle East, and Afghanistan.”

The purchase encountered some political controversy, but American bureaucrats made extra efforts to expedite key approvals and move the sale forward. In the end, a deal was completed.

Norway request

Jan 31/07: Support. A $33.6 million firm-fixed-price with time & material and cost reimbursement contract modification. This contract modification will exercise period 2 options to purchase the following items: program and management data for 1-year, technical and engineering data for 1-year, engineering drawing for 1-year, logistics support data for 1-year, technical manual contract requirements data for 1-year, initial C-130J aircraft peculiar spares for 9 aircraft, reliability and maintainability program for 1-year, field service representative support for 1-year, ground maintenance station admin. support for 1-year. At this time, total funds have been obligated, and work will be complete January 2008. The Headquarters Aeronautical Systems Center at Wright-Patterson Air Force Base, OH issued the contract (FA8625-06-C-6456).

Dec 20/06: Support. A $37.5 million modification to a previously awarded indefinite-delivery/indefinite-quantity contract (N00019-04-D-0001) to exercise an option for logistics and technical engineering support and spares for the U.S. Marine Corps’ KC-130J aircraft and other Government C-130J aircraft. Work will be performed in Cherry Point, N.C. (85%); Miramar, CA (10%); and Okinawa, Japan (5%), and is expected to be complete in December 2007. The Naval Air Systems Command in Patuxent River, MD issued the contract.

Dec 8/06: +3 Js, +2 KC-130J. A $256.2 million firm-fixed-price contract modification to purchase 3 C-130J-30 transports and 1 KC-130J aerial tanker, as authorized and funded by the FY 2006 Global War on Terror (GWOT) supplemental authorization. This modification is an undefinitized contraction action (UCA) that will obligate 50% ($128.1 million) of the $256.2 million not-to exceed amount. These aircraft, slated for delivery in 2010, were authorized and funded by the FY06 Global War on Terror supplemental authorization. This contract brings the total number of C-130Js ordered to date to 186 (FA8625-06-C-6456/P00008).

A June 2007 modification brought the FY 2006 supplemental value to $320.4 million, for 3 C-130Js and 2 KC-130Js. See above. These figures have not yet been added to the budgetary figures above, pending question to the US military. Lockheed Martin release.

Nov 22/06: Canada. Ottawa Citizen – Lockheed wins $4.9B contract. The story contends that DND representatives did not seriously examine Airbus’ bid, and gives these details:

“The Conservative government has quietly named Lockheed Martin’s C-130J aircraft as the winner of a $4.9-billion bid to replace the military’s aging Hercules transport planes… The Canadian government will spend $3.2 billion to buy 17 of the aircraft and another $1.7 billion for a 20-year service contract for the planes. Lockheed, as the prime contractor, will be responsible for the maintenance contract as well. The contract for the planes is expected to be signed by the summer of 2007. The first aircraft will be required to be delivered three years after that.”

DID has a detailed, in-depth spotlight article covering Canada’s tactical airlift competition, its requirements, the proposed alternatives, and ongoing developments: “Canada’s CC-130s to Fail In 3 Years — $4B RFP for Replacements (updated)

Nov 21/06: No JCA joy. Lockheed Martin’s JCA protest is not successful. The reason their “shortened C-130J” was disqualified from the finals?

Their bid wouldn’t have provided jam-resistant GPS instrumentation until 2012, and its incorporation required the USAF to sign on to the existing upgrade contract for the C-130J fleet (FA8625-04-D-6425). The RFP, on the other hand, wanted the planes delivered with those systems installed. The other competitors complied, and even a clarification request to Lockheed didn’t wake them up. The GAO seemed none too happy with Lockheed Martin’s protest, either, stopping just sort of calling its arguments dishonest.

Nov 3/06: Support. Lockheed Martin Corp. in Orlando, FL received a $17.5 million firm-fixed-price contract for C-130J training, FY 2007 contractor logistic support, aircrew, training system support Center and FY 2007 change management. At this time, $17.25 million have been obligated, and work will be complete September 2007. The Headquarters Aeronautical Systems Center at Wright-Patterson Air Force Base, OH issued the contract (FA8621-06-C-6300).

Oct 25/06: US C-130J contract converted. The multi-year procurement contract for the C-130J Hercules is converted from a commercial item Federal Acquisition Regulation Part 12 to a FAR Part 15 military contract, with increased contractor overhead for costing data etc.

Read “C-130J Acquisition Program Restructured” for full coverage.

US restructuring

FY 2006 and earlier

24-year British support deal; Multinational upgrade; Cancellation threat in USA; Inspector General report says cancellation fee estimates wildly overstated; USMC’s KC-130Js operational; USAF accepts 1st C-130J; Delivery #100.

AIR_C-130J_UK_Underside_Bank.jpg
UK C-130 C5
(click to view full)

Oct 16/06: International block upgrades. Lockheed Martin announces a $110 million upgrade contract to bring the C-130J Super Hercules transports flown by Australia, Britain, Italy and Denmark to an agreed standard. See “C-130J Reaches USAF IOC, Adds $110M for Multinational Upgrades” for full coverage.

International upgrades agreement

Aug 14/06: JCA GAO protest. Lockheed Martin files a protest with the GAO and urges a freeze on the Joint Cargo Aircraft program until its complaint is resolved, following the exclusion of its shortened-fuselage C-130J from the JCA competition.

August 2/06: JCA loss. C-130J, CN-235 eliminated. The US Army informs Lockheed that its shortened C-130J does not qualify for the JCA, and also eliminates the EADS/Raytheon CN-235.

July 18/06: Support. A $10.5 million firm-fixed-price, time and material, and cost-reimbursement contract for production and installation of stepped frequency microwave radiometer modification kits for 10, WC-130J. This work will be complete August 2007. The Headquarters Aeronautical Systems Center at Wright-Patterson Air Force Base, OH issued the contract (FA8625-06-C-6456)

June 23/06: IG Report. The Washington Post reports on a Pentagon inspector general report, which claims that the purported $1.78 billion cancellation costs may have been overstated by up to $1.1 billion. According to the report, the estimate Rumsfeld was given was “incomplete and did not provide reliable information for making an informed decision,” leaving decision-makers incapable of rationally deciding the cost-effectiveness of continuing or terminating the contract.

Defense Secretary Rumsfeld had bowed to strong Congressional pressure when he decided not to terminate the C-130J program as he and the Pentagon had originally proposed. At the time, the cited reason was cancellation costs.

June 21/06: Support. The USAF issues a $112 million firm-fixed-price with time & material and cost reimbursement contract for:

  • C-130J Peculiar Spares (Initial) Existing Bases: (8 kits)
  • C-130J MATS Peculiar Spares: (1 Lot)
  • C-130J Readiness Spares Packages Air Force (Little Rock): (1 Lot)
  • C-130J Readiness Spares package ANG (Rhode Island): (1 Lot)
  • WC-130J High Priority Mission Spares Kits USAFR Keesler AFBG: (1 Lot)
  • EC-130J Quick Engine Retrofit Kit – FY06 (1 each).

At this time, $33.1 million has been obligated. Solicitations and negotiations were complete March 2006, and work will be complete January 2007. The Headquarters Aeronautical Systems Center at Wright-Patterson Air Force Base, OH issued the contract (FA8625-06-C-6456)

June 7/06: JCA bid. Lockheed Martin announces that they have proposed their in-production short-fuselage variant of the combat tested C-130J for the Joint Cargo Aircraft (JCA) program. JCA requirements called for an aircraft capable of short-field performance, able to transport a payload of 12,000 pounds, and designed to accommodate new technology such as defensive systems and state-of-the-art avionics.

Lockheed had been partnered with Alenia Aeronautica on the C-27J Spartan/”Baby Herc,” but that went awry. In the end, the shortened C-130J would be disqualified from the competition, which the C-27J won.

US JCA loss

June 2/06: Britain support deal. The UK MoD announces a GBP 1.52 billion contract ($2.86 billion at conversion) to Marshall Aerospace in order to support its fleet of C-130 Hercules transport aircraft over the next 24 years. As prime contractor, Marshall Aerospace will work in partnership with the UK Defence Logistics Organisation (DLO), the Royal Air Force, Lockheed Martin and Rolls-Royce to deliver the Hercules Integrated Operational Support (HIOS) programme. The HIOS programme will provide guaranteed levels of aircraft availability to a fleet that includes both older C3/C1 models (C-130K stretched and normal) and C4/C5 models (C-130J-30 and C-130J). See full DID coverage.

British support

May 24/06: Training. Lockheed Martin Simulator, Training and Support in Kennesaw, GA received a $32.7 million firm-fixed-price contract for C-130J Training Device Fuselage Trainer #2, Loadmaster Part Task Trainer, Aircraft Interface Monitor, Visual Awareness Recognition Screen, Weapon System Trainer Local Networking, Training System Support Career (5-months), Contractor Logistics Support (5-months), aircrew training (5-months) Instructor Operation Stration course, ISO Computer Base Trainer, Premium Training Time, and U. S. Marine Corps proposal prep. At this time, $20.2 million has been obligated. The Headquarters Aeronautical Systems Center at Wright-Patterson Air Force Base, OH issued the contract (FA8621-06-C-6300).

April 17/06: Engines. Lockheed Martin announces that the Rolls-Royce AE2100D3 engine powering the C-130J Super Hercules transport fleet has reached the 1,000,000 flight hour milestone. The engine also powers Alenia’s C-27J, but Lockheed’s figure is derived from 250,000 flight hours for the worldwide C-130J fleet (4 engines per C-130J). The “common core” AE engine line is manufactured in Indianapolis, IN.

As of this date, a total of 182 C-130Js are on order, and 136 have been delivered to the U.S., Air Force Reserve Command and Air National Guard, USMC, Coast Guard, the Royal Australian Air Force, Britain’s Royal Air Force, the Royal Danish Air Force, and the Italian Air Force.

1 million engine flight hours

Feb 1/06: Support. A $164 million firm-fixed-price, fixed-price award-fee, cost-plus fixed-fee, time-and-materials, and cost-reimbursement contract for sustaining services including logistics support, program management support, engineering services, spares and technical data in support of systems peculiar to the C-130J family.

At this time, $13.5 million has been obligated. Solicitations began August 2005, negotiations were complete in January 2006, and work will be completed by 2 years of sustainment service performance. The Headquarters Warner Robins Air Logistics Center at Robins Air Force Base, GA issued the contract (FA8504-06-D-0001).

Feb 1/06: Engines. Rolls-Royce Corp. in Indianapolis, IN received a $72.6 million firm-fixed-price contract for sustaining services in support of the C-130J propulsion system which includes the AE 2100D3 engine and Dowty’s R-391 propeller system. The contract includes logistics support, program management support, engineering services, spares and technical data. At this time, $18.9 million has been obligated. The Headquarters Warner Robins Air Logistics Center at Robins Air Force Base, GA issued the contract (FA8504-06-C-0004).

FY 2005 and earlier (incomplete)

KC-130J Hercules tanker
KC-130J refueling CH-53E

April 29/04: The U.S. Marine Corps announces that the commander of Operational Testing and Evaluation (OT&E) has “recommended full fleet introduction of the Lockheed Martin KC-130J [aerial tanker] for operational use.” Lockheed Martin release.

April 16/04: US Acceptance. The U.S. Air Force formally accepts its first Lockheed Martin C-130J Super Hercules. Lockheed Martin release.

USAF acceptance

Aug 6/03: Delivery #100. Lockheed Martin announces the delivery of the 100th C-130J Super Hercules airlifter. The customer is the Italian Force’s 46th Air Brigade based in Pisa, Italy.

#100

Additional Readings & Sources

News & Related Developments

  • Forecast International (Feb 3/11) – A400M, KC-390 Will Reshape Transport Market
  • Deutsche Welle (Nov 6/07) – Report: Half of Germany’s Military Planes are in Shambles. “…corrosion and wear and tear have turned over half of Germany’s [C-160] Transall planes into decrepit machinery. The sources apparently said that it was becoming more difficult to locate spare parts for the planes, some of which are more than 40 years old… Germany had originally planned to replace the remaining Transall planes with Airbus’ new A400M model by 2014, but that schedule may have to be revised due to recently announced delays in delivery.”
  • Defense News (Oct 29/07) – Airplanes on Life Support. Moseley, Wynne Plead: Let USAF Pull the Plug. They’re talking about aircraft that can’t fly but must be kept per Congressional directives, which includes a number of C-130E Hercules and KC-135E Stratotankers. “One C-130E Hercules from the 86th Airlift Wing at Ramstein Air Base, Germany, is so old and in such bad shape it cannot safely fly. Yet U.S. Air Force maintainers must tow it around the tarmac every so often to make sure its tires don’t go flat, and crank up the engines every month to make sure they still run… More than 20 percent of the service’s C-130Es are grounded or have significant flight restrictions…”
  • Aviation Week’s Defense Technology International (Jun 13/07) – A400M Could Dominate Strategic Lift. Also covers the C-17 program, and C-5 AMP/RERP upgrades. “The trend in airlift demand is going to place a premium on aircraft that carry more than a C-130. The goal of carrying Future Combat Systems vehicles on the C-130 has been abandoned. Even the new Mine Resistant Ambush Protected vehicles are so heavy that a C-130 will carry only one of them. And plans call for the Army to get bigger. If there is an airlift crisis in 2015-20, you read it first here.”
  • DID (April 4/07) – Keeping the C-130s Flying: Center Wing Box Replacements. On February 14, 2005, the US Air Force announced that they were grounding nearly 100 C-130E models because of severe fatigue in their wings, including a dozen that had been flying missions in and out of Iraq and Afghanistan. By November 2006, the USAF had kept 47 aircraft under flying restrictions, plus another 30 completely grounded because of the cracks. Other aircraft are expected to wear out as they fly, however, and the replacement program doesn’t expect to get ahead of the “grounding-restriction curve” until 2012.
  • National Defense Magazine (February 2000) – Industry Titans Vying for Early Lead in Cargo Aircraft Markets.

Competitors

Special Forces

  • Center for Strategic & Budgetary Assessments: Robert Martinage, Senior Fellow – Stealthy Mobility & Support: Aircraft for US Special Operations Forces. [PDF format] Feb 22/07 Presentation at CSIS – Future of SOF Aviation Project. Note payload requirements of only 20,000-30,000 pounds, less than the C-130.
  • StrategyPage (Aug 22/09) – Fly Hard, Pay Later. “…adding $4 billion worth of new aircraft… over the next five years. The 1st Special Operations Wing… 37 new C-130J… converting 17 of the aircraft to AC-130 gunships, to replace the 25 currently available… The 1st SOW flew 3,200 combat sorties last year, each of these averaging about four hours over hostile territory. There were also 4,200 training sorties, which mainly served to provide 3,200 new air crew for 1st SOW aircraft.”
  • Aviation Week (July 23/07) – Aircraft Requirements For AFSOC To Go Up. “Meanwhile, planners here also say requirements for specialized C-130-based transports and tankers for special operations could increase…”
  • Aviation Week (July 22/07) – Future Bomber a Foundation for Next-Gen Gunship
  • Military Aerospace Technology (March 16/05) – Next Generation Gunships. Includes significant details re: Lockheed Martin’s MACK concept, which may have a significant influence on future SOCOM aircraft.
  • Jane’s (Feb 7/03) – Concepts vie to win US special ops aircraft race. But the designs, including Lockheed’s MACK concept, are also aimed at the medium transport market.

Amphibious Ships For Sale, Sold: Australia’s Interim Buys

0
0
RFA Largs Bay
RFA Largs Bay
(click to view full)

The fate of a nearly-new British amphibious support ship, RFA Largs Bay, was all about timing.

Britain commissioned 4 of the 176m long, 16,200t Bay Class LSD amphibious ships to renew a very run-down capability. The new “Alternative Landing Ship Logistic” ships were built from the same base Enforcer template that produced the successful Dutch Rotterdam and Johann de Witt, and the Spanish Galicia Class. Britain ordered 4 of these ALSL/LSD-A ships into its Royal Fleet Auxiliary, and active use began with RFA Largs Bay’s commissioning in 2006. The ships’ combination of large internal spaces, a well deck for fast ship-to-shore offloading, and onboard helicopters make them potent assets in military and civil situations. By 2011, however, Britain’s fiscal situation was so dire that a strategic review marked RFA Largs Bay for decommissioning. The ship had sailed for just a fraction of its 30+ year service life, which was bad timing for Britain.

Others saw the situation as excellent timing. Especially Australia. They won the tender, and then went on to add a combination of leased, bought, and borrowed vessels to fill in for the RAN’s suddenly-unserviceable amphibious fleet. That hasty collection will have to do, until their new Canberra Class LHDs arrive in mid-decade.

Australia’s Awkward Amphibious Alternatives

LPA HMAS Manoora
HMAS Manoora
(click to view full)

Australia was always the most public contender for RFA Largs Bay’s services. By early March 2011, Australia’s opposition was openly calling for the Chief of Navy’s resignation, after Cyclone Yasi hit and the ADF had no amphibious ships available for disaster relief. HMAS Manoora had been decommissioned early due to significant wear and tear, HMAS Kanimbla was undergoing 18 months of repairs, and HMAS Tobruk’s corrosion was so serious that parts of the hull were only 2mm thick.

With its fleet aging, full repair times unpredictable, and no relief until its Canberra Class LHDs enter service around 2014-2015, the lease or purchase of a 16,000t Bay Class LSD offers an attractive way out in a region whose geography is defined by oceans, and where cyclones are frequent occurrences. Public reports surfaced almost immediately after the SDSR, an inspection team was in Britain before the end of January 2011, and by mid-March, the Australian government confirmed its decision.

RFA Largs Bay was bought for around A$ 100 million, a significant discount from its new-build price less than a decade ago. She was eventually renamed HMAS Choules. Chief Petty Officer Claude Choules served in the British Royal Navy in World War 1, and then with the independent Royal Australian Navy in World War 2. He died in May 2011, at the age of 110, and his legacy was deemed to be the most fitting way to honor Largs Bay’s own history. She was commissioned in Australia in December 2011.

Britain wasn’t the only vendor to benefit from Australia’s needs. HMAS Choules, whose cargo capacity exceeds HMAS Tobruk, Manoora, and Kanimbla combined, was the largest piece of the puzzle – but not the only one. With Manoora and Kanimbla retired, HMAS Tobruk tied up in drydock until May 2012, and Tobruk’s subsequent availability considered chancy at best, Australia realized that even with HMAS Choules down under, they still needed a back-up plan.

HMNZS Canterbury
HMNZS Canterbury
(click to view full)

That Plan B had 3 stages.

In the 1st stage, an arrangement with New Zealand made the 9,000t multi-role ship HMNZS Canterbury available in emergencies, assuming that New Zealand isn’t also in need of help. The 2 countries cooperate closely on defense matters and regional concerns, so this was the best immediate insurance, but Canterbury is New Zealand’s only amphibious vessel. She would be needed locally for any disaster that also affected New Zealand, and would already be sent to any other situation that was a major commitment of her own government. She also isn’t qualified yet to fly helicopters from her decks while at sea, and may not be fully qualified before 2015. That makes this option a slender reed for Australia, taken by itself.

Stage 2 added temporary charters from P&O Maritime, supplementing the RAN’s existing ships and the promise of HMNZS Canterbury’s assistance. RSV Aurora Australis was chartered for use during the Antarctic winter, and SOV Windermere for the 2011/12 typhoon season. These supply ships offered cargo carriage and helicopter capabilities, and Aurora Australis added full icebreaking capabilities. They would function as backups to Australia’s existing ships, either working with them to give the force extra cargo, supply shuttle, and helicopter capabilities, or carrying on as best they could in their place.

ACV Ocean Protector
ACV Ocean Protector
(click to view full)

Stage 3 was a longer-term buy, with the same goals as the charters but a time frame that stretches until at least 2016. This step was announced in December 2011, and in March 2012, Australia bought the commercial supply & support vessel MSV Skandi Bergen from Norway’s DOF Subsea Group for “under [A$] 130 million.” She was re-named ADV(Australian Defence Vessel) Ocean Shield, and introduced in June 2012.

The 6,500 tonne, 105m Ocean Shield has cargo space on deck and a helipad, but will need a port to offload anything too heavy for helicopters. The to-be-renamed ship’s main role will be disaster relief and humanitarian assistance, but her DNV classification of ICE-1B (able to move through new year ice flows up to 0.6m thick) with DEICE (measures to prevent ladders, decks and emergency doors and hatches from icing up) will also allow her to be used for patrols and missions in southern waters toward Antarctica.

Australia plans to base the ship in Sydney, at Garden Island. She will be operated by a management company under a future service contract, and that firm will recruit a crew of Australian civilian mariners. Australia’s Customs and Border Patrol, who already operate her sister ship ACV Ocean Protector, will be secondary users, and will assume full ownership once both Canberra Class LHDs have entered the RAN fleet.

Contracts & Key Events

2013

HMAS Choules returns to the fleet.

HMAS Choules Sydney Harbour
HMAS Choules
(click to view full)

April 12/13: HMAS Choules returns. The Australian DoD announces that the ship has returned on schedule, following a successful readiness assessment today.

“The ship will now participate in a number of minor amphibious exercises in North Queensland during May and June 2013 before joining other Navy ships in Exercise Talisman Sabre 13 off the Queensland coast. The Navy’s amphibious force includes Choules, the Landing Ship Heavy HMAS Tobruk, Australian Defence Vessel Ocean Shield, and three Landing Craft Heavy vessels.”

2012

MSV Skandi Bergen bought, becomes “ADV Ocean Shield”; ADV Ocean Shield delivered; HMAS Choules sidelines by transformer problems.

HMAS Tobruk, 2006 Exercise
HMAS Tobruk
(click for alternate view)

Nov 23/12: LSD. Australian Defence Magazine reports that HMAS Choules’ “premature aging” problem extends to all of its transformers, and although the varying levels are “within operational limitations,” an $A 10 million repair is about to sideline the ship until April 2013:

“Following consultation with the transformer manufacturer, the Defence Materiel Organisation, the Defence Science and Technology Organisation, Lloyds Classification Society and the UK Ministry of Defence, the Chief of Navy has made the decision to replace the remaining four transformers on the Choules before the ship returns to sea.”

This means that Australia will be limited to HMAS Tobruk and ADV Ocean Shield during the 2012 typhoon season.

Sept 21/12: LSD drops. After HMAS Choules blew an electrical transformer and had to leave Exercise Hamel, Siemens checked the others and said they were “within specifications.” A deeper inspection became possible once the 2 starboard (right-side) propulsion transformers were removed has found more wear than they were supposed to have, and the “premature aging” problem is replicated across all remaining transformers to varying degrees.

Siemens is now working with DSTO and on-site support, and the UK Ministry of Defence has also been contacted. Premature aging isn’t fatal, but it does mean revised dates for maintenance and replacement after the analysis is done. If the analysis can understand why it’s happening, it might even be preventable, so long as no basic ship design issues are in the way. AAP, via Australian Defence Magazine.

July 2/12: Ocean Shield arrives. The latest MSV Skandi Bergen arrives in Australia, and is re-named Australian Defence Vessel (ADV) Ocean Shield.

She will serve alongside her customs sister ship, ACV Ocean Protector, until her own transfer to customs once HMAS Canberra is commissioned.Australian DoD.

ADV Ocean Shield

June 14/12: Lights out for Choules. HMAS Choules is steaming north from Sydney to Exercise Hamel off Shoalwater Bay in Queensland, when a transformer failure cuts 50% of her electrical power. The ship has to limp home. The RAN is working to diagnose the source of the problem, which Britain’s RFA has reportedly characterized as very unusual. Adelaide Now | The Australian | Daily Telegraph.

Choules limps home

April 18/12: Ocean Protector. Australia’s DoD responds to DID’s enquiries regarding the identity of the purchased ‘Skandi Bergen,” and clears up the confusion. A November 2010 publication had said that Australia already owned the Skandi Bergen, and that she is MSV Ocean Protector. The DoD response explains:

“The Ocean Protector was known as the Skandi Bergen prior to the ship being leased by the Australian Government at which time it was re-named. Ocean Protector’s unique IMO number is 9374260.

The Australian Government is purchasing a new offshore support vessel from the same company (DOF Subsea Group) [and this vessel] is also called the Skandi Bergen. This new vessel will also be re-named. Its unique IMO number is 9628374.”

March 31 – April 3/12: Bergen brouhaha. The Canberra Times publishes a stinging article, accusing the DoD of buying a ship with “no amphibious capability whatsoever” that is “useless” to the Navy, and circumventing the military to do it. Australia’s DoD, which has a history of engaging directly with public criticism, did just that, defending its choice.

They’re on reasonably firm ground. Cyclone Yassi did reveal key weaknesses. HMAS Tobruk isn’t expected out of her A$ 20.6 million drydocking refit until May 2012, and even then, availability isn’t guaranteed given her age. That puts a lot of onus on HMAS Choules, and no ship is available 100% of the time. The RAN has been chartering similar support vessels since May 2011, and announced its intent to buy a ship like that in December 2011. Unlike Australia’s recent F/A-18F Super Hornet acquisition, this was not a surprise buy; Defence minister Stephen Smith followed up with an explicit statement that “The purchase of Skandi Bergen was effected on the advice of Defence, Navy and the Defence Materiel Organisation.”

The question of amphibious capability is greyer. The article sets the bar at roll-on, roll-off (RO-RO) capability, which is actually lower than most usages that require the ability to unload at austere or damaged ports. Unlike available high-speed catamarans from Australian shipbuilders Austal and Incat, Skandi Bergen can’t do that herself. On the other hand, her combination of flexible space for cargo or humans, helipad, and robust seakeeping ability that includes some ice-in situations, makes her far from useless. The RAN essentially traded speed, ro-ro capability, and austere port capability, for the ability to cope with more difficult weather conditions and a wider range of non-wheeled cargo options. Chief of Navy, R.J. Grriggs, adds that while CBP’s needs did not drive the need to buy a 3rd vessel, once that decision was made, then the project “was subsequently, and very sensibly, expanded to capitalise on the broader Whole of Government need over the longer term.” Canberra Times | Australia’s DoD responds.

March 19/12: Buying Skandi Bergen. The Australian government has agreed to purchase the Offshore Support Vessel MSV Skandi Bergen, describes by the DoD as a 6,500 tonne sister ship to Customs and Border Patrol’s ACV Ocean Protector, for “less than [A$] 130 million.”

MSV Skandi Bergen is 105m long and 21m wide, with accommodation for up to 100 people, more than 1000 square meters of deck area for supplies or people, and a helipad. She will enter into service in the middle of 2012, under a civilian crewing arrangement and a contracted management company. Once in service, the renamed ship’s primary mission is to transport troops and supplies in support of humanitarian and disaster relief operations domestically and in the region, with a secondary Customs and Border Protection role patrolling the southern waters toward Antarctica.

That price certainly highlights the A$ 100 million bargain Australia got with RFA Largs Bay, which is more than twice as large, and has highly specialized military capabilities. Even so, the A$ 130 million purchase cost is more than the A$ 100 million or so that the government would pay for twice-yearly charters through 2016, based on experience to date. The key justification is that it gives Australia a long-term asset that can serve for decades. It will be turned over to Customs and Border Protection once both LHDs have arrived, which is expected to happen around 2016. Australia DoD.

ACV Ocean Shield bought

Jan 30/12: Support competition. UK-based A&P Group and Thales Australia have signed an partnership agreement focused on through-life support services to HMAS Choules.

A&P Group supported all 4 Bay Class ships through a 2008 British integrated Cluster Contract, and currently has an interim support contract with Australia’s DMO for HMAS Choules. The team will compete for a long-term support arrangement in Australia, and Thales Garden Island facility in Sydney, New South Wales will be their key Australian location. Thales Group.

2010 – 2011

HMAS Manoora and HMAS Kanimbla both decommissioned; Australia bids on RFA LArgs Bay and wins, renames it Choules; Aurora Australis and OSV Windermere chartered as stopgaps; HMNZS Canterbury will assist if possible; RAN will buy 1 more supplementary ship.

RSV Aurora Australis, 2006
PRSV Aurora Australis
(click to view full)

Dec 13/11: 1 more ship. The Australian government announces that it intends to buy 1 more “humanitarian and disaster relief ship”, as a further stopgap, until the huge Canberra Class LHDs begin showing up.

They’re looking for a commercial off-the-shelf vessel that requires minimal modifications in order to transport troops and supplies. They hope to bring it into service in 2012, and intend to man it with a civilian crew, something that US Military Sealift Command already does with its supply ships.

Dec 13/11: LSD commissioned. HMAS Choules is commissioned in Fremantle, Australia. “Its cargo capacity is the equivalent of the Manoora, Kanimbla and Tobruk combined.” On the other hand, it can only be in 1 place at 1 time. Australian DoD.

HMAS Choules

Nov 25/11: Kanimbla’s end. HMAS Kanimbla is formally decommissioned. Operationally, it changes nothing. With typhoon season beginning, however, the ceremony underscores the fact that until Choules arrives, the RAN is left with HMAS Tobruk, the chartered Windermere (vid. Oct 18/11 entry), some landing craft, and an agreement that New Zealand’s HMNZS Canterbury would arrive if available. See: Australian DoD | Speech by RADM Steve Gilmore.

Kanimbla retired

Oct 19/11: LSD. ADF Ship Choules is formally handed to the Australian Defence Force at Falmouth Dockyard in the United Kingdom. She will set sail for Australia in November, arriving in Western Australia in mid-December to be officially commissioned as HMAS Choules. Australian DoD | Herald Sun.

Oct 18/11: Windermere charter. The Aurora Australis charter has expired, but the Antarctic winter season is followed by typhoon season. Australia has followed up with a 2nd charter of another vessel, the Offshore Support Vessel Windermere. P&O Martitime leased Hallin’s flagship, which will serve Australia under an A$ 9.4 million charter from October 2011 until January 2012, with the option to extend until February 2012.

The 80m Windermere is capable of supporting 100 passengers and 20 crew members, carries up to 1,000t of cargo, and sports a 700 m2 deck, and has an elevated helipad at the bow that can support helicopters up to NH90/ Super Puma weight. Australia DoD | P&O Maritime [PDF] | Hallin | The Australian.

OSV Windermere charter

Aug 18/11: HMAS Kanimbla to retire. The Australian government decides to decommission HMAS Kanimbla. This is several years ahead of the planned 2014 date, but the RAN estimates that it will take A$ 35 million to fix the ship, which would only make it available from the end of repairs in mid-2012 to its planned decommissioning in 2014. With the Largs Bay purchase complete, that didn’t strike them as a good use of funds.

The decision follows a September 2010 “operational pause” for Kanimbla, imposed by the Chief of Navy after seaworthiness concerns were raised. It also follows the February 2011 decision to decommission her sister ship, HMAS Manoora. RAN.

Aug 13/11: LSD renamed. RFA Largs Bay is formally renamed Choules, after a Chief Petty Officer WWI veteran who died earlier this year at the age of 110. RAN.

July 27/11: Largs Bay inspections. While the May 11/11 announcements cited inspections that had found “no major defects,” reports circulate that the minor defects in Chief Engineer Officer Captain DA Wardell’s report included failure of the main engine room shut-down vents; fragility of the chilled water plants; suspect cargo lift systems; fragility of the vacuum toilet system; steering pump fragility; and lack of chemical treatment in the chilled and boiler water systems. Larger-scale risks included overheating of the propulsion motors and transformers if run at full speed in warm seas, and faulty HVAC systems that “could cause respiratory problems among passengers and crew – in particular legionnaires disease” [legionella pneumonia]. Some of these issues are design issues, rather than mechanical issues. In response, the minister says that:

“That report… [we] had access to. There are also other reports and trials and tests that were done. And the very strong advice I have is that this is a good ship… which compares very favourably with the ships that it is intended to replace… We’ve got a complete documentary record of this ship [unlike previous purchases]… Any ship that’s been used will have maintenance or repair issues but we’re very confident about this ship and to suggest that it won’t do the job, in my view, is completely erroneous.”

See: Minister’s Sky News interview | Melbourne Herald-Sun.

July 18/11: Reform. Labor Party defense minister Stephen Smith, Jason Clare the Minister for Defence Materiel, and Paul Rizzo release their requested report: “Plan to Reform Support Ship Repair and Management Practices.” It follows serious failures in the legacy amphibious ship fleet, and acknowledgement of widespread issues in the Royal Australian Navy with engineering and ship maintenance generally.

All 24 of Mr. Rizzo’s recommendations are accepted, and he himself will be in charge of chairing the implementation committee he recommended. Two-star Commodore Michael Uzzell is also promoted to a new position: RAN Head of Engineering. Report page with Full Report [PDF format] | Australian DoD release and transcript | Sky News interview.

May 27/11: Manoora decommissioned. The Australian Navy formally decommissions HMAS Manoora. Source.

Manoora retired

May 11/11: Trifecta. Australia’s Navy announces that the government has signed a Letter of Intent with the UK Government, made the first 2 of 3 agreed-upon GBP 22 million payments, and successfully conducted sea trials and private inspections. International shipping firm Teekay Shipping Australia found no major defects.

The next step is to consider what modifications are necessary for Australian use, to be followed by government approval of any plan. They still expect Largs Bay to arrive down under in late 2011, and be ready for use in 2012. Even so, Australia still faces key gaps ahead without an amphibious ship. HMAS Tobruk has entered a 2-month maintenance period, and will also face 6 weeks of dockside preparations for cyclone season in September and October 2011.

The government has an agreement with New Zealand for joint use of the multi-role HMNZS Canterbury during Tobruk’s maintenance periods, but New Zealand will always have priority use. The government responded with an A$ 3.38 million charter of the 94m long range icebreaker and support ship Aurora Australis, from P&O Maritime Services. She can carry 700 metric tonnes of cargo, transport 116 passengers, embark watercraft, support helicopter operations, and support bases in the Antarctic with limited or no port facilities. This ship is chartered from May 8/11 to June 30/11, with options that could extend it to the end of July.

LSD bought, HMNZS Canterbury MoU, PRSV Aurora Australis charter

LSD Largs Bay
RFA Largs Bay
and cruise ship
(click to view full)

April 6/11: Australia wins Largs Bay. Australian Minister for Defence Stephen Smith announces that Australia’s bid for HMS Largs Bay was successful. Speaking of the future HMAS Largs Bay (or whatever Australia decides to rename it), he says that:

“Its flight deck has room for two large helicopters and can also carry around 150 light trucks and 350 troops. Its cargo capacity is the equivalent of the Royal Australian Navy’s entire amphibious fleet… The ship has been acquired for £65 million (approximately [A$] 100 million). Teekay Shipping Australia has thoroughly inspected the ship and found that: “The ship presents very well, and from a technical point of view, there are no major defects.” “

The Royal Australian Navy will still conduct sea trials once Largs Bay arrives, expected to happen before the end of 2011. The ship is expected to be operational in early 2012. Australian DoD.

Winning LSD bid

March 16/11: LSD. Australian Minister for Defence Stephen Smith confirms that the government is bidding on RFA Largs Bay:

“Firstly, today, London time, we will formally enter a bid for the purchase of a large, heavy amphibious lift vessel, a Bay Class from the United Kingdom. I’ve spoken about this publicly before. But we’ll put our formal bid in today to purchase the vessel… So we’re – we are very keen to pick up the Bay Class to cover that amphibious lift capability, and the C-17s have been a very useful asset for us, and getting another one will really help us in terms of our flexibility. So, very pleased with both of those initiatives occurring this week in terms of acquisitions.”

A subsequent Canberra Times report quotes the Australian Strategic Policy Institute, who estimates a price in the low $100 million region, for an almost-new ship that cost 2-3 times that much to build. Britain’s decision is expected in April 2011. Canberra Times | Sky News interview transcript | ABC 24 interview transcript.

March 8/11: LSD. Reports surface that Australian defence minister Stephen Smith will use his official visit to Europe for a NATO/ISAF meeting of defense ministers, in order to pursue the lease of RFA Largs Bay to the Royal Australian Navy.

Australia is said to be in competition with Brazil, Chile and India. Defence Management | Newcastle, UK’s Evening Chronicle.

Feb 15/11: We need a plan. Australia’s government appoints an independent team of experts “to develop a plan to address problems in the repair and management of the amphibious and support ship fleet.” Australia’s DoD outlines the team and its mandate.

Feb 1/11: HMAS Manoora to retire. The Government announces that HMAS Manoora will be decommissioned, on the advice of the Chief of Navy. The 40 year old Manoora was placed on “operational pause” by a Seaworthiness Board in September 2010, after an examination revealed significant hull corrosion and the replacement of both gear boxes,which would cost over A$ 20 million and take until April 2012. Since Manoora was scheduled to be decommissioned at the end of 2012, the RAN opts to retire her. Australian DoD.

Jan 21/11: LSD. Newcastle, UK’s Evening Chronicle reports that an Australian DoD delegation has traveled to the UK to inspect RFA Largs Bay.

November 2010: STX Canada/US Marine’s Horizons magazine [PDF] includes a feature about the ACV Ocean Protector – which it says is the former Skandi Bergen:

“STX Marine has supported SEAFORCE and their ship manager Teekay Shipping (Australia) in the conversion of DOF’s offshore ROV vessel “Skandi Bergen” to her new role as a Customs and Border Protection Service patrol vessel for Australian waters… The modified vessel has been named “ACV Ocean Protector”, and entered operational service in the last month.”

That certainly makes the March 2012 purchase somewhat confusing, but the 2 Skandi Bergens are different vessels. The firm also adds background to the modifications involved, which will disappoint James Bond, but seem reasonable for her new mission:

“STXM was in a unique position to provide support for this project, having participated in the initial design, with sister firm STX Norway Offshore Design (then Aker Yards Projects). The project involved designing a new deckhouse module, fitted on the aft deck, to house accommodation for additional persons, potential illegal immigrants, and illegal fishermen detained during the course of CBP’s duties. The deckhouse also provides a Medical Centre and changing facilities for the CBP personnel prior to boarding two of the newly fitted Customs Rescue Tenders (CRTs). In addition to the deckhouse and CRT davits, STXM detailed modifications to allow the installation of a net winch (including a new transom door), a towing bracket, and facilities for securing containers to the deck. Raised walkways were also designed to provide access to the new CRTs and the existing rescue boat. Internally, the ship was modified to provide gym facilities for the CBP crew, and the recreation facilities were expanded. The heli reception and wheelhouse were reconfigured to suit CBP requirements. The modification was carried out by Forgacs Engineering dockyard in Newcastle, Australia. DOF removed the ship’s ROV(Remotely-Operated underwater Vehicle) equipment prior to the vessel leaving for Australia. The vessel’s moonpools were sealed shut at this time.”

Oct 18/10: RFA Largs Bay chopped. Britain’s new government releases its 2010 Strategic Defense and Strategy Review [PDF], which plans to remove RFA Largs Bay from the fleet.

Additional Readings

Appendix A: Largs Bay – Other Potential Customers

LPD-14 USS Trenton Docked
LPD 14 Trenton,
now INS Jalashwa
(click to view full)

The potential availability of RFA Largs Bay for lease or purchase was an opportunity for several nations who have close ties to Britain, and a strong military need.

Canada’s 2006 “Joint Support Ship” program was a proper mess by 2011, after failing to deliver amphibious support capabilities at an affordable cost. On the other hand, the Canadian DND was generally seen as far too hidebound, and its government as too paralyzed by the need for economic handouts in its military projects, to consider a Bay class bargain. They had also been burned before by used British ships, in the Oberon Class submarine deal.

Whatever the reason, the opportunity produced no apparent movement in Canada.

India has been beefing up its own amphibious support capabilities with the induction of INS Jalashwa, formerly USS Trenton [LPD 14], in 2007. The Jalashwa has proved its usefulness since, and was used in the 2011 evacuation of Indian civilians from Libya. The Indian government has even expressed a strong interest in adding more amphibious support/ assault ships to its fleet.

India was reportedly a bidder for the ship’s services, but their extremely slow pace of decision making is a significant handicap. They did not win.

If negotiations with Australia had faltered, RFA Largs Bay’s new home might have been in Latin America.

Brazil has very extensive coastal responsibilities, a sizable Marine Corps, and a Navy whose frigates are either British designs, or former British ships. Its only 2 full-size LSD amphibious ships are former American Thomaston Class vessels, and the newest was built in 1956. It does employ 2 former British LSTs, however: Falklands War veterans Sir Bedivere (NDCC Almirante Saboia) and Sir Galahad (NDCC Garcia D’Avila) were added in 2008-2009.

Chile has a long coastline, and a major earthquake in February 2010 sharpened local appreciation of the kind of aid an amphibious ship can bring. Half of its frigates, including the country’s flagship, are former British Type 22/23 ships, and naval relations with Britain are very good. Its government has shown that it can move quickly, and the decommissioning of LST 93 Valdivia (ex-USS San Bernardino) leaves a hole in its capabilities. The bad news is that the earthquake has left the country with a large reconstruction bill, but any interest from that quarter must be regarded as serious and competitive. That interest continued, and eventually led to a second-hand purchase of the French LSD FS Foudre.

LCAC Hovercraft: US Navy’s Champion Schleppers Get SLEPped

0
0
US Navy LCAC Brushes Shoreline
LCAC versatility
(click to view full)

The US military calls them Landing Craft, Air Cushion (LCAC). They’re high-speed, fully amphibious hovercraft capable of carrying a 60-ton payload (75 tons in overload) over water and land at speeds in excess of 40 knots and a nominal range of up to 200 nautical miles. Carrying equipment, troops, and/or supplies, the LCAC launches from inside the well deck of an amphibious warship, then travels the waves at high speed, runs right through the surf zone near the beach, and stops at a suitable place on land. Its cargo walks or rolls off. The LCAC returns to the surf to pick up more. Rinse. Agitate. Repeat.

LCAC ashore
LCAC, ashore
(click to view full)

A total of 91 LCACs were built between 1984-2001, and their design itself dates back to the 1970s. They require regular maintenance, refurbishment, upgrades, and even life extension programs to keep them operational into the future. This free-to-view Spotlight article will covers the program from 2005 forward, tracking contracts and key events.

The LCAC Program and its SLEPpers

LCAC Boarding USS Denver LPD-9
LCAC into LPD-9
(click to enlarge)

Many militaries rely on slower and less expensive LCM (Landing Craft, Mechanized) boats, LCUs, and related small landing craft. By using hovercraft, however, the US military gives itself additional options for traversing difficult terrain like marshes, broadens its potential landing zones, and buys fast ferry services that can build up a landing zone more quickly. These same traits make LCACs extremely well-suited to humanitarian missions, as shown after the South Asian tsunami and in the wake of Hurricane Katrina.

Contracts for 91 LCACs were approved through FY 1997, with 91 craft delivered to the Fleet by the end of 2000. Of the LCACs in service, the US military’s EXWAR.ORG reports that 7 have reportedly been disassembled for FGE, 10 are in deep Reduced Operation Status (ROS), 2 are held for R&D, and 36 are in use on each coast.

LCAC SLEP extends the expected service life of the LCAC by 50%, from 20 years to 30 years. The program began in late 2000, and includes two sub-programs:

The “C4N” (Command, Control, Communications, Computers, and Navigation) sub-program replaces the LN-66 radars with modern, high-power P-80 radar systems. The SLEP will also include open-architecture electronics relying on modern commercial-off-the-shelf (COTS) equipment, which allows much easier incorporation of precision navigation systems, new communications systems, et. al. LED screens and LED keyboards use less power than the old Cathode Ray Tubes and the bulb-type indicators, and generate less heat. When coupled with the air-conditioning that has been added to the LCAC command modules, the hovercraft’s crew and electronics are given a better environment.

Other improvements are more “hardware-oriented,” and include:

  • Engine upgrades to ETF-40B configuration that will provide additional power and lift (especially in environments over 100 degrees), reduced fuel consumption, reduced maintenance needs, and reduced lift footprint.
  • Replacement of the LCACs’ “buoyancy box” to solve corrosion problems, incorporate hull improvements, and extend their fatigue-limits.
  • A new deep hovercraft skirt to reduce drag, increase the performance envelope over water and land, and reduce maintenance requirements.

LCAC-related Contracts, 2005 – Present

FY 2010 – 2013

8 SLEP.

LCAC
Landed.
(click to view full)

April 1/13: Engines. Vericor Power Systems LLC in Alpharetta, GA receives a $12.1 million contract modification for the manufacture, testing and delivery of 8 LCAC ETF40B Marine gas turbine engines as well as the repair/refurbishment of 8 output group modules for LCAC engines. Each LCAC uses 4 turbines, so this will provide for another 2 overhauled LCACs. That makes 8 hovercraft worth since the February 2012 award that specified 8 SLEPped LCACs. Guess funds are a bit tight with everything going on in Washington.

Work will be performed in Alpharetta, GA (90%), and Winnipeg, Manitoba, Canada (10%), and is expected to be completed by February 2014. All funds are committed immediately. US Naval Sea Systems Command in Washington, DC manages the contracts (N00024-12-C-4154).

April 1/13: Engines. Vericor Power Systems LLC in Alpharetta, GA receives a $12.1 million contract modification for the manufacture, testing and delivery of 8 LCAC ETF40B Marine gas turbine engines as well as the repair/refurbishment of 8 output group modules for LCAC engines. Each LCAC uses 4 turbines, so this will provide for 2 overhauled LCACs.

Work will be performed in Alpharetta, GA (90%), and Winnipeg, Manitoba, Canada (10%), and is expected to be completed by February 2014. All funds are committed immediately, using FY 2013 Shipbuilding and Conversion budgets. US Naval Sea Systems Command in Washington, DC manages the contracts (N00024-12-C-4154).

July 6/12: SSC. Textron, Inc. in New Orleans, LA wins a $212.7 million fixed-priced incentive-fee contract for the detail design and construction of a ship to shore connector (SSC) test and training hovercraft successor type to the LCAC. This contract includes options for up to 8 production SSC hovercraft, which could bring the cumulative value to $570.5 million.

Read “Ship to Shore Connector: the USN’s New Hovercraft” for full coverage.

SSC successor program begins

May 7/12: Engines. Vericor Power Systems, LLC in Alpharetta, GA receives a $23.6 million firm-fixed-price contract for the manufacture, testing, and delivery of 16 ETF40B marine gas turbine engines in support of the LCAC SLEP program, and the repair/refurbishment of 16 output group modules for LCAC engines. That would cover 4 LCACs.

This contract includes options, which could bring its cumulative value to $60.7 million. Work will be performed in Winnipeg, Manitoba, Canada, and is expected to complete by June 2013 (N00024-12-C-4154).

Feb 27/12: +8 SLEP. L-3 Unidyne, Inc. in Norfolk, VA receives a pair of contracts worth $68.2 million, to SLEP a total of 8 LCACs – 4 on each coast. This brings the number of announced LCAC SLEP orders to 30 hovercraft between April 2005 and the present.

Contract #1 is a $31.4 million modification to SLEP 4 of Assault Craft Unit Four’s hovercraft in Virginia Beach, VA, and is expected to complete by February 2014 (N00024-12-C-2402).

Contract #2 a $26.8 million modification to SLEP 4 of Assault Craft Unit Five’s hovercraft in Camp Pendleton, CA, and is expected to be completed by February 2014 (N00024-12-C-2403).

Sept 26/11: Support. GE Aviation Systems, LLC’s Dowty Propellers in Sterling, VA receives a not-to-exceed $6.7 million unfinalized contractual action against an existing basic ordering agreement to repair marine propellers used aboard LCAC vessels. Work will be performed in Sterling VA (85%), and in the United Kingdom (15%), and is expected to be complete by February 2014.

One company was solicited for the non-competitive requirement, and 1 offer was received. $3.35 million is committed. NAVSUP Weapons System Support in Mechanicsburg, PA manages the contract (N00104-11-G-A004).

Jan 20/11: Engines. Vericor Power Systems LLC announces a firm fixed-price contract for up to 34 of its ETF40B marine gas turbine engines, and overhaul of related hardware for the US Navy’s FY 2010/2011 LCAC Service Life Extension Program (SLEP). This would cover 8 LCACs, plus 2 spares.

The firm adds that they will be offering their TF60B for the US Navy’s new Ship-to-Shore Connector LCAC replacement program. The new engine is based on the TF40/ETF40B, but adds improvements. For instance, its power-producer is mounted to a heavy duty marine inlet module on the craft, which aims to eliminate major alignment and maintenance problems on the LCAC. The TF60B engine test schedule continues, with performance testing slated for spring 2011 at Naval Air Station Patuxent River, MD.

Nov 15/10: Engines. Vericor Power Systems, LLC in Alpharetta, GA receives a $16.7 million firm-fixed-price contract for 12 of the LCAC’s ETF40B marine gas turbine engines. Work will be performed in Winnipeg, Canada, and is expected to be complete by July 2012. This contract was not competitively procured by US Naval Sea Systems Command in Washington, DC (N00024-11-C-4113).

Nov 4/10: Support. L-3 Services, Inc.’s Unidyne Division in Norfolk, VA wins a $473,469 contract for LCAC 55 Continuous Maintenance Availability (CMAV), including miscellaneous electrical, mechanical, and structural repairs. Work will be performed at a government facility.

It is a good illustration of the fact that the LCAC fleet is also maintained and overhauled using a number of smaller contracts which do not reach DefenseLINK’s $5 million announcement threshold. An Oct 27/10 solicitation for LCAC 51 is similar, but is a small-business set aside. US FedBizOpps.

FY 2008 – 2009

9 SLEP.

LCAC Relief, Haiti
LCAC in Haiti, 2009
(click to view full)

Sept 29/10: +3 SLEP. L-3 Services, Inc.’s Unidyne Division in Norfolk, VA wins a $14.5 million firm-fixed-price contract for service life extension program on LCACs 63, 72 and 74. This contract includes provisions for over and above work, which could bring its cumulative value to $17.5 million. Work will be performed in Camp Pendleton, CA, and is expected to be complete by August 2012. This contract was competitively procured via the Federal Business Opportunities website, with 5 proposals solicited and 2 offers received. The Southwest Regional Maintenance Center in San Diego, CA manages this contract (N55236-10-C-0012).

Aug 11/09: +3 SLEP. Oceaneering International, Inc.’s Marine Services Division in Chesapeake, VA receives a $13.6 million contract modification to extend the service life of 3 LCACs via repair and upgrade of the buoyancy box, gas turbine engine replacement, installation of a new skirt, installation of an integrated C4N equipment package, craft alterations, and repair work.

Work will be performed in Norfolk, VA, and is expected to complete it by August 2012. The Naval Sea Systems Command in Washington Navy Yard, Washington, DC manages the contract (N00024-09-C-2240).

May 26/09: +3 SLEP. Oceaneering International’s Marine Services Division in Chesapeake, VA won a $14 million firm-fixed-price contract to extend the service life of 3 LCACs via repair and upgrade of the buoyancy box, gas turbine engine replacement, installation of a new skirt, installation of an integrated C4N equipment package, craft alterations, and repair work. This contract includes options which would bring its cumulative value to $38.9 million.

Oceaneering will perform the work in Norfolk, VA and expects to complete it by November 2012. This contract was competitively procured via FedBizOpps.com, with 4 offers received by the Naval Sea Systems Command at the Washington Navy Yard in Washington, DC (N00024-09-C-2240).

April 20/09: Engines. Vericor Power Systems, LLC, in Alpharetta, GA received a $32.1 million firm-fixed-price modification to a previously awarded contract, exercising an option to build, test, and deliver 24 ETF40B marine gas turbine engines for the FY 2009 LCAC SLEP program. That would equip 6 LCACS. Work will be performed in Winnipeg, Manitoba, Canada, and is expected to be complete by August 2010. The US Naval Sea Systems Command (NVSEA) in Washington, DC issued the contract (N00024-08-C-4117).

Oct 2/08: Support. Gryphon Technologies LC in Greenbelt, MD received a $17.2 million cost-plus fixed fee contract on Sept 30/08, for the procurement of Expeditionary Warfare Program and LCAC maintenance, modification, repair, and trial support engineering support services. The contractor will provide all personnel, materials, equipment, services for the engineering, & technical support required to provide logistics and material support for the LCAC Program.

Work will be performed in Panama City, FL, and is expected to be complete by October 2013. Contract funds in the amount of $300,000 expired at the end of FY 2008, on Sept 30th. This contract was competitively procured and advertised via Navy Electronic Commerce On-line and Federal Business Opportunities website, with one offer received by the Naval Surface Warfare Center Panama City Division in Panama City, FL (N61331-08-D-0021).

FY 2007 – 2008

6 SLEP.

LHD Tonnerre Virginia Beach LCAC CH-53E Gazelle
LCAC & CH-53 exercise
with FS Tonnerre
(click to view full)

Aug 27/08: Engines. Vericor Power Systems, LLC in Alpharetta, GA received a $20.5 million firm-fixed-price contract to build, test, and deliver 16 ETF40B marine gas turbine engines for the FY 2008 LCAC Service Life Extension Program (SLEP), which would cover 4 LCACs. This contract includes options which, if exercised, would bring the cumulative value of this contract to $57.8 million.

Work will be performed in Winnipeg, Manitoba, Canada, and is expected to be complete by October 2009. This contract was not competitively procured, but the solicitation was posted on the Federal Business Opportunities website by the Naval Sea Systems Command in Washington Navy Yard, DC (N00024-08-C-4117).

April 2/07: +3 SLEP. L-3 Communications Titan Corporation’s Unidyne Division in Norfolk, VA received a $22.9 million modification to under previously awarded contract to exercise options for preparation and accomplishment of the FY 2007 Service Life Extension Program (SLEP) availabilities of landing craft air cushions (LCAC) 36, LCAC 50, and LCAC 69, at assault craft unit 4.

Work will be performed in Norfolk, VA and is expected to be complete March 2009. The Naval Sea Systems Command in Washington, DC issued the contract (N00024-06-C-2203).

March 30/07: +3 SLEP. L-3 Communications Titan Corp’s Unidyne Division in Norfolk, VA received a $22.9 million modification to a previously awarded contract, exercising options for preparation and accomplishment of the FY 2007 Service Life Extension Program (SLEP) availabilities of LCAC 36, LCAC 50, and LCAC 69, at assault craft unit 4.

Work will be performed in Norfolk, VA and is expected to be complete in March 2009. The Naval Sea Systems Command in Washington, DC manages the contract (N00024-06-C-2203).

Feb 20/07: Engines. Vericor Power Systems, LLC in Alpharetta, GA received a $29.6 million firm-fixed-price delivery order to previously awarded contract for the manufacture, testing and delivery of 24 ETF40B marine gas turbine engines, which would equip 6 LCACs. This covers LCAC SLEP requirements for FY 2007.

Work will be performed at Standard Aero Energy in Winnipeg, Canada under a 2005 partnership agreement, and is expected to be complete by November 2008. Contract funds will not expire at the end of the current fiscal year. The Naval Sea Systems Command in Washington, DC issued the contract (N00024-06-D-4107).

Oct 18/06: The LCAC community holds its annual Fleet Support Conference at Camp Pendleton, CA. Assault Craft Units (ACU) 4 and 5, as well as representatives from Washington, D.C., Little Creek, VA, and Boston Planning Yard discussed maintenance and upgrades, mission planning factors and manning issues, including the training pipeline and detailing. Chief Operations Specialist (SW/AW) David L. Lessenberry:

“During this conference, we look at all the major issues with the functions and operation of LCACs… This year we’re talking about funding, man hours and maintenance because we want to extend [the LCAC's] service life. The LCACs have a service life of 20 years, but we can extend that by 10 years with maintenance and upgrades.”

FY 2005 – 2006

10 SLEP.

LCAC
Incoming…
(click to enlarge)

Aug 21/06: +2 SLEP. L-3 Communications Titan Corporation’s Unidyne Division in Norfolk, VA received a $16.7 million firm-fixed-price contract for the SLEP of LCACs #29 and #32. The LCAC provides heavy lift capability to perform amphibious assaults and operational maneuvers from the sea. This contract includes options for SLEPping LCACs # 31, 48, and 33 as well, which would bring the cumulative value of this contract to 5 craft and $40 million if exercised.

Work will be performed at Assault Craft Unit Five in Camp Pendleton, CA and is expected to be complete by August 2008. This contract was competitively procured via the Federal Business Opportunities website with 29 proposals solicited and two offers received. The Southwest Regional Maintenance Center in San Diego, CA issued the contract (N55236-06-C-0001).

Mar 16/06: Engines. Vericor Power Systems, LLC in Alpharetta, GA received a $28.4 million firm-fixed-price contract for the manufacture, testing and delivery of 20 ETF40B marine gas turbine engines and 4 Pack-Up Kit spare engines for the Landing Craft-Air Cushion Service Life Extension Program.

Work will be performed at Standard Aero Energy in Winnipeg, Canada under a 2005 partnership agreement, and is expected to be complete by December 2008. The contract was not competitively procured by the Naval Sea Systems Command in Washington, DC (N00024-06-D-4107).

Nov 22/05: +3 SLEP. L-3 Communications Titan Unidyne in Norfolk, VA won an $8.8 million firm-fixed-price contract to upgrade landing craft air cushion (LCAC) hovercraft 62, 64, 65, and 76. Work will be performed in Camp Pendleton, CA and is expected to be complete by October 2006. This contract was competitively procured and advertised via the Internet, with two offers received. The Southwest Regional Maintenance Center in San Diego, CA issued the contract (N55236-06-C-0002).

April 14/05: +5 SLEP. Titan Corp.’s Unidyne Group in Norfolk, VA won a $26.4 million firm-fixed-price contract for 5 Service Life Extension Program (SLEP) Landing Craft Air Cushion (LCAC) hovercraft.

Work will be performed in Camp Pendleton, CA (80%) and Norfolk, VA (20%), and is expected to be complete by August 2007. The contact was competitively awarded and advertised via the Navy Electronic Commerce on Line website, with three offers received. The Naval Sea Systems Command, Washington, DC manages the contract.

Additional Readings

Follow-on Ship to Shore Connector

Other Fast Landing Options

  • Naval Technology – Zubr Class (Pomornik) Air Cushioned Landing Craft, Russia. Included as a point of comparison; the Zubr is a significantly larger craft than LCAC.
  • Naval Technology – CNIM. Their L-CAT is the French EDA-R catamaran landing craft: 30m long and 12m wide, and can carry a payload of 80t at a cruise speed of 18 kts. EDA-R is a fast catamaran in transit mode, but features a central elevating deck that makes it become a flat-bottomed ship to beach, or enter an amphibious ship’s well deck.

From Dolphins to Destroyers: The ScanEagle UAV

0
0
ScanEagle"
ScanEagle launch
(click to view full)

ScanEagle’s base Insight UAV platform was originally developed by Washington state’s Insitu, Inc. to track dolphins and tuna from fishing boats, in order to ensure that the fish you buy in supermarkets is “dolphin-safe”. It turns out that the same characteristics needed by fishing boats (able to handle salt water environments, low infrastructure launch and recovery, small size, 20-hour long endurance, automated flight patterns) are equally important for naval operations from larger vessels, and for battlefield surveillance. A partnership with Boeing took ScanEagle to market in those fields, and the USMC’s initial buy in 2004 was the beginning of a market-leading position in its niche.

This article covers recent developments with the ScanEagle UAV system, which is quickly evolving into a mainstay with the US Navy and its allies. Incumbency doesn’t last long in the fast-changing world of UAVs, though. Insitu’s own RQ-21 Integrator is looking to push the ScanEagle aside, and new multiple-award contracts in the USA are creating opportunities for other competitors. Can Insitu’s original stay strong?

The ScanEagle Family

ScanEagle BCAS
ScanEagle BCAS launch
(click for alternate view)

The ScanEagle is solidly based on Insitu’s original “Insight” platform, with different variants distinguished by their payloads and accompanying equipment rather than their aerodynamic design. The UAVs are launched by catapult, and autonomously recovered using a folding “skyhook” and catch-line. These UAVs fill a niche between hand-launched mini-UAVs like Aerovironment’s RQ-11 Raven or Elbit’s Skylark I, and runway-capable tactical UAVs like Textron’s RQ-7 Shadow, Aeronautics DS’ Aerostar, or IAI’s Searcher II. Its long endurance is actually superior to its tactical UAV competitors, but its payload weight limit is significantly smaller.

ScanEagle has been demonstrated or used from a wide variety of ship classes and types, and the family includes a number of specialty variants from sniper locator, to bio-warfare agent detection (BCAS). A NightEagle conversion kit adds a different front end with thermal imaging sensors, and allows field conversion of ScanEagle aircraft in 2-3 hours. More drastic modifications are found in the ScanEagle Compressed Carriage (SECC), whose smaller fold-out wings allow it to be launched from an aircraft pylon, or a submarine.

ScanEagle recovered
Boeing contractor, Iraq:
ScanEagle returns
(click to view full)

That combination of versatility, long endurance, and small size appears to be succeeding in the global defense marketplace, without really impairing the market for tactical UAVs.

Boeing has had field representatives in theater for a few years now to support and operate the ScanEagle UAV from ships and ashore, receiving high battlefield praise and a fairly regular stream of contracts from the USA and Australia. Canada and Malaysia have signed on for battlefield surveillance services, the Dutch are using ScanEagle as an interim UAV, Poland and Singapore have purchased the platform, Japan is testing it, and a US Navy presentation suggests that the Colombian, Iraqi, and Tunisian navies are using it. Other customers wait in the wings, with reported interest from Kuwait, and Pakistan, among others.

Competition from Without – and Within

Aerosonde & M80 Stiletto
Aerosonde 4.7
(click to view full)

The UAV field continues to change quickly. The latest US Navy ISR contract will have ScanEagle competing against the Aerosonde-G for naval buys of UAV services, and against both AAI’s Aerosonde G and Arcturus’ T-20 for land-based surveillance missions. SOCOM’s MEUAS contracts have also become a de facto competition with AAI’s Aersonde.

Insitu’s flagship product will also have to contend with an internal competitor. The firm has begun to offer a next-generation “Integrator” platform, which was picked as the US Navy and Marine Corps’ next-generation RQ-21A Small Tactical Unmanned Aircraft System (STUAS-II). It’s also reported that service contracts with other countries will begin incorporating the RQ-21, either as a main UAV or as a switch-in option.

The RQ-21A Integrator boosts endurance to over 24 hours, and raises maximum payload from about 13.2 pounds/ 6 kg to about 50 pounds / 23 kg. Wingspan rises from about 10.2 feet/ 3.1m to 15.8 feet/ 4.8m, and body length rises from 3.9 feet/ 12m to 7 feet/ 2.1m. Its sensor package will be a bit more versatile, too, with TV zoom and mid-wave infrared cameras, plus an infrared marker and a laser rangefinder (but not, yet, a target designator), all in a single package, instead of the ScanEagle’s swap-in options. Launch and recovery methods are the same as the ScanEagle’s, and use the same equipment.

Integrator will not be covered in this article except for contracts that shift away from the ScanEagle to the new platform, and equally significant milestones that affect ScanEagle’s future.

Contracts and Key Events: 2008 – Present

Unless otherwise noted, contracts are issued by the Naval Air Systems Command in Patuxent River, MD. As of July 2008, Insitu Inc. is a Boeing subsidiary. Note that RQ-21A Integrator contracts won’t be covered here, unless they have a substantial impact on the ScanEagle’s future.

FY 2013

SOCOM MEUAS contract; Kestrel agreement solidifies moving target detection; Sensor cueing from land robots; Launch & recovery improvements.

ScanEagle small craft recovery
Small boat pickup
(click to view full)

May 14/13: Japan. Insitu Pacific delivers a ScanEagle Unmanned Aircraft System (UAS) to its partner Mitsubishi Heavy Industries (MHI) of Japan, for a 12-month operational evaluation by the Japanese Ground Self Defence Forces (JGSDF, see July 11/12 entry). Insitu.

April 24/13: OEF, etc. A $7.8 million firm-fixed-price contract modification to exercise an option for ScanEagle/ Nighteagle services until March 2014, in Afghanistan and around the world. $3.6 million is committed immediately.

Work will be performed in Bingen, WA, using FY 2013 Navy wartime supplemental operations and maintenance funds (N00019-11-C-0061).

April 24/13: NanoSAR next. ImSAR LLC in Springville, UT receives an $8.8 million cost-plus-fixed-fee contract modification, for “research services in support of the ultra-small aperture radar” (q.v. May 29/12 entry). This brings the contract’s cumulative value to $32.8 million.

ImSAR are the makers of the NanoSAR and Leonardo radars. US Army Contracting Command in Natick, MA manages this contract (W911QY-12-D-0011, 0006).

March 8/13: OEF. Insitu, Inc. in Bingen, WA receives a $7.8 million firm-fixed-price contract modification, exercising an option for ScanEagle operational and maintenance services in Afghanistan, including both day and night operations.

Work will be performed in Bingen, WA, and is expected to be complete in January 2014. $3.6 million is committed immediately, all of which will expire at the end of the current fiscal year on Sept 30/13 (N00019-11-C-0061).

Feb 18/13: UAE. Boeing broadens their ScanEagle support and sustainment agreement with the UAE’s ADASI (vid. Nov 15/11 entry), adding marketing services within the Middle East and North Africa, training services, and the new Integrator UAV. Boeing VP Debbie Rub reiterated to Gulfnews that this is:

“Not a contract but an agreement to work together. No particular value right now but the region needs this capability so they are working together so that we can grow this sort of business. There are intensions [sic] with Adasi to establish this as the centre in the Middle East for the ScanEagle and Intergrator contracts.”

See: Boeing | Arabian Aerospace | Gulfnews.

Feb 8/13: Iranian copies. The regime’s PressTV is now showing photos of a production line for ScanEagle UAV knock-offs.

Back on Dec 17/12, Commander of the Islamic Revolution Guards Corps (IRGC) Navy Rear Admiral Ali Fadavi had said that Iran was producing copies of the ScanEagle, based on drones it had captured. The Iranian regime says a lot of things about its military capabilities, most of which are fodder only for comedians and the credulous. This report, on the other hand, was plausible.

Iran has significant aerospace reverse engineering expertise, which it has built up to keep its fleet of American fighters and helicopters in the air. They also have some UAV expertise, and Iranian UAVs launched from Lebanon have been shot down over Israel. Iranian copies may not have the same performance and features as ScanEagle, but it’s reasonable to conclude that for once, Iran is making a military claim in line with its demonstrated capabilities. Iran’s PressTV.

Feb 6/13: MEUAS, Too. Insitu Inc. in Bingen, WA receives a 25-month Mid-Endurance Unmanned Aircraft System (MEUAS) indefinite-delivery/ indefinite-quantity contract from US SOCOM, worth $1 million – $190 million. MEUAS involves contractor-owned and operated equipment on the front lines. Work will be performed in Bingen, WA, and “overseas.” US Special Operations Command at MacDill AFB, FL manages the contract (H92222-13-D-0005). FBO.gov justifications for the award shed some light on the contract, which is pursued under FAR 6.302-2, “Unusual and Compelling Urgency”:

“Due to unforeseen circumstances beyond the Government’s control, there is an immediate requirement to mitigate a critical ISR services gap. This proposed contract action is to ensure continued operational capability.”

The interesting question is whether this new contract also provides for RQ-21 Integrator services, to match the USMC’s new STUAS-II UAV buys. Insitu was asked, but said that they were unable to comment. Meanwhile, there has also been a steady expansion and extension of Insitu’s original H92222-09-D-0015 MEUAS ScanEagle contract, when it became clear that its $250 million would run out long before April 27/14. FBO.gov announced on Feb 7/13 that:

“Program efforts were initiated in October 2010 to establish the competitive follow-on MEUAS II contract. A Justification and Approval (J&A) document was approved on 10 June 2011 to increase the existing contract ceiling by $50,000,000 for a revised contract maximum of $300,000,000. This allowed for the continuation of mission essential operations during the source selection process of the MEUAS II follow-on requirement. A second J&A was approved and issued on 16 July 2012. This action increased the contract maximum by $35,000,000 for a revised contract maximum of $335,000,000. This was to assure continuous operational capability during the transition from the MEUAS contract to the MEUAS II [won by AAI's Aerosonde UAV] …. [Now we're announcing a raised] dollar ceiling of the MEUAS contract (H92222-09-D-0015) by $10,000,000 for a revised contract maximum of $345,000,000.”

Bottom line? MEUAS could end up being worth as much as $535 million to Insitu, more than double its original amount. From the government’s point of view, it now has 2 MEUAS vendors, with contracts that will both expire in March 2015. FBO.gov re: Revised Contract | FBO.gov re: revised contract maximum | Insitu.

US SOCOM MEUAS

Nov 16/12: OEF. Insitu Inc. in Bingen, WA receives a $12.1 million firm-fixed-price contract modification for pre and post deployment operations and services involving ScanEagle UAVs in Afghanistan. The contract mentions both electro-optical and mid-wave infrared imagery, and in 2013 the new MWIR/EO turret will let the company offer both of those options, without requiring the UAV to land and switch (q.v. Aug 7/12 entry).

Work will be performed in Bingen, WA, and is expected to be complete in August 2013. All contract funds will expire at the end of the current fiscal year, on Sept 30/13 (N00019-11-C-0061).

Nov 16/12: AOL Defense calls attention to Insitu’s business model of providing turnkey services, as the US military prepares to cut in-theater deployments and surveillance, standardize its UAVs, and bring operations and maintenance in house.

Meanwhile, the civilian market isn’t ready yet. That’s partly because of issues around certification in civil air space, and partly because all Insitu UAVs must be sold as weapons through the USA’s ITAR process. As an example, oil companies who want to use ScanEagle are told that they can’t have any non-US citizens aboard the operating platform. Things are going well in Australia with government agencies and civil fight authorities, but that won’t be enough.

Insitu is trying to get a version of the ScanEagle designated as a commercial commodity, and they estimate that the RQ-21A Integrator program will be worth $500 million over 10 years. Even so, AOL Defense is probably right that the Boeing subsidiary is about to take a financial hit.

Oct 30/12: UAV + UGS. Insitu Pacific in Queensland, Australia announces that integration between ScanEagle and McQ’s iScout Unattended Ground Sensor (UGS)/ OmniWatch technologies is complete. McQ’s UGS is in widespread service with the U.S. Department of Defense, Department of Energy and “a range of international customers.”

The project enables UGS target detection alerts to be automatically displayed within ScanEagle’s Insitu I-MUSE multiple UAS controller software. The iScout sensor automatically sends a notification to I-MUSE, displaying the target location, detection type (seismic, magnetic, acoustic or infrared) and other relevant information. The operator is then able to automatically focus the ScanEagle’s sensors on the new contact to verify the data provided by iScout and OmniWatch, and to continue to track the target once it has moved beyond the OmniWatch camera range. Insitu.

Oct 23/12: Kestrel agreement. Insitu Inc. announces a long-term licensing agreement with Sentient in Melbourne, Australia, to integrate Kestrel land and maritime automated detection software into Insitu’s ScanEagle and Integrator systems.

Kestrel software is currently deployed as a separate add-on that specializes in detecting moving targets within the field of view of the UAV’s electro-optical (EO) and infrared (IR) sensors. There are land and maritime versions, which have been used by the U.S. and its allies in Iraq and Afghanistan. Insitu | Sentient.

Kestrel MTI agreement

Oct 10/12: Compact CLRE. The US Office of Naval Research is funding tests of the ScanEagle Compact Launch and Recovery System (CLRE), which combines the Skyhook recovery system with a compressed air launcher for the UAV. The end result is more compact than the traditional piston launcher/ skyhook combination, which is a big advantage for smaller boats and ships. ONR adds that:

“The system currently is trailer mounted for testing and ease of towing behind ground vehicles, but Insitu is exploring modifications of this version for rapid deployments. Its turntable base allows for mounting to a variety of integration structures.”

2012

New USN contract introduces competition, but assures ScanEagle’s future; Key US SOCOM loss; Wins in Singapore & Malaysia; Dutch buy ScanEagle services, but look to Integrator; Japanese evaluation; Integrator gets closer; Research into new tiny ground-scanning radar.

ScanEagle recovery
Skyhook recovery
(click to view full)

Sept 26/12: Upgrades. Boeing subsidiary Insitu, Inc. in Bingen, WA receives a $12.4 million delivery order for the hardware required to modernize the ScanEagle and its ancillary equipment. See Aug 7/12 for more details of what the upgrades entail; the hardware contract also includes replacements, using upgraded air vehicles and components.

Work will be performed in Bingen, WA, and is expected to be complete in May 2013. All contract funds will expire at the end of the current fiscal year, which is almost immediately. The Naval Air Systems Command, Patuxent River, Md., is the contracting activity (N00019-12-G-0008).

Sept 17/12: OEF. Insitu Inc. in Bingen, WA receives a $7.7 million firm-fixed-price contract modification for pre and post deployment operations and services involving ScanEagle UAVs in Afghanistan. The contract mentions both electro-optical and mid-wave infrared imagery, and in 2013 the new MWIR/EO turret will let the company offer both of those options, without requiring the UAV to land and switch (q.v. Aug 7/12 entry).

Work will be performed in Bingen, WA, and is expected to be complete in August 2013. All contract funds will expire at the end of the current fiscal year, on Sept 30/12 (N00019-11-C-0061).

Aug 21/12: OEF. Insitu in Bingen, WA, is awarded a $23.4 million firm-fixed-price contract modification for additional ScanEagle operations and maintenance in Afghanistan, using both daytime EO and IR night sensors. Work will be performed in Bingen, WA and is expected to be complete in August 2013 (N00019-11-C-0061).

Aug 9/12: Netherlands. A Dutch ScanEagle is launched on its first anti-piracy operation in the Gulf of Aden, from the amphibious ship HNLMS Rotterdam. The LPD embarked the UAVs, catapult, and command station, plus a 19-soldier Army contingent. Dutch MvD [in Dutch].

Aug 8/12: Comms. relay. Boeing touts a smaller, lighter version of its Tactical Compact Communications Relay (TCCR). The 1.6-pound TCCR extends the range of line-of-sight military handheld radios from under 10 nautical miles to more than 150, and has been operating in Afghanistan. The new 1-pound version does the same, and will fit into a 5″ x 5″ x 1″ slot in the ScanEagle’s payload bay.

The new TCCR has been tested on several other UAVs, including the Schiebel Camcopter S-100, and Boeing plans to demonstrate a civilian set that could support emergency response or other commercial applications.

Aug 7/12: Netherlands. Insitu Inc. announces that the Dutch military can now fly the ScanEagle under a limited military aircraft type-classification certificate from the Military Aviation Authority (MAA) of the Netherlands.

The Dutch needed that, because they intend to operate the UAVs over their own country as well as abroad. Both sides were motivated, so the certification milestone was achieved in just 4 months. Note that this isn’t a full civilian certification, but it will definitely help. Insitu.

Aug 7/12: Sensors. Insitu Inc. announces that it’s conducting field evaluations of 2 new turrets for ScanEagle. Both turrets will be available in the first half of 2013, and better power draw will help make switch-ins easier.

The new Hood Technology Corp. Vision MWIR/EO turret means customers won’t have to choose any more between zoom cameras or mid-wave infrared thermal imaging on their ScanEagles. Insitu’s larger RQ-21A Integrator was already offering both modes, and competitive pressure makes it an important advance.

Hood’s SuperEO turret has already been in service for about a year, providing 5x better stabilization than its predecessor. The newest SuperEO Enhanced turret lets operators track, zoom and focus while maintaining positive identification, thanks to a sophisticated gimbal mechanism and a picture-in-picture display. Losing the target of interest when the camera moves has long been an annoying problem for many UAVs, especially small ones.

July 12/12: Australia. The Army’s contract for scanEagle services has ended, but the Navy is interested. Insitu Pacific in Queensland, Australia is still using the Army’s contract, just extended and expanded to include trials with the Royal Australian Navy (RAN). ScanEagle will be installed on a number of RAN vessels, and a first-of-class flight trial from a Frigate is expected in September 2012.

The RAN’s endorsed Aviation vision, NA2020, is to have a UAS dedicated unit by 2020. That’s awfully slow, given the pace of change, but the embarked trials will begin moving them in that direction. As American experiences have shown, UAVs as a service can work as a shipboard offering. If the RAN decides to adopt ScanEagle as an “interim UAV” service, there would be almost no changes from the arrangement it has just signed. Insitu.

RAN extends Army deal

July 11/12: Japan. Insitu Pacific in Queensland, Australia announces a contract from Mitsubishi Heavy Industries, Ltd. (MHI), to deliver ScanEagle systems for comprehensive operational evaluation by the Japanese Ground Self-Defense Force (Army).

It’s more than just an evaluation, as the ScanEagles will be operated by the JGSDF during this period to assist in disaster recovery, as well as intelligence, surveillance and reconnaissance (ISR) missions. Having said all that, it isn’t a long-term win yet, either.

July 9/12: Singapore. Insitu Pacific in Queensland, Australia announces a contract from the Republic of Singapore Navy (RSN), to equip its 6 Formidable Class (Lafayette Class derivative) missile frigates with ScanEagle systems. Insitu Pacific will also provide training, logistics and ship installation, as well as specialist in-country maintenance support.

This decision has been a while in coming, vid. the March 2/09 entry detailing ship trials. Insitu.

Singapore

May 29/12: NanoSAR next. ImSAR LLC in Salem, UT receives a $24 million firm-fixed-price and cost-plus-fixed-fee contract to build, test, and assess a lightweight ultra wideband Synthetic Aperture Radar for use on small unmanned aerial vehicles. ImSAR makes the NAnoSAR, and this looks like the contract to develop its successor.

Work will be performed in Salem, UT with an estimated completion date of May 31/17. One bid was solicited, with one bid received by US Army Contracting Command in Natick, MA (W911QY-12-D-0011).

May 20/12: Iraq? Reuters confirms that Iraq will be using UAVs to protect its southern port and associated oil platforms. The logical candidate is Insitu’s ScanEagle, which is already operating in this role (vid. Feb 9/12 entry):

“Iraq’s navy has purchased US drones to protect the country’s oil platforms in the south, from where most of Iraq’s oil is shipped,” said an official from the Office of Security Cooperation in Iraq, which is part of the US embassy. The OSCI did not give further details of the number or type of unmanned aircraft. But Iraqi security officials confirmed plans to use drones to protect oil infrastructure.”

Iraq?

May 15/12: Insitu, Inc., Bingen, WA receives a $35.5 million firm-fixed-price contract modification for additional ScanEagle and NightEagle services in Afghanistan.

Work will be performed in Bingen, WA, and will run to December 2012. All Contract funds will expire at the end of the current fiscal year, on Sept 30/12. US Naval Air Systems Command in Patuxent River, MD manages the contract (N00019-11-C-0061).

May 4/12: Over in Australia. The ScanEagle has made its last flight for Australia, and its leased services are being replaced with Textron’s RQ-7B Shadow UAVs bought under Project JP129.

While Boeing contractors provided assistance and operational services, about 180 Australian Defence Force personnel deployed in support of the ScanEagle, mostly from 20th Surveillance and Target Acquisition Regiment, with elements from 16th Air Defence Regiment, Defence Imagery and Geospatial Organisation, 1st Topographic Survey Squadron and 16th Aviation Brigade. During its 5 years in operation in Afghanistan, ScanEagles flew about 32,000 hours in more than 6,200 missions. Australian Army | Ottawa Citizen.

April 17/12: Malaysia. Insitu Pacific and Composites Technology Research Malaysia (CTRM) announce a contract for Insitu Pacific to deliver its ScanEagle to CTRM, to be operated by CTRM’s subsidiary Unmanned Systems Technology (UST).

Insitu Pacific has confirmed to DID that “CTRM will utilise the ScanEagle system to augment UAS Services provided to the Malaysian Defence Forces under an existing contract.”

Malaysia

April 4/12: Hydrogen-powered. Boeing’s Insitu announces that the ScanEagle has completed a hydrogen-powered test flight, using a 1,500-watt fuel cell by United Technologies and a hydrogen fueling solution by the US Naval Research Laboratory. They add that this ScanEagle is lighter than the traditional model, which means more room for equipment. On the other hand, the release didn’t discuss the effects on range and endurance, which are more critical traits for this UAV. Earth Techling.

March 19/12: Dutch contract. Insitu announces a contract with the Dutch MvD to use its ScanEagle “both domestically and abroad.” Specifically, they’ll provide:

“…an ISR capability during the second half of 2012, replacing a program [DID: Sperwer UAVs] that ended in the middle of 2011. Looking forward, Netherlands MOD and Insitu plan to continue to explore the potential for multi-mission ISR capabilities using a next-generation Insitu UAS that carries multiple ISR sensors and enables rapid, robust payload integration.”

Which is to say, their RQ-21A Integrator platform. Both of the interim ScanEagle systems (3 UAVs each) are expected to achieve operational capability by late 2012, with 1 available for overseas deployment, and the other used for training and domestic tasks.

The permanent Sperwer replacement will involve 5 systems, by late 2014: 3 for deployment, 1 for missions within The Netherlands, and 1 for training. The RQ-21A has the required integration with ScanEagle ground systems, and has been chosen to enter service with 107 Aerial Systems Battery in 2014. Insitu | Dutch Defence Press.

Netherlands

March 5/12: MEUAS-II loss. Textron’s subsidiary AAI wins the 3-year, maximum $600 million follow-on to US Special Forces’ MEUAS contract, using its Aerosonde 4.7G UAV. Insitu’s MEUAS contract had been slated to expire in 2014, but the somewhat-imprecise wording of public statements and solicitations suggest that MEUAS-II will fully replace the old contract.

With its technology validated by 2 huge American contracts, AAI’s Aerosonde UAVs can be expected to be a much more visible competitor around the globe. Meanwhile, ScanEagle has gone from the sole-source solution in 2 major American contracts, to forced competition in UAS-ISR and an uncertain position in MEUAS. ScanEagle UAV still has important advantages in its array of specialized variants, and the larger RQ-21A Integrator UAV is on tap as a follow-on offering. Even so, the MEUAS-II setback may leave Boeing and Insitu pondering the need for further investment in, and upgrades to, their core ScanEagle platform. Textron’s AAI | UV Online.

US MEAUS-II

Feb 29/12: USN ISR. US NAVAIR issues their 5-year, $864 million UAS ISR contract, which can include services for US military allies, alongside the US Navy and Marines. Insitu submits the ScanEagle instead of the RQ-21A Integrator, and their selection as an eligible bidder for task orders would seem to protect ScanEagle’s near term future.

On the other hand, the umbrella contract introduces competition to an area that ScanEagle used to have to itself. Textron’s Aerosonde G will compete with Insitu’s ScanEagle for naval and land task orders, while Saab’s small Skeldar heli-UAV will become a 3rd competitor on land. Read “ScanEagle, Aerosonde & Skeldar: The USN’s UAS-ISR Contract, 2012-2017” for full coverage.

USN ISR

Feb 9/12: Exports. An AOL Defense report offers an expanded list of ScanEagle operators, as well as 3 more potential export clients:

“Navy leaders are considering foreign military sales of the Scan Eagle to Kuwait, Pakistan and the Netherlands, according to a presentation by Marine Corps Col. James Rector, head of the small tactical unmanned aerial systems division at Naval Air Systems Command. Aside from the U.S. Navy, the Scan Eagle is being flown by naval forces in Colombia, Tunisia, Poland and Iraq, according to PowerPoint slides from Rector’s speech at the Association for Unmanned Vehicle Systems International’s annual program review in Washington yesterday.”

The Netherlands is already using ScanEagle as an interim UAV; presumably, Dutch discussions represent long-term lease or purchase options. Previous reports have suggested that Boeing is offering ScanEagle leases with provisions to switch part-way through, and use the larger and more advanced RQ-21 Integrator platform (vid. June 16/10 entry).

Jan 25/12: NightEagle. Insitu, Inc. in Bingen, WA receives an $20 million firm-fixed-price contract modification, exercising an option for ScanEagle operational and maintenance services. These services will provide electro-optical/infrared and mid-wave infrared (NightEagle) imagery in support of Marine Corps operations in Afghanistan. Work will be performed in Bingen, WA, and is expected to be complete in May 2012. All contract funds will expire at the end of the current fiscal year, on Sept 30/12 (N00019-11-C-0061).

Jan 22/12: Closing time approaches. First flight of an Early Operational Capability (EOC) RQ-21A STUAS Integrator UAV at the USMC’s Air Ground Combat Center in Twentynine Palms, CA, 16 months after the contract is awarded. USMC UAV Squadron VMU-3 will deploy the RQ-21A within the USA, while a government-contractor team works with the system, and develops tactics, techniques, and procedures on the way to formal Initial Operational Capability (IOC), and then Full Operational Capability (FOC).

As those milestones are reached, Insitu’s ScanEagle will fade from use. US NAVAIR: “RQ-21A will eventually replace the Navy and Marine ISR services contract in which current ISR missions are conducted in Iraq, Afghanistan and shipboard.”

2011

CEO shift; Dutch pick ScanEagle; Arctic & Libyan operations; Swarm flight; Comm relay test.

Aussie ScanEagle
Aussie ScanEagle
(click to view full)

Nov 28/11: Insitu, Inc. in Bingen, WA receives an $12 million firm-fixed-price contract modification, exercising an option for ScanEagle operational and maintenance services. These services will provide electro-optical/infrared and mid-wave infrared (NightEagle) imagery in support of Marine Corps operations in Afghanistan. Work will be performed in Bingen, WA, and is expected to be complete in January 2012. All contract funds will expire at the end of the current fiscal year, on Sept 30/12 (N00019-11-C-0061).

Nov 15/11: UAE. Insitu Inc. announces a partnership with Abu Dhabi Autonomous Systems Investments Company (ADASI), to perform joint support and sustainment activities on Insitu’s ScanEagle and Integrator UAS.

Oct 6/11: Canada. Insitu Inc. announces that its Canadian clients have successfully used ScanEagle UAVs during Operation Nanook in Canada’s Northwest Passage. The exercise focused around an Arctic major air disaster (MAJAID) simulation, and ScanEagle was deployed by Insitu and its partner ING Engineering to identify traversable ground routes, watch for polar bear threats, and monitor day-to-day iceberg movements. Insitu and ING UAS operators launched and retrieved the aircraft, then handed control over to the Canadian Forces and stood by to provide technical assistance as needed. Commanders in tactical operations centers (TOC) at 74 degrees north and troops on the ground received real-time video.

The exercise itself is not as significant as ScanEagle’s proof of use in polar environments. Insitu | Canada DND on Operation Nanook 11 | Canada DND Nanook 2011 photos.

Sept 30/11: Insitu, Inc. in Bingen, WA received a $7.6 million firm-fixed-price contract for major end items and parts to be used in the ScanEagle system. Work will be performed in Bingen, WA, and is expected to be complete by January 2012. This contract was not competitively procured by the US Naval Surface Warfare Center Panama City Division in Panama City Beach, FL (N61331-11-C-0011).

August 15/11: Libyan operations. Insitu discusses ScanEagle’s performance over Libya, from the Arleigh Burke Flight II Class destroyer USS Mahan [DDG-72]. The operation began shortly after an Insitu team had been aboard Mahan to analyze the way ScanEagles were used, and made recommendation to expand its uses. Mahan put those suggestions into effect once Operation Unified Protector began, flying the ScanEagles in strong winds and forwarded secure imagery transmission to the task force used Boeing’s Secure Video Injection system:

“What happened over that period of time, no one expected,” said ScanEagle Detachment Officer in Charge Lt. Nick Townsend. “ScanEagle was locating contacts of interest that no one else could find. After the dust settled, ScanEagle was credited with locating a host of contacts of interest due to its ability to capture superior image quality and to operate covertly at relatively low altitudes.”… Later coordinating with an AWACS team, the USS Mahan ScanEagle team drew on ScanEagle’s 24-hour endurance to support additional phases of the mission, including battle damage assessment: ScanEagle delivered real-time, full-color imagery… “They (operational commanders) say ‘put the camera here’ and we put the camera there without going through layers of complex coordination. We get essential information directly to the decision makers fast,” said Insitu ScanEagle Site Lead Samuel Young.”

Libya experience

May – August 2011: Comm relay. Boeing announces successful May and August demonstrations of ScanEagle’s new narrowband communications relay, using an Insitu ScanEagle and AeroVironment’s Puma AE mini-UAV. During the multiservice demonstrations, held in California, the UAVs flew at a variety of altitudes while linking handheld military radios dispersed over mountainous regions, extending the radios’ range tenfold.

Larger RQ-7B Shadow UAVs have also been used in this role, but those are generally controlled at the battalion level or above. Narrowband relays small enough to work on mini-UAVs would represent an important step forward, especially for Special Operations forces.

July 7-10/11: UAV Swarm. Boeing conducts successful autonomous UAV swarm missions over the rugged terrain of eastern Oregon, using 2 ScanEagles and a Procerus Unicorn UAV from The Johns Hopkins University Applied Physics Laboratory (JHU/APL). Boeing Advanced Autonomous Networks program director and team leader Gabriel Santander described it as “a milestone in UAV flight”; in this case, that’s a reasonable label.

The JHU/APL developed the UAVs’ Mobile Ad Hoc Network and swarm technology, which let them work together to search the test area through self-generating waypoints and terrain mapping, while simultaneously sending information to teams on the ground. A broader demonstration is planned for the end of September. Boeing.

Swarm flight

June 30/11: Netherlands. The Dutch will use ScanEagle UAVs as an interim front-line replacement for Sagem’s much larger Sperwer system, which has just been retired. Dutch MvD | Aviation Week

Dutch pick

May 31/11: Insitu, Inc. in Bingen, WA received a $46 million firm-fixed-price-contract to provide deployment services and flight hours in support of the ScanEagle Unmanned Aerial Systems (UAS), including electro-optical/infrared and mid-wave infrared imagery in support of Marine Corps operations in Afghanistan. In practice, this means both ScanEagle and NightEagle platforms; looks like the April 9/11 short-term contract went well.

Services will encompass both operation and maintenance of the ScanEagle UAS, to provide real-time imagery and data to USMC personnel. Work will be performed in Bingen, WA and in the field, and is expected to be complete in May 2012. All contract funds will expire at the end of the current fiscal year, on Sept 30/11. This contract was not competitively procured, pursuant to FAR 6.302-2 (N00019-11-C-0061).

June 2011: Insitu’s inception. The Smithsonian Institute’s magazine profiles the story behind Insitu and the ScanEagle, as part of a feature describing the evolution of UAVs toward civilian roles. Boeing bought the firm for about $400 million, in July 2008. Read “Drones are Ready for Takeoff“.

May 26/11: Insitu, Inc. in Bingen, WA received an $83.7 million indefinite-delivery/ indefinite- quantity contract for operations and maintenance services to support government-owned ScanEagle systems, including: multiple training courses ranging from system pilot training, maintenance and operations, to mission coordinator and payload operator; multiple kits for sustainment, payload and engine module kits; and multiple spare parts for ScanEagle UAS.

Work will be performed in Bingen, WA, and will run until May 2012. $62.7 million will expire at the end of the current fiscal year, on Sept 30/11. There’s only one ScanEagle manufacturer, and this contract was not competitively procured, pursuant to FAR 6.302-2 (N00019-11-C-0012).

April 28/11: CEO shift. Boeing executive Steve Morrow becomes Insitu’s new President and CEO, succeeding co-founder Steve Sliwa, who retired April 1/11. That’s always a big inflection point in a company’s history.

Morrow holds a B.Sc. (electrical) Engineering from the University of South Carolina, and an M.Sc. Aeronautical engineering from the Naval Postgraduate School in Monterey, CA. He most recently served as Director, Stand-off Strike, leading long-range weapons programs including

  • GM-84 Harpoon and SLAM-ER missiles, the USAF’s Tomahawk ALCM, the Next Generation Cruise Missile, and Boeing’s portion of the Aegis Ballistic Missile Defense program. He joined Boeing in 2002 following his retirement as Navy program manager for Tomahawk-related programs. His Navy aviation experience came in P-3 sea control aircraft. Insitu.

New CEO

April 14/11: Insitu awards small business qualifier ArgenTech Solutions a contract to provide field service representative (FSR) services for the ScanEagle unmanned aircraft system (UAS), at locations worldwide. It’s an initial 1-year contract that includes options for 2 additional years.

April 9/11: Boeing receives a $12.3 million firm-fixed-price contract modification for “additional Mid-Wave Infrared Unmanned Aerial Systems, intelligence reconnaissance surveillance services in for the 1st Marine Expeditionary Force combat missions in support of Operation Enduring Freedom.” Sounds like an order for NightEagle services in Afghanistan.

Work will be performed in Bingen, WA (65%), and St. Louis, MO (35%), and is expected to be complete in May 2011. The US Naval Air Warfare Center Aircraft Division in Lakehurst, NJ manages this contract (N00019-08-C-0050).

Feb 22/11: Boeing receives a $5.7 million firm-fixed-price indefinite-delivery/ indefinite-quantity contract modification for “additional persistent unmanned aerial vehicle intelligence, surveillance, and reconnaissance services in support of naval maritime missions.” ScanEagles featured prominently in the April 2009 rescue of an American vessel from Somali pirates, for example.

Work will be performed in Bingen, WA (65%), and St. Louis, MO (35%), and is expected to be complete in November 2011. All contract funds will expire at the end of the current fiscal year, on Sept 30/11 (N00019-08-D-0013).

2010

Polish order; New Integrator UAV for USMC; Weapons for ScanEagle?; FAA test; Heavy fuel; NanoSAR ready; ScanEagle SECC variant.

ScanEagle CC
SECC test
(click to view full)

Dec 30/10: Boeing receives a $14.5 million firm-fixed-price contract modification for additional “persistent intelligence, surveillance, reconnaissance unmanned aerial vehicle services in support of Marine Corps combat missions.”

Work will be performed in Bingen, WA (97%), and St. Louis, MO (3%), and is expected to be complete in February 2011. All contract funds will expire at the end of the current fiscal year, on Sept 30/11 (N00019-09-C-0050).

Dec 28/10: A $68.3 million firm-fixed-price contract for “full-motion video from commercial un-manned air intelligence, surveillance and reconnaissance platforms across Iraq. Work will be completed in Baghdad, Iraq, with an estimated completion date of Dec 31/11. The bid was solicited through the Internet with 2 bids received by U.S. Central Command in Baghdad, Iraq (M67854-07-D-2052).

Dec 3/10: Weapons? Aviation Week reports that the US Navy is working on weapons that could give even the ScanEagle UAV hunter-killer capability. The 2 pound next-generation weapon management system (WMS GEN2) has been tested in the lab, and the development team is now looking at using the WMS GEN2 with the 5 pound NAWCAD Spike mini-missile, the Scan Eagle Guided Munition (SEGM), and a GPS-Guided Munition (G2M, likely the RCFC).

Sept 27/10: Boeing in St. Louis, MO receives a $5.7 million not-to-exceed indefinite-delivery /indefinite-quantity contract modification for 2,100 hours of persistent UAV intelligence, surveillance, and reconnaissance services in support of US Navy and USMC missions.

Work will be performed in Bingen, WA (94%, Insitu subsidiary) and St. Louis, MO (6%), and the contract will end in September 2011. All contract funds will expire at the end of the current fiscal year, on Sept 20/10 (N00019-08-D-0013).

Sept 23/10: It took a while, but Boeing subsidiary Insitu, Inc. in Bingen, WA gets a $7.2 million modification to an American firm-fixed-price contract (N00019-09-C-0005), for Poland’s order of 10 ScanEagle systems. ScanEagle would join Aeronautics’ Orbiter mini-UAV and Aerostar tactical UAV, as UAVs available to Polish forces.

Work will be performed in Bingen, WA, and is expected to be complete in September 2011. $3.5 million will expire at the end of the current fiscal year. US Naval Air Systems Command in Patuxent River, MD manages the contract on Poland’s behalf. See “Polish Equipment Issues and Consequences” for more in-depth coverage of the issues and pressures behind Poland’s purchase.

Poland

Aug 24/10: NightEagle. Insitu announces that its NightEagle conversion kit is now fully integrated into combat operations after successfully completing fielding of an upgraded mid-wave infrared (MWIR) imager payload. Insitu responded to an urgent, mission-critical request, using its deployed operations representatives to beat the schedule. The new configuration consists of upgrades to ground support equipment, new software, and specialized in-field training.

NightEagle

Integrator
Integrator platform
(click to view full)

July 29/10: No ScanEagles for STUAS-II. Boeing subsidiary Insitu, Inc. in Bingen, WA wins a $43.7 million cost-plus-incentive-fee contract to provide its new Integrator UAVs under the USMC’s the small tactical unmanned aircraft system/Tier II unmanned aircraft system III (STUAS-II) competition. But the UAV that beats competitors like Raytheon’s KillerBee 4 is not a ScanEagle. Instead, it’s Insitu’s new Integrator UAV – which may herald the beginning of the end for ScanEagle. Integrator also uses catapult launch, and is recovered using the same Skyhook recovery systems as ScanEagle.

We won’t be covering other Integrator contracts in this article, just milestones that are relevant to ScanEagle’s future.

Work will be performed in Bingen, WA (46.7%), Hood River, OR (45.6%), and Melbourne, FL (7.7%). Work is expected to be completed in September 2012, but $788,931 will expire at the end of the current fiscal year, on Sept 30/10. This contract was competitively procured via an electronic request for proposals, with 4 proposals received by the Naval Air Warfare Center Aircraft Division in Lakehurst, NJ (N68335-10-C-0054). Insitu.

June 16/10: Poland. Reports surface that Poland has joined the customer list for Boeing’s leased ScanEagle UAV services, but details are scarce. At 15-20 hours endurance, ScanEagle offers longer on station time than leased Aeronautics DS’ Aerostars’ 8-12 hours. On the other hand, the Aerostar offers 110 pounds of payload, while ScanEagle offers just 13 pounds.

Shepard Group adds that Insitu has qualified a Mk4 catapult launcher, which will be compatible with both ScanEagle and Integrator, and is “ready to ship the launcher to an undisclosed customer in Afghanistan.” The Insitu spokesperson told them that around 35 ScanEagle systems of 5-10 UAVs each were operational with Australian, Canadian, Polish and US forces.

Aviation Week reports that Boeing is also in talks with a number of European countries to lease ScanEagle UAV services, with the option of an upgrade to their Insitu subsidiary’s slightly larger and more advanced Integrator UAV later on. Aviation Week | Shepard Group | StrategyPage.

June 12/10: Boeing receives a $59.5 million ceiling-priced modification to a previously awarded firm-fixed-price contract (N00019-09-C-0050) to provide 3,300 flight hours of persistent intelligence, surveillance, reconnaissance UAV services to the U.S. Marine Corps.

Work will be performed in Bingen, WA (97%), and St. Louis, MO (3%); and is expected to be complete in December 2010. $29.75 million will expire at the end of the current fiscal year, on Sept 30/10.

June 8/10: FAA tests. Boeing subsidiary Insitu Inc. signs a cooperative research development agreement with the USA’s Federal Aviation Administration (FAA), in order to guide the development of recommendations for UAV use in civil airspace. The research will be managed by the FAA’s Research and Technology Development Office and conducted at the William J. Hughes Technical Center in Atlantic City, NJ. Insitu | FAA Fact Sheet.

Insitu will provide a ScanEagle system, related support hardware and data, and UAV training for FAA pilots and maintenance staff. Insitu will also supply documentation related to the ScanEagle UAS, including an open invitation for FAA personnel to visit Insitu.

June 2/10: Canada. Insitu announces that its ScanEagle has logged more than 17,000 combat flight hours and 1,700 sorties with the Canadian Forces, as part of a “rent a drone” service operated by their Canadian partner ING Engineering. ScanEagle has been deployed with the Canadian Forces in theater since 2008 and has completed a successful maritime flight demonstration aboard the Kingston Class patrol vessel HMCS Glace Bay.

May 13/10: Insitu Inc. announces that it has demonstrated its heavy fuel engine-configured ScanEagle unmanned aircraft system (UAS) to he U.S. Army Aviation Center of Excellence, in conjunction with the Joint Systems Integration Laboratory (JSIL). The tests at Fort Rucker, AL demonstrated interoperability between ScanEagle video with metadata and the U.S. Army’s One System Remote Video Terminal (OSRVT), a digital video encrypted data feed, a mid-wave infrared (MWIR) sensor for night scans, and Insitu’s stabilized airborne target tracking system.

May 12/10: SECC. Boeing tests its ScanEagle Compressed Carriage (SECC), whose 132-inch wingspan and folding aero surfaces let it be carried in a container and launched from an aircraft pylon, or a submarine. It’s recovered using the same SkyHook system as a regular ScanEagle.

ScanEagle SECC is powered by a 6 hp heavy-fuel engine. The test launched it from a ground vehicle, whereupon it flew an autonomous 75 minute flight plan at various altitudes, and provided streaming video to a nearby ground station. Boeing | Boeing feature w. video.

April 29/10: Insitu Inc. announces that its ScanEagle Unmanned Aircraft System (UAS) recently exceeded 300,000 combat flight hours since its 1st operational flight in 2002, and accounted for approximately 22% of the 550,000 hours that American UAVs flew in 2009.

April 14/10: An $11 million modification to a previously awarded firm-fixed-price contract (N00019-09-C-0050) to provide 6,600 flight hours of persistent ISR (intelligence, surveillance, reconnaissance) unmanned aircraft vehicle services in support of naval maritime missions. Work will be performed in Bingen, WA (97%), and St. Louis, MO (3%), and is expected to be complete in June 2010. All contract funds will expire at the end of the current fiscal year.

March 16/10: Boeing subsidiary Insitu, Inc. in Bingen, WA received an $8.6 million firm-fixed-price contract for technical services in support of the ScanEagle UAS, to support intelligence, surveillance, and reconnaissance services. In addition, this contract covers 6 critical spare kits and 9 SkyHook recovery system modifications.

Work will be performed in Bingen, WA, and is expected to be complete in December 2010. Contract funds in the amount of $8.4 million will expire at the end of the current fiscal year, on Sept 30/10. This contract was not competitively procured pursuant to FAR 6.302-2 (N00019-10-C-0045).

Feb 23/10: Sensors – NanoSAR. Insitu Inc. announces that after 4 years of work with ImSAR LLC and 2 years of flight testing, the NanoSAR ground-scanning radar has moved out of development, is now available as a payload for its ScanEagle dual bay and follow on “Integrator” UAVs. See May 28/08, Jan 7/08 entries.

NanoSAR

Feb 19/10: A $6.1 million not-to-exceed modification to a previously awarded indefinite-delivery/ indefinite-quantity contract (N00019-08-D-0013) to provide 300 hours of persistent UAV intelligence, surveillance, and reconnaissance services in support of naval maritime missions.

Work will be performed in Bingen, WA (65%) and St. Louis, MO (35%), and is expected to be complete in July 2010. All contract funds will expire at the end of the current fiscal year.

2009

US SOCOM MEAUS order; Canada SUAV order; Maersk Alabama rescue; E-737 AEW&C’s UAV control; ASW MagEagle?; Bandit & Enerlink datalinks.

ScanEagle UAS
ScanEagle UAV
(click for alternate view)

Dec 18/09: Bandit datalink. Boeing subsidiary Insitu Inc. announces that a flight test with L-3 Communication Systems-West’s Bandit digital data link worked “well in excess of range requirements.” Insitu is integrating the Bandit digital data link into its ScanEagle, NightEagle and Integrator UAVs. Bandit is Advanced Encryption Standard (AES) capable and ROVER 4/ 5 compatible. This test was conducted using the Integrator UAV, but tests also happened on a ScanEagle earlier in 2009.

Dec 1/09: USCG. Aviation Week reports that the US Coast Guard is still considering its UAV options:

“As part of its ongoing analysis, the service has participated in numerous exercises with other platforms [beyond the MQ-8B]… including Boeing’s A160 Hummingbird, an AeroVironment vehicle and ScanEagle tested on board a National Oceanic and Atmospheric Administration ship.”

Nov 25/09: The University of North Dakota (UND) receives its ScanEagle unmanned aircraft system (UAS), to be used in Department of Defense (DOD) contracted research providing data for UAS national airspace integration. UND is a designated State Center of Excellence for UAS Research, Education and Training, and funds for this project were provided by a USAF research contract. UND Associate Professor of Aviation and Director of Program Development for the UAS Center of Excellence, Douglas Marshall, in Insitu’s Press release:

“To date, the university’s only fully trained operators and maintenance technicians are UND employees and primarily flight instructors. We hope to integrate a ScanEagle system into our curriculum and allow students to fly the system against a radar test bed, while learning to operate the UAS itself.”

Nov 24/09: Canada. Boeing subsidiary Insitu Inc. announces a successful ScanEagle flight demonstration aboard Canada’s Kingston class coastal patrol vessel HMCS Glace Bay [MM 701]. The demonstration was conducted by the Canadian Forces Maritime Warfare Centre (CFMWC), and included an in-flight handoff of the ScanEagle by Canadian Navy personnel aboard HMCS Glace Bay to a ground control station (GCS) operated by Canadian Army personnel at Naval Base Halifax.

Oct 19/09: ScanEagle wins C4ISR Magazine’s 2009 C4ISR Platforms Category Award. Insitu release | C4ISR Magazine.

Sept 28/09: Sensors – MagEagle? Boeing receives a $275,000 contract from the US Naval Air Warfare Center Aircraft Division (NAWCAD) to study of the magnetic noise associated with the heavy-fuel propulsion system on Boeing’s MagEagle Compressed Carriage (MECC) ScanEagle variant. The MagEagle is being designed and built to be magnetically quiet, in order to help it locate, track and attack submarines using a magnetic anomaly detector (MAD) system that picks up the changes in earth’s magnetic field caused by large metal objects.

Boeing envisions MECC as another UAV extension of the manned P-8A Poseidon aircraft, launchable from the aircraft itself. They will begin testing the MECC sensor system, vehicle integration, and magnetic noise reduction in 2010. Boeing.

Aug 11/09: Insitu announces that ScanEagle recently surpassed the mark of 200,000 operational flight hours since 2004.

Aug 5/09: Insitu marks more than 2,500 combat flight hours and more than 300 shipboard sorties with its heavy fuel engine (HFE) ScanEagle since flight-testing began in 2006, which. ScanEagle HFE has been deployed aboard the destroyers USS Mahan and USS Milius, and uses the same JP-5 kerosene-based diesel fuel commonly used in jet aircraft engines, as opposed to the more flammable and dangerous auto gas. Other advantages include simple starting and operation, a wider weather envelope, improved reliability and increased endurance.

Insitu developed the engine in partnership with combustion system experts Sonex Research, Inc. in Annapolis, MD.

July 9/09: #1,000. Insitu Inc. marks delivery of its 1,000th ScanEagle, and announces that it is expanding its UAS manufacturing capacity.

May 27/09: Canada. Boeing announces $25 million in contracts to Canadian industry, as part of its $30 million industrial offsets commitment following Canada UAV services order. See also April 6/09 entry.

Winners include: ING Engineering Inc. (field services), MKS (MKS Integrity software and consulting services for program life-cycle management), and NovAtel (ScanEagle GPS).

May 22/09: The SEALs must have really liked what the ScanEagle did for them during the Maersk Alabama incident, and been satisfied with past experiments involving launches from their MkV boats and trials on other Navy ships. Boeing announces a 5-year, $250 million contract from US Special Operations Command for:

“Intelligence, Surveillance and Reconnaissance (ISR) services… Boeing and its subsidiary Insitu Inc. will operate, maintain and support ScanEagle systems for the Special Operations Forces Mid Endurance Unmanned Aircraft System (MEUAS) program….”

Boeing VP of Boeing Defense & Government Services Greg Deiter says that Boeing’s past performance on ScanEagle battlefield surveillance contracts was a significant reason for their win. That kind of record will become a valuable competitive asset as new designs like the blended-wing KillerBee 4 begin competing in ScanEagle’s niche.

US SOCOM MEAUS

April 13/09: The Boeing Co. in St. Louis, MO received a $45.4 million ceiling-priced, unfinalized contract to provide persistent UAV services from land bases on the Afghan front.

Work will be performed in Bingen, WA (65%) and St. Louis, MO (35%), and is expected to be complete in December 2009. Contract funds in the amount of $22.7 million will expire at the end of the current fiscal year. This contract was not competitively procured, pursuant to FAR(Federal Acquisition Regulations) 6.302-2 (N00019-09-C-0050).

April 9/09: Maersk Alabama rescue. The US Navy releases some stills from videos of the Maersk Alabama’s 28-foot closed lifeboat, taken by ScanEagle UAVs. The hostage incident ended a couple of days later, when Cmdr. Frank X. Castellano of the USS Bainbridge [DDG-96] ordered Navy sharpshooters to kill the Somali pirates who were holding Capt. Richard Phillips hostage. Photo 1 | Photo 2 | Photo 3.

Maersk Alabama

April 6-12/09: During this week, ScanEagle UAVs flew their 150,000th hour in service with the U.S. Marine Expeditionary Forces, U.S. Navy, U.S. Special Operations Command, Australian Army and Canadian Forces. Boeing release.

April 6/09: Insitu receives an award to provide “small unmanned aerial vehicle (SUAV) services” to support the Canadian Forces in Afghanistan, and elsewhere. See also Nov 6/08 entry. The initial contract is worth US$ 30 million, with options for another US$ 31 million.

As part of the Request for Proposal, Insitu Inc. must provide 100% industrial and regional offset benefits. Its association with Boeing, which has substantial Canadian operations, should make that easy. Canadian government.

Canada

April 1/09: Boeing subsidiary Insitu, Inc. in Bingen, WA received a $20.9 million firm-fixed-price contract to supply ScanEagle Unmanned Air Systems (UAS) hardware for 4 operational sites, 3 spare/operational float packages, and critical spares kits in support of the missions in Iraq and Afghanistan.

Work will be performed in Bingen, WA, and is expected to be complete in July 2009. This contract was not competitively procured, pursuant to FAR 6.302-2 (N00019-09-C-0005).

March 16/09: Australia – AWACS compatibility. Boeing’s two-fer. Australia’s Project JP129 failure has created an opening for Boeing’s ScanEagle UAV, but its flagship “Wedgetail” E-737 AWACS faces questions. Boeing responded by linking 2 birds with one datalink: a live demonstration in which a not-yet-delivered Wedgetail aircraft flying over Washington State, USA controlled and received sensor data from 3 ScanEagle UAVs.

The 3 ScanEagles were launched from Boeing’s Boardman Test Facility in eastern Oregon, approximately 120 miles/ 190 km away from the airborne Wedgetail. Using the company’s UAS battle-management software, airborne operators issued NATO-standard sensor and air-vehicle commands via a UHF satellite communication link and ground-station relay. Operators tasked the UAVs with area search, reconnaissance, point surveillance and targeting, while the UAVs sent back real-time video imagery of ground targets.

Boeing will conduct a follow-on demonstration for the Australian government in early May 2009 at RAAF Base Williamtown in New South Wales. A Wedgetail will take control of ScanEagles operated by Boeing Defence Australia personnel at Woomera Test Facility in South Australia, approximately 1,080 miles/ 1,730 km from Williamtown.

March 2/09: Singapore. Boeing announces that Singapore has been putting their ScanEagle UAV through ship-based trials, including flight from the helicopter decks of an LST amphibious support ship and a frigate. Boeing Defence Australia provided a complete maritime ScanEagle system for the successful trials, including a ground control station, communication links, launcher and SkyHook recovery system. They were complemented by a Boeing/ Insitu support team that was deployed to Singapore.

Jan 21/09: EnerLinks datalink. Viasat subsidiary Enerdyne Technologies Inc. signs an agreement with Insitu Inc. to supply its EnerLinksII DVA digital data link technology for use in the ScanEagle UAV. The EnerLinksII DVA is a small 3″ x 5″ x 1″ module that’s placed between the ScanEagle’s sensors and the RF transmitter, using less than 8 watts and weighing under 0.5 pounds.

The concept of a DVA (Digital Video over Analog) system involves simple conversion of older FM analog video links to encrypted digital links, without replacing any of the RF equipment in either the aircraft or the ground. EnerLinksII’s improved digital performance improves both UAV video link range and bandwidth use by a factor of 4, and can transmit 2 Mbps of IP data simultaneously with compressed FMV (Full Motion Video). Features include H.264 compression, IP multiplexing, AES encryption, FEC coding, and modulation waveshaping.

Jan 7/09: Boeing subsidiary Insitu announces that its ScanEagle unmanned aircraft system has just completed its 1,500th shipboard sortie in service with the U.S. Navy.

2008

US Navy win; US SOCOM, Canada place initial orders; Australian subsidiary; Shot locator, SWIR camera variants; NanoSAR.

MkV UAV launch
Mk.V launches ScanEagle
(click to view full)

Nov 26/08: Sensors – shot locator. The US Office of Naval Research and Naval Surface Warfare Center Dahlgren Division discuss a Navy Expeditionary Overwatch (NEO) program exercise, which involved US Navy Expeditionary Combat Command (NECC) sailors deploying a ScanEagle UAV, a manned Humvee with “Gunslinger” shot location and counterfire system, and an unmanned surface vehicle (USV) on a successful mission to detect and engage fictional insurgents over a 10 square mile radius.

The Gunslinger Humvee’s remote-control gun is operated by a gunner who sits at a control panel in the back seat. The Mk 45 weapons system is hooked up to video and infrared cameras connected to a set of sensors designed to detect gunfire, including a device that watches for muzzle flashes and listens for gunshots. It then points the remote-controlled weapons system on the Hummer’s roof at the source of fire.

At the Potomac River NEO demonstration, warfighters in the Humvee used the Gunslinger’s acoustic detection package and infrared sensors to determine the location of hostile fire and automatically move the weapon in the direction of the fire for friendly force response. The 36-foot-long semi-autonomous USV was also equipped with a Gunslinger payload and a range of sensors and communications systems. US Navy release | The Register re: Gunslinger..

Nov 12/08: Boeing receives a $65 million estimated value modification to a previously awarded indefinite delivery indefinite quantity “Interim UAS” contract, exercising an option for “persistent unmanned aerial system intelligence, surveillance, reconnaissance services in support of Global War on Terror, Operation Iraqi Freedom and Operation Enduring Freedom sea-based deployments and land-based detachments.” That’s milspeak for contractor operation and maintenance of ScanEagle UAVs in Iraq and Afghanistan.

Work will be performed in Bingen, WA (65%); and St. Louis, MO (35%), and is expected to be complete in November 2009. Contract funds in the amount of $6.8 million will expire at the end of the current fiscal year (N00019-08-D-0013).

Nov 6/08: Canada. Canada issues a MERX solicitation (W8486-09MGSL/A) for a leased small UAV service. Canada is already leasing ScanEagle UAVs that can fulfill the MERX requirements: 90% operational availability, 12 hours on station, ability to gather and transmit high quality imagery from a distance of 50km.

Aug 6/08: Sensors – SWIR. Boeing and Goodrich Corporation announce that they have successfully flight-tested a ScanEagle unmanned aircraft equipped for the first time with a short-wave infrared (SWIR) camera. A SWIR camera can see more effectively in fog, rain or when little or no heat is radiated, which makes it especially useful for maritime surveillance. Boeing release.

July 22/08: Merger. Boeing buys its partner Insitu, which will operate as a wholly owned subsidiary of Boeing’s Integrated Defense Systems’ Military Aircraft division. Subsequent reports place the price at around $400 million:

“Insitu’s key technologies and advanced capabilities in rapid prototyping and manufacturing are driving its revenue to an anticipated $150 million this year, 70 percent higher than in 2007, and have it well positioned for the future… Terms of the cash transaction were not disclosed. This transaction, anticipated to close by the end of September following regulatory approvals, does not affect Boeing’s financial guidance.”

Insitu, Inc. retained investment bankers Houlihan Lokey for the acquisition, and terms of the sale were not disclosed. Insitu’s investors are led by Battery Ventures, Second Avenue Partners, and Pteranodon Ventures. Boeing | Insitu | Wall Street Journal (subscription reqd).

Boeing buyout

June 2/08: Boeing received an estimated $65 million indefinite-delivery/ indefinite-quantity contract to “provide persistent Unmanned Aerial Vehicle Intelligence, Surveillance, Reconnaissance services supporting the Global War on Terror, Operation Iraqi Freedom and Operation Enduring Freedom sea-based deployments and land-based detachments.” The language above refers to their ScanEagle operation services, which are undertaken in cooperation with Insitu.

Work will be performed in Bingen, WA, (65%); and St. Louis, MO (35%) and is expected to be complete in May 2009. Contract funds in the amount of $7 million will expire at the end of the current fiscal year. This contract was competitively procured by electronic request for proposals, with 2 offers received (N00019-08-D-0013). Boeing release | Insitu copy.

Interim UAS win

May 28/08: NanoSAR. The NanoSAR test program continues, as Boeing, ImSAR and Insitu Inc. achieve real-time processing of Synthetic Aperture Radar (SAR) data aboard a ScanEagle UAV which is also equipped with a standard inertially stabilized electro-optical (EO) camera. The tests marked the first time SAR and EO capabilities have flown together on such a small, lightweight platform, and involved real-time SAR processing with streaming radar images displayed on the ground station. Creating real-time images onboard ScanEagle eliminates the requirement of either processing imagery on the ground after flight or using high-speed data links to a ground station. Insitu release.

May 26/08: Australia. Insitu, Inc.partners with the Queensland state government in Australia to announce the formation of its wholly owned subsidiary, Insitu Pacific Pty Ltd. The release adds that:

“Insitu, along with Boeing Australia, is proud to be part of the experienced team that has delivered more than 13,000 surveillance and reconnaissance flight hours to help protect Australian troops in Iraq and Afghanistan.”

Insitu Pacific

April 29/08: Insitu announces that the ScanEagle has now surpassed 50,000 combat flight hours with the U.S. Marine Expeditionary Forces (MEF) in Iraq and 1,000 shipboard recoveries with the U.S. Navy.

April 22/08: Testing. Insitu announces that it has flown Heavy Fuel Engine (HFE) equipped ScanEagles in Iraq, in cooperation with the US Navy. Heavy fuel refers to the kerosene-based fuel used in diesel and/or jet aircraft engines such as JP5, JP8, or Jet-A. ScanEagles flying in Iraq are using naval JP5 fuel, which is designed to be safer aboard ships.

The effort involved Insitu, Boeing, and Sonex Research Inc. in Annapolis, MD. The effort took 2 years of development and included over 2000 hours of testing, including a new ScanEagle flight endurance mark of 28 hours, 44 minutes using JP5. Insitu release.

April 18/08: Recall the Feb 7/08 launches from a Navy SEAL MkV boat, and demonstration by AFSOC at Hurlburt Field, FL.

Insitu Group, Inc., of Bingen, WA receives a firm-fixed price contract with a not-to-exceed value of $24 million for unmanned aircraft system information gathering, target surveillance, and reconnaissance services in support of U.S. Special Operations Command. The work will be performed in Bingen, WA and 3 other undisclosed locations using FY 2008 operations and maintenance funds (H92222-08-C-0022).

US SOCOM

March 25/08: Canada stands up an SUAV (Small Unmanned Aerial Vehicle) Troop. After live flight training in New Mexico, SUAV Troop deploys to Afghanistan to operate leased ScanEagles, which are referred to as “Interim SUAV”. Source: CASR.

Canada

Feb 7/08: US AFSOC. Air Force Special Operations Command, as the lead command for small unmanned aircraft systems, highlights the capabilities of the Scan Eagle during a demonstration at the Eglin Air Force Base test range. AFSOC has been training with the 820th Security Forces Group from Moody Air Force Base, GA since September 2007, to employ the system. AFSOC release.

Feb 7/08: USN SEALs. A Scan Eagle unmanned aerial vehicle is launched from a MK V naval special warfare boat off the coast of San Clemente Island. This is the first time a Scan Eagle, used for various applications such as intelligence gathering and battle damage assessment, has been launched from this kind of platform. Insitu photo links.

Jan 14/08: USN’s Interim UAS. Jane’s reports that:

“Industry rivals are waiting to hear if they have ousted the Boeing/Insitu ScanEagle unmanned aerial vehicle (UAV) from its role as provider of intelligence, surveillance and reconnaissance (ISR) support for US Navy ships at sea. A decision on the interim Unmanned Aerial Systems (UAS) contract, which will provide ISR imagery services to warships and to the US Marine Corps into the next decade, is expected in late January or early February 2008.”

Other competitors are thought to include AAI Corporation’s long-endurance Mk 4 Aerosonde, Aurora Flight Sciences’ vertical take-off and landing GoldenEye 80, BAE Systems’ Skylynx II, MTC Technologies’ Spyhawk T-16 and Raytheon/Swift Engineering’s Killer Bee. Insitu link.

UPDATE: the decision took until June 2008, and ScanEagle won.

NanoSAR
NanoSAR on ScanEagle
(click to view full)

Jan 7/08: Sensors – NanoSAR. Boeing, Insitu, and ImSAR conduct a successful flight-test for the tiny NanoSAR Synthetic Aperture Radar aboard a ScanEagle UAV. The NanoSAR is a 2-pound system about the size of a shoebox, which is a couple orders of magnitude lighter than most SAR systems. As a sign of the times, “import to Google Earth” is an option for the system.

As a comparison, the I-Master SAR aboard Britain’s new Watchkeeper UAVs is considered small at 65 pounds. SAR radars aren’t an all-purpose replacement for ScanEagle’s existing electro-optical sensors, but they’re a very important complement because of their ability to see through fog, dust, et. al. The issue for NanoSAR will be providing acceptable resolution and coverage despite its tiny size.

Targets for the 1.5 hour test flight at the Boardman, OR test range included vehicles, structures and corner reflectors. Data collection worked as planned, and SAR imagery was later created on the ground. The next step in flight testing will be to create imagery aboard the UA in real time. Boeing release | ImSAR on NanoSAR | Insitu re: NanoSAR.

Additional Readings


CH-53K: The U.S. Marines’ HLR Helicopter Program

0
0
Sikorsky: CH-53K from LHD
CH-53K concept
(click to view full)

The U.S. Marines have a problem. They rely on their CH-53E Super Stallion medium-heavy lift helicopters to move troops, vehicles, and supplies off of their ships. But the helicopters are wearing out. Fast. The pace demanded by the Global War on Terror is relentless, and usage rates are 3 times normal. Attrition is taking its toll. Over the past few years, CH-53s have been recalled from “boneyard” storage at Davis-Monthan AFB in Tucson, AZ, in order to maintain fleet numbers in the face of recent losses and forced retirements. Now, there are no flyable spares left.

Enter the Heavy Lift Replacement (HLR) program, now known as the CH-53K. It aims to offer notable performance improvements over the CH-53E, in a similar airframe. The question is whether its service entry delay to 2018-2019 will come too late to offset a serious decline in Marine aviation.

The HLR Program Lifts Off

CH-53Es Liftoff
Up, up, and…
(click to view full)

The $25.5 billion, 200-helicopter CH-53K program will define the long-term future of the US Marine Corps’ medium-heavy lift capabilities – and may be needed to save Marine aviation in the medium term.

CH-53K Helicopter Program Overview

On average, existing CH-53E aircraft are more than 15 years old, have over 3,000 flight hours under tough conditions, and are becoming more and more of a maintenance challenge with a 44:1 maintenance man-hours:flight hours ratio. Not to mention the resulting $20,000 per flight-hour cost ratio. According to Jane’s Defense Weekly, a 1999 analysis showed that the existing fleet has a service life of 6,120 flight hours, based on fatigue at the weakest point where the tail folds. The USMC expected that the existing fleet would start to reach this point in 2011, at a rate of 15 aircraft per year. The funding profile below suggests a problem for the Corps:

CH-53K Budgets, 2006 - 2018

The Marine Corps itself is the source of the disconnect. The HLR program initially called for 156 new-build helicopters derived from the CH-53E Super Stallion design, with initial flight tests in 2010-2011, and initial operating capability (IOC) in 2014-2015. IOC was defined as a detachment of 4 aircraft, with combat ready crews, and prepared to deploy with all required equipment and spares.

In 2010, however, the Marines grew the program plan to 200 helicopters, even as they pushed its initial flight back to FY 2013, and IOC back to FY 2018. The program wasn’t experiencing problems, and no reasons were given, beyond statements concerning the program’s aggressive schedule. Further slippage has occurred since. Here’s the full timeline:

CH-53K Program Timeline

The current schedule creates a number of risks for the Marine Corps. There’s no question that pushing the CH-53K program back will leave the Marines with a dwindling heavy-lift helicopter fleet, whose size, capability, and safety are governed by mechanical realities rather than political diktat. In April 2010, the US military ran out of stored CH-53D/E airframes to refurbish and return to the front lines. In February 2011, the USMC retired its CH-53D fleet altogether.

The other risk is political. On the one hand, the CH-53K is a large program, and the farther the Marines push it away, the easier it is to cut amidst budget crises. With its heavy-lift fleet dwindling, that could be disastrous for the force. On the other hand, budgetary crises also look for programs that are late or experiencing problems, and the CH-53K is big enough to earn a lot of attention if it’s seen as screwing up. That fact that the original schedule was overly aggressive wouldn’t matter.

Was the move to push the CH-53K back an act of political negligence, to protect less critical programs like the V-22? Or was it an act of supreme prudence, which will lead to a strong program that survives precisely because it goes out and meets its targets? Opinions vary. Time will tell.

Current Status

CH-53K Manufacturing
Some assembly required
(click to view full)

US Navy PMA-261 is responsible for the CH-53K program, and the program manager as of February 2010 was Capt. Rick Muldoon. He had been the program manager for over 3 years, which is something of a rarity at the Pentagon.

Sikorsky is currently working under a $3.04 billion System Development and Demonstration (SDD) contract, to include 4 SDD flight test helicopters, 1 ground test airframe, and associated program management and test support. The Navy believes it will take more than that to complete the phase; time will tell. To date, Sikorsky’s industrial partners include:

CH-53K Industrial Team

The CH-53X / CH-53K

CH-53K Notional Mission Profile
Mission example
(click to view full)

The CH-53K’s maximum gross weight (MGW) will increase to 88,000 pounds with external loads, versus 73,500 pounds for the CH-53E. MGW with internal loads will be 74,000 pounds, compared to 69,750 pounds for the CH-53E. It’s being designed to carry a cargo load of 27,000 pounds (13.5 tons) 110 nautical miles, operating at an altitude of 3,000 feet and an ambient temperature of 91.5 degrees Fahrenheit. This is nearly double the capacity of the current CH-53E Super Stallions, all in a helicopter that’s roughly the same size.

Those altitude and temperature qualifications matter, too, because “hot and high” conditions lower aircraft load carrying capabilities and combat radius – especially for helicopters. This reduced performance has recently been a factor during operations in Afghanistan and relief efforts in Pakistan, for instance, and has been a factor with earlier models of the C-130 Hercules as well. Figures for the CH-53K operating entirely around sea level and in cooler temperatures would be higher, but would not be double that of existing CH-53Es.

As an example of these variables at work, Sikorsky’s CH-53K brochure states that the improved CH-53K will have a maximum external load of 16.3t/ 36,000 lbs. On the other hand, an operation that carries an externally-slung load from sea level to a point 3,000 feet above sea level, with a total range there and back of 220 nautical miles/ 407 km, and 30 minute loiter at the landing zone, would have a maximum mission load of only 12.25t/ 27,000 lbs.

RG-31 USMC IEDed
MRAP: RG-31, IEDed
(click to view story)

Even at sea level, however, increased lift capacity will be important. As the Hummer’s fundamental lack of survivability began to marginalize it on the battlefield, the Marines led the charge to field “MRAP” blast-resistant vehicle designs instead. While an up-armored HMMWV weighs about 9,100 pounds empty, the lightest Category 1 MRAP patrol vehicles check in at weights ranging from 16,000 – 31,000 pounds, and even the “light” JLTVs that will replace a large segment of the HMMWV fleet are expected to weigh 14,000 – 20,000 pounds.

Those weights mean that tactical operations to airlift mobile forces ashore beyond the beach, or within the zone of operations, will have only one helicopter available that can get the job done: the CH-53.

If the Marines think their CH-53 fleet is seeing heavy use now, just wait.

New Technologies

CH-53K Concept
CH-53K concept
(click to view full)

In order to meet those requirements, the CH-53K will be depending on a number of new technologies. No one technology constitutes a big stretch, which is good news for the program. Instead, a host of technologies that have been developed since the CH-53E program will be refined, and used in inter-related areas. For the basic outlines of many low-risk CH-53X/CH-53K improvements, read “An Affordable Solution To Heavy Lift” [PDF] by Lt. Col. James C. Garman, an H-53 family pilot and Senior Preliminary Design Engineer in Sikorsky’s New Product Definition Group. See also this interview with former HLR program manager Col. Paul Croisetiere.

The most important new addition to the CH-53K will be its 7,500shp class GE38 engines, which have already hit 8,300 shp in ground tests. The military is hoping for 18% better specific fuel consumption than the similarly sized T64 engine, even though the engine would produce 57% more power. To improve maintenance and reliability, the GE38 is also expected to have 63% fewer parts.

Other technologies slated for the CH-53K include a “glass” [digital] cockpit that has high commonality and interoperability with existing Army and Navy helicopters, high-efficiency rotor blades with anhedral tips that are 11% wider, a cargo rail locking system; external cargo improvements, survivability enhancements, and enhancements designed to extend service life.

Changes will be made as the program progresses, and engineers get a better sense of which technologies are ready, and which would create risks to the program. For example, the CH-53K was going to use a “viscoelastic lag damper” for the rotors, in order to minimize vibration and stress. It was removed in order to speed up deployment, and a modified version of standard linear hydraulic dampers will be used instead. The Navy hopes for 2x reliability compared to the existing CH-53Es, but gave up the potential for 4x reliability, in exchange for less development risk.

Given the CH-53E’s large maintenance ratio, reliability will matter. As former HLR program manager Col. Paul Croisetiere put it in a NAVAIR release:

“Given the CH-53E’s operational costs and maintenance demands, heavy lift has built its reputation for excellence on the backs of our maintainers… We are going to take our maintainers somewhere they’ve rarely been before. Home for dinner.”

Several decades of weapon program history suggest that the odds of meeting this goal are low. Instead, the trend is that these promises are made, but more advanced and complex weapons wind up having more points of failure, and require even more maintenance. If the CH-53K program can break that cycle, it would represent a landmark success in Pentagon weapons acquisition.

Contracts & Key Events

Unless otherwise noted, all contracts are issued by US Naval Air Systems Command in Patuxent River, MD.

FY 2013

SAR shows program cost increases; Ground Test Vehicle delivered; Flight test helicopters ordered.

CH-53K GTV
CH-53K GTV
(click to view full)

May 31/13: Hostile IG Report. The Pentagon’s Inspector General issues a report under Audit Project No. D2012-D000CD-0037.000, telling the USMC that the CH-53K’s program increase to 200 helicopters isn’t justified. The Marines politely tell the IG to stick it where Chesty can’t find it.

The Inspector General’s statement that “the Marine Corps risks spending $22.2 billion in procurement and operating and support funding for 44 additional aircraft” is a blatant error – that’s the entire 2011 program cost for 200, plus R&D. Beyond that, they complain that the USMC:

  • did not follow the Joint Capabilities Integration and Development System Instruction and obtain Joint Requirements Oversight Council [DID: JROC] approval for the increase;
  • did not have requirement studies prepared to determine a procurement quantity in consideration of program affordability;
  • incorrectly relied on a 2008 memorandum from the Deputy Commandant for Aviation directing the increase of the procurement quantity to 200 aircraft, without support;
  • incorrectly used the 2010-2011 Force Structure Review’s war-gaming scenarios as justification for the quantity increase; and
  • did not justify or appropriately consider the impact of the Marine Corps personnel reductions effect on Heavy Lift quantity requirements.

In response, the USMC Deputy Commandant says the existing analyses do justify it, and JROC approved the 200. Then the Milestone Decision Authority approves the Marine Corps’ request to rebaseline the program with a 54% procurement cost increase over the 2005 baseline (a jump from Dec 2011 figures, if true) and formally push the Milestone C decision from December 2012 to February 2016 (later than the current August 2015). The IG wants additional comments re: the re-baselining. Which is fine, as far as it goes, but the whole process seems like an ad for the Lexington Institute’s Daniel Goure, who argues that the Pentagon’s procurement processes are an out of control overhead burden. It’s all about paper, rather than the soundness of the conclusion. And you can’t use what you learn in war games to change procurement decisions? What idiot thinks that’s a good idea? Pentagon IG Report.

May 30/13: Sikorsky Aircraft Corp. in Stratford, CT receives a $435.3 million cost-plus-incentive-fee contract modification, to buy 4 CH-53K System Demonstration Test Article helicopters. The April 5/06 System Development & Demonstration contract already included 4 test helicopters, and US NAVAIR and Sikorsky subsequently confirm that these 4 SDTA helicopters are a different set that the Marines will test during operational evaluation. The buy is structured as an additional line item under the 2006 contract, and initial funding will use $48.1 million in FY 2013 RDT&E budgets.

Sikorsky CH-53K Program VP Dr. Michael Torok says the SDTA helos will be based on the configuration of the 4th and final flight test aircraft from the 2006 contract, which is currently being assembled on the prototype production line. To date, Sikorsky has delivered 2 non-flying SDD CH-53Ks: the Ground Test Vehicle and the Static Test Article. That leaves the 4 flight test prototypes, 1 stationary Fatigue Test CH-53K, and now the 4 SDTA helicopters. First flight of a CH-53K prototype is now expected in “late 2014″ instead of Spring 2014, and this contract requires 1st SDTA delivery by September 2016. Final delivery is scheduled by the time OpEval begins in March 2017, with incentives for early delivery.

Work will be performed in Stratford, CT (17%); West Palm Beach, FL (17%); Wichita, KS (15%); Salt Lake City, UT (10%); St. Louis, MO (4%); Bridgeport, WVA (3%); Windsor Locks, CT (3%); Ft. Walton Beach, FL (2%); Redmond, WA (2%); Forest, OH (2%); Jackson, MS (2%); Cudahy, WI (2%); Irvine, CA (2%); Kent, WA (1.2%); Bristol, United Kingdom (1%); Phoenix, AZ (1%); Chesterfield, MO (1%); Los Angeles, CA (1%); Rochester, United Kingdom (1%); Buckinhamshire, United Kingdom (1%); Longueil, Quebec, Canada (1%); Cedar Rapids, IA (0.8%); Twinsburg, OH (0.8%); St. Clair, PA (0.5%), and various other locations (8.7%) (N00019-06-C-0081). See also US NAVAIR | Sikorsky

4 flight test helos

May 24/12: SAR. The Pentagon finally releases its Dec 31/12 Selected Acquisitions Report [PDF].

“CH-53K Heavy Lift Replacement Helicopter – Program costs increased $1,897.6 million (+7.1%) from $26,626.8 million to $28,524.4 million, due primarily to changing the cost estimating methodology from analogy-based to supplier bottom-up (+$1,796.6 million), use of commercial indices for materiel escalation costs (+$948.9 million), revised escalation indices (+$539.4 million), an increase in the production line shutdown estimate (+$120.7 million), and an increase in support equipment, repair of repairables, and spares costs (+$64.9 million). These increases were partially offset by decreases in other support costs (-$664.0 million), initial spares requirements (-$589.0 million), and the application of new inflation indices (-$385.3 million).”

To put the estimating into English, the program had estimated costs based on similar programs, but now they’ve gone through the chosen suppliers and built an estimate using actual costs for components and materials, plus commercial figures for raw materials etc. The result adds almost $2.85 billion to the program, and other cost jumps bring the total increase to $3.47 billion. The downward revisions to spares and support, and to inflation, prevent costs from rising over 13%.

Are the changes reasonable? We won’t know until flight testing is well underway and time has revealed real inflation costs, but there’s reason to be skeptical. It could be a case of “paper cuts now, then cost increases once production is underway and jobs in Congressional districts are committed.” We’ll have to talk to the program to even begin to judge.

SAR: program cost increases – questionable cuts?

May 17/13: General Electric in Lynn, MA receives a $7.6 million firm-fixed-price delivery order to buy critical hard tooling required to support the manufacture of the CH-53K’s GE38-1B engines. The current order involves GE38s for the CH-53K System Demonstration Test Article (SDTA) helicopters, and they’re the engine’s inaugural platform.

Work will be performed in Lynn, MA (20%); Morristown, TN (20%); Groton, CT (20%); Hooksett, NH (10%); Fort Wayne, IN (10%); North Clarendon, VT (10%); and Albany, OR (10%); and is expected to be complete in November 2014. All funds are committed immediately, using FY 2013 RDT&E budgets (N00019-10-G-0007).

March 28/13: GAO Report. The US GAO tables its “Assessments of Selected Weapon Programs“. Which is actually a review for 2012, plus time to compile and publish. Overall, expected costs have risen (q.v. March 30/12 entry), though the added cost per helicopter is only 5.6% above the baseline. The “ground test vehicle” non-flying model has been delivered, but issues with a test stand are delaying progress.

GAO points out that the design is released, but not necessarily finished. The big break in the program remains the April 2011 shift from a cost-plus award fee to cost-plus incentive fee contract, tied to specific cost and schedule goals, and associated with a much-delayed schedule. The next big event will be the beginning of system-level prototype testing in 2013.

Dec 4/12: Testing. Sikorsky delivers the 1st CH-53K Ground Test Vehicle (GTV) prototype. It won’t fly, just help test the performance of the rotor blades, transmission, and engines. The 4 follow-on flight test helicopters aren’t expected to fly until 2014-2015. Sikorsky.

GTV delivered

FY 2012

GAO report says development will need more $; Last CH-53D retired.

CH-53E M113 Liftoff
CH-53E lifts M113 APC

May 6/12: Sikorsky Aircraft Corp. in Stratford, CT receives a $7.8 million cost-plus-award-fee contract modification to incorporate CH-53K live fire test and evaluation. This is exactly what it sounds like – the Navy will shoot lots of holes in test platforms, and assess damage resistance.

Work will be performed at Naval Air Warfare Center Weapons Division, China Lake, CA (80%), and Stratford, CT (20%). Work is expected to be complete in December 2018 (N00019-06-C-0081).

April 12/12: Sikorsky Aircraft Corp. in Stratford, CT receives a $25.7 million cost-plus-incentive-fee contract modification, to provide detailed maintenance plans in support of the CH-53K helicopter program. Work will be performed in Stratford, CT, and is expected to be complete in December 2015 (N00019-06-C-0081).

March 30/12: GAO report. The US GAO tables its “Assessments of Selected Weapon Programs” for 2012. With respect to the CH-53K:

“Program officials reported that in July 2011, the contract’s estimated cost was increased by $724 million to $3.4 billion. According to Defense Contract Management Agency officials, the estimated contract costs increased because of several factors including the need for additional flight test hours and spare parts, increased material costs, and design complexity. The contract was also changed from cost-plus award fee to cost-plus incentive fee for the remaining period of performance. The incentive fees are tied to specific cost and schedule goals… According to Marine Corps officials, a force structure review has been conducted to assess the required quantity of aircraft and that review determined that the requirement for 200 aircraft is still valid despite the proposed manpower reduction.”

Feb 28/12: Avionics. Northrop Grumman announces a $5.6 million Phase II contract from US NAVAIR to modify existing software for the CH-53K’s LN-251 embedded GPS/fiber-optic inertial navigation system (INS). Northrop Grumman’s Navigation Systems Division will provide updated software and engineering support for platform integration and flight tests, to both NAVAIR and Sikorsky Aircraft.

Feb 24/12: Sikorsky Aircraft Corp. in Stratford, CT receives a $15.5 million cost-plus-incentive-fee CH-53K contract modification. The program needs a condition-based maintenance plus software toolset (almost certainly ISS – vid. Oct 26/11), to integrate the helicopter’s onboard prognostics and the Navy’s fleet common operating environment maintenance computers. The contract includes installation, operation, and recurring data analysis.

Funds and work will be assigned if and as needed, and work will be performed in Lexington Park, MD (90%), and Stratford, CT (10%). The contract is expected to run until February 2018. US Naval Air Systems Command in Patuxent River, MD manages the contract (N00019-06-C-0081).

Feb 10/12: USMC retires CH-53D. The USMC holds a “sundown ceremony” to retire its CH-53D Sea Stallion fleet, leaving only CH-53E Super Stallions. See also Aug 16/10 entry. US NAVAIR explains that the retirement isn’t immediate, but it is imminent:

“The Sea Stallion’s last mission is currently underway with Marine Heavy Helicopter Squadron 363 supporting Operation Enduring Freedom in Afghanistan. The helicopter will be flown from Marine Corps Air Station Kaneohe Bay to its final destination at the Pacific Aviation Museum, where it will be displayed.”

CH-53D retired

Dec 19/11: Sub-contractors. Northrop Grumman announces a follow-on contract from US NAVAIR in Patuxent River, MD to define system requirements for the integration of its LN-251 embedded global positioning system (GPS)/fiber-optic inertial navigation system (INS) on the new CH-53K.

The firm touts the LN-251 system as “the world’s smallest, lightest navigation-grade embedded GPS/INS unit in its class… [whose] modular, open architecture supports additional applications and evolving requirements.”

Oct 26/11: Recognition. The CH-53K Helicopter Systems Engineering Team wins a Department of Defense Systems Engineering Top 5 Programs Award, at the annual NDIA Systems Engineering Conference Award Luncheon in San Diego, CA. US NAVAIR.

Oct 26/11: ISS Patent. Sikorsky Aerospace Services’ Integrated Support System (ISS) aftermarket software suite has received a patent. ISS integrates onboard diagnostics (vid. Sept 26/08 HUMS entry) and usage data with ground-based troubleshooting and service information. This technology is part of Sikorsky’s efforts to move toward proactive diagnostics, and ISS platforms for the Sikorsky CH-53K and S70i are under development. Future plans include expansion to other aircraft types. Sikorsky.

Oct 11/11: Sub-contractors. Thermoplastic composites firm Fiberforge announces the addition of Njord A. Rota as its CH-53K Program Manager. They explain that the Lockheed Martin veteran will lead all management aspects of Fiberforge’s work for DRS Technologies Inc. Their work includes the design, development and production of the carbon fiber composite components within the CH-53K’s Internal Cargo Handling System. Helihub.

FY 2011

GE delivers 1st engine, sees GE38 civil and military market potential as $4+ billion; Sikorsky unveils virtual reality center, FAFO experimental assembly line.

August 2011: Re-baselined. The CH-53K program undergoes a major time shift. Delivery dates for engineering development models are moved, 1st flight is pushed back to 2014, and Initial Operational Capability is moved from 2015 to 2018 (later 2019). Source: GAO.

Contract rebaselined

GE38 by MTU
GE38 engine
(click to view full)

Aug 4/11: Engine. GE has delivered the 1st GE38 engine, for use on the Sikorsky CH-53K Ground Test Vehicle. After 2 years of testing, GE touts 57% more power and 18% lower specific fuel consumption than the CH-53E’s similarly-sized GE T64, while using 63% fewer parts.

In addition to the CH-53K SDD program’s 20 flight engines, the GE38 testing program includes 5 factory-test engines that will accumulate more than 5,000 engine test hours by 2013. GE is pushing ahead on its engine despite CH-53K delays, and expects it to have applications in the fixed wing and naval markets, alongside its helicopter potential. They see a total civil and military market potential of $4+ billion. GE.

June 21/11: Industrial. Sikorsky announces that they’ve begun assembly of the CH-53K Ground Test Vehicle (GTV), which is currently in position 4 on the line. It’s the 1st of 5 prototype CH-53Ks to be assembled at the Sikorsky Florida Assembly and Flight Operations (FAFO) facility in West Palm Beach, FL, which opened in March 2011.

Another 2 GTVs will be assembled at Sikorsky’s main manufacturing plant in Stratford, CT, making 3 ground test and 4 flight test helicopters. CH-53K ground testing is scheduled to begin in early 2012, and flight testing during FY 2014. To give one a sense of the CH-53K, its rotor hub and transmission alone weigh 15,000 pounds – about the empty weight of a UH-60 Black Hawk.

April 2011: Restructuring. The CH-53K program undergoes a major shift. The SDD contract is changed from a cost-plus award fee structure to cost-plus incentive fee contract, which is tied to specific cost and schedule goals. Source: GAO.

Contract restructured

March 22/11: Industrial. Sikorsky officially opens its new 60,000 square foot Florida Assembly and Flight Operations (FAFO) campus, establishing experimental assembly line operations for the new CH-53K heavy lift helicopter. The FAFO line introduces a set of new manufacturing technologies. It’s equipped with wireless data connections to all operator plasma data screens, uses digital operation sheets, and is outfitted with overhead power and air dropdowns, new aircraft work stands, and overhead cranes. Sikorsky, incl. video.

Feb 16/11: Sub-contractors. Donaldson provides an update regarding its Engine Air Particle Protection System, which is a critical piece of equipment in desert or dusty environments. They received the contract in September 2007:

“We built the first full-scale EAPPS in just three months following the CDR, [DID: which was August 2010]” said Sheila Peyraud, General Manager, Aerospace and Defense at Donaldson. “Developmental testing began in November 2010 to support testing of the helicopter’s GE38-1B engine in 2011. We are pleased that initial results in this phase of the program are exceeding expectations originally set during the conceptual design phase. Qualification testing will begin in May 2011.”

Jan 14/11: Industrial. Sikorsky unveils a state-of-the-art virtual reality center for the CH-53K heavy lift helicopter program, attempting to help identify production and maintenance issues before the initial build takes place by using a 3-dimensional digital environment.

Located within the engineering labs at Sikorsky’s main manufacturing facility in Stratford, CT, the virtual reality center uses sophisticated software, along with 12 cameras, a head-mounted display headset, gloves, and a gripping tool. All devices are linked to 3 computers, which comprise the “command center” for operating the system.

Nov 19/10: Sub-contractors. ITT Corporation (formerly EDO) announces that after nearly 3 years of advanced design, development, testing and manufacturing, they’ve delivered the first pair of CH-53K sponsons to Sikorsky. Each sponson is 25 feet long by 4 feet wide and 5 feet high, and fits on the helicopter’s side to house landing gear, fuel, and other mechanical and electrical assemblies.

ITT used composite materials instead of traditional sheet metal for the sponsons, and hopes they’ll provide benefits in weight, corrosion resistance, and in-flight stress tolerance. To make that work, ITT has to use advanced manufacturing technologies like electronic model control, laser-ply projection, 5-axis computer numerically controlled machining, automated trimming and drilling, and laser and ultrasonic inspection of all subassemblies. The CH-53K parts will be built at ITT’s Electronic Systems facility in Salt Lake City, UT.

FY 2010

Why was the CH-53K program pushed back 2 years?; SAR raises plans to 200; Critical Design Review passed; AAQ-29 surveillance turrets for CH-53K; No more “boneyard” CH-53D/Es left.

CH-53Ds in Hawaii
(click for video)

Sept 6/10: Sub-contractors. GKN Aerospace delivers the first major CH-53K structural assembly to Sikorsky – an aft transition fuselage section that measures approximately 20′ x 9′ x 9′, built of an advanced hybrid composite, aluminum and titanium structure covered with external composite skins.

GKN Aerospace was accorded full design authority and manufacturing responsibility for the CH-53K helicopter aft transition fuselage section, cargo ramp, and overhead door structural assemblies in 2007. Structural design is carried out by the GKN Aerospace Engineering Development Center in Nashville, TN, and manufacturing of over 1,000 separate components takes place at the Company’s plant in St. Louis, MO. GKN Aerospace is employing manufacturing technologies including automated fibre placement (AFP), automated trim and drill, and digital inspection. GKN Aerospace.

Aug 16/10: CH-35D plans. DoD Buzz looks at the shifting plans to replace the USMC’s 30 CH-53D Sea Stallions. The original plan was to replace them with MV-22s. At some point in 2007/08, the Marine Corps formally decided replace their aging CH-53Ds with CH-53Ks. But now USMC Lt. General Trautman is saying that he wants an east coast and a west coast MV-22 squadron to replace the CH-53Ds in Afghanistan, and “When I can do that, that’ll be the start of getting CH-53 Delta out of the way.”

Exactly what “out of the way” means is ambiguous. If it means out of service, DoD Buzz correctly notes that this raises questions about the USMC’s support for the CH-53K, and would seem to be better news for the MV-22. If it means “shifted back to Hawaii while MV-22s serve in Afghanistan,” that would be something else. The exact meaning isn’t 100% clear in the article.

Aug 3/10: CDR. Sikorsky announces a successful Critical Design Review for its CH-53K, following a week-long meeting in late July that included representatives from the military, Sikorsky, and 21 industrial partners. At the review, the CH-53K team had to demonstrate that their design meets NAVAIR’s system requirements. System-level performance projections indicate that all 7 Key Performance Parameters (KPPs) will be achieved with adequate risk mitigation margin built-in. Over 93% of the design has been released for manufacturing, and the final design definition concludes, the next step involves initial prototypes and testing.

The overall program CDR follows previous efforts including a System Requirements Review (SRR), System Functional Review (SFR), System Preliminary Design Review (PDR), 77 supplier-level CDRs, 64 supplier and internal software reviews, and 16 sub-system CDRs. Sikorsky VP and CH-53K Chief Engineer Mike Torok offers an update of other preparations:

“Parts are being made throughout the supply base and at our new Precision Component Technology Center; test facilities are being fabricated and prepped for installation in our recently opened ground test facility; the integrated simulation facility is marching toward a late 2010 opening, already having received the first increment of software for the aircraft; and the final assembly facility in West Palm Beach is being prepared to start building the ground and flight vehicles early next year. It’s time now to prove out our design and show that this helicopter system will indeed meet the war fighting requirements of the USMC…”

CDR

June 28/10: Sub-contractors. Raytheon Co. in El Segundo, CA received a $26.5 million firm-fixed-price delivery order for 50 forward looking infrared devices that will be fitted to CH-53E (42) and CH-53K (8) helicopters. Discussions with corporate representatives confirm that these will be AN/AAQ-29 turrets, using a 480 x 640 element, 3-5 micron wavelength indium antimonite infrared detector, and a 2 field of view telescope on a 12-inch diameter turret.

This is a follow-on to a previous order. Work under this basic ordering agreement will be performed in El Segundo, CA, and is expected to be complete in June 2012. $530,000 will expire at the end of the current fiscal year, on Sept 30/10 (N00019-10-G-0018).

June 4/10: No more CH-53D/Es. US NAVAIR announces that it has delivered the last available CH-53s from storage at AMARG in Tucson, AZ. The last H-53E to come out of desert retirement was delivered to Marine Helicopter Training Squadron 302 on May 7/10, while the last CH-53D was delivered April 16/10.

Since the start of the program in August 2005, FRC East H-53 artisans have inducted and completed 10 of the heavy-lift helicopters. The team delivered 8 CH-53Es and 2 CH-53Ds, some of which had been idle for as many as 11 years, ahead of schedule and under budget. Each helicopter still took about 25,000 total work hours for all testing, modifications, and maintenance. Sikorsky ended CH-53 production in 1999, so AMARG was the last remaining source of airframes.

Boneyard out of CH-53s

May 10/10: Engine. Flight International reports that even though the CH-53E is delayed, GE remains committed to delivering the 7,500 shp class GE38-1 engine on schedule. The firm sees re-engining opportunities and related sales beyond the CH-53K, so they’ve begun delivering GE38s for ground tests years before airframes become available for flight test.

As of Feb 15/10, GE had recorded 176 engine starts and 177 operating hours, with sustained power of 7,760 shp and peak power of 8,300 shp. April 2010 saw delivery of a 2nd engine for ground tests.

The article is less positive about the CH-53K’s odds of winning the German/French heavy-lift helicopter program. Apparently, Germany wants a helicopter that will fit key vehicles internally, not underslung. Ultimately, the question will be whether Germany can afford to develop what it wants, can find it elsewhere, or is forced to remove some requirements.

April 29/10: Why the delay? DefenseTech reports that the USMC has pushed back the initial flight date of the CH-53K by 2 years to FY 2013, and Initial Operational Capability by 3 years to FY 2018, “with little concrete justification beyond an ‘overly aggressive initial program schedule’ “, and while stressing that the program has not run into technical problems. Craig Hooper writes:

“The CH-53K was an unsung showpiece for those preaching the virtues of incremental development, and, as a result, appetite for the platform has grown by about 30 percent, with the program of record expected to increase from 156 aircraft to 200. But, in the process, the CH-53K has become something of a MV-22-killer. Is this the problem?… In late 2009, the Marine Corps decided to go with the CH-53Ks to replace their 40-year old CH-53D fleet (MV-22 Ospreys were originally slated to replace the CH-53D). At about the same time, Israel decided to forego the Osprey for the CH-53K, killing the Osprey’s best hope of snaring an international buyer. And with the Osprey 65% availability and the MV-22s high operating costs of about $11,000 dollars an hour… worse, studies from the Pentagon demonstrated that a CH-53K-equipped big-deck amphib provided a lot more logistical support for embarked Marines than the MV-22… Slowing CH-53K development will… prevent real-data comparisons between platforms… [until] a second multi-year MV-22 contract gets signed in FY 2013. Even worse, slowing the CH-53K schedule raised the program price by at least $1.1 billion dollars, raising the per-unit price… Why slow a program that stands to be a high-demand showpiece with potential markets in Israel, Germany, France, Turkey, Singapore and Taiwan?”

Asked for a response, US MARCORSYSCOM said that US NAVAIR was the only agency that could respond; NAVAIR did not respond to DID’s simultaneous inquiry.

April 1/10: SAR – Program grows. The Pentagon releases its April 2010 Selected Acquisitions Report, covering major program changes up to December 2009. The CH-53K is included, because the Marines want more of them – but there’s a self-imposed catch:

“CH-53K – Program costs increased $6,817.8 million (+36.4%) from $18,708.3 million to $25,526.1 million, due primarily to a quantity increase of 44 aircraft from 156 to 200 aircraft (+$3,108.9 million), and increases in other support costs (+$749.7 million) and initial spares (+$456.2 million) associated with the quantity increase. Costs also increased due to a three-year delay in the procurement profile shifting initial purchases from fiscal 2013 to fiscal 2016 (+$1,148.4 million), schedule growth attributable to funding constraints (+$669.6 million), and an increase in the cost estimate for the development contract (+$611.2 million).”

Feb 22/10: Sub-contractors. Cobham announces [PDF] a sub-contract from Sikorsky to manufacture all leading and trailing edge details and precisely locate and bond the details onto the CH-53K’s main rotor blade spar.

The work will be done by its Antenna Systems unit, which has consolidated all composites-related operations within the company. Depending on how many CH-53K helicopters are eventually built by Sikorsky for the US Marine Corps, the contract could be worth up to $25 million.

Jan 22/10: Industrial. Sikorsky formally opens its new $20 million Precision Components Technology Center, as part of United Technologies Corp.’s $130 million investment the CH-53K program.

The center currently employs 8 people, and was designed to allow the development of new product lines with “zero setup time” and quick changeover from one component to another. The center will produce major dynamic components of the CH-53K helicopter such as rotating and stationary swashplates, main and tail rotor hubs, and main rotor sleeves. The equipment in the center has the capability to produce any precision rotor and drive system dynamic component, including earlier-model configurations, and forgings machined there can be up to double the size of previous on-site limits. Sikorsky release.

Jan 7/10: IDR. Sikorsky announces the wrap-up of its Integration Design Review for the CH-53K, in preparation for the Critical Design Review coming in 2010. The event included industrial team members , and personnel from US NAVAIR and the Office of the Secretary of Defense. Risk reduction initiatives on the critical split torque main gear box and the advanced main rotor blade are done, and 2010 will also hold a Technology Readiness Assessment. Initial Operational Capability is currently slated for early 2016.

Established features of the CH-53K helicopter currently include a joint-interoperable glass (digital screens) cockpit; fly-by-wire flight controls; 4th generation rotor blades with anhedral tips; a low-maintenance elastomeric rotor head; upgraded engines; a locking cargo rail system; external cargo handling improvements; survivability enhancements; and design for reduced operation and support costs. Sikorsky release.

FY 2009

CH-53s flying at 3x planned usage; 1st GE38 engine test; VELD removed from the design; Sub-contractors picked.

CH-53E Cobra Gold 2002
CH-53E, Cobra Gold 2002
(click to view full)

July 28/09: Engine. The GE38 team holds a ceremony at General Electric in Lynn, MA, celebrating the completion of the first full GE38 engine test. This first engine test, which began June 24/09, focused on basic engine checkout and risk reduction. All engine test parameters were within predicted values.

SDD phase testing will include 5 ground-test engines that will accumulate more than 5,000 engine test hours, plus production of 20 flight-test engines for the CH-53K development helicopters (each helicopter carries 3 engines). NAVAIR release.

May 7/09: Sub-contractors. Curtiss-Wright Corporation announces a contract from Sikorsky to develop and supply data concentrator units for the CH-53K. Curtiss-Wright’s system consists of 2 data concentrator units (DCUs) that will receive and provide various avionic and air vehicle discrete, digital and analog inputs for monitoring, processing data and controlling various CH-53K subsystem components.

Curtiss-Wright’s Motion Control segment will develop and manufacture the DCU systems at its newly-opened City of Industry, CA, facility. The initial contract runs through 2011 with the production phase starting in 2013. The contract has a total potential value of $22 million when development and all aircraft production options and phases are completed.

April 21/09: Sub-contractors. Curtiss-Wright Controls Inc., announces a contract from United Technologies subsidiary Claverham Ltd. (a Hamilton Sundstrand Flight Systems business unit) to provide multi-channel linear variable displacement transducers (LVDTs) for the fly-by-wire (FBW) systems controlling the main rotor and tail rotor on the Sikorsky UH-60M Upgrade and CH-53K helicopters.

The LVDTs are special pressure sealed linear displacement transducers that are embedded in Claverham’s Primary Flight Control Actuators. The transducers provide electrical signals that are proportional to the position of the hydraulic actuator rod, and the actuators change pitch angles on the main and tail rotors in response to the pilot’s commands.

These two programs have a potential contract value in excess of $20 million over a 15-year period, with shipments expected to begin in 2009. The company will supply these products from its Christchurch, UK operation.

March 30/09: GAO. The US GAO audit office delivers its 7th annual “Defense Acquisitions: Assessments of Selected Weapon Programs report, which looks at 47 programs including the CH-53K HLR. The CH-53K stands out, as one of the few programs to show lower R&D projections (from $4.23 billion to $4.17 billion) and estimated delivery time (2 months early) since its 2005 baseline. The truth is, the Marines have little choice. The time crunch has already begun:

“According to program officials, all available decommissioned CH-53E helicopters have been reclaimed… Currently deployed CH-53E aircraft are flying at three times the planned utilization rate… The program intends to manufacture up to 29 of the 156 total [CH-53K] helicopters (19 percent) during low-rate initial production at the same time that it is conducting initial operational testing. While concurrent testing and production may help to field the systems sooner, it could also result in greater retrofit cost…”

That’s likely, since a number of requirements and systems have been shelved, in order to deliver the helicopter on time:

“Both of the CH-53K’s current critical technologies, the main rotor blade and the main gearbox, are immature and are expected to be fully mature following the low-rate initial production decision in 2013. The program replaced a third technology, the viscoelastic lag damper, with a modified version of an existing [linear hydraulic damper] technology. During preparations for the preliminary design review, it was discovered that maturing system engineering tasks would potentially require additional cost and time. As a result, the program eliminated noncritical requirements to contain costs and delayed the preliminary and critical design reviews and low-rate initial production decision.”

Feb 8/09: Sub-contractors. BAE Systems announces contracts from Sikorsky Aircraft for development and initial deliveries of CH-53K Cockpit Seats and Cabin Armor Systems, and for integration of the CH-53K’s fly-by-wire flight controls. BAE Systems efforts will include design, development, testing, qualification, and delivery of initial systems to support the flight test and ground test aircraft. Follow-on contracts would be placed for production orders and spares.

The seats will be based on BAE Security & Survivability Systems S7000 armored, crashworthy seats, and first deliveries of both seats and cabin armor are scheduled for 2010. The total value of the programs is estimated at approximately $90 million through 2022, if 156 CH-53K aircraft are built.

FY 2008

PDR successful; Sub-contractors picked.

CH-53E lifts UH-60
Iraq: CH-53E lifts UH-60
(click to view full)

September 2008: PDR. The CH-53K program conducts a successful Preliminary Design Review. Source.

PDR

Sept 26/08: Sub-contractors – HUMS. Goodrich announces that it has been picked to supply its IVHMS Health Usage and Monitoring Systems (HUMS) for the CH-53K. HUMS are embedded sensors within the aircraft’s key components, like engines. They monitor these systems, and can often tell if things are beginning to wrong inside before something actually breaks.

Avoiding breakdowns, and helping to pinpoint problems faster if something does break, saves money. Further savings can be had by using HUMS in conjunction with advanced maintenance and fleet management software. Once a baseline of good data is available, it becomes possible to switch from “do it just in case” maintenance and overhaul checklists, to “condition-based maintenance” that’s performed only when necessary, based on a combination of HUMS readings and predictive software.

Goodrich has carved out a strong market position in this area, supplying HUMS systems of varying complexity for a number of US military helicopters. IVHMS will supposedly build on earlier IMDS systems implanted in the CH-53E, but will be broader in nature, monitoring “the CH-53K helicopter’s entire mechanical drive train from the engines to the rotor system, and hundreds of aircraft systems.”

Sept 2/08: Sub-contractors. Breeze-Eastern Corporation announces that Sikorsky has picked them to provide the CH-53K’s Internal Cargo Winch System. The initial contract requires the delivery of 5 units for the System Design and Development phase.

Breeze-Eastern has worked with Sikorsky in this area to supply the S-92, and to retrofit USMC CH-53Ds. Bloomberg.

May 30/08: Camber Corp. in Huntsville, AL received an $8.6 million cost-plus-fixed-fee contract for program management, acquisition management, and engineering and technical services in support of the CH-53D, CH-53E, MH-53E, and CH-53K.

Work will be performed in Patuxent River, MD and is expected to be complete in November 2008. This contract was not competitively procured by the Naval Air Warfare Center Aircraft Division, Patuxent River, MD (N000421-08-C-0044).

Feb 18/08: Sub-contractors. Northrop Grumman Corporation announces that U.S. Naval Aviation Systems Command has picked their APR-39BvX radar warning receiver (RWR) integration program for the Navy’s CH-53K helicopter fleet. The APR-39 BvX upgrade, scheduled for completion and flight testing in late 2009 or early 2010, builds on the recently completed AvX program and includes new, faster processors and “massive” memory expansion.

Under the terms of the $17 million phase Phase 2 contract, Northrop Grumman will incorporate all electronic warfare (EW) integration capabilities of the APR-39Av2 and APR-39Bv2 versions, which are variants of the same system tailored to the kind of aircraft computer and cockpit interfaces in Navy/USMC aircraft. The APR-39BvX program will create one interoperable version for the forthcoming CH-53K fleet. This phase 2 program will include electronic warfare controller and integration interfaces to multiple missile and laser warning sensors, and also tie the APR-39 into Northrop Grumman’s Directional Infrared Countermeasures (DIRCM) systems onboard each of the helicopters. The intended result is a system providing warning and protection against electro-optical, infrared, and radar guided missiles, and electronic warfare threats. NGC release.

Nov 6/07: Sub-contractors. Sikorsky has selected fellow United Technologies Corporation subsidiary Eaton Corporation to design, develop and supply the CH-53K’s integrated fuel system. This is in addition to the contract for the helicopter’s hydraulic power generation system and fluid conveyance package awarded to Eaton in July 2007.

During the development phase of the program, which runs through 2014, Eaton will provide the integrated fuel system support hardware for 5 helicopter shipsets in addition to a number of system development test sets. “Based on expected production of more than 156 helicopters for the U.S. Marine Corps, the contract value is approximately $96 million and, when combined with anticipated foreign military sales, is expected to exceed $160 million over the approximate 12-year life of the program.” Eaton release.

FY 2007

Sub-contractors picked; Sikorsky opens CH-53K development center.

CH-53s refueling with 2 HMMWVs underslung
CH-53E Super Stallions:
2 HMMWVs, to shore
(click to view full)

Sept 25/07: Sub-contractors. Donaldson Company announces that Sikorsky has picked them to provide the CH-53K’s engine air particle protection system (EAPPS), which helps keep blown sand and other contaminants from gumming up the helicopter’s engines.

Sept 17/07: Sub-contractors. Fellow United Technologies’ subsidiary Hamilton Sundstrand announces that they’ve been selected to supply integrated secondary power systems for the CH-53K, consisting of the environmental control system, auxiliary power unit and main engine start system. The environmental control system (flight deck and avionics air conditioning, cabin ventilation and heating, engine bleed system, and supply air for the onboard inert gas generation system) and main engine start system will be built at Hamilton Sundstrand’s Windsor Locks, CT facility. The Auxiliary Power Unit will be built at the company’s San Diego, CA facility.

The contract includes design, development and production work; design and development will begin immediately with first hardware deliveries scheduled for 2009. Hamilton Sundstrand says that this agreement has a potential value of more than $400 million. The firm already holds contracts to supply the CH-53K’s fly-by-wire flight control computers, and primary main and tail rotor actuators. Hamilton Sundstrand release.

Sept 4/07: Sub-contractors. Sikorsky Aircraft Corporation has selected Goodrich Corporation to act as integrator for the CH-53K’s input and tail drive shaft system, as well as supplying the electrical power generation and distribution system (q.v. June 17/07).

July 12/07: Sub-contractors. Sikorsky Selects fellow UTC subsidiary Eaton to supply the CH-53K’s Hydraulic Power Generation System and Fluid Conveyance Package. During the development phase of the program, which runs through 2014, Eaton will provide support hardware for 10 aircraft shipsets. Based on expected production of more than 156 aircraft for the U.S. Marine Corps, as well as anticipated foreign military sales, the potential value of the contract over the life of the program is expected to exceed $200 million. Eaton release.

June 20/07: European HTL. France & Germany confirm their heavy-lift helicopter program, known as HTL in France and FHT in Germany. A full set of specifications have not been created yet, and the countries involved are still trying to decide whether to pay the price of a full R&D program to get exactly what they want, or base their helicopter on an existing design. Possible contenders include the CH-53K, Boeing’s CH-47F, and Rosvertol’s super-giant Mi-26T helicopter.

June 18/07: Sub-contractors. Canadian aerospace manufacturer Heroux-Devtek Inc.’s Landing Gear Division received a contract from Sikorsky to design, develop, fabricate, assemble, test and deliver the CH-53K’s landing gears and tail bumper during the SDD phase, which includes the production of landing gears and tail bumper assemblies for 8 systems. Total revenue for the SDD and the Production Phase, which will be awarded in a separate contract, is expected to exceed C$ 95 million (about $89 million). Rotor News.

June 17/07: Sub-contractors. Sikorsky Aircraft Corporation has selected Fortune 500 firm Goodrich Corporation to supply the electrical power generation and distribution system for the CH-53K program. Goodrich’s Pitstone Green, UK and Twinsburg, OH facilities will be involved in the development and delivery of a complete electrical power system for the aircraft, consisting of generators and controls; primary power distribution; AC/DC converters; battery; and external power controls.

Goodrich currently supplies power generation for the Sikorsky S-92/H-92 Superhawk, and has recently been selected to supply the DC power generation for the Sikorsky’s upgraded S-76D civil helicopter. Rotor News | Goodrich press kit release incl. pictures

May 9/07: Sub-contractors. Sikorsky Aircraft announces its selection of 4 subcontractors to design and fabricate the CH-53K’s major fuselage sections, “following an extensive solicitation and evaluation of multiple bids over a 12-month competition”: They include Aurora Flight Sciences in Manassas, VA; Bridgeport, WVA; and Columbus, MS; R&D in Cambridge, MA (main rotor pylon). EDO Corp. composites in Salt Lake City, UT; select resin transfer molding parts from Walpole, MA; and final assembly in North Amityville, NY (tail rotor pylon & side sponsons). GKN Aerospace in Nashville, TN & St. Louis, MO (aft transition). Spirit AeroSystems in Wichita, KS (cockpit and cabin).

Design will be conducted in a collaborative environment between supplier sites and Sikorsky’s Heavy Lift Development Center using model management systems linked to Sikorsky IT and data systems. Composite and titanium materials are being employed extensively to provide superior fatigue and corrosion durability at minimum weight, and state-of-the-art manufacturing processes such as co-curing, automated part fabrication, super high speed machining, and determinant assembly are being pressed into service to keep costs down. Sikorsky release.

Assemblies will initially be built for 7 test and certification aircraft (4 Engineering Development Models, 1 Ground Test Vehicle, 1 Static Test Article and 1 Fatigue Test Article.) The CH-53K SDD program schedule runs through the end of September 2015.

ADDENDA: GKN Aerospace’s release says that they’re contracted to deliver their 7 development ship sets to Sikorsky between 2009 – 2012, and estimates that this deal could be worth up to $70 million to them. Aurora Flight Sciences’ release clarifies that the Main Rotor Pylon (MRP) is one of 6 major fuselage sections; it is mostly made of composite materials, and houses the CH-53K’s Main Rotor Head, the No. 2 engine and other aircraft subsystems. EDO Release [PDF]

Feb 12/07: Manufacturing. Sikorsky Opens the CH-53K Development Center. The CH-53K program’s new Heavy Lift Development Center is a 106,000-square-foot office building in Stratford, CT, about 5 miles from Sikorsky’s main facility. It houses the CH-53K Program and Engineering staff, co-locating 500 team members consisting of Sikorsky, Naval Air Systems Command, Defense Contracting Management Agency personnel and subcontractors. These members work in Integrated Product Teams to design, develop, test and manufacture major systems and subsystems within the CH-53K.

Dec 22/06: Engine picked. Sikorsky Aircraft has selected General Electric Aviation to provide the new CH-53K heavy lift helicopter’s main engines. The GE38-1B engine planned for the CH-53K is a derivative of the CFE738 commercial turbofan engine used in the Falcon 200 business jet; the CFE738 was in turn derived from the T407 turboprop intended to power the US Navy’s updated P-7 Orion (that program was canceled and a competition restarted that left the 737-derived P-8A MMA as the winner). See also GE’s Feb 7/07 release.

According to this Flight International article, GE’s engine beat out Pratt & Whitney’s PW150 and a derivative of Rolls Royce’s AE1107 that powers the V-22 Osprey.

Oct 30/06: Rotor. Sikorsky Aircraft has submitted test results for its 4th Generation(TM) rotor blade, which builds on the work done for the Growth Rotor Blade(TM) (GRB) currently used on their new UH-60M and S/H-92 helicopters, using anhedral tips. The CH-53K model wind tunnel testing performed late in the summer of 2006 has reportedly shown a significant improvement in forward flight efficiency over the GRB. Earlier in the year, similar model rotor hover testing indicated large gains in hover efficiency. Read Sikorsky’s release.

FY 2004 – 2006

Program OK and $3 billion development contract; European HTL opportunity?

CH-53E and swimmer
CH-53E at work
(click to view full)

July 19/06: European HTL. Jane’s reports that EADS Eurocopter is seeking partners for a “super lift” helicopter to be fielded around 2020 with the French & German militaries, and confirms that talks have been held with Sikorsky regarding a modified CH-53K with European avionics and a larger cabin.

The Germans apparently want to replace their CH-53Gs (actually modified CH-53Ds) around 2020, and will look for upgrade programs to bridge the gap. The French currently lack heavy-lift helicopters in the CH-53 or CH-47 class, though the supergiant Russian Mi-26 was evaluated recently. Eurocopter and Sikorsky recently partnered on the successful $3 billion LUH program, but the firm has said it is keeping all its options open and is making no commitments.

UPDATE: Germany is updating their CH-53Gs, and the 2 countries are also going ahead with the heavy lift helicopter program. The CH-53K is still a competitor. Where does it stand? Read “The European Heavy Lift Helicopter Program?

April 5/06: SDD contract. Sikorsky Aircraft Corp. in Stratford, CT receives a $3.04 billion modification to a previously awarded cost-plus-award-fee contract (N00019-06-C-0081) for the System Development and Demonstration (SDD) of the CH-53K aircraft, to include 4 SDD aircraft, 1 ground test vehicle, and associated program management and test support.

Work will be performed in Stratford, CT and is expected to be complete in December 2015. See also NAVAIR release.

SDD contract

Dec 22/05: Green light. A formal decision by the Honorable Kenneth R. Krieg, US Undersecretary of Defense for Acquisition, Technology and Logistics, gives the estimated $4.4 billion HLR program the green light to proceed to the System Definition and Development (SDD) phase.

CH-53E
CH-53E Super Stallion
(click to view full)

August 25/05: Sikorsky Aircraft Corp. in Stratford, CT received a $43.3 million cost-plus-fixed-fee delivery order against a previous basic ordering agreement to perform requirements definition and engineering studies in support of the Marine Corps’ Heavy Lift Replacement (HLR) Program. Work on the requirements definition and engineering studies will be performed in Stratford, CT and is expected to be complete in April 2006.

Jan 6/05: Sikorsky Aircraft Corp. in Stratford, CT received an $8.4 million cost-plus-fixed-fee contract for preliminary design work in support of HLR, as part of the initial system development and demonstration of the Marine Corps’ CH-53X Heavy Lift Replacement (HLR) program. Work on the preliminary design contract (N00019-06-C-0081) will be performed in Stratford, CT and is expected to be complete in January 2008 (N00019-03-G-0003).

Dec 23/04: A $34 million time and materials delivery order, issued against basic ordering agreement N00019-03-G-0003, to perform requirements definition and engineering studies in support of the Marine Corps’ Heavy Lift Replacement Program. Work was performed in Stratford, CT, and was expected to be complete in May 2005.

This contract number is not exclusive to the CH-53K. Other awards under this particular contract covered the Presidential Helicopter program (Sikorsky lost) and other helicopter engineering.

Appendix A: Flying Between Scylla and Charbydis: Navigating the Political Shoals

Bell-Boeing QTR
JHL: QTR Concept
(click to view full)

DID’s coverage of the HLR program has also included a report about HLR’s potential merger with the US Army’s futuristic JHL program. The Joint Heavy Lifter (JHL) is imagined as an aircraft with cargo capacity that approaches a C-130 Hercules transport (about 20 tons), but with the ability to take off and land like a helicopter. No current US military helicopter platform even comes close. JHL’s competitors are deploying some radical and different technologies in their attempt to achieve these goals – from quad tilt-rotors to coaxial skycranes and even compound helicopters.

Marine Corps acquisition officials also weighed the option of participating in JHL. While Congress could always step in to force the issue – and may still do so – the Marine Corps note that this would be deeply unwise for a number of reasons:

“The Army’s proposed heavy lift requirement to transport the Future Combat System greatly exceeds our requirement,” said program manager, Col. Paul Croisetiere. “The actual aircraft hasn’t been designed yet, but initial analysis suggests the joint heavy lifter will be too large to operate from current and programmed amphibious shipping. We may have a use for it, but in more of a logistical role as a possible KC-130J [air tanker] replacement – we still need the CH-53K for tactical heavy lift.”

Joint Heavy Lifters may not be available any sooner than 2025, according to Croisetiere, which is more than 10 years after the Marine Corps will be forced to start retiring its current CH-53E fleet. Even if the Marines could use it, Croisetiere pointed out that as currently envisioned, JHL will be too big to operate from the Marines’ amphibious ships.

V-22 Osprey Approach Phases
V-22 Osprey

This is a logical argument. However this rationale might sell better if the USMC hadn’t spent the last decade describing tilt-rotor technology as the necessary wave of the future that would make helicopters obsolete, in its quest to sell the $100 million per plane V-22 Osprey.

When budgets are also being squeezed hard by multiple cost overruns on a wide swath of programs, programs that appear to be similar to each other will become big targets for Congressional cuts and pressure to merge. The US Marines have been the leading service advocates of tilt-rotor technology as a transformational necessity. Having invested so much of their prestige and credibility in the V-22, some people on Capitol Hill seem inclined to view the Marines’ rejection of a program that includes similar Quad Tilt Rotor and OSTR (Optimum Speed Tilt-Rotor) options as inconsistent, and hence mere territoriality. If this view spreads, it will not bode well for the HLR Program’s political survival.

It certainly wouldn’t be the first time in US military procurement history that the promise of the shiny new thing has found itself in the way of fulfilling military necessities with cheaper, proven options.

MH-53J Pave Low IV Top
MH-53J Pave Low IV
(click to view alt.)

The natural response to such pressures would be twofold. One track would emphasize the comparatively speculative nature of the JHL Program’s technologies and their uncertain development timelines. The other track would tout the value of cheaper builds of proven helicopters, in order to meet immediate needs and an uncompromising timeline for fleet airframe life. This is exactly what Col. Paul Croisetiere has done.

Making that argument, however, flies in the face of almost everything the USMC said when some in Congress pushed for immediately available conventional helicopter options to replace the Marines’ extremely aged Vietnam-era CH-46 Sea Knights. Options that would also have cost about half the price per aircraft. If the CH-46s could be patched together via life extension programs and extensive maintenance while the V-22s sorted out their difficulties and eventually reached production many years late, why not the CH-53Es? Especially if pursuing a similar tilt-rotor technology like the JHL’s QTR would reduce the V-22′s per-aircraft costs while increasing overall interoperability, and therefore easing long-term maintenance and logistics costs as well?

These arguments may or may not be considered valid. Nevertheless, they should absolutely be expected as the Global War on Terror, unexpected future contingencies, and a looming demographic shift put increasing pressure on US defense budgets. The US Marine Corps has certainly prepared the ground well.

The HLR program may have an eventful political journey ahead of it.

Appendix B: Interesting Ideas: The CH-53X Skycrane Concept

CH-53X Skycrane Concept
CH-53X Skycrane Concept
(click for details)

As a point of interest, this is one of the more innovative suggestions we’ve seen re: the next-generation CH-53X. It proposes turning the CH-53 into a “Skycrane” variant, and using it in conjunction with the trend toward “battle box” containerized forces, plus underslung light armor & vehicles.

The idea is that this would improve both the CH-53E’s capabilities (via reducing aircraft weight but not power) and the USA’s transformational deployability (via faster and more versatile load and ship that would also improve tactical surprise).

Additional Readings & Sources

Snakes and Rotors: The USMC’s H-1 Helicopter Program

0
0
UH-1Y and AH-1Z Photo
UH-1Y and AH-1Z
by Neville Dawson

The US Marines’ helicopter force is aging at all levels, from banana-shaped CH-46 Sea Knight transports that are far older than their pilots, to the 1980s-era UH-1N Hueys and AH-1W Cobra attack helicopters that make up the Corps’ helicopter assault force. While the tilt-rotor V-22 Osprey program has staggered along for almost 2 decades under accidents, technical delays, and cost issues, replacement of the USMC’s backbone helicopter assets has languished. Given the high-demand scenarios inherent in the current war, other efforts are clearly required.

Enter the H-1 program, the USMC’s plan to remanufacture older helicopters into new and improved UH-1Y utility and AH-1Z attack helicopters. The new versions would discard the signature 2-bladed rotors for modern 4-bladed improvements, redo the aircraft’s electronics, and add improved engines and weapons to offer a new level of performance. It seemed simple, but hasn’t quite worked out that way. The H-1 program has encountered its share of delays and issues, but the program survived its review, and continued on into production and deployment.

DID’s FOCUS articles offer in-depth, updated looks at significant military programs of record. This article covers the H-1 helicopter programs’ rationales and changes, the upgrades involved in each model, program developments and annual budgets, the full timeline of contracts and key program developments, and related research sources.

The H-1 Helicopters

For pilots, both H-1 helicopters will incorporate a newly designed “Integrated Avionics System” cockpit designed by Northrop Grumman, including dual mission computers, GPS navigation, moving map displays, and other modern aids. Pilot workload will be improved further by using Thales’ TopOwl helmet-mounted display systems (HMDS), to offer flight and targeting data no matter where the pilot looks.

UH-1Y & AH-1Z specifications

FLIR Systems’ BRITE Star NTIS will handle targeting and surveillance on the UH-1Y Venom. The UH-1Y is currently slated to use only machine guns and 70mm rockets, but a March 2012 decision has added laser-guided APKWS rockets to its arsenal.

The AH-1Z Viper will use the more advanced Lockheed Martin/ Wescam/ Kollsman AN/AAQ-30, which uses components from Lockheed Martin’s Sniper targeting pod. The AN/AAQ-30 TSS is fully integrated into the AH-1Z fire control system and TopOwl HMDS, providing range and optical line-of-sight data for all weapons, even AIM-9M Sidewinder air-to-air missiles. It also has useful automatic zoom features that extend its identification and attack range. The AAQ-30′s wide Field-of-View (FoV) optics also provide a secondary navigation capability when light levels are low, and night-vision goggles are ineffective.

Overall, the AH-1Z Viper will have a wider array of weapons to choose from. DID is still working to confirm integration with FIM-92 Stinger missiles, and with AGM-114 Hellfire Longbow radar guided missiles via a Cobra Radar System attached to the top of its wing pylons.

Neither helicopter uses extensive armoring for protection, as is the case with the AH-64 Apache, for instance. Instead, efforts like infrared-reducing paint and exhausts, design for low profiles, and some protection to key systems like energy-absorbing landing gear, self-sealing fuel systems and a fuel vapor inerting system are used. Troops riding in the UH-1Y will especially appreciate the energy attenuating seats that reduce the effects of G-forces in the event of a crash, or hard landing; in the UH-1N, they just had to sit on the floor and receive the full shock. Both helicopters will also rely on a common set of advanced defensive systems:

  • ATK’s AN/AAR-47 missile approach warning system – will become JATAS
  • BAE’s AN/ALQ-144 infrared (IR) jammer and AN/ALE-47 decoy dispensing system, serves as central ECM hub
  • Northrop Grumman’s AN/APR-39A(V)2 radar warning receiver
  • UT Goodrich’s AN/AVR-2A laser warning receiver
  • A Directed InfraRed CounterMeasures (DIRCM) system of some kind may be added to the AH-1Z in particular

UH-1Y & AH-1Z: Performance Issues

AH-1Z
AH-1Z, testing
(click to view full)

Some issues do remain with the helicopters. One is that the 2 engines provide almost 3,660 shp, but the aircraft’s transmission is flat-rated for 2,350 shp. That doesn’t matter as much at altitude or in very hot weather, or above 180 knots airspeed where drag becomes the limiting factor, so it was deemed acceptable.

For the AH-1Z, potential issues include a lack of robust armor – a characteristic it shares with earlier AH-1 models, but not with the Army’s heavily armored AH-64 gunship. The exception is the flight controls and some engine sections, which can withstand cannon fire up to 23mm. This is more of a design choice than a manufacturing flaw, but it does affect the helicopter’s usage.

A second AH-1Z design issue involves communications. Statements by H-1 upgrade program manager USMC Col. Harry Hewson seem to indicate that the older AH-1Ws will initially be more advanced in this area. The AH-1Zs will have secure voice communications only, while the upgraded AH-1W includes the tactical video data link (TVDL) that can broadcast sensor data to a ground controller with a ROVER system, or receive video from other helicopters or Marine aircraft with LITENING pods.

On the manufacturing side, as of December 2010, several rotor components were falling far short of the original 10,000 hour reliability goal, and the rotor head’s cuff and yoke must be redesigned to improve durability.

The H-1 Upgrade Program

UH-1N, Iraq
UH-1N, Iraq
(click to view full)

It seemed fairly straightforward: update a pair of old USMC standbys in the UH-1N and AH-1W, creating a transport (UH-1Y Venom) and attack helicopter (AH-1Z Viper) backbone with maximum commonality, and minimum risk. It hasn’t quite worked out that way.

The H-1 program is designed to resolve existing safety issues in both aircraft, reduce life-cycle costs, significantly enhance combat capability, and achieve 85% commonality between the 2 versions. Bell Helicopter believes this commonality can save up to $3 billion in operating and support costs over a 30-year lifespan, and the stated goal is airframes that will last through 10,000 flight hours of service life. Common components include the tail boom, engines, drive train, rotor blade, software controls, avionics, and displays.

Many of these helicopters will be remanufactured from the Marines’ old UH-1N Hueys and its AH-1W Super Cobra attack helicopters. Major modifications include a new 4-blade rotor system with semi-automatic blade fold, new composite main and four-bladed tail rotor, upgraded drive system and landing gear, and pylon structural modifications. The AH-1Z attach helicopter will also have 2,500 pounds of fuel instead of 1,900 (AH-1W), to extend strike range to over 170 miles. GE’s T700-401C engine will power both helicopters, giving them improved maneuverability, speed and range, and payload when compared to their UH-1N and AH-1W predecessors. The UH-1Y is touted as having 50% better range, a faster maximum speed, and 25% greater payload than its UH-1N predecessor. The AH-1Z is touted as almost doubling effective strike range over the AH-1W, or doubling weapons load carried to the same ranges. Maintainability is also being addressed, using embedded diagnostics that can provide warning of maintenance needs or impending faults.

H-1 Upgrade: Force Size & Structure Shifts

AH-1W
AH-1W, hard left
(click to view full)

The H-1 program has required substantial changes to both cost and schedule 4 times now, while addressing numerous technical issues. The UH-1Y/ AH-1Z upgrades program was originally structured as a remanufacturing effort, converting 180 AH-1W Super Cobras to AH-1Z Vipers, and 100 UH-1N Hueys to UH-1Y Venoms.

It didn’t stay that way.

Initial: 180 AH-1Z, 100 UH-1Y, all remanufactured.
1st change: 180 AH-1Z remanufactured, 100 UH-1Y (incl. 90 new)
2010 POM: 226 AH-1Z (incl. 58 new), 123 UH-1Y (incl. 113 new)
Changed: 189 AH-1Z (incl. 62 new), 123 UH-1Y (incl. 113 new)
Changed: 189 AH-1Z (incl. 152 new), 160 UH-1Y (incl. 150 new)

The initial changes were prompted by 2 factors: effort and time.

The idea of remanufacturing the helicopters didn’t look so great once the true scope and expense of the work involved became clear. Worse, it involved taking each UH-1N Huey out of service for 2 whole years, in the face of ongoing demand from the front lines.

The program tried putting new UH-1Y nose sections into production earlier, and establishing a rotating pool of government-furnished equipment so a UH-1N doesn’t have to be taken out of service until a corresponding UH-1Y Venom is delivered. After the 1st 10 UH-1Y remanufactures, however, the rest were switched to new-build machines.

The next big change was the USMC’s Program Objective Memorandum for 2010, which raised the future fleet to 123 UH-1Ys and 226 AH-1Zs (58 new-build + 168 remanufactured), as part of a plan to grow the Marines by about 20,000 troops. Under this plan, the 58 new-build AH-1Zs would be delivered first, in order to maintain overall fleet availability by keeping existing AH-1Ws in service. Once the overall fleet had grown, AH-1Ws could be taken from the front lines and shifted into the remanufacturing program.

Subsequent shifts have pared back the number of AH-1Zs, and drastically reducing the number of remanufactured AH-1Zs, while increasing the number of UH-1Y Venoms. The legacy model is a USMC squadron of 18 AH-1Ws and 9 UH-1Ns, but the future will involve 15 AH-1Zs and 12 UH-1Ys in each squadron.

So, why the extra Venoms?

The UH-1Y’s extra power proved to be extremely useful in hot and high-altitude conditions, and the planned addition of guided 70mm rockets like APKWS and LOGIR would give them an attack punch comparable to previous AH-1 Cobras. The UH-1Y’s performance in Afghanistan using APKWS guided 70mm rockets has only reinforced these opinions.

The other question is, why did remanufactured AH-1Ws decline so sharply?

Heavy wartime use has increased the wear on existing AH-1Ws, which created a shortage of flyable attack helicopters, and made remanufacturing them more expensive. By FY 2013, cost estimates for new AH-1Z cabins offered an option that was now cheaper over the machines’ service life, as well as fixing a critical USMC shortage by leaving AH-1Ws in the fleet.

H-1 Program: Budgets & Industrial Partners

USMC's H-1 Helicopter Program: AH-1Z and UH-1Y Budgets

Note that these years do not always correspond fully to Production Lot orders, though they can be used as a general guide. Since American supplemental funding bills are typically passed closer to mid-year, and not in conjunction with the baseline defense spending bills, aircraft appropriated under OCO/supplemental funding as war replacements are sometimes bought with the following year’s contract.

For instance, in 2009, the 11 baseline UH-1Ys, 5 baseline AH-1Zs, and 4 supplemental UH-1Ys were bought as Lot 6 (20 helicopters); but the program office didn’t have priced options for additional AH-1Zs negotiated for Lot 6. That’s why FY 2009′s 4 supplemental AH-1Zs were bought as part of Production Lot 7.

In FY 2010, those 4 Lot 7 supplemental AH-1Zs were added to FY 2010′s 18 UH-1Ys, 5 AH-1Zs, and 2 OCO funded new-build AH-1Zs, growing Lot 7 to 29 helicopters. The “29″ total adds the 4 machines from FY 2009, but also omits the FY 2010 supplemental bill’s 1 UH-1Y and 1 AH-1Z. They’re part of Lot 8, because their bill’s timing prevented them from being added to Lot 7. And so it goes…

H-1 Upgrade Program industrial partners include:

H-1 Upgrades: Key Suppliers

Program Problems

UH-1Y AH-1W
UH-1Y & AH-1W,
in Afghanistan
(click to view full)

The original idea of remanufacturing existing helicopters, and adding some new performance enhancements, seemed like a low-risk program. Events have a vote, however, and the actual program has been much more challenging than expected.

In May 2005, the Navy warned Bell that the H-1 program was in serious jeopardy. The Texas-based company was described as failing to meet Navy needs, and the memo reserved the option of killing the program. It demanded “fundamental changes” in Bell Helicopter’s management processes as well as its production processes. Recertification in Earned Value Management, used to track program performance, was high on the list of “to-dos.”

Ultimately, changes were made – including some executive changes at the highest levels of Bell Helicopter Textron.

A May 31/06 Defense Acquisition Board process made the decision to proceed with the program. The UH-1Y and AH-1Z began Phase II of their Operational Evaluation (OpEval) in February 2008, and a full rate production decision was expected in August 2008.

After the management and process issues were sorted out, the UH-1Y did very well. Its Initial Operational Capability (IOC) came a month early, in August 2008, and it received a full production go-ahead in September 2008.

The AH-1Z has fared less well, thanks in part to issues surrounding the AAQ-30 surveillance and targeting system, and the TopOwl helmet-mounted display. Other issues included rocket gas ingestion by the engines, and problems with mission software. IOC for the AH-1Z was pushed back from FY 2008 to FY 2011, but the program is moving toward completion.

Contracts and Key Events

Unless otherwise noted, all contracts are issued by US Naval Air Systems Command (NAVAIR) in Patuxent River, MD to Bell Helicopter Textron, Inc. in Fort Worth, TX.

FY 2013

Orders; Loss in South Korea; Losing helicopters at program’s end?

AH-1Z w. Sidewinder, Hellfires, rockets
AH-1Z, fully armed
(click to view full)

June 18/13: Lot 10. A $38.8 million option order for 2 more new-build AH-1Z Vipers in Lot 10, whose main order was Dec 12/12. All funds are committed immediately, using FY 2013 procurement budgets. This brings that lot’s totals to 15 UH-1Ys and 12 AH-1Zs, with 1 AH-1Z option remaining.

Note that this doesn’t provide the full cost of 2 Vipers, and the USN places average flyaway costs for Lot 10 H-1 machines at over $26 million each. The difference will be made up via previous long-lead buys, and/or additional awards. Work will be performed in Fort Worth, TX (60%) and Amarillo, TX (40%), and is expected to be complete in September 2013 (N00019-12-C-0009).

June 18/13: Weapons. US NAVAIR touts the work of their PMA-242′s Crew Served Weapons Integration team, who redesigned the UH-1Y’s weapon mount to improve maximum elevation. That’s useful if you’re on or near the ground, being fired on from hills. In effect, the UH-1Y door gunner’s field of fire is now on par with the UH-1N in terms of overall range, azimuth and elevation.

Testing began in May 2013, and will continue at Pax River, MD for another 6 months or so. The USMC expects to deploy the new mounts to Afghanistan by the end of 2013. US NAVAIR.

May 28/13: Lot 11. Bell Helicopter Textron Inc. in Fort Worth, TX receives a $50.6 million advance acquisition contract modification for long-lead parts and components required for 25 Production Lot 11 helicopters: 15 UH-1Ys and 10 AH-1Zs, all new-build. All funds are committed immediately.

Work will be performed in Fort Worth, TX (60%) and Amarillo, TX (40%), and is expected to be complete in September 2014 (N00019-13-C-0023).

April 17/13: South Korea loss. South Korea announces that the AH-64E Apache Guardian has beaten the AH-1Z Viper and T-129 ATAK helicopters for a 1.8 trillion won ($1.6 billion), 36-machine order. The attack helicopter decision had been due in October 2012, but was put on hold until after the elections. The ROK hopes to have the helicopters between 2016 and 2018.

The AH-1Z would have represented continuity with the existing AH-1S fleet, and a DSCA export request was already approved (vid. Sept 25/12). The Italo-Turkish T-129 would have been a reciprocal deal with a major arms export customer. A DAPA official is quoted as saying that the AH-64E’s superior target acquisition capability, power, and weapons load gave it the edge, and so South Korea will begin the acquisition process. The weapons load issue is debatable, but the Apache is certainly much more heavily armored than its counterparts, and its combination of modernized optics and MMW radar or UAV control does give it an edge in target acquisition. Korea Herald | Reuters.

Loss in South Korea

April 10/13: FY 2014 Budget. The President releases a proposed budget at last, the latest in modern memory. The Senate and House were already working on budgets in his absence, but the Pentagon’s submission is actually important to proceedings going forward. See ongoing DID coverage.

The H-1 program is cut slightly from 26 total helicopters to 25 this year, as part of a longer-term set of slight reductions that will stretch out the program. FY 2014 drops from 26 – 25, FY 2015 drops from 27 – 26, FY 2016 drops from 31 – 27, and FY 2017 drops from 30 – 28. An order of 30 helicopters in FY 2018 leaves just 30 more to close out the program.

The key will be where reductions are focused. The AH-1Z is behind due to delays, so these and other cuts at the end of the program will force the Marines to decide whether they want fewer attack helicopters in the future force, as they contemplate adjustments to the production split. Especially if future budget pressures cut these planned numbers again. The alternative is to stretch production into later years, but that will raise total costs because the fixed costs come due for more years of work.

April 1/13: Lot 11 long-lead. A $13 million advance acquisition contract to provide long-lead parts and components required for Production Lot 11′s 15 UH-1Ys and 10 AH-1Zs. All are new-build helicopters – Lot 9 held the last remanufactured helicopters.

Work will be performed in Fort Worth, TX (60%) and Amarillo, TX (40%), and is expected to be complete in September 2014. All funds are committed immediately, using the FY 2013 Aircraft Procurement, Navy budget line. This contract was not competitively procured, pursuant to FAR 6.302-1 (N00019-13-C-0023).

Jan 16/13: Milestone. Bell Helicopter delivers the 100th H-1 upgrade helicopter to the US Marine Corps.

Bell Helicopter has since confirmed that it was a UH-1Y. Bell Helicopter | Fort Worth Star-Telegram Sky Talk.

#100

Jan 17/13: DOT&E testing. The Pentagon releases the FY 2012 Annual Report from its Office of the Director, Operational Test & Evaluation (DOT&E). The H-1 program is only included in passing, but it’s an interesting reference:

“The U.S. Army Aviation Applied Technology Directorate led a project to manufacture complex, curved ceramic armor for placement at strategic locations on aircraft, improving survivability with minimal weight impact. These installations protect flight-critical aircraft components that when damaged would lead to catastrophic aircraft loss. Due to their complexity, these structurally integrated panels required development of several cutting-edge material and processing technologies. Two implementations were demonstrated: the OH-58D Kiowa Warrior engine bay door and the AH-1Z Cobra helicopter flight control linkage bell-crank.”

Dec 27/12: Lot 10. A $418.9 million contract related to the FY 2012 order: 15 UH-1Y helicopters and 10 AH-1Zs. All helicopters will be new-build, and there are options for another 3 AH-1Zs.

The actual wording is “for the procurement of long lead parts and components required for the manufacture of…”, but NAVAIR has confirmed that this is the main Lot 10 order, covering FY 2013 helicopters for the most part. Work will be performed in Fort Worth, TX (60%) and Amarillo, TX (40%) and is expected to be complete in March 2016. All contract funds are committed immediately (N00019-12-C-0009).

Lot 10 order

Dec 20/12: Support. A $15.3 million firm-fixed-price, cost-plus-fixed-fee advance acquisition contract modification. Bell Helicopter will provide H-1 Upgrade Program systems engineering and program management services.

Work will be performed in Hurst, TX and is expected to be complete in December 2013. All contract funds are committed immediately (N00019-12-C-0009).

Dec 20/12: Support. A $12.3 million to a previously awarded firm-fixed-price, cost-plus-fixed-fee contract modification to support of the H-1 Upgrade effort. Work will include logistics management support, technical material for maintenance planning, design interface, supply/material support; support of support equipment/technical data, distribution and inventory management/packaging; handling, storage and transportation; logistics management information; supportability analysis and technical manuals.

All contract funds are committed immediately. Work will be performed in Fort Worth, TX, and is expected to be complete in December 2013 (N00019-11-C-0023).

Nov 20/12: HUMS. Simmonds Precision Products Inc. (dba Goodrich Sensors and Integrated Systems in Vergennes, VT) receives a $6.9 million modification to a previously awarded firm-fixed-price contract, exercising an option for 28 integrated AH-1Z/UH-1Y mechanical diagnostic and health usage monitoring system kits.

This would appear to cover FY 2013 production: 13 AH-1Zs and 15 UH-1Ys. HUMS systems are undervalued by causal observers, but they pay for themselves very, very quickly via more cost-effective maintenance and higher in-service rates.

Work will be performed in Vergennes, VT, and is expected to be complete in May 2014. All contract funds are committed. US Naval Air Systems Command, Patuxent River, Md., is the contracting activity (N00019-12-F-4003).

Nov 6/12: Mission Computers. Northrop Grumman Guidance and Electronics Co., Inc. in Woodland Hills, CA receives a $9.3 million firm-fixed-price modification for 54 GEN II mission computers and trays, per the new buying arrangements (vid. Dec 29/11 entry). They’ll be used in Production Lot 10, which is mostly FY 2013 buys.

Work will be performed in Salt Lake City, UT, and is expected to be complete in January 2015. US Naval Air Systems Command in Patuxent River, MD (N00019-11-G-0016).

Oct 16/12: Lot 9. A $391.4 million firm-fixed-price contract modification. As we saw on July 25/11, the Pentagon’s turgid language involving “definitization… to provide long lead parts” means that it’s the main Production Lot 9 (mostly FY 2012) buy, which is added to the previous contracts for long lead time components. US NAVAIR places the total Lot 9 contract at $447.8 million, plus any separately bought “government furnished equipment” like the T700 engines, mission computers (vid. Dec 29/11 entry), weapons and mounts, defensive systems, etc. Those “extras” add up.

The contract covers 15 new UH-1Ys (all new) and 10 AH-1Zs (3 remanufactured, 7 new). According to NAVAIR, Lot 9 will be the final production lot that will include remanufactured AH-1Z aircraft.

Work will be performed in Fort Worth, Texas (60%) and Amarillo, TX (40%), and is expected to be completed in July 2015 (N00019-11-C-0023).

Lot 9 order

FY 2012

Orders; AH-1Z competes in South Korea; AH-1Z maiden operational deployment; AH-1W swap to Turkey; UH-1Ys using precision rockets.

H-1s UH-1Y and AH-1Z Runway
UH-1Y & AH-1Z
(click to view full)

Sept 25/12: South Korea. The US Defense Security Cooperation Agency announces [PDF] South Korea’s request to buy up to 36 AH-1Z Viper attack helicopters and associated equipment, parts, training and logistical support. The cost would be up to $2.6 billion, but this isn’t a contract. It doesn’t even mean that the AH-1Z is the ROK’s choice. South Korea is conducting a competition to replace its attack helicopters, and the DSCA request will make sure that everything the ROK wants is available if the AH-1Z is picked.

They appear to have picked the AH-1Z as the American contender, even though the AH-64D Apache Block III’s fuselage is made locally by KAI. That still leaves 2 more strong contenders. EADS Eurocopter is already producing Surion medium helicopters under a Korean Joint Venture, and is offering their EC665 Tiger attack helicopter. It’s in service with France, Germany, Spain, and Australia. The other contender is AgustaWestland/TAI’s T129, which is now a joint Italian/Turkish venture. Turkey is South Korea’s biggest defense export customer by far, and a loss could ruffle some important feathers. As for the AH-1Z, the DSCA request includes:

  • 36 AH-1Z Viper attack helicopters
  • 84 T-700-GE-401C Engines (72 installed and 12 spares)
  • Integrated missile launchers
  • 288 AGM-114K3 Hellfire laser-guided strike missiles
  • 72 AIM-9M-8 Sidewinder air-air missiles. The missile’s range and performance are superior to weapons carried on other helicopters.
  • AN/AAQ-30 Target Sighting Systems (TSS)
  • APX-123 Identify Friend or Foe (IFF) Mode-4
  • Electronic warfare systems: AN/ALQ-136 Radar Frequency Jammers, AN/AAR-47 Missile Warning System, AN/ALQ-144 Infrared Jammer, AN/ALE-47 Chaff and Flare Decoy Dispenser
  • Communication and support equipment, spare engine containers, spare and repair parts, tools and test equipment, technical data and publications, personnel training and training equipment, and other US government and contractor support.

The prime contractors will be Bell-Textron Corporation in Amarillo, TX (helicopter), and General Electric in Lynn, MA (engines), though many of the ancillary items will come from firms like Lockheed Martin, Raytheon, BAE, et. al. Implementation will require multiple trips to Korea involving U.S. Government or contractor representatives on a temporary basis for program and technical support, and management oversight.

South Korea request

Sept 25/12: Training. A $44.7 million firm-fixed-price contract to buy 2 UH-1Y Flight Training Devices (simulators) for the US Marine Corps. In addition, this contract provides for the baseline configuration upgrade to create an AH-1Z FTD from the previous AH-1W simulator.

Work will be performed in Fort Worth, TX (46%); Broken Arrow, OK (32.4%); St. Louis, MO (16.2%); and Austin, TX (5.4%), and is expected to be complete in March 2015. $19.8 million will expire at the end of the current fiscal year, on Sept 30/12. This contract was not competitively procured pursuant to 10 U.S.C. 2304c1 by the US Naval Air Warfare Center Training Systems Division in Orlando, FL (N61340-12-C-0030).

April 3/12: Buy direct. US NAVAIR has made a slight acquisition shift, and is now ordering mission computers for the UH-1Y and AH-1Z directly from Northrop Grumman, instead of through prime contractor Bell Helicopter. Under the initial $8.9 million contract, Northrop Grumman will provide Gen II mission computers to the U.S. Marine Corps Light Attack Helicopter Program (PMA-276) directly, reducing the item’s price.

The dual mission computers are the heart of Northrop Grumman’s Integrated Avionics System (IAS) that powers the helicopters’ glass cockpits. Northrop Grumman.

Mission computers direct

March 2012: Laser-guided rockets. The APKWS laser-guided 70mm rocket is cleared for fielding by Marine Corps HQ, and shipped to Afghanistan. The rockets will initially be deployed in existing rocket launchers on USMC AH-1W Super Cobra attack helicopters, and UH-1Y Venom utility helicopters. It will be the UH-1Ys first precision-guided weapon, dramatically increasing its firepower.

BAE cites cite over 100 APKWS firings since 2007, with a 94% success rate, and an average distance from the center of laser spot to the impact point of less than one meter. US NAVAIR | BAE Systems.

Feb 13/12: FY 2013 request. The Pentagon releases its budget. FY 2013 would see it spend up to $851.5 million to buy 15 new-build UH-1Ys, and 13 AH-1Zs (4 remanufactured, 8 new, 1 new combat loss replacement). Over the longer term, the H-1 Upgrades program also escapes budget cuts.

Feb 13/12: A $56.75 million advance acquisition contract to provide long lead parts and components required for the manufacture of H-1 upgrade Lot 10 UH-1Y (15) and AH-1Z (13) helicopters. As noted above, correspondences aren’t exact, but these are mostly FY 2013 helicopters.

Work will be performed in Fort Worth, TX (60%), and Amarillo, TX (40%), and is expected to be complete in September 2013. This contract was not competitively procured pursuant to FAR 6.302-1 (N00019-12-C-0009).

Dec 28/11: A $20.4 million firm-fixed-price, cost-plus-fixed-fee contract modification, exercising an option for H-1 upgrade program logistics management support; distribution and inventory management/packaging, handling, storage & transportation; logistics management information; technical material for maintenance planning; design interface; supply/material support; technical data, support of support equipment; technical data; supportability analysis; technical manuals and logistics/technical liaison support.

Work will be performed in Fort Worth, TX (96%) and Afghanistan (4%) and is expected to be complete in December 2012 (N00019-10-C-0035).

Dec 27/11: Northrop Grumman Guidance and Electronics Co., Inc. in Woodland Hills, CA received an $8.9 million firm-fixed-price delivery order for 52 GEN II mission computers, which will be used in H-1 upgrade production Lot 9 (mostly FY 2012). Work will be performed in Woodland, CA, and is expected to be complete in January 2014 (N00019-11-G-0016).

Dec 13/11: Bell Helicopter Textron, Inc. in Fort Worth, TX received a $13.9 million firm-fixed-price, cost-plus-fixed-fee contract modification for systems engineering and program management work related to AH-1Z and UH-1Y production aircraft. Work will be performed in Fort Worth, TX and will run to December 2012 (N00019-11-C-0023).

Dec 8/11: An $85.2 million cost-plus-fixed-fee, firm-fixed-price, indefinite-delivery/ indefinite-quantity contract for design, development, studies, and implementation of upgrades to existing H-1 software and ancillary hardware, and/or improved functionality and electronics obsolescence management. Since the H-1 upgrades are designed to use the same cockpit electronics, investments in upgrades can benefit the whole fleet. As noted above, Northrop Grumman in the main sub-contractor for all cockpit systems.

Work will be performed in Woodland Hills, CA (70%); Hurst, TX (25%); and China Lake, CA (5%), and will run to December 2014. This contract was not competitively procured pursuant to 10 U.S.C. 2304c1. The US Naval Air Warfare Center Weapons Division at China Lake, CA manages this contract (N68936-12-D-0003).

Dec 5/11: Lockheed Martin announces a pair of AN/AAQ-30 TSS spares and AH-1Z program support contracts from the US Naval Surface Warfare Center. Their release distinguishes these $30.6 million in support contracts for the AH-1Z’s surveillance and targeting turrets, from the TSS production contracts in March 2008, June 2010, and September 2011.

Nov 14/11: When USS Makin Island sailed on her maiden deployment, she sailed with the 1st operational deployment of AH-1Z Viper attack helicopters. The 4 AH-1s and 3 UH-1Ys function as a detachment of Marine Light Attack Helicopter Squadron 367 (HMLA-367). NGC put out the release, to tout the common “Integrated Avionics System” cockpits that equip both helicopters.

AH-1Z deployment

Oct 31/11: Turkish swap. With Turkey’s fleet of serviceable AH-1 Cobra attack helicopters dwindling, demands from the Army for helicopters to use against the Marxist Kurdish PKK in Turkey and Iraq, and no arrival of even its emergency configuration T129 attack helicopters before mid-2012, Turkey launches an official request [PDF] for 3 AH-1W Super Cobra attack helicopters from US Marine Corps stocks. They’ll also get 7 T700-GE-401 engines (6 installed/ 1 spare), plus inspections and modifications, spare and repair parts, personnel training and training equipment, publications and technical documentation, and U.S. Government and contractor support.

The estimated cost is $111 million, and all sale proceeds will be reprogrammed into the USMC’s H-1 helicopter upgrade program. Implementation of this proposed sale will require the assignment of approximately 5 contractor representatives to Turkey for a period of up to 90 days, for differences training between U.S. and Turkish AH-1Ws helicopters.

FY 2011

Orders; AH-1Z achieves IOC, bull Full Operational Capability not until 2020; AH-1Z approved for Full-Rate Production; AH-1Z export strategy.

UH-1Y
UH-1Y, Afghanistan
(click to view full)

Sept 27/11: AAQ-30. Lockheed Martin Missiles and Fire Control in Orlando, FL receives a $16.7 million firm-fixed-price contract for 6 spare AN/AAQ-30 surveillance and targeting turrets for the AH-1Z Viper attack helicopter.

Work will be performed in Orlando, FL (90%), Ocala, FL (10%), and is expected to be complete by December 2014. This contract was not competitively procured by the US Naval Surface Warfare Center, Crane Division in Crane, IN (N00164-11-G-JQ97).

Sept 22/11: Rotor redesign. A $10 million cost-plus-fixed-fee delivery order to develop the H-1 cuff and yoke redesign, but not mass-produce it yet. These important parts of the rotor were falling well short of their expected service life, and this delivery order will include initiating the design-build-buy activities; part/drawing release; support analysis for detailed design, preparation, execution, and follow up for preliminary design review; process development for yoke full-scale process and drive system center; complete tooling conceptual designs and initiate tooling preliminary design; structural qualification; and flight test plans requirements.

Work will be performed in Fort Worth, TX, and is expected to be complete in May 2013 (N00019-11-G-0003). See also March 2/11 entry.

Aug 30/11: AAQ-30. Lockheed Martin Missiles and Fire Control in Orlando, FL receives a $50 million firm-fixed-price contract for 18 of the AH-1Z’s AN/AAQ-30 target sight systems (TSS). The DefenseLINK release identifies them as being specifically for the AH-1Z program; they are also found on armed C-130s operated by the USMC and US SOCOM.

Work will be performed in Orlando, FL (90%) and Ocala, FL (10%), and is expected to be complete by August 2014. The contract was not competitively procured, in accordance with 10 U.S.C. 2304c1 and FAR 6.203-1b-1-ii. The Naval Surface Warfare Center, Crane Division in Crane, IN manages the contract (N00164-11-C-JQ77).

Aug 25/11: Innovation. USMC Sgt. Zachary Lucas gets a Navy and Marine Corps Achievement Medal and a $5,000 check for inventing the “Lucas Seat” that’s now standard issue on UH-1Ys.

The helicopter’s 3 seats in the center were getting in the way of employing the door guns and tending the packs, so Lucas designed a 2-man bed seat while serving in Afghanistan, in 2009. It passed through some iterations on its way to becoming a Corps-wide issue, and the current configuration allows for a 3-man bench seat or a single seat.

Lucas’ peers are currently developing a hold-down map rack to install in the center area between pilots and the crew, making it easier for the crew to read them while the helicopter is in flight. Pentagon DVIDS.

The Lucas Seat

July 25/11: A $550 million firm-fixed-price modification that lists itself as being “for long lead materials and components associated with” the manufacture and delivery of 35 helicopters: 19 UH-1Y Lot 8 new-build, 8 AH-1Z remanufactured, and 6 AH-1Z Lot 8 new-build helicopters.

In reality, this modification is the “production definitization” of the Lot 8 Advance Acquisition Contract. In English: It’s the main Lot 8/ FY 2011 contract. Now, why couldn’t they just say that? See Feb 5/10 entry for the accompanying partial long lead-time items contract, of $50.4 million. That makes $600.4 million so far for 35 helicopters, not including items like key electronics, sensors, etc. Work will be performed in Fort Worth, TX (60%), and Amarillo, TX (40%), and is expected to be complete in February 2014 (N00019-10-C-0015).

FY 2011 order

June 6/11: FY 2012 lead-in. A $7.2 million contract modification to buy Lot 9 long-lead items for the USMC’s H-1 Upgrades Program. Per notes above, Lot 9 mostly involves FY 2012 purchases. See also March 14/11.

Work will be performed in Fort Worth, TX (60%), and Amarillo, TX (40%), and is expected to be complete in September 2012 (N00019-11-C-0023).

March 16/11: Sub-contractors. Simmonds Precision Products, Inc., dba Goodrich Corp. in Vergennes, VT receives a $7.4 million firm-fixed-price contract for 30 integrated mechanical diagnostic and health usage monitoring system (IMD/HUMS) units for FY 2011 “Lot 8 production upgrade aircraft”: 19 UH-1Ys and 8 AH-1Zs). Work will be performed in Vergennes, VT, and is expected to be completed in November 2012. This contract was not competitively procured (N00019-11-F-4002).

IMD/HUMS contracts aren’t very big by themselves, but their long term impact on a fleet’s readiness and operating costs is quite significant. They shift maintenance away from programmed formulas toward less expensive at-need practices, and are instrumental in tracing faults and spurring useful upgrades. As data accumulates, HUMS can even be used to make proactive predictions.

March 14/11: FY 2012 lead-in. A $48.4 million advance acquisition contract to provide long lead parts and components required for 26 Lot 9 (FY 2012) UH-1Y and AH-1Z helicopters for the Marine Corps: 15 UH-1Y build new aircraft; 4 AH-1Z remanufactured aircraft; and 7 AH-1Z new-build aircraft. That’s not quite in sync with the stated FY 2012 budget request (18 new UH-1Y, 2 AH-1Z remanufactured, 5 AH-1Z new-build incl. 1 supplemental), but as noted above, supplemental/OCO helicopters can end up under contract in the next year.

Work will be performed in Fort Worth, TX (60%), and Amarillo, TX (40%), and is expected to be complete in September 2012. Contract funds will not expire at the end of the current fiscal year, on Sept 30/11. This contract was not competitively procured (N00019-11-C-0023).

March 9/11: US NAVAIR announces that the AH-1Z Cobra achieved Initial Operating Capability ahead of [the new] schedule in February 2011, and will deploy to Afghanistan later in 2011.

U.S. Marine Corps Light and Attack Helicopters program manager, Col. Harry Hewson, reiterates the current program target of 131 remanufactured AH-1Zs from existing AH-1W helicopters, and 58 new AH-1Zs. Full operational capability, defined as when all AH-1Z maintenance and repair support, test equipment, and spares are in place to support active component force primary aircraft authorization, isn’t expected until 2020.

AH-1Z IOC, but FOC will be late

March 2/11: Rotor redesign. A $12.6 million cost-plus-fixed-fee order to support the AH-1Z and UH-1Y’s cuff and yoke redesign. The reason for this contract is that several rotor components are falling far short of the original 10,000 hour reliability goal. Work will be performed in Fort Worth, TX, and is expected to be complete in June 2013 (N00019-11-G-0003) .

Feb 15/11: Engines. General Electric Engine Services, Inc. in Cincinnati, OH receives a $13.8 million firm-fixed-price, indefinite-delivery/ indefinite-quantity contract modification to repair 15 T700-GE-401 engines and 36 T700-GE-401C engines for the AH-1Z and UH-1Y helicopters. The -401C engines equip all UH-1Ys and new-build AH-1Zs, and may eventually be retrofitted to the remanufactured AH-1Zs; see Sept 15/09 entry for more details.

Work will be performed in Winfield, KS, and is expected to be completed in February 2012. Contract funds in the amount of $4,349,904 will expire at the end of the current fiscal year, n Sept 30/11 (N00421-09-D-0008).

Jan 14/11: Exports? Aviation Week says the AH-1Z is slated to deploy to Afghanistan in November 2011, and adds some insight on the export front:

“[Vice president of military business development at Bell, Richard] Linhart says Bell intends to underbid the current Apache model and Eurocopter Tiger HAD, which is being fielded in France and Spain. However, with the near-term focus on adding volume to the USMC fleet, production slots are not likely to emerge for foreign customers until 2012 at the earliest.”

There have been unconfirmed rumors, not reported by Aviation Week or other publications, that the AH-1Z was offered to Iraq, who held out for AH-64D Apaches but was refused.

Dec 30/10: Support. A $22 million firm-fixed-price, cost-plus-fixed-fee contract modification to exercise an option for logistics products and services in support of H-1 helicopter upgrade program. Services include logistics management support, technical material for maintenance planning, design interface, supply/material support, technical data, distribution and inventory management/packaging, handling, storage and transportation, logistics management information, supportability analysis, technical manuals, and logistics support/technical liaison support.

Work will be performed in Fort Worth, TX (96%), and Afghanistan (4%), and is expected to be complete in December 2011 (N00019-10-C-0035).

Dec 28/10: Infrastructure. A $13.5 million firm-fixed-price, cost-plus-fixed-fee contract modification, exercising an option for system engineering, and program management overseeing H-1 helicopters upgrade program production. Work will be performed in Fort Worth, TX, and is expected to be complete in December 2011 (N00019-10-C-0035).

Nov 28/10: The AH-1Z is approved for full rate production, as Under Secretary of Defense for Acquisition, Technology & Logistics, Dr. Ashton B. Carter issues a milestone III acquisition decision memorandum.

NAVAIR’s release reiterates that: “A total of 189 new and remanufactured AH-1Z helicopters are anticipated, with deliveries expected to be complete by the end of 2021.”

AH-1Z FRP

FY 2010

Orders; AH-1Z passes testing; GAO program review cites woes, progress; Manufacturing expansion.

AH-1Z Hellfire
AH-1Z: Hellfire test
(click to view full)

Sept 24/10: AH-1Z OpEval. The US Navy’s Commander, Operational Test and Evaluation Force, notifies NAVAIR’s H-1 Upgrades program office that the AH-1Z was found to be “operationally effective and suitable” during Operational Evaluation, and have been recommended for fleet introduction. Operational effectiveness means it can perform its missions. Operational suitability refers to the platform’s reliability and the service’s ability to support it.

That designation clears an important delay for the program, and NAVAIR adds that:

“A total of 189 new and remanufactured AH-1Z helicopters are anticipated, with deliveries expected to be complete by the end of 2021… The evaluation report noted that the AH-1Z fire control and additional weapons delivery modes allowed for improved weapons delivery accuracy, reduced pilot workload, and enhanced employment flexibility compared with the AH-1W. The H-1 Upgrade Program offers 84 percent “identicality” of parts shared between the AH-1Z and UH-1Y helicopters.”

AH-1Z passed OpEval

Sept 13/10: Sub-contractors. L-3 Platform Integration Crestview Aerospace in Crestview, FL announces [PDF] a follow-on contract from Bell Helicopter Textron to produce another 38 UH-1Y cabin assemblies between 2010 – 2013.

Under the preceding contract, L-3 Crestview Aerospace has delivered 35 cabin assemblies to Bell, with 5 remaining under contract.

June 16/10: Bell Helicopter Textron, Inc. in Fort Worth, TX is being awarded a $546 million firm-fixed-price, cost-plus-fixed-fee contract for Production Lot 7 UH-1Y and AH-1Z helicopters for the US Marine Corps: 18 new UH-1Ys, 9 remanufactured AH-1Zs; and 2 new AH-1Zs.

Work will be performed in Fort Worth, TX (60%), and Amarillo, TX (40%), and is expected to be complete in July 2013. This competition was decided long since, so the contract was not competitively procured (N00019-10-C-0035).

FY 2010 order

April 20/10: AAQ-30. Lockheed Martin Missiles and Fire Control in Orlando, FL receives a $44.4 million firm-fixed-price supply contract for 18 AN/AAQ-30 thermal sight system (TSS) and associated data, for use on AH-1Z helicopters. Work will be performed in Orlando, FL (90%), and Ocala, FL (10%), and is expected to be completed by October 2012. Contract funds will not expire at the end of the current fiscal year. The Naval Surface Warfare Center, Crane, IN manages the contract (N00164-10-C-JQ84). Lockheed Martin release

This is a follow-on order to the initial 16 system order placed March 28/08. The first production system was delivered on June 30/08, and see also the Sept 28/09 long-lead contract. Delivery of all systems contracted under Lot 6 and 7 low-rate initial production will be complete in 2011. Lockheed Martin’s TSS has had integration problems with Thales’ TopOwl helmet-mounted sight, but the Marines are hoping that their fixes will prevail during 2010 Operational Evaluations. If OpEval goes well, a contract for full-rate production of 226 total units is expected in fall 2010.

March 30/10: GAO Report. The US GAO audit office delivers its 8th annual “Defense Acquisitions: Assessments of Selected Weapon Programs report. Overall, the H-1 upgrade program has risen in both costs and quantity since the October 1996 baseline. As of December 2008, program R&D had risen from the $680.2 million baseline to almost $1.84 billion (170% growth), while total program cost has risen from $3.54 billion to about $11.52 billion. Part of that involves an original target of 284 helicopters jumping to 353 (+24.3%), but part of it involves issues that pushed procurement costs up by 239.2%, to $9.69 billion, and have delayed the program. GAO summarizes:

“In December 2008, the Navy reported a unit cost increase of 19 percent over the program’s then current baseline, breaching the significant cost growth threshold. Program officials stated this breach was due to growth in the cost of material, labor, government furnished equipment, and nonrecurring engineering. This breach followed four previous major restructuring efforts. The program’s new acquisition program baseline delays completion of operational testing for the AH-1Z by 28 months from March 2008 to July 2010 and establishes a new full-rate production decision review for the AH-1Z, which is planned for October 2010. The revised baseline also accounts for an almost 25 percent increase in planned procurement quantities from 280 to 349 aircraft (123 UH-1Ys and 226 AH-1Zs) to support the Marine Corps’ growth plans.”

In terms of program progress, the UH-1Y is already in full-rate production and operating on the front lines, and is demonstrating “3x normal operating rates” versus older Hueys, along with better ability to cope with the performance-draining effects of hot and/or high altitude conditions. AH-1Z risk reduction testing is complete, and the AH-1Z Operational Evaluation (OPEVAL) begins in spring 2010. The Navy says that “[p]reviously noted deficiencies with Target Sight System, rocket gas ingestion, helmet mounted sight system, and mission software have been corrected and will be formally assessed” in that OpEval.

Overall, “supplier base issues” have slowed production, and advance funding for long-lead items is expected to help resolve prior supply issues. At present, the GAO is concerned that Bell Helicopter has yet to demonstrate the 28 helicopters per year pace called for in the FY 2010 budget, and revised program baseline. On the other hand, 52 UH-1Y and 21 AH-1Z aircraft were on contract as of December 2009, with LRIP phase deliveries happening in accordance with the production ramp-up plan, and the last 13 helicopter deliveries coming ahead of schedule.

Feb 5/10: FY 2011 lead-in. An undefinitized advance acquisition contract with an estimated value of $50.4 million for long lead materials and components associated with the manufacture and delivery of 18 Lot 8 UH-1Y build new aircraft, 8 Lot 8 AH-1Z remanufactured aircraft, and 1 Lot 8 AH-1Z build new aircraft. Work will be performed in Fort Worth (60%) and Amarillo, TX (40%), and is expected to be complete in January 2014 (N00019-10-C-0015).

Dec 11/09: Support. A not-to-exceed ceiling-price $14.8 million contract for repair coverage for 8 “items required to support the H-1 aircraft.” Work will be performed in Fort Worth, TX, and is expected to be complete in December 2010. This contract was a sole source, with manufacturer Bell Helicopter deemed the “sole source responsible and responsive offeror.” The Naval Inventory Control Point in Philadelphia, PA manages the contract.

Oct 23/09: Industrial. A ceremony in Amarillo, TX marks breaks ground for a new 137,000 square foot H-1 Hangar at Bell’s Military Aircraft Assembly and Delivery Center. The hangar is slated to be complete in October 2010, and will be capable of housing up to 10 UH-1Y and AH-1Z helicopters at a time as the H-1 program’s annual production numbers grow.

Amarillo is also home for the final assembly of the V-22 Osprey tiltrotor aircraft, following its selection 11 years ago by Bell. Since then, public/ private partnerships between the city, Amarillo College, the Amarillo Economic Development Center and Bell have worked to provide both the infrastructure required, and a trained and capable workforce. Bell’s delivery goals for 2010 are 28 V-22 and 20 H-1 aircraft.Textron release.

FY 2009

Orders; 1st production AAQ-30 TSS delivered; Problem parts; Program change to more rebuilds.

AAQ-30 TSS
AN/AAQ-30 TSS
(click to view full)

Sept 28/09: AAQ-30. Lockheed Martin Missiles and Fire Control, Orlando, FL is being awarded a $11.5 million firm-fixed-price contract for long lead time components for 8 of the AH-1Z’s target sight systems (TSS). Long lead material includes the gimbal assembly and laser designator, and the advance orders are used to reduce TSS production delivery time.

Work will be performed in Orlando, FL, and is expected to be complete by May 2011. Since the AN/AAQ-30 TSS has already been selected, this contract was not competitively procured by the Naval Surface Warfare Center in Crane IN (N00164-09-C-JQ82).

Sept 15/09: Engines. Bell Helicopter Textron, Inc. in Fort Worth, TX received a $35.8 million cost-plus fixed-fee delivery order against a previously issued basic ordering agreement to provide Phase 2 non-recurring engineering for the AH-1Z new-build helicopter airframe, and to develop an engineering change proposal related for incorporating the T700-401C engine.

The -401C engine is present in all new-build AH-1Zs, but at present it is not inserted into remanufactured helicopters, which use refurbished T700-401 engines from the existing AH-1Ws. At some point in the future, as funding allows, NAVAIR says that the Marines also plan to retrofit any remanufactured AH-1Zs that still have older engines with T700-401Cs. This ECP paves the way for that future change as well.

Work will be performed in Ft. Worth, TX (50%) and Amarillo, TX (50%), and is expected to be complete in April 2013. All contract funds will expire at the end of the current fiscal year (N00019-06-G-0001).

Aug 3/09: Bell Helicopter Textron, Inc. in Fort Worth, TX received a $6.3 million cost-plus-fixed-fee delivery order against a previously issued basic ordering agreement to provide 3D modeling in support of the AH-1Z new-build new program, including associated technical data for the Marine Corps.

Work will be performed in Fort Worth, TX and is expected to be complete in February 2010. All contract funds will expire at the end of the current fiscal year, on Sept 30/09 (N00019-05-G-0001).

June 30/09: AAQ-30. Lockheed Martin delivers its first AAQ-30 Target Sight System (TSS) production unit, at a ceremony held at its Orlando, FL, facility. USMC Col. Harry Hewson of PMA-276 is present. Production of the 16 systems ordered under the March 28/08 contract will take place at Lockheed Martin’s facilities in Ocala and Orlando, FL, and will be complete in 2010. Lockheed Martin release.

June 25/09: The US Senate Armed Services Committee issues Report 111-035. An excerpt concerns the UH-1Y/AH-1Z program:

“Fiscal year 2010 would be the first year of buying new AH-1Zs. Operational testing for the UH-1Y has been completed, which resulted in a positive Milestone B decision in September 2008. Operational testing for the AH-1Z has been delayed, mainly due to issues surrounding the targeting sight system. The program office now predicts that operational testing for the AH-1Z configuration will not be completed until late in fiscal year 2010. Also since last year, the Secretary of the Navy notified Congress that the Service Acquisition Executive had determined the program had breached the significant cost growth threshold of 15 percent, compared to the baseline average procurement unit cost.

The committee recommends a decrease of $282.9 million to keep the UH-1Y/AH-1Z program at the same level of effort as fiscal year 2009.”

In the end, it makes no difference. Section 211 of the S.1390 budget bill, which passes in the Senate on July 23/09, restores this funding.

June 15/09: Bad parts. Aviation Week reports that

“[USMC Lt. Gen. George J.] Trautman is also monitoring problems with recently delivered UH-1N and AH-1Z aircraft delivered to the Navy/Marine Corps from Bell. Bad parts from a subvendor caused problems with the transmission in these aircraft. Fixes are underway, and by mid-July, these helicopters will be back in service, he says.

The USMC is also planning to deploy the new Hueys to the Afghan theater later this year. Operational testing of the AH-1Z is expected to finish next year, Trautman says.”

April 22/09: Testing. The US Air Force discusses cooperative efforts with the Marine Corps to figure out exactly how to load the UH-1Y Venom and AH-1Z Viper into the C-5 Galaxy transport:

“…the Marines have been working with Air Force representatives for three months to find the best method of transporting their helicopters to the fight. According to John Buchanan, 60th APS cargo operations manager, they tried to use a C-17 Globemaster III first but found they had to strip too many parts off the helicopter. So the next logical step was to test the C-5 capability.”

These helicopters’ 4-bladed rotor doesn’t fully fold, which makes even the C-5 has been a challenge. At one point in the loading process, clearance for the UH-1Y helicopter is down to 3 inches.

April 7/09: Support. A not-to-exceed $14.6 million modification to a previously awarded cost plus fixed fee contract (N00019-06-C-0086) for H-1 Upgrade logistics products and services, including: logistic management support, technical material for maintenance planning, design interface, supply /material support, support of support equipment, technical data, distribution and inventory management/packaging, handling, storage & transportation, configuration management, supportability analysis, aircraft acceptance discrepancies, and contractor logistics support/technical liaison.

Work will be performed in Fort Worth, TX and is expected to be complete in May 2010.

April 6/09: Industrial. A $9.25 million cost-plus-fixed-fee contract to buy production rate tooling for the H-1 program. Work will be performed in Fort Worth, TX (70%) and Amarillo, TX (30%), and is expected to be complete in December 2011. This contract was not competitively procured (N00019-09-C-0023).

March 26/09: A $288.9 million firm-fixed-price contract for the FY 2009 (Lot 6) buy of 11 UH-1Y and 5 AH-1Z helicopters and associated technical data for the U.S. Marine Corps. Work will be performed in Fort Worth, TX (60%) and Amarillo, TX (40%), and is expected to be complete in October 2011. This contract was not competitively procured (N00019-09-C-0023). Bell Helicopter’s release adds:

“Bell is now on contract to produce a total of 65 upgraded H-1 aircraft for the Marines: 17 AH-1Z attack aircraft and 48 UH-1Y utility aircraft. So far, the company has delivered 23 upgraded H-1 helicopters: six AH-1Zs and 17 UH-1Ys.”

FY 2009 order

Jan 13/09: Sub-contractors. A Northrop Grumman release touts the role of its Integrated Avionics System (IAS), and the company’s efforts in preparing the UH-1Y Huey helicopters for initial deployment early in 2009 with the 13th Marine Expeditionary Unit.

Dec 18/08: Support. A $10.5 million firm-fixed-priced delivery order against a previously issued basic ordering agreement (N00019-06-G-0001). It covers Systems Engineering and Program Management (SE/PM) for Lot 6 production under the H-1 Upgrade program.

Work will be performed in Hurst, TX (79%); Amarillo, TX (15%); and New Bern, NC (6%), and is expected to be complete in December 2009.

Nov 12/08: Support. A $12.8 million modification to a previously awarded firm fixed price contract (N00019-06-C-0086) to prepare, validate and deliver revisions to organizational, intermediate and depot level technical manuals in digital format. Work will be performed in Fort Worth, TX, and is expected to be complete in May 2010. All funds will expire at the end of the current fiscal year.

Oct 27/08: More rebuilt AH-1Zs. Inside Defense reports that:

“The H-1 helicopter program has nearly cut in half the number of Marine Corps AH-1Z attack helicopters it plans to build from scratch in order to avoid a breach of the Nunn-McCurdy Act, which requires that the Pentagon notify Congress when a program exceeds certain cost thresholds, the program office acknowledged last week…”

Oct 7-16/08: The new Bell UH-1Y is tested as part of the Boxer Expeditionary Strike Group (BOXESG) integration exercise, flying from USS Boxer [LHD 4]. US Navy.

FY 2008

Orders; Marines want a larger program; UH-1Y reaches IOC; Why AH-1Z slipped.

UH-1Y on LHD-4
UH-1Y on LHD 4
(click to view full)

Sept 30/08: A $210.2 million modification to a previously awarded firm-fixed-price contract . NAVAIR is exercising its contract option to make the FY 2008 purchase of 11 UH-1Y scout/utility helicopters, and 4 AH-1Z Viper attack helicopters.

Work will be performed in Fort Worth, TX (60%) and Amarillo, TX (40%), and is expected to be complete in January 2011 (N00019-06-C-0086).

FY 2008 order

Sept 29/08: FLIR systems receives a contract from the US Navy and Marines for 116 AN/AAQ-22E Brite Star II surveillance and targeting turrets, 25 upgrades from AAQ-22D to AAQ-22E status, and non-warranty repair and support for their BRITE STAR turret stocks. Purchases for the UH-1Y are included within this order. DID coverage.

Aug 22/08: More H-1s. Flight International reports that September 2008 will see the US Navy propose adding 69 aircraft to the Bell Helicopter H-1 upgrade program, despite a recent setback during an operational evaluation of the AH-1Z. Expanding from 280 to 349 helicopters (226 AH-1Zs and 123 UH-1Ys) would parallel the overall expansion of the US Marine Corps to 202,000 personnel. NAVAIR’s proposal will look to increase existing yearly orders, as well as adding to the back-end of the production schedule.

The combined proposal to restructure the program, again, will be presented for final approval on Sept 17/10 to John Young, undersecretary of defense for acquisition, technology and logistics.

Aug 18/08: The US DoD releases its latest Selected Acquisition Reports, and the H-1 program is included. The source of the AH-1Z program’s delays becomes a bit clearer:

“This SAR was submitted to report schedule delays of six months or more since the prior report. Specifically, the Operational Evaluation (OPEVAL) Phase I Complete (AH-1Z) slipped two years from May 2008 to May 2010 due to unresolved Critical Operational Issues related to the AH-1Z weapons employment. There were no cost changes reported.”

SAR – delays explained

Aug 15/08: Lt. Gen. George Trautman declares that the UH-1Y has reached the official “Initial Operational Capability” milestone, in a ceremony at Marine Corps Headquarters in Quantico, VA. This helicopter’s IOC was supposed to come in September 2008; it appears to be a bit early. NAVAIR release.

The 6 pilots, 6 crew chiefs, and 3 UH-1Ys of Marine Light Attack Helicopter Training Squadron HMLAT-303 have been training with the aircraft for over a year, They have now reported to the 13th Marine Expeditionary Unit in preparation for deployment, which is scheduled for January 2009 aboard the USS Boxer [LHD 4].

UH-1Y IOC

Aug 11/08: Inside Defense reports that:

“Bell Helicopter-Textron is expecting a delay in deliveries of UH-1Y utility helicopters due to a slippage in deliveries of cabins by a subcontractor, a company spokesman told Inside the Navy.”

Aug 1/08: Support. A $12.6 million modification to a previously awarded firm-fixed-price contract (N00019-06-C-0086) for H-1 Upgrade logistics products and services. Work will be performed in Fort Worth, Texas, and is expected to be complete in May 2009.

This modification includes logistic management support, technical material for maintenance planning, design interface, supply /material support, support of support equipment, technical data, distribution and inventory management/packaging, handling, storage & transportation, configuration management, supportability analysis, aircraft acceptance discrepancies, and contractor logistics support/technical liaison.

Aug 1/08: Support. A $6.5 million modification to a previously awarded firm-fixed-price contract (N00019-06-C-0086) for non-recurring engineering necessary to build, install and test of the combining Gearbox Test Stand in support of the H-1 Upgrades Aircraft. Work will be performed in Fort Worth, TX and is expected to be complete in June 2011.

July 11/08: Rotor redesign. Bell Helicopter Textron, Inc. in Fort Worth, TX received a $9.4 million cost-plus-fixed-fee delivery order against a previously issued basic ordering agreement (N00019-06-G-0001) for the H-1 program. The delivery order covers one-time engineering services to improve the new main rotor gearbox’s ability to “run dry”, i.e. without lubrication. This makes the aircraft more likely to survive if, for example, enemy gunfire severs key connections and leaves the main rotor gearbox without its usual lubrication.

Work will be performed in Fort Worth, TX and is expected to be complete in December 2012. Contract funds in the amount of $5.6 million will expire at the end of the current fiscal year.

April 22/08: More H-1s? Military.com reports that the initiative to expand the Corps by about 20,000 Marines may also grow the H-1 program from 100 UH-1Ys to 123, and 180 AH-1Zs to 226. The USMC has submitted their 2010 Program Objective Memorandum, which forecasts the service’s budget request for 2010, but that submission has not been approved yet by DoD officials.

The additional helicopters would also avert a potential shortage of AH-1 attack helicopters, by ordering the new-build helicopters first. This would enable the Marines to withdraw existing AH-1W Super Cobras from service for the 2-year overhaul program, without affecting the number of available machines.

March 28/08: AAQ-30 TSS Lockheed Martin Missiles and Fire Control in Orlando, FL receives a $50 million cost-plus-fixed-fee contract for 16 AN/AAQ-30 Thermal Sight Systems (TSS) for the USMC’s AH-1Z Viper helicopter. Major subcontractors include L3 Communications/Wescam of Ontario Canada (turret assembly) and Elbit subsidiary Kollsman, Inc. of Merrimack, NH (Common Laser Designator Range Finder).

Work will be performed in Orlando, FL (86%); Ocala, FL (9%); and Santa Barbara, CA (5%), and is expected to be complete by October 2010. Bids were solicited via the Federal Business Opportunities and Navy Electronic Commerce Online websites, and 1 offer was received by the Naval Surface Warfare Center in Crane, IN (N00164-08-C-JQ24).

The AN/AAQ-30 TSS provides detection, identification, and targeting capability in day/night operations, providing range and optical line-of-sight data for all weapons including the 20mm gun, Hellfire missile, 2.75 inch rockets and Sidewinder missile. One known as the Hawkeye XR, the AAQ-30 features a large-aperture, 3rd-generation staring mid-wave FLIR derived from Lockheed’s Sniper targeting pod; a 640×512 day/night TV with automatic video tracker, and continuous zoom from high magnification, to wide field of view which can be used in low light in place of night vision goggles; a laser spot tracker; an on-gimbal inertial measurement unit (IMU) for accurate line-of-sight pointing and geolocation of targets; coupled with a Kollsman laser designator/rangefinder with an eyesafe mode. All of this is packed into a stabilized L-3 Wescam turret.

Feb 22/08: More H-1s? A Bell Helicopter release claims that:

“While the current contract calls 100 Yankees and 180 Zulus, the Marines have indicated a desire to increase the number of aircraft they will purchase in their total force plan.”

Feb 12/08: Phase II OpEval. The UH-1Y and AH-1Z begin Phase II of their Operational Evaluation (OpEval). A full rate production decision is expected in August 2008. Source.

Feb 11/08: A not-to-exceed $19.9 million cost-plus-fixed-fee delivery order against a previously issued basic ordering agreement for 2 non-recurring engineering (NRE) efforts associated with the manufacture of a minimum of 40 build new AH-1Z aircraft for the U.S. Marine Corps. Work will be performed in Fort Worth, TX and is expected to be complete in November 2009.

The first portion of the NRE effort includes tool design and loft for producing the tool proof cabin and other tool proof parts, and initiates manufacturing engineering and production planning. The second NRE effort will be issued to integrate and qualify the T700-401C engine for use in the new-build AH-1Z aircraft (N00019-06-G-0001).

Jan 3/08: FY 2008 lead-in. A $60 million not-to-exceed modification to a previously awarded firm-fixed-price contract for long-lead, time-critical parts in support of the Fiscal Year 2008 Lot V procurement of 11 UH-1Y Venom utility and 4 AH-1Z Viper attack helicopters.

Work will be performed in Hurst, Texas (80%) and Amarillo, Texas (20%), and is expected to be complete in July 2010 (N00019-06-C-0086).

Oct 1/07: Training. Bell Helicopter Textron, Inc. in Hurst, TX received awarded a $16.7 million fixed-price-incentive fee modification to a previously awarded firm fixed price contract for an AH-1Z Full Flight Simulator (FFS).

Work will be performed in Broken Arrow, OK (75%) and Hurst, TX (25%) and is expected to be complete in January 2010. The Naval Air Warfare Center Training Systems Division in Orlando, FL issued the contract (N00019-06-C-0086).

FY 2007

Orders.

UH-1N, Iraq
UH-1Y, armed
(click to view larger)

Sept 26/07: Spares. Bell Helicopter Textron in Hurst, TX received $5.6 million for ceiling priced order #GB4A under a previously awarded contract for spare components for the H-1 aircraft. Work will be performed in Hurst, Texas is expected to be complete December 2009. One company was solicited for this non-competitive requirement by the Naval Inventory Control Point in Philadelphia, PA (W58RGZ-06-G-0003).

Sept 21/07: Spares. A $32.1 million modification to a previously awarded firm-fixed-price contract (N00019-06-C-0086) for procurement of initial spares in support of the fiscal year 2007 Lot IV aircraft – 9 UH-1Y and 2 AH-1Z aircraft (see July 27/07). Work will be performed in Fort Worth, TX and is expected to be complete in April 2010.

July 27/07: A $162.3 million modification to a previously awarded firm-fixed-price, fixed-price-incentive fee contract (N00019-06-C-0086), exercising an option for the FY 2007 Low Rate Initial Production (LRIP) Lot IV procurement of 9 “Venom” UH-1Ys and 2 “Viper” AH-1Z aircraft.

Work will be performed in Hurst, TX (80%) and Amarillo, TX (20%), and is expected to be complete in October 2009.

FY 2007 order

July 6/07: Training. A $12.5 million modification to a previously awarded firm-fixed-price contract (N00019-06-C-0086) for the procurement of phases II and III of the Composite Maintenance Trainers (CMTs) effort, to include 2 UH-1Y trainers and 2 AH-1Z trainers. The CMTs will be based at Camp Pendleton, CA, and will be used to train personnel on the repair and maintenance of the H-1 Upgrades Aircraft. Work will be performed in Hurst, TX and is expected to be complete in August 2012.

Jan 30/07: Support. An $11.7 million modification to a previously awarded firm-fixed-price contract (N00019-06-C-0086), exercising an option for systems engineering and program management support for the UH-1Y and AH-1Z aircraft for Calendar Year 2007. Work will be performed in Hurst, TX (80%) and Amarillo, TX (20%), and is expected to be complete in December 2007.

FY 2005 – 2006

Orders.

UH-1Y ropedown
UH-1Y ropedown
(click to view full)

Aug 11/06: Spares. A $31.7 million ceiling priced modification to a previously awarded firm-fixed-price contract for the FY 2006 lot III procurement of initial spare parts in support of the UH-1Y aircraft.

Work will be performed in Hurst, TX and is expected to be completed in December 2008 (N00019-06-C-0086).

July 20/06: Bell Helicopter Textron, Inc. in Fort Worth, TX received a $137.4 million firm-fixed-price, fixed-price-incentive fee contract for the fiscal year 2006 low rate initial production (LRIP) lot III procurement of 7 UH-1Y aircraft, 1 UH-1Y full flight simulator, and 4 composite maintenance trainers (Phase I) under the H-1 upgrade program.

Work will be performed in Hurst, TX (80%), and Amarillo, TX (20%), and is expected to be complete in September 2008. This contract was not competitively procured by the Naval Air Systems Command in Patuxent River, MD (N00019-06-C-0086).

FY 2006 order

May 2006: AH-1Z OpEval I. The AH-1Z, equipped with an AAQ-30 surveillance and targeting system, enters Operational Evaluation. Source.

Jan 31/06: Support. A $7.1 million modification to a previously awarded firm-fixed-price contract (N00019-04-C-0001), exercising an option for the logistics support, initial spares, build-to-print package, initial operational test and evaluation period, and helmet support for FY 2006 Flight Test Devices for the AH-1Z and UH-1Y Program.

Work will be performed in Camp Pendleton, CA (76%); Tulsa, OK (13%); and Fort Worth, TX (11%), and is expected to be complete in January 2007.

June 3/05: Spares. A $17.6 million not-to-exceed modification to a previously awarded firm-fixed-price contract (N00019-04-C-0001) for initial spare parts in support of FY 2005 Lot II UH-1Y and AH-1Z aircraft. Work will be performed in Amarillo, TX and is expected to be complete in September 2007.

May 26/05: An estimated $7.7 million modification to a previously awarded firm-fixed-price contract (N00019-04-C-0001) for the procurement of the non-recurring effort required to replace the remanufactured UH-1N or HH-1N structural parts with new structural parts used to manufacture a UH-1Y helicopter. Work will be performed in Fort Worth, TX, and is expected to be complete in December 2006.

April 4/05: A $104.2 million modification to a previously awarded firm-fixed-price contract (N00019-04-C-0001) for the H-1 upgrade program. The funds exercise an option for FY 2005 low rate initial production lot II procurement of 3 AH-1Z and 4 UH-1Y aircraft.

Work on this particular contract will be performed in Amarillo, TX and is expected to be complete in December 2007.

FY 2005 order

Feb 23/05: IAS. A $165.4 million cost-plus-award-fee contract for the development of Integrated Avionics Suite (IAS) software upgrades in support of the H-1 helicopter upgrade program. In addition, this contract provides for incorporation of the software upgrades into existing AH-1W Cobra attack helicopters and UH-1N transport helicopters, to convert them to AH-1Zs and UH-1Ys, respectively.

Work will be performed in Woodland Hills, CA (70%); Hurst, TX (25%), and China Lake, CA (5%), and is expected to be complete in February 2010.

IAS development

Dec 29/04: Avionics. A $35.3 million ceiling-priced modification to a previously awarded firm-fixed-price contract for the development of the Generation II Mission Computer for the AH-1Z and UH-1Y aircraft under the H-1 Upgrade Program. Work will be performed in Fort Worth, TX and is expected to be complete in September 2010 (N00019-04-C-0001).

Dec 8/04: Support. A $23.6 million modification to a previously awarded firm fixed price contract (N00019-04-C-0001) for the FY 2005 procurement of acquisition logistics support for Lot I and II Low Rate Initial Production (LRIP) AH-1Z and UH-1Y aircraft. Work will be performed in Hurst, TX and is expected to be completed in October 2007.

FY 1999 – 2004

Orders; AH-1Z Prototype rollout; Lockheed Martin’s TSS surveillance and targeting system picked for AH-1Z. N.B. incomplete.

UH-1Y AH-1Z on LHD-5 Sunset
H-1s on LHD 5
(click to view full)

July 20/04: SDD. A $15.9 million estimated value modification to a previously awarded cost-plus-award/incentive fee contract (N00019-96-C-0128) for the non-recurring development of a turned exhaust system for the AH-1Z helicopter. The turned exhaust system deflects exhaust gasses up into the rotor blades for dispersal, minimizing the helicopter’s infrared signature to enemy missiles etc.

Work will be performed in Amarillo, TX (53%) and Fort Worth, TX (47%), and is expected to be complete in March 2006. The Naval Air Systems Command issued the contract.

April 2/04: Spares. A $14.25 million delivery order under previously awarded basic ordering agreement (DAAH23-02-G-0008) for various spare items to support the low rate initial production (LRIP) for the H-1 upgrades program. Work will be performed in Hurst, TX and is expected to be complete by December 2006. This contract was not competitively procured by the Naval Inventory Control Point is the contracting activity (Order GB1C).

March 22/04: Support. A $13.1 million modification to a previously awarded firm-fixed-price contract (N00019-04-C-0001) for the FY 2004 procurement of acquisition logistics support for Lot I and II Low Rate Initial Production AH-1Z and UH-1Y aircraft. Work will be performed in Fort Worth, TX and is expected to be complete in October 2007.

March 5/04: Training. A $45.5 million modification to a previously awarded firm-fixed-price contract (N00019-04-C-0001) for the design, development, manufacture, and installation of 1 AH-1Z and 1 UH-1Y flight training device. Work will be performed in Arrow, OK (60%), and Fort Worth, TX (40%), and is expected to be complete in November 2006.

Dec 29/03: Bell Helicopter Textron Inc. in Fort Worth, TX received a $183.8 million firm-fixed-price contract for the low rate initial production of 3 Super Cobra helicopters (AH-1Z) and 6 Huey helicopters (UH-1Y).

Work will be performed in Amarillo, TX (53%), and Fort Worth, TX (47%), and is expected to be complete in January 2007. This contract was not competitively procured by the Naval Air Systems Command in Patuxent River, MD (N00019-04-C-0001).

FY 2004 order

Aug 15/01: AAQ-30/ TSS. Lockheed Martin Missiles and Fire Control delivers its first Hawkeye eXtended Range (XR) Target Sight System (TSS) to Bell Helicopter during a brief ceremony in Orlando, FL. Lockheed Martin’s release adds that the Hawkeye TSS will be installed on an AH-1Z Cobra helicopter in early 2002. The first flight test of the TSS on an AH-1Z took place in August 2002.

Nov 20/2000: The rollout ceremony for the AH-1Z is held at Bell Helicopter Plant 6 in Arlington, TX. Lockheed Martin Missiles and Fire Control conducts public flight demonstrations of its Hawkeye Target Sight System (TSS, would become AAQ-30) at the Lockheed Martin release:

“Prospective customers from Turkey, Japan, South Korea, Taiwan, Greece, and Slovenia were given an opportunity for in-flight “hands-on” operation of the system that Lockheed Martin had installed on a Bell Model 222 helicopter. A real-time video downlink was also displayed.”

AH-1Z rollout

July 1998: AAQ-30/ TSS. Bell Helicopter awards Lockheed Martin a $7.8 million Engineering and Manufacturing Development (EMD) contract for the [AAQ-30] TSS targeting and surveillance system. This would be followed by additional contracts covering Engineering Change Proposals. Lockheed Martin reportedly fabricates the whole nose section of the AH-1Z. Source.

Additional Readings & Sources

Thanks to Neville Dawson for the lead photograph, which is used with permission.

Double-Jointed & Popular: The Bv Family of Infantry Support Vehicles

0
0
BVS-10 Viking Ashore
A Viking comes ashore
(click to view full)

The BvS10 is the successor to the wildly popular Bv206, 11,000 of which have been sold to 40 countries around the world – including the USA (M978). Readers may have seen these vehicles elsewhere, too, as a number of Bv206s have post-military careers at ski resorts, in industries like mining and logging, etc. The new BvS-10 is larger and more heavily armored; it’s in use in Britain, France and the Netherlands as a key armored vehicle for their respective Marines, has been bought by Sweden, and is under evaluation elsewhere. International interest includes imitators: Singapore’s Bronco ATTC is a BVS10 competitor, and Finland and Norway have their own local Bv206 variants.

What makes this unusual-looking vehicle family and design so popular? They aren’t like Humvees or similar wheeled mainstays. They aren’t full armored personnel carriers, either – they’re armored, but Bv family vehicles can’t take the kind of punishment that a Bradley or LAV can absorb. Instead, the secret to their success lies in a remarkable all-terrain capability, and their ability to fill a rare and critical role: air-portable and amphibious infantry enhancement. These success factors are discussed below, along with contracts and key developments related to this vehicle family.

The Bv Family of Vehicles

Bv206 and Bv206S
Bv206S vs. Bv206

Hagglunds Bv family vehicles are really two separate chassis working together. Hydraulic cylinders that push or pull one chassis segment relative to the other do all the steering. The central articulation point also allows the two segments to twist and turn in different planes, accommodating the most difficult terrain from high slopes to winding forest trails. Meanwhile, wide band tracks ensure good traction, with a low “footprint” pressure that lets these vehicles move across all terrains, and can even avoid tripping anti-tank mines. Amphibious conversion is quick.

The Bv206S is a slightly larger (10-tonne/ 11 ton full combat weight), armored version of the Bv206 that retains helicopter air-portability inside a CH-47 Chinook, or can have its 2 sections airlifted separately by a pair of medium utility helicopters like Britain’s EH101 Merlins.

BvS10 Mk.II
BvS10 Mk.II
(click to view full)

BAE Haaglunds’ new BvS10 differs from its Bv206 predecessors by adding a bit more weight at 7.6t/ 16,300 pounds empty, with a maximum designed weight of 10.6t/ 23,350 pounds. Fortunately, a more powerful Cummins 5.9 litre diesel engine gives it 80 kph/50 mph performance on class A roads, and a 300 km/ 180 miles range. The improved ground clearance and newly developed chassis, power train and steering units give the vehicle considerably enhanced speed and comfort, as well as greater load carrying capability (up to 5 tons for some variants), and the ability to add various modular sub-systems such as add-on armor, weapon-mounts, a load-changer, and cargo platforms. The Viking can operate in temperatures from -46C/-51F to 49C/120F, can ford through water up to a depth of 1.5 m/ 5 feet without preparation, and is fully amphibious with 5kph/ 3mph water speed on a full load, after less than 2 minutes’ preparation by the crew. BAE data places the existing Viking’s reliability in theater at 88%.

BvS10s have been performing well, but various up-armoring additions mean that they have also been working beyond their maximum designed weight for months. Hence BAE Hagglunds’ BvS10 Mark II, whose maximum designed weight is 14.2t/ 31,300 pounds, with a payload of 6t/ 13,250 pounds. It incorporates a larger and more powerful engine, a bigger alternator which gives more electrical power, an improved steering unit, uprated suspension and brakes, a shallow v-hull for extra mine protection, and the ability to carry more armor. Despite the extra armor, the Mk II fulfills all the original Viking requirements, such as the ability to swim. Variants include:

  • BvS10 MkII APC. Carry 3 crew, and up to 6 fully-equipped soldiers.
  • BvS10 Ambulance. Just 2 crew, and space for 2 stretchers & 2 paramedics
  • BvS10 C2. Carry a command & control system and up to 4 staff
  • BvS10 Logistics. Have a flatbed in place of the standard back cab. Slide-on modules for the flatbed include a 10-foot container, the ARTHUR artillery locating radar, or a communications module.
  • BvS10 Repair & Recovery (RRC). Crew + 4 technical specialists. The rear cab is fitted with a full mobile workshop, as well as a HIAB crane and capstan for recovery work.
  • BvS10 UAS. Used as an equipment transporter for the UK’s new Mk450 Watchkeeper UAV system.

Imitation, the Sincerest form of Flattery

ATTC Bronco Parade
Singapore’s Bronco ATTC
(click to view larger)

A larger vehicle is currently in service with Singapore as ST Kinetics’ Bronco ATTC (All-Terrain Tracked Carrier), and as the Warthog in Britain. Gross Vehicle Weight is 18t/ 40,000 pounds, including a 6.8t/ 15,00 pound total payload, or space for up to 16 troops. Its Caterpillar C7 engine delivers up to 350 bhp, driving it up to 65 km/h on smooth surfaces, or allowing it to handle 60% gradients and 30% side slopes in all conditions and terrains. Singapore is a Bv206 customer, and when the ATTC was introduced, Haaglunds launched a lawsuit claiming that ST Kinetics had copied their design. That lawsuit was later dropped, leaving ST Kinetics with a similar but heavier competitor.

The Bronco is fully amphibious, and its versatility has made it very useful in post-tsunami relief efforts. An up-armored, non-amphibious “Warthog” variant was picked by the British Army to replace borrowed Royal Marines’ BvS10s in Afghanistan, with the BvS10s returning to the Royal Marines for future use.

Bv206
Bv-206S, side view
(click to view full)

The smaller Bv206 has also received its share of international flattery. Finnish firm Patria Vehicles’ NA-140 and its variants are very similar, and more than 300 have been manufactured since 1985 to equip the armies of China, Turkey and Finland.

After 20 years of using the Bv206, Norway is also introducing up to 1,000 units of the Natech (Narvik Technology AS) P6 in P6-300M and other variants, as part of Project 5085; it is reported to be very similar to the Bv-206S.

Bv Family: Why So Popular?

Bv-206S Ambulance Articlulated
Bv-206S ambulance
(click to view full)

The BvS vehicle family’s popularity boils down to:

Key Virtue #1: Outstanding air transportability. These vehicles can be carried in many tactical and even light air transports, carried inside a CH-47 Chinook, or slung underneath other medium-heavy helicopters. The Bronco ATTC is an exception, but all of these vehicles can also be broken into their 2 component sections to be loaded into or slung beneath many helicopter types due to their low height, width, and weight.

Key Virtue #2: True all-terrain capability. These vehicles are designed to operate in conditions ranging from the heat and humidity of the jungle to dry desert and the frozen Arctic, and have done so. Their low weight and extra-wide tracked distribution make even snow and marshy ground passable, thanks to very low ground pressure. That same low ground pressure offers more safety against anti-tank mines, who may not receive enough pressure to detonate. They can quickly be made fully amphibious, and this combination of mobility advantages has made them popular with a number of countries’ Marine Corps.

Bv206 Mortar Carrier Norwegian Firing Per Thrana
Per Thrana: Bv206
mortar carrier, Norway
(click to view full)

Key Virtue #3: Specialized variants. This family of vehicles offers a wide array of variants, including models with cranes for load handling and recovery, ammunition resupply vehicles, ambulance functions, deployable command posts, mortar carrier versions, and artillery hunting radar (the Bv206 ARTHUR). In addition, several countries are developing their own indigenous variants.

The result: Infantry enhancement. This family of vehicles offers instant air-portable infantry mobility with small arms protection (Bv206S and later); additional carrying capacity over all terrains to reduce soldiers’ burdens; and firepower overmatch via its weapon mount (medium-heavy machine guns, grenade launchers, anti-armor missiles, mortars, etc.), via extra weapons inside (ammunition, anti-armor missiles, etc.), , and via its towing capabilities (mortars, howitzers etc.). They are not designed for major combat, and are not a substitute for full-size armored personnel carriers (APCs). What they can do is bring a combination of APC and Jeep benefits in a more mobile, all-terrain, platform – one capable of 3rd-dimension envelopment, and rapid ground response into the most difficult terrain.

Bv Vehicles: Performance in Afghanistan

Bv206 Backing into CH-47D Afghanistan
Bv206, Afghanistan
(click to view full)

Canadian Bv206s performed well with the Princess Patricia Canadian Light Infantry Battle Group during Afghanistan’s Operation Anaconda. Attached to the U.S. Army’s 2nd Brigade, 10th Mountain Division as part of a joint force, they were airlifted inside US Army CH-47D Chinooks to an objective called “The Whaleback” as part of the subsidiary Operation Harpoon. Their experience, and the British experience in Afghanistan, are illustrative.

Senior Analyst Mordica’s “High Altitude Operations” report from the US Center for Army Lessons Learned (no longer publicly available) noted:

“DISCUSSION: The Canadian Army air assaulted small unit support vehicles (SUSV) into the mountains during offensive operations against the al-Qaida and Taliban fighters. The vehicles were used to move distances over the rough terrain at high altitudes, allowing the infantry to ride or transport their loads into battle. These vehicles allowed the infantry some small arms protection and helped them beat the fatigue associated with mountain operations. The SUSV is helicopter transportable and provides all-terrain mobility. The vehicle performed well in combat.”

StrategyPage has a more publicly accessible March 19, 2002 follow-up, with an interesting twist:

“Major Chuck Jarnot, 101st Airborne Division Liaison Officer in Afghanistan, noted that the greatest risk to vehicle movement in Afghanistan is not Taliban/Al-Quedas Rocket Propelled Grenades, but rather the millions of land mines laid throughout the country. The Canadian BV-206 AMV used in Anaconda mitigates this risk by virtue of the very light weight and tracked suspension that results in extremely light ground pressure.

This not only contributes to its excellent terrain agility, but makes anti-tank mine detonation a very small probability since the BV-206 ground pressure is far below the minimum necessary to set off a typical anti-tank mine.”

The larger BvS10 entered the Afghan theater of operations as a key vehicle for the British Royal Marines, complete with anti-RPG slat/’birdcage’ armor. The British Army borrowed some, then replaced them with their “Warthog” derivation of ST Kinetics’ larger Bronco ATTC. The Royal Marines also bought a larger vehicle for use in Afghanistan, but their follow-on buy was the BvS10 Mk.II. In 2013, they will be joined in theater by similar Swedish vehicles. Some experiences from 2006-2008 are illustrative of the platforms’ advantages and tactical employment:

BvS10 Under RAF CH-47
RAF CH-47 w. BvS10,
Afghanistan
(click to view full)

Feb 13/08: Nothing subtle about this UK MoD article: “Marines back in the Vikings – “They are phenomenal”.” One expects that sort of tone from a Ministry of Defence. The key is how well they back that tone up with examples from the field, and whether offsetting problems have surfaced. To date, DID is not aware of performance below expectations in any respect. On to more thoughts from the front lines:

“…due to their popularity the demand for their use is high amongst all troops patrolling and conducting operations in Helmand. Consequently, the demand on the Marines trained to drive them is high too. To help alleviate the pressure… a third unit, from the Queen’s Royal Lancers A Squadron, has been trained and recently deployed to Helmand. They are the first Army unit to operate the Viking on their own.”

Growing demand across service boundaries is always a positive sign. Major Jez Stemp, the Officer Commanding the Royal Marines’ Armoured Support Company:

“Their greatest asset is their all terrain mobility. The Taliban tend to mine known routes, but the Vikings can manoeuvre around them and go off road.”

Royal Marine Tom Aylett, back in Afghanistan for the second time:

“We put the lads in the back of the wagon, drop them off to do operations and attacks with the Vikings. I drive it and man the gun on top… They provide us with a lot of protection and allow us to get closer to the enemy. It’s very reliable, can go up a hill and never gets bogged down like other vehicles.”

Royal Marine Lance Corporal Dean Walker concurs:

“The Viking opens up a lot more operations. We can move where, with and who we want.”

BvS10 w Platt MR555
BvS10 Viking w.
MR555 gun shield
(click to view full)

Jan 28/08: The UK MoD’s “Keeping the Vikings on the move (VIDEO)” is focused on the soldiers who maintain its BvS10 vehicles, but it also offers some observations from tactical experience. Corporal Kev Walker of 1 Battalion Royal Electrical & Mechanical Engineers works with Vikings in Camp Bastion, Afghanistan:

“The Royal Welsh got contacted by an anti aircraft gun. My troop went in with the Vikings to create a screen, allowing them to get out. We put down heavy fire from the Viking’s General Purpose Machine Gun (It is also fitted with .50 calibre guns), and before we left, having taken no casualties, it looked like all the Taliban had left. If we didn’t have something like the Viking it wouldn’t have been such a happy ending. It was pretty heavy terrain too and I’m not sure any other vehicle could have got in there. We know the Taliban don’t like them…”

Staff Sergeant Chris Hanks of the Royal Electrical & Mechanical Engineers adds:

“They can cope with the terrain because they have track mobility, which is much better than wheeled vehicles and gets bogged down less. “

Sept 12/07:Viking vehicles prove their worth in volatile Helmand” contains quotes from Maj. Jez Hermer of the Royal Marines’ Armoured Support Company at Bovington, Dorset:

“Since the beginning of the Afghan conflict everyone has woken up to the success of Viking. It is now very important to Operation HERRICK. It has opened up Helmand province and given commanders a broader range of options than they would have had available to them… I see it remaining in Afghanistan and I don’t see it coming back until the end of the commitment.”

“The forces’ inventory of armoured vehicles has come under serious examination in Afghanistan and Iraq. With excellent protection, an ability to operate in all weathers across all terrain, including to ‘swim’ in water, and to withstand a range of threats, Viking has performed well…”

The British Army, meanwhile, is using tracked Spartan vehicles to similar effect.

Jan 23/07: Some of the lads in theater seem to like the new Platt MR550 weapon mounts and gunshields. This was forwarded to us [name and profanities redacted]:

“been busy but got time to tell your mount is f

  • brilliant, the lads love it. been out and about and without a doubt it has stopped some lads becoming casualties. its stable as hell and the lads are big fans of the extended ranges we reach when firing. had a few problems with little bits but got them sorted in no time at all… say a big thankyou to all your staff for getting them out here as they have been a life safer in some of the s** situation we have found ourselfs in. well mate got to go and get ready for anthor trip out.”

Other comments from Royal Marines about their new gunshield:

”Took hits with no worries!”… ”RPG hit the vehicle and we moved on”… ”On the Platt we were shooting out to 2300m on GPMG and tracer burned out… continual shooting on same target watching the splash”

LAND_BvS-10_Viking_Afghanistan_Aerial.jpg
BvS-10, Afghanistan -
note anti-RPG ‘cage armor’
(click to view full)

Jan 10-11/07: A pair of releases from the UK MoD covering operations in Afghanistan speak very highly of the BvS10 Vikings’ performance, noting their battle-ready helicopter transportability and their success in combat against small-arms fire, mortars, and even single-warhead RPGs thanks to their slat armor. The vehicles are already credited with saving a number of lives; one expects to hear this from official sources, but the level of enthusiasm from front-line soldiers without an investment in the vehicle program is a very positive sign.

Oct 31/06: The first ever operation involving the new BvS-10 Viking armored vehicle is successfully completed by Royal Marine Commandos in the rugged terrain of southern Afghanistan. Operation Zina saw 33 Vikings complete a 10-hour combat move into Helmand province from their base in Kandahar airfield, moving through notorious areas of Kandahar City and Gereshk. During the journey Royal Navy Harriers provided force protection and helped clear the route ahead of the convoy, which was also supported by armored fighting vehicles from Denmark and Estonia. Despite some heavy surveillance from suspected Taliban, the journey was completed without incident. See video [Windows Media, 1.87 MB].

The UK MoD release notes that “Being able to operate over deep sand and boulder fields, the Vikings have the mobility to operate anywhere in Helmand province and carry a section of Marines into battle… The Vikings are now patrolling throughout Helmand province and their ability to go anywhere at speed will be a tremendous asset to the Royal Marines.”

Contracts and Key Events

At present, the BvS-10 is in operation with the British Royal Marines, has been delivered to the Dutch Royal Marines and begun deliveries to France, has been ordered by Sweden, and is reportedly under trial and evaluation in Finland (who already operates Bv206 variants). All BvS10 customers share operational information, and co-operate on support through a multi-national user group that BAE Systems co-ordinates.

2011 – 2013

BvS10 French
French VHM
(click to view full)

June 2013: Refit report. Britain’s Battlespace magazine offers an update on the refits, even as BAE Systems discusses more comprehensive Viking support arrangements with the UK MoD. Phase 1 Refits, which handled existing Mk.IIs and the Mk.Is with upgraded hulls, were finished in May 2013.

Phase 2 deliveries have now started, and installation of the required improvements plus the latest v-hull bottom will continue until April 2014. The exceptions will be rear cars for Repair & Recovery variants, which are unmanned while in transit.

Phase 3 involves the Mortar and Crew Served weapon variants (TL: 27). They also receive the latest v-hull, except for the mortar version’s rear cars. The new variants will undergo testing this summer, and deliveries aren’t expected to begin until March 2014.

Phase 4 involves new blast protection kits, which began delivery in April 2013. All upgrades will be available to other BvS10 operators, if they request it. Battlespace

Oct 3/12: UK upgrades. Britain will overhaul the Royal Marines’ BvS10 vehicles to a common Mk.II standard. Under BAE’s GBP 37 million ($61 million) contract, the fleet will be given a major overhaul, brought closer to to a common configuration, and certified for a 14 tonne gross weight. The changes are the result of BAE’s modular bid, which involved a common core set of work, plus a range of options that let the UK MoD pick what it most wanted within its budgetary limits.

To get there, a number of modifications for land operations in Afghanistan will be removed, restoring the vehicles’ amphibious capability. The Vikings will receive general inspections, new front and rear car hulls, a shallow v-hull underbody, braking and suspension upgrades, and other improvements stemming from Dutch and French experiences. A new engine and alternator would be required for full Mk.II compatibility, but Britain’s budget squeeze has deferred this key upgrade. New wiring and mounts will prepare the fleet for the larger engine, if Britain decides to add it later.

Beyond these upgrades, 19 Crew Served Weapon variants will add Platt’s 7.62mm crew-served machine gun mounts on top of the rear cars as well, and another 9 will become mortar cars fitted with 81mm internal mortars. Work at BAE’s new production line in Ornskoldsvik, Sweden will last until 2014, and all parties expect a mid-life upgrade at the end of the decade. The Royal Marines plan to keep their Vikings in service until 2031. UK MoD | BAE Systems.

Britain: BvS10 refurbishment & Upgrades

Jan 5/12: Swedish Vikings. Sweden’s FMV has picked BAE Hagglunds’ BvS10 Mk.IIB over Singapore’s larger Bronco ATTC, as their military’s next all-terrain vehicle. Sweden already fields a number of Bv206s, and the initial SEK 700 million (about $101 million) contract will supplement them with 48 BvS10 vehicles in 4 types: 19 APC, 17 Logistics, 10 Ambulance, and 2 Command & Control. Delivery is scheduled to be done by autumn 2012, for operational use in Afghanistan by spring 2013.

The Swedish acquisition process took a bit less than a year, including tests of the 2 competitors. Additional buy options could push Sweden’s total order to 175 vehicles, via up to 127 more BvS10 MkIIs in up to 3 more batch orders. Swedish FMV | BAE.

Sweden: 48-175 BvS10 Mk.II

Nov 25/11: France. France’s DGA announces [in French] that it has formally accepted delivery of its 1st 14-tonne, v-hulled BvS10 Mk.2/ VHM under the 53 vehicle contract (vid. Dec 22/09 entry). This is not the same thing as the 1st delivery by the manufacturer (vid. March 29/10 entry). Before it could receive formal acceptance, the Véhicule a Haute Mobilité had to be qualified for operational service during 8 months of trials, which ended in September 2011.

2009 – 2010

BvS10 in Chad 2009
Dutch BvS10
in Chad 2009
(click to view full)

May 21/10: Dutch. The Netherlands is looking to upgrade 127 of the Dutch Marines’ Bv-206Ds with a mid-life upgrade (MLU) package to extend their operational life to 2020, the same as the Marines’ new BvS10 Vikings. The MLU budget is estimated between EUR 25 – 50 million, and the main risk involves the vehicle frame. If the glassfiber reinforced plastic has become fragile due to sun exposure, full replacement will make the upgrade much more costly. Kamenbrief [in Dutch].

March 29/10: UK. BAE Systems delivers the last of 24 BvS10 Viking Mk.II mine-protected vehicles ordered by the British Royal Marines (see Sept 30/09 entry). The vehicles will be deployed to Afghanistan in the near future. BAE Systems’ release adds that deliveries on France’s December 2009 order for BvS10 MkIIs have begun.

Dec 22/09: France. BAE Systems announces that it won the VHM contract from France’s DGA procurement agency to supply 53 BvS10 Mark II vehicles (q.v. Sept 30/09 entry). If all options are exercised, BAE says that the total value of the contract could reach EUR 220 million ($317 million) for 129 vehicles.

France already operates their Bv206 predecessors, and this contract covers 3 BvS10 vehicle variants (APC, C2 and Logistics), as well as a comprehensive support package. The vehicles will be produced in cooperation with BAE’s French partners, including Panhard and EADS. Deliveries are scheduled to begin in 2010.

France: 53 BvS10 Mk.II

Nov 19/09: UK. The British Army announces that the first ST Kinetics Warthog has been manufactured and shipped to the UK. It will be fitted with electronics and armaments , and must then be fully tested and certified as safe to use. Steps after that are its issue to troops for pre-deployment training, and then deployment.

Sept 30/09: UK. BAE Systems announces a GBP 24 million (currently $38.2 million) British contract for 24 BvS10 Viking Mark II vehicles: 22 standard troop carriers and 2 command variants. They will be delivered to the UK MoD in early 2010, so that they can be deployed to Afghanistan with the Royal Marines in the spring of 2010.

To this point, BAE says that the UK MoD has bought 166 Vikings, adding that the BvS10 Mark II is also in contention for the 124 vehicle French VHM competition. BAE Systems release.

Britain: 24 BvS10 Mk.II

Feb 16/09: BAE Systems announces a British order for 9 more BvS10 vikings, in order to maintain their operational capability in Afghanistan while the Army waits for the new ATTC Warthogs. See Dec 2/08 entry.

The latest vehicles will include 7 infantry carriers and 2 mobile command and control vehicles, and will be built to the Mk.I configuration standard, which includes new mine protection kits. The current fleet will also receive Mk.I retrofits, under a December 2008 contract. The first vehicle in the new-build contract is anticipated to be delivered directly from stock in February 2009, and the whole contract is expected to be delivered during the first quarter of 2009. The mine protection upgrades will be fitted after the base vehicles have been manufactured.

Britain: 9 BvS10

2007 – 2008

ATTC Bronco
Bronco ATTC
(click to view full)

Dec 18/08: Broncos for Britain. Singapore Technologies Engineering Ltd’s similar but heavier Bronco beats BAE’s BvS10 Mk.2, as they win a GBP 150 million (about S$ 330 million/ $230 million) contract from the UK Ministry of Defence for 100 Bronco ATTCs. These 20-ton “Warthog” vehicles will be supplied to the British Army’s Royal Armoured Corps, for use in Afghanistan.

A total of 4 Warthog variants will be built under the contract – APC/Troop Carrier, Ambulance, Command, and Repair & Recovery. Vehicle deliveries will commence in Q3 2009, with the majority to be delivered in 2010. UK MoD Programme Manager Simon Cox had this to say:

“We appreciate the close, flexible and constructive working relationship with ST Kinetics. They are a great company to work with and the Bronco has exceeded our expectations in terms of quality, capability and performance. We are delighted with their product, attitude and the progress jointly made in a very short time indeed.”

The Army had been using BvS10s on loan from the Royal Marines. Those vehicles will remain in service, and will be rotated back to Britain and the Marines once they are replaced in theater. UK MoD | ST Kinetics | Defense News.

Britain’s Army: 100 ATTC Broncos

Royal Marines BvS10 Afghanistan
Awaiting extraction
(click to view full)

Dec 2/08: Defense News reports that the UK MoD has ordered 22 more Vikings this year, bringing the total number of BvS10s they’ve bought to almost 150 vehicles. It adds that a number of these have been destroyed in combat, and the UK MoD has said that they are in negotiations with BAE for a mine blast protection kit. Delivery is expected to be complete by mid-2009.

Over the longer term, however, a larger vehicle may be necessary. BvS10s have been performing well, but various up-armoring additions mean that they have also been working beyond their maximum designed weight for months. Candidates for the folow-on “Warthog” buy of up to 100 vehicles reportedly include the BvS10 Mk II, and Singapore’s Bronco ATTC.

Britain: 22 BvS10

Oct 29/08: UK Defence Secretary John Hutton announces a package worth GBP 700 million (then $1.56 billion equivalent, but only $1.05 billion by late November), which will pay for over 700 new armored vehicles for use in Afghanistan. They include over 100 brand-new “Warthog” cross-country vehicles, which will have greater protection levels. Contracts remain to be negotiated.

March 30/08: Dutch issues. In “Marine heeft nu al pech met Vikings“, De Telegraaf reports that Dutch Marines have been working for weeks install new drive shafts in their 74 BvS10 Viking vehicles (see June 1/05 entry), after problems were discovered during exercises in England and Norway. 10 Vikings required for operation in Chad have been repaired.

On April 24/08, the Dutch MvD answered questions regarding the vehicles [Dutch, PDF], stemming from the De Telegraaf article.

LAND_BvS10_Viking_UK_Trials.jpg
BvS10, UK trials
(click to view full)

August 2007: Sub-contractors. A second order of 26 MR555 weapon ring mounts with accompanying gunshield protection is shipped from Australia’s Plattmounts to the UK, for installation on BvS10 Viking vehicles. These mounts also equip British FV432 Mk 3 Bulldog tracked APCs, as well as many of the USA’s RG-31 Charger mine-resistant patrol vehicles.

May 2/07: BvS10 UAV. New role for the Viking. The UK Ministry of Defence has awarded BAE Systems Hagglunds a contract for another 21 BvS10 Viking armored all-terrain vehicles. This order is in addition to an earlier batch of 108 that began delivery to the UK’s Royal Marine Commandos in July 2003.

The armored all-terrain vehicles will be used as an equipment transporter for the UK’s new Mk450 Watchkeeper UAV system. Prototype vehicles are scheduled for delivery at the end of 2007, with production deliveries to commence in the second half of 2008.

Britain: 21 BvS10 for UAVs

2005 – 2006

Bv206 Dutch Norway Torbjorn Kjosvold
Dutch Bv-206, Norway
by Torbjorn Kjosvold
(click to view full)

June 12/06: Sweden. BAE Systems Hagglunds AB announces a SKr 260 million ($35 million) rush order from the Swedish Defence Materiel Administration (FMV) for 52 additional Bv206S vehicles, with an option for more. The order amounts to 52 vehicles with an option to acquire additional vehicles, bringing the Swedish Armed Forces up to a total of 93 Bv206S. With this order, 479 of BAE Hagglunds’ Bv206S vehicles have now been sold to Sweden, Germany, Italy, France and Spain.

The goal driving the FMV is the coming activation of the EU’s Nordic Battle Groupas of January 1st 2008, and led by Sweden. The FMV release notes that “…Bv206S can be transported by air with several of the smaller airplanes and helicopter models, which makes it a very suitable vehicle alternative for rapid forces with high demands on tactical and strategical mobility and troop transport under protection.”

Sweden: 52 Bv206S

Nov-Dec 2006: Sub-contractors. The initial order of 43 MR555 weapon ring mounts with accompanying gunshield protection is shipped from Australia’s Plattmounts to the UK, for installation on BvS10 Viking vehicles.

Jan 26/06: Dutch. Just 8 months after the contract was signed, BAE Systems Hagglunds has delivered the first of 74 armored BvS-10 Viking armored all terrain vehicles to the Dutch Army. The purchasing process was accomplished in less than 3 months, and the lead-time between contract and serial delivery has been only 8 months. Brig. Gen. Paul Opgenort:

“We are very content with Hagglunds and the company’s ability to keep to the time agreed for the first delivery. A key to the success has been the unconventional but flexible way of working, regarding the processes of development, purchase and production.”

June 1/05: Dutch. Like the British Royal Marines (who bought 108), the Netherlands Defence Materiel Organisation went directly to the source and signed a contract for 74 BvS10 “Viking” All Terrain Vehicles with BAE Systems Land Systems Hagglunds, in a June 2005 deal valued at approximately SEK 570 million (approximately EUR 57.9 million, or $71.3 million). The DMO will purchase four variants of the BvS10: 46 troop carriers, 20 commander vehicles, 4 recovery vehicles and 4 ambulance vehicles; with deliveries to take place from January 2006 – April 2007.

These Viking armored vehicles will supplement earlier Bv-206 vehicles in service with the Dutch Royal Marines since the early 1990s. In parallel with the BvS10 order, BAE Hagglunds continues to produce heavy CV90-35 Infantry Fighting Vehicles for the Netherlands, which will be delivered from 2007-2010.

Netherlands: 74 BvS10

Additional Readings and Sources

Thanks to Benelux subscriber David Vandenberghe for his tips and translation assistance.

US MSC Charters Westpac Express Catamaran

0
0
WestPac Express at Sea
Westpac, Expressin’
(click to view full)

The Westpac Express fast ferry ship has been instrumental in changing the way the US Navy approaches sealift in the Western Pacific. It’s fast enough to substitute for airlift in many cases, and large enough to move a Marine battalion with its gear. Early trials went very well, and the innovative designs and performance of Australian shipbuilders Austal and Incat laid a foundation of manufacturing experience and customer comfort that led to the innovative GD/Austal trimaran design for the new Independence Class “Flight 0″ Littoral Combat Ship, while spawning a major acquisition program in the Joint High-Speed Vessel (JHSV).

HSV Westpac Express isn’t a Navy-owned ship; technically, it’s a chartered vessel. In July 2005, we noted an 18-month extension to its charter. In 2006, that service period was extended still further via a new charter, lasting up to 5 years. During that charter’s period, a bankruptcy in Hawaii created an opportunity to buy the Austal-built catamaran Superferry MV Huakai, which will replace Westpac Express in the Pacific. Until then, the USMC needs one more contract extension.

Contracts & Key Events

WestPac Express Loading
Loading in Australia
(click to view full)

Originally described as a Theatre Support Vessel (TSV), WestPac Express is now more commonly referred to as a High Speed Connector (HSC), and was first chartered to the III MEF in July 2001 for a proof of concept period. That was the first time the US military had contracted a commercial vessel of this type for military support. The charter was so successful that after competitive tenders, Military Sealift Command signed a 3 year charter in January 2002 that was subsequently extended to February 2007. A follow-on charter extended its service to September 2011, and what appears to be its last charter could extend her service to 2014.

The ship will continue to transport the Marine Corps’ Okinawa-based III Marine Expeditionary Force (MEF) and their equipment to other countries in the Western Pacific in support of USMC operations, training and exercises. It has an 1,100 nautical mile range.

July 1/13: Another extension. Austal announces that their charter has been extended again, until February 2014. They are claiming “technical availability levels exceeding 99%” since they signed the initial contract with the US Marines.

Jan 14/13: Extension. Austal Hull 130 Chartering, LLC in Mobile, AL receives a $7 million firm, fixed-price contract modification, exercising a 6-month option period for “the worldwide charter of one U.S.-flagged passenger/cargo ferry [to] support the Marine Corps, Third Marine Expeditionary Force… out of Okinawa, Japan.

There has probably been an unannounced 6-month extension before this, from August 2012 – January 2013. All contract funds are committed immediately, and work is expected to be complete by August 2013. US Military Sealift Command in Washington, DC manages the contract (N00033-12-C-5504).

Dec 21/11: Bridging charter. Well, that was fast. Austal Hull 130 Chartering LLC in Mobile, AL receives an $8.2 million fixed-price contract for the worldwide charter of “one U.S.-flagged passenger/cargo ferry [to] support the Marine Corps Third Marine Expeditionary Force.” In other words, HSV Westpac Express. This contract runs to August 2012, by which point Huakai could be ready; but it includes 3 more 6-month option periods, which could raise the contract to $30.3 million and extend the contract to January 2014. Initial contract funds will expire at the end of the current fiscal year, on Sept 30/12.

This contract was competitively procured via Navy Electronic Commerce Online and FBO.gov, with 3 offers received by US Military Sealift Command in Washington, DC (N00033-12-C-5504).

Dec 19/11: Superferries. The Defense Authorization Act of 2012, which will soon become law, includes funds to buy both Hawaii Superferries from US MARAD for $35 million, and transfer them to Maritime Sealift Command. Queries to MSCFE reveal that the larger Huakai ferry will replace the HSV Westpac Express, supporting CG III Marine Expeditionary Force between Okinawa, mainland Japan and Korea, with occasional runs to the Philippines and Thailand. It won’t be ready until the end of FY 2012 at least, which means III MEF will need another charter period. Read “Hawaii Superferry’s Bankruptcy = US Navy Opportunity” for full coverage.

May 15/06: New base contract. In 2005, MSC had sought competitive tenders for a new charter of up to 55 months. Austal Hull 130 Chartering LLC in Mobile, AL received a $13.4 million firm-fixed-priced, reimbursables contract to charter Westpac Express for the 2nd half of FY 2007, with options through FY 2011 via 4 more 1-year options. All of them were exercised, bringing the total award amounts near the $88.7 million ($55.3 million plus an estimated $33.4 million for fuel and reimbursables) maximum. The contract began in February 2007; the base will run until September 2007, but the contract could run to September 2011 with all options exercised. The initial $13.4 million will use FY 2007 funds.

This contract was competitively procured, with 100 proposals solicited and 8 offers received by the U.S. Navy’s Military Sealift Command in Washington, DC (N00033-06-C-3308). See also Austal release.

TOW-ITAS Fire Control Systems: More Than Just Missile Guidance

0
0
TOW ITAS
ITAS on the Firing Range
(click to view full)

ITAS (improved target acquisition system) was originally designed to provide an advanced fire control system for the TOW anti-armor missile, significantly increasing target detection, acquisition, recognition and engagement ranges. It also offers upgraded hardware for a 30-year old system, as electronics have a rapid turnover cycle and some of its parts were no longer in production. An October 4, 2006 Raytheon release notes that the new 5-year contract continues Army procurement of the systems, and marks the start of U.S. Marine Corps ITAS acquisition.

This DID Spotlight Article provides more information about TOW-ITAS and its uses in battle, which have broadened beyond missile guidance to some roles its designers hadn’t expected. Production resumed in 2005, and the program picked up a 2007 award from the US DoD.

The TOW Improved Target Acquisition System

TOW ITAS
TOW ITAS System

ITAS uses a thermal imager based on a Standard Advanced Dewar Assembly (SADA II) focal plane array, eyesafe laser rangefinder, and a gunner-aided target tracker. This improves the target recognition range, performance and the hit probability. The advanced digital fire control computer provides missile tracking, target tracking, embedded training and even growth capability as demonstrated by the 2002 firing of a Javelin missile using this system.

The TOW ITAS can also be used as a reconnaissance aid. During one National Training Center (NTC) rotation, 82d Airborne Division soldiers could see movement beyond 10 kilometers, distinguish between tracked and wheeled vehicles at 8 kilometers, and identify vehicle types and dismounts at 5 kilometers using their ITAS sights. The 82nd Airborne’s brigade combat team (BCT) commander used this capability to determine the disposition and intent of his opposing force. Soldiers have also been able to acquire targets in thick vegetation such as that at the Joint Readiness Training Center (JRTC), and again determine the opposing force’s intent and set the tone of the battle to come. The acid test came during Operation Iraqi Freedom, where ITAS has been used to similar effect in urban warfare.

According to Raytheon, planned product improvements in 2006 included Far Target Location capability, which automatically determines target location and shows the troops’ location to give complete situational awareness. Incorporation of a network radio would allow transmission of this information to other networked systems on the battlefield.

Contracts and Key Events

FY 2011 – Present

TOW-ITAS n Kirkuk, Iraq
ITAS in Iraq
(click to view full)

Unless otherwise noted, all contracts below are issued by U.S. Army Aviation and Missile Command at Redstone Arsenal, AL to Raytheon Co. in McKinney, TX.

July 15/13: 3rd Gen Upgrade. Raytheon announces that its new 3rd Gen FLIR ITAS and fire control has successfully achieved proof of concept in a series of laboratory and field tests, which included firing all versions of the TOW missile. The goal is better clarity at all ranges, which means effectiveness at greater stand-off ranges.

The demonstration was conducted in the presence of program office personnel from the U.S. Army’s Close Combat Weapons Systems and Army Aviation and Missile Research and Development Engineering Center. Raytheon.

Jan 7/13: A $10.7 million cost-plus-fixed-fee contract. The award will modify an existing contract to buy services for the TOW-ITAS system. Work will be performed in McKinney, TX and Afghanistan, with an estimated completion date of Dec 5/13. One bid was solicited, with 1 bid received (W31P4Q-07-C-0088).

FY 2005 – 2010

LAV-TUA Cdn Royal Strathcona
LAV-TUA with ITAS
(click to view full)

Oct 15/09: Upgrades. A $21.3 million firm-fixed-price contract for target locator retrofit parts, in order to upgrade the existing ITAS systems to the latest configuration.

Work is to be performed in McKinney, TX with an estimated completion date of Oct 31/12. One bid was solicited with one bid received (W31P4Q06-C-0490).

March 26/08: FY 2008 – 2010. A firm fixed price contract for $203.2 million, exercising Improved Target Acquisition System production options through FY 2010. All work will be performed at McKinney, Texas with an estimated completion date of Oct 31/12 (W31P4Q06-C-0490). See also Raytheon’s May 5/08 release.

Sept 28/07: Recognition. Raytheon announces that their ITAS partnership for Contractor Logistics Support has received a 2007 Secretary of Defense Performance Based Logistics (Sub-System Level) Award. Against an availability requirement of 90%, the Raytheon ITAS CLS team achieved an average operational readiness rate of 99.7% for the Army’s 782 ITAS systems. That performance, along with significant improvement in repair times, has resulted in an estimated cost savings of nearly $300 million for the Army.

Raytheon Network Centric Systems is in the first year of a 10-year, firm-fixed- price contract to provide performance based logistics and mission support for this Army and Marine Corps tactical system. The contract requires Raytheon to provide worldwide logistics support to Army and Marine Corps operations at garrison locations, training centers, and in combat operations around the world. The ITAS CLS program is managed out of Raytheon’s McKinney, TX facility with field service representatives located around the world, including Iraq and Afghanistan.

Feb 22/07: Support. Raytheon’s McKinney, TX facility announces initial contract funding of $11.7 million from the U.S. Army Aviation and Missile Systems Command in Huntsville, AL, as the first payment in a 10-year, $300 million firm-fixed-price performance-based contract for ITAS contractor logistics support.

The contract continues contractor logistics support for the US Army, and marks the start for the Marine Corps. Raytheon Network Centric Systems (NCS) will provide worldwide logistics support to the Army and Marine Corps at garrison locations, training centers, and in combat operations including Iraq & Afghanistan. It also includes performance-based financial incentives that require Raytheon to maintain system operational readiness rates at or above 90%. See Raytheon release.

10-year support deal

Jan 16/07: Support. An $11.7 million firm-fixed-price and cost-plus-fixed-fee contract to provide services for the TOW-ITAS system. Work will be performed in McKinney, TX, with an estimated completion date of Dec 31/11. This was a sole source contract initiated on Aug 18/06. One bid was solicited, with 1 bid received (W31P4Q-07-C-0088).

Nov 27/06: FY 2007. A $161.8 million firm-fixed-price contract for production of the improved target acquisition system (ITAS). Work will be performed in McKinney, TX and is expected to be complete by Oct 31/12. This order is the FY 2007 option, and includes ITAS systems for the Marines and the Army (W31P4Q-06-C-0490). See also Dec 4/06 Raytheon release.

Sept 14/06: A $285.4 million firm-fixed-price contract for production of the improved target acquisition system (ITAS). This is the first order announced under a new 5-year contract that continues Army procurement of ITAS, and marks the start of ITAS acquisition for the U.S. Marine Corps. The contract provides options for the Army to purchase additional ITAS systems, and is valued at more than $500 million.

This sole source contract was initiated on Dec 22/05, but it took a while to negotiate and sign. Work will be performed in McKinney, TX and is expected to be complete by Oct 31/12 (W31P4Q-06-C-0490). See also Raytheon release.

Multi-year buy

April 21/05: Production. Raytheon gets a $32.3 million contract from the US Army to resume TOW-ITAS production, in light of the missiles performance and value during Operation Iraqi Freedom.

The Army bought 709 ITAS units from 199 – 2003. The war in Iraq and the Army’s Modularity Initiative drove the decision to reinstate ITAS as an Infantry Brigade Combat Team component. In 2004, Congress approved the Army’s request for emergency funding to sustain the production line, and additional funds are included in the FY 2005 supplemental request. Raytheon.

Back in production

Additional Readings & Sources

Puma AE: An “All Environment” Mini-UAV

0
0
Puma AE
Puma AE team
(click to view full)

The mini-UAV market may lack the high individual price tags of vehicles like the RQ-4 Global Hawk, or the battlefield strike impact of an MQ-9 Reaper, but it does have 2 advantages. One is less concern about “deconfliction” with manned aircraft, as described in “Field Report on Raven, Shadow UAVs From the 101st.” Mini-UAVs usually fly below 1,000 feet, and a styrofoam-like body with a 5 foot wingspan is much less of a collision threat than larger and more solidly-built platforms like the man-sized RQ-7 Shadow, or the Cessna-sized MQ-1 Predator.

The other advantage is mini-UAVs’ suitability for special operations troops, who are being employed in numbers on the front lines around the world. “Raven UAVs Winning Gold in Afghanistan’s ‘Commando Olympics’” details the global scale of this interest – and in July 2008, a $200 million US SOCOM contract for a breakthrough mini-UAV underscored it again. Now AeroVironment’s S2AS/ RQ-20A Puma AE is moving beyond Special Operations, and into the regular force.

Mini-UAVs: Evolution & Advantages

Canadair Sentinel
CL-227, pre-launch
(click to view full)

Unmanned Aerial Vehicles (UAVs) that can perform battlefield missions seem like a recent phenomenon, but countries like Israel and Canada have been building and using them for 3 decades now. Israel translated its early lead into a globally competitive UAV industry; Canada has not, as the early lead generated by projects like the CL-227 Sentinel/”flying peanut” withered on the vine.

As American forces began to adopt UAVs more widely, however, opportunities were created for domestic manufacturers to establish volume production, and become global leaders. The American penchant for technology, and the pressure of battlefield requirements, began to create another opportunity: greater UAV diversity. At the high-end, UAVs moved from brigade, fleet group, and division surveillance roles, and began to replace high-end national reconnaissance assets (vid. RQ-4 Global Hawk). At the brigade and division levels, armed UAVs began to give these devices important strike roles in counterinsurgency scenarios (vid. MQ-1/9 Predator family).

The next level down are tactical UAVs like Textron AAI’s RQ-7 Shadow, IAI’s Searcher II, Elbit’s Skylark II, or the Boeing/Insitu ScanEagle. They require additional support equipment for launch/recovery, and have the ability to cover “this sector” or even “this city”.

RQ-14 Dragon Eye
RQ-14 Dragon Eye,
Smithsonian NASM
(click to view full)

At the same time, the march of technology had made another new development possible: large numbers of “mini-UAVs” small enough for soldiers to carry, with electronic sensors that could capture good quality imagery, and then relay it to troops over expanding electronic networks.

The mini-UAV market focuses on flying devices that can be carried, launched, and recovered by soldiers. They generally have ranges up to 20 km, and an endurance of 1-3 hours in the air. These UAVs aren’t designed to do depth reconnaissance, but to look over the next hill, watch a neighborhood in a city before troops enter it, patrol a base’s outer perimeter, etc.

Even smaller micro-UAVs are in development, and focus more tightly on “this building” or “this engagement”.

Aerovironment’s Mini-Mes

FQM-151 Pointer
Pointer UAV
(click to view larger)

The late Dr. McReady’s Aerovironment, Inc. has a history of aerial innovation, from human and solar-powered flight to early entries that helped define the mini-UAV market. Their main competition is Israel’s Elbit Systems (esp. the popular Skylark I), while their most advanced competitor may be Prioria’s Maveric, selected by the Canadian armed forces. As Aerovironment’s history shows, however, their own firm’s new designs are their most frequent competitors:

1990: Aerovironment delivers the first privately-developed FQM-151 Pointer hand-launched UAVs, for “extended evaluation” by the US military and Special Operations communities. Some are used in Iraq and Kuwait during Desert Storm in 1991.

The subsequent Puma UAV design, begun in 2001, can be fairly characterized as a Pointer UAV that incorporates most of the industry’s advances since 1990. It’s part of a long progression for AeroVironment, which has played a big role in the mini-UAV space’s evolution:

2003: Aerovironment’s Dragon Eye/Swift (RQ-14) wins the US Marines’ competition for a mini-UAV.

2004: A new Aerovironment mini-UAV, the RQ-11A Raven, is fielded under limited expedited orders with the US Army’s 10th Mountain Division, and some special forces. This is not a formal competition, however, but an outgrowth of a 2002 ACTD (advanced concept technology demonstration) project.

UAV RQ-11 Raven
RQ-11, Iraq
(click to view full)

Fall 2005: The US Army’s RPUAV competition arises from the RQ-11′s success. SOCOM joins this competition, and the upgraded RQ-11B Raven wins.

The US Marines switched from Dragon Eye to the Raven B in 2007, and the US Air Force now fields them too. Raven has also proved popular with foreign militaries, and is in service with Britain, Denmark, the Netherlands, and Spain, among others.

August 2006: The USAF picks another Aerovironment mini-UAV for its BATMAV UAV competition, and deliveries begin under the 5-year $45 million contract. The Wasp UAV began as a DARPA project, and the larger Wasp-III is a 1-pound vehicle with a wingspan just under 3 feet. It is called a ‘micro-UAV,’ but in truth it sits on the borderline between mini-UAV systems and true micro-UAVs.

Late 2007: The US Marines began buying and issuing Wasp-IIIs at the platoon level, complementing the RQ-11 Raven B, which is issued at the company and battalion levels. In January 2008, the USAF approved full-rate BATMAV production.

June 2008: SOCOM’s AECV program aims to select a mini-UAV that can be used by all branches, including Navy SEAL teams and USMC MARSOC. It picks the Puma AE, a new UAV from Aerovironment that adds a stabilized micro-camera, waterproofing, and the ability to land and recover the UAV on water. The “RQ-20″ Puma subsequently finds a niche with route clearance minehunters, thanks to the advanced state of its optics, and ends up serving with the regular US Army, Marines & Air Force.

The Puma AE

Puma AE assembly
RQ-20A Puma assembly
(click to view full)

Puma is slightly larger than Raven as is Aerovironment’s largest mini-UAV offering, but it’s still man-portable and hand-launched. The original Puma was almost 6 feet long, with a wingspan of 8.5 feet. Aerovironment pursued the typical young industry profile of build-field test-build as it developed the AE variant, issuing modified UAVs to units in the field for evaluation and feedback.

The US SOCOM contract has been the Puma program’s focus for a some time now, as SOCOM’s specifications led Aerovironment to conclude that its larger Puma platform was a better fit than the existing RQ-11B Raven. Along the way, Puma has been used for hybrid fuel cell experiments, and an “Aqua-Puma” driven by requests from the field served as an interim step along the road to the final Puma AE. In March 2012, it received the formal USAF designation “RQ-20A.”

AV on Puma AE
click for video

The hand-launched Puma AE’s most significant innovation is that it can land on both land and water, surviving near-vertical “deep stall” final approaches. In addition to the obvious special forces scenarios like river infiltrations, the ability to land on water and in very tight areas on land means that Puma can also be used from boats and ships, without vessel modifications for landing systems or vehicle storage.

The other big innovation is its sensor system. Previous mini-UAV systems tended to have micro-cameras that could be moved by the operator to pan, tilt, or zoom. What they usually have not had was a camera that was fully stabilized to fix on a designated point and provide a steady, constant image that compensates for aircraft movement etc. Recently, firms like Israel’s Bental Systems have begun to offer stabilized micro-payloads. Puma AE incorporates this innovation in an EO/IR day- and night-capable, waterproof sensor package that provides this kind of image tracking and stabilization. Other payload designs can be clipped in as they are developed for military or civilian applications.

Control is exercised from Aerovironment’s Ground Control Station (GCS) with a line of sight communications range of 15 km, and the system has its own internal GPS for positioning. The Ground Control Station is shared by the firm’s Raven and Wasp/BATMAV systems. Flight endurance is about 2 hours in the production version, and typical flight altitude is 100-500 feet. Like other mini-UAVs, Puma relies on its small size, small radar profile, and quiet engine to avoid detection.

Contracts and Key Events

FY 2013

Raven & Puma
click for video

July 26/13: FAA. The US Federal Aviation Administration issues its 1st UAV Restricted Category Type Certificates, which include the Puma UAV. The UAV will support emergency response crews for oil spill monitoring and wildlife surveillance over Alaska’s Beaufort Sea, within the Arctic Circle.

Experimental Airworthiness Certificates have been used for non-government UAV operations in the past, but they don’t allow commercial use. The FAA says that US military acceptance of the ScanEagle and Puma designs was an important factor in granting the new Restricted Category certificates, which do allow commercial operations.

That’s going to be a hotter area for UAV manufacturers over the next few years, and for the FAA as well. The Federal Aviation Administration Modernization and Reform Act of 2012 mandated that the FAA integrate UAVs into domestic airspace by 2015, but a key deadline establishing 6 pilot sites by August 2012 wasn’t met. These type certificates are a small step forward, within a larger framework. Sources: US FAA | AeroVironment | NDIA’s National Defense magazine | Seattle Times.

(Restricted) Commercial USA in USA

Jan 3/13: SUAS 2013-2017. U.S. Army Contracting Command in Natick, MA awards a 5-year, $248 million multiple-vendor fixed-price Small UAS contract. From FBO.gov:

“The Army currently has fielded 1,798 RQ-11B systems and 325 RQ-20A systems and has a requirement to sustain and maintain this existing fleet. The Army has met 92% of the RQ-11B Army Acquisition Objective (AAO), and has met 83% of the anticipated need for RQ-20A (required by USFOR-A-issued JUONS). Additionally, the current [DID: RQ-11B & RQ-20A] fleet has pre-planned spiral upgrades such as the Gimbal payload, which will be competed and retrofitted under this effort. The need exists to complete the AAO; maintain, sustain and upgrade the fleet; and procure future SUAS Systems as required by DoD, Other Government Agencies (OGA) and foreign countries.”

Vendors will compete for each order, and work can include full Unmanned Aerial Systems, upgrades, testing, packaging, marking, and storage and shipping. Work location will be determined with each order, and the contract runs until Dec 20/17. The bid was solicited through the Internet, with 5 bids received. All 5 qualified to compete:

  • RQ-11B Raven & RQ-20A Puma: AeroVironment Inc. in Monrovia, CA (W911QY-13-D-0073). Obviously, they’re in a strong position for fleet upgrades at least, as well as for additional UAVs.
  • NOVA Block III: Altavian in Gainesville, FL (W911QY-13-D-0074). They’re not a household name, but their air/land UAV is working with the USACE (Army Corps of Engineers). They partner with ISR Group Inc. in Savannah, TN for support and service.
  • Skylark-I LE Block 2: Elbit Systems of America LLC in Fort Worth, TX (W911QY-13-D-0075).
  • Skystinger, and others: Innovative Automation Technologies LLC in Gainesville, FL (W911QY-13-D-0076). Skystinger is more like the RQ-11 Raven, while their AXO is closer to the RQ-20 Puma. Note that The Skystinger is the only UAS that IAT could confirm, but they did say there was more than 1 UAS offered.
  • Desert Hawk III: Lockheed Martin Corporation, Owego, NY (W911QY-13-D-0077). The Desert Hawk has been successfully used on the front lines by British forces.

The AECV contract expires in 2013, so this appears to be the follow-on. See also: AeroVironment | Elbit Systems | Gainesville Sun.

SUAS multi-vendor

Oct 20/12: Support. The US government announces a woman-owned small business only solicitation for up to $25.5 million in SUAS support work, after soliciting interest and finding 3 such businesses who qualify. The FBO.gov solicitation adds that:

“…SUAS PdO must maintain the capability to support current and future Warfighter needs for SUAS systems in CONUS and OCONUS…. The objective of the SUAS Support Program is to support the Warfighter’s as well as other Governmental Agencies (OGAs) and Non-Governmental Agencies users’ SUAS-related sustainment needs. These needs primarily include SUAS training, maintenance, repairs, and engineering services. Additionally, the SUAS PdO will require various logistics, technical management, and program management services to support its SUAS customers.”

FY 2012

USAF, USMC, Denmark & Sweden become customers; Puma becomes RQ-20; #1,000 delivered.

Puma AE launch
Moving launch,
Afghanistan
(click to view full)

June 12/12: Danish win. Aerovironment announces a $9.6 million win in Denmark. This competed win follows a $2.4 million Danish Army order for RQ-11B Raven systems in 2007.

Denmark

June 11/12: Swedish win. AeroVironment announces that they’ve won an unspecified Swedish firm fixed-price contract for 12 hybrid small unmanned aircraft systems. The Swedish Army’s order will be a mix of Puma AE and Wasp air vehicles, plus a set of common ground stations, training, and logistics support. Contract options could increase the buy to a total of 30 systems. The firm adds a roundup of foreign RQ-11 Raven, RQ-20 Puma, and Wasp customers:

“In addition to Sweden, other international governments that have purchased AeroVironment small UAS include Australia, the Czech Republic, Denmark, Estonia, France, Italy, Lebanon, the Netherlands, Norway, Saudi Arabia, Singapore, Spain, Thailand, Uganda, and the United Kingdom.”

Sweden

April 20/12: Puma = RQ-20. AeroVironment announces a $20.4 million firm-fixed-price follow-on order from the US Army for RQ-20A Puma AEs. They will provide overwatch for security, route clearance operations, etc. in Afghanistan. Delivery is scheduled within 30 days.

Separately, AeroVironment announced the production and delivery of its 1,000th Puma AE air vehicle, and the USAF’s approval of the “RQ-20A” designation for the Puma AE system.

Milestones: #1,000, RQ-20A

April 20/12: USMC order. AeroVironment announces the 1st RQ-20A Puma AE order from the US Marine Corps. The $5.6 million firm-fixed-price order was placed via the all-services contract now managed by the US Army. Delivery is scheduled within 2 weeks.

The USMC were pioneers in adopting mini-UAVs, picking AeroVironment’s RQ-14 Dragon Eye in 2003 for the Small Unit Remote Scouting System (SURSS) program. Other buys from the firm have included Wasp mini-UAVs beginning in 2007, and the replacement of their Dragon Eyes with RQ-11B Ravens beginning in 2009. The Puma buy will give the Marines the full 3 tiers of mini-UAV performance: Wasp, Raven, and Puma, ahead of the US Army’s own plans (vid. Feb 4/11 entry).

USMC’s 1st

April 18/12: USAF order. AeroVironment announces its 1st Puma AE order from the USAF, which already uses its RQ-11 Raven and Wasp mini-UAVs. The $2.4 million firm-fixed-price order is below the threshold for public notification, and was placed on April 5/12 through the existing U.S. Army contract. Delivery is scheduled within 2 weeks.

USAF 1st

April 4/12: Plans. The US Army discusses its plans for a family of small UAVs again. They may actually be headed toward 2 Family of Small UAS contracts (1 products, 1 services), in an effort to “refine requirements.” After all this time, the Army is still working on a capabilities document outlining the parameters of the Family of Small UAS.

The Army is also hoping to develop a universal control station for the F-SUAS.

Feb 13/12: Sentient MTI. AeroVironment, Inc. announces an exclusive global distribution license with Sentient in Melbourne, Australia for its Kestrel Land MTI Tier I automatic target detection software, designed for full motion video for use with small unmanned aircraft systems (UAS). Kestrel software automatically detects moving objects, then places tracking boxes around them for easy monitoring. That’s especially helpful with mini-UAVs, because of the payload optics’ limitations, and better tracking of multiple moving objects fills an obvious need of front-line troops.

Over the past 18 months Sentient and AeroVironment have optimized and integrated the software with AeroVironment’s mini-UAS common Ground Control System for Puma, Raven, and Wasp UAVs. Sentient makes a number of Kestrel solutions used around the world. It’s worth noting that the AeroVironment deal doesn’t impair its Kestrel Land MTI Tier II/III used by larger UAVs like the ScanEagle, RQ-7 Shadow, and MQ-9 Reaper; and by patrol aircraft like the P-3 Orion; or its Kestrel Maritime products. What it does, is fence in the market for mini-UAS solutions with a desirable and hard-to copy capability. AeroVironment | Sentient.

Jan 31/12: Pentagon DVIDS discusses preparations by the “Lancers” of Second Stryker Brigade Combat Team, 2nd Infantry Division, who are “going into Operation Enduring Freedom with the most Raven [a small unit UAS] and Puma operators in the history of OEF combat,” according to AMCOM UAS specialist Tarah Hollingsworth. Sgt. Christopher Harris, a 2nd SBCT UAS operations non-commissioned officer, adds that:

“I was on the initial fielding of the Puma when it was first brought in about three years ago when I was in Afghanistan… We were able to use it on all kinds of patrols, whether it be presence patrols, recon or anything of that sort. I utilized it two times for a call for fire; it’s very accurate for that.”

FY 2011

US Army joins AECV buy, assumes management of the contract; US Army’s 3-tier mini-UAV plans; RQ-16′s Tango Uniform opportunity?; Communication relay demo; Training issues.

Puma AE launch
Puma AE, pre-launch
(click to view full)

2011: The US Army assumes management of US SOCOM’s AECV contract, following its own October 2010 order for the UAVs, and interest from other services. Source.

AECV = Army

Aug 16/11: Comm relay. Boeing announces successful May and August demonstrations of its new narrowband communications relay, using an Insitu ScanEagle and AeroVironment’s Puma AE mini-UAV. During the multiservice demonstrations, held in California, the UAVs flew at a variety of altitudes while linking handheld military radios dispersed over mountainous regions, extending the radios’ range tenfold.

Larger RQ-7B Shadow UAVs have also been used in this role, but those are generally controlled at the battalion level or above. Narrowband relays small enough to work on hand-launched mini-UAVs like the Puma AE would represent an important step forward, especially for Special Operations forces.

August 16/11: AeroVironment, Inc. announces a $65.5 million firm-fixed-price contract delivery order for new digital Puma AEs, and initial spares packages. It’s another buy under the existing $200 million US SOCOM All Environment Capable Variant (AECV) contract (vid. July 1/08), and will be delivered in the coming months.

June 9/11: AeroVironment, Inc. in Monrovia, CA receives a $13.1 million cost-plus-fixed-fee contract modification for “Puma unmanned aircraft systems training and contractor logistics support.” Aerovironment has since confirmed that this is for the Puma AE. They now simply call it “Puma,” because the very different UAV they had formerly called Puma is not in production.

Work will be performed in Simi Valley, CA, and Kandahar, Afghanistan, with an estimated completion date of Oct 14/11. One bid was solicited, with one bid received by the U.S. Army Contracting Command in Redstone Arsenal, AL (W58RGZ-11-C-0004).

April 20/11: Training issues. The US Army currently equips each brigade with 15 RQ-11B Raven systems, but the 9 Afghan BCTs want to raise that to 35 each (105 UAVs). They’re also shipping larger Puma-AE UAV systems into theater, with 64 in and another 20 requested. So what’s the problem? Training.

Right now, the US FAA requires Federal Aviation Administration must issue a certificate of authorization, in order to fly UAVs in US air space. There are limits to that requirement, but it takes months to get that certification, and it’s hurting operator training. Commanders are complaining that some operators lack adequate pre-combat preparation, and must learn on the job.

In response, the US Army has instituted a buddy program, a tracking program for operators, and a ground-based technical solution. Under the buddy program, skilled mini-UAV operators will teach other soldiers. The web tracker will make sure that qualified operators don’t get lost in the shuffle when they move from one brigade to another. The technical solution involves a ground-based sense-and-avoid system that may help expedite FAA certification. NDIA’s National Defense Magazine.

April 21/11: AeroVironment, Inc. announces an $11.5 million firm-fixed-price delivery order for new digital Puma AE systems, initial spares packages, and training services.

The new UAVs were bought under the existing United States Special Operations Command All Environment Capable Variant (USSOCOM AECV) indefinite-delivery/ indefinite-quantity contract, and deliveries are scheduled to be completed over the next several months.

Feb 4/11: Platoon mini-trio. Aviation Week reports that the US Army wants to beef up UAV availability down to the platoon level, in an environment where, as Army Operations Office aviation UAS director Lt. Col. James Cutting puts it, “there will never be enough multi-million-dollar systems to cover them.” Where now there are 17 RQ-11 Ravens in a brigade combat team (BCT), the Army plans to increase this to 49 “Small UAS family of systems”, initially made up of AeroVironment’s Puma at the high end, RQ-11B Raven mini-UAV as the core, and smaller Wasp III as the true “flying binoculars” micro-UAV.

Down the road, this set is expected to be a competition, and the numbers involved make it an attractive target. According to Cutting, the Army will push the new UAVs directly down to engineer, armor and infantry units, rather than forming more aviation units and adding their overhead. Since the UAVs in question are so small, and fly at under 1,000 feet, they can be used without worrying about “deconfliction,” and don’t really require the same planning & support overhead as, for instance, a unit of RQ-7B Shadows, or MQ-1C Gray Eagles. Aviation Week | Aviation Week Ares.

Jan 6/11: The US Army issues a stop-work order on the Class I Unmanned Aerial System (RQ-16 T-Hawk), as part of the E-IBCT next-generation brigades. Formal termination takes place on Feb 3/11. In light of the Oct 22/10 order, this could become a major opportunity for the Puma AE. Defense News.

Oct 26/10: Aerovironment announces a $7.2 million for an unspecified number of new digital Puma AE systems and training services, under the existing US SOCOM indefinite delivery/indefinite quantity (IDIQ) contract.

Oct 25/10: More Army minis. The NDIA’s National Defense magazine reports that Puma AE is forcing its way into regular Army operations, due to a combination of unforgiving high-altitude terrain and roadside mission demands:

“The Army currently supplies 15 sets of Ravens (with three aircraft per set) to each brigade in Afghanistan. The current plan is to buy 3,000 Ravens, and the Army so far has acquired more than 2,000… [but units] have asked for a “larger small” unmanned aircraft that can carry more sensors and fly longer… So the Army is now tapping into the SOCOM contract and buying 72 Pumas to meet urgent demands, Gonzalez said. The Puma request came directly from the top commander in Afghanistan, Gen. David Petraeus… The Army already is testing the concept of a “family” of three aircraft (Raven, Puma and Wasp) in combat. It fielded 15 sets six months ago to the 101st Airborne Division and will allow the unit to keep them for a year for further evaluation, said Gonzalez. One of the concerns is designing a controller that can operate all three aircraft.”

Oct 22/10: AeroVironment, Inc. in Simi Valley, CA receives a $17.2 million cost-plus-fixed-fee letter contract, which establishes not-to-exceed amounts for Puma-AE capable contractor logistics support, training, and accounting for contract services in support of Joint Urgent Operational Need Statement CC-0289, entitled, “Unmanned Aircraft Systems for Route Clearance.”

AeroVironment confirms that this order is for the regular army, not SOCOM. The RQ-16 T-Hawk ducted fan UAV is supposed to be handling that special niche, but the Puma would appear to have carved out a place, thanks to its stabilized EO/IR payload, and added conventional reconnaissance capabilities. Work is to be performed in Simi Valley, CA, with an estimated completion date of Oct 14/11. One bid was solicited with one bid received by U.S. Army Contracting Command, CCAM-AR-A at Redstone Arsenal, AL (W58RGZ-11-C-0004).

Army in.

FY 2008 – 2010

$200M AECV win for US special Operations.

Puma AE
Puma AE concept
(click to view larger)

Sept 8/10: An additional order valued at $4.4 million for Puma AE payloads and retrofits. Work is scheduled to be performed “within a period of several months.” Source.

Aug 31/10: Aerovironment announces a $35.3 million delivery order for digital Puma AE systems, spares and training service, under the existing US SOCOM indefinite delivery/ indefinite quantity (IDIQ) contract. Work is scheduled to be performed “within a period of several months.”

July 1/08: US SOCOM AECV. AeroVironment, Inc., wins a 5-year (base year plus 4 one-year option periods), maximum $200 million indefinite-delivery/ indefinite-quantity contract for an “all environment capable variant small unmanned aircraft systems” from the US SOCOM’s Program Executive Office – Fixed Wing. It covers aircraft, ground control systems, spares, repairs and training under a combination firm fixed-price, cost-plus-fixed-fee and cost reimbursable arrangement. The initial delivery order is valued at $6 million, and is fully funded.

Work will be performed in Simi Valley, CA and the base year period lasts for exactly 1 year from date of contract award. This contract was awarded through full and open competition (H92222-08-D-0048). See also Aerovironment release.

SOCOM AECV

Puma fuel cell
Puma fuel cell
(click to view full)

March 6/08: AeroVironment announces a 9 hour flight for a modified Puma powered by an onboard fuel cell/ battery hybrid energy storage system. During the flight, a 2-camera payload system provided a live, streaming video feed from the Puma. Aerovironment developed the battery pack, power electronics and controls portion of the hybrid energy storage system, which used London-listed Protonex Technology Corporation’s Pulse UAV fuel cell system.

This successful demonstration is not part of the SOCOM bid, but is conducted under Aerovironment’s separate small business innovation research (SBIR) Phase II contract with the U.S. Air Force Research Laboratory (AFRL). AFRL’s goal is to develop advanced energy storage and propulsion technologies for unmanned aircraft. The overall program advanced swiftly from kickoff in January 2007, to a 5-hour flight in May 2007, a 7-hour flight in July 2007, and then this 9-hour flight. Aerovironment release.

Additional Readings & Sources

EFSS/ITV: The US Marines’ Mobile 120mm Mortar System

0
0
EFSS concept
EFSS Concept
(click to view full)

The U.S. Marine Corps sees the 120mm Expeditionary Fire Support System (EFSS) mortar as the 3rd leg of its expeditionary fire support triad. EFSS will be the short-range but easily transportable counterpart to the reduced-weight M777 155mm towed howitzer, and the truck-mounted M142 HIMARS rocket system.

Accompanying Marine Air Ground Task Forces (MAGTFs) in expeditionary operations, EFSS will be the heliborne Ship-To-Objective Maneuver (STOM) force’s primary fire support, before the larger and longer range systems can move into position. As such, the EFSS launcher, its Internally Transportable Vehicle (ITV) carrier, a portion of the basic load of ammunition, and a portion of its crew, must all be transportable by a single CH-53E Super Stallion or future CH-53K heavy lift helicopter, and/or a single MV-22 Osprey tilt-rotor aircraft. The program’s path has not been smooth, and its vehicle choice in particular has come in for criticism, as it heads toward full-rate production.

EFSS and ITV

ITV & EFSS, Firing
ITVs & EFSS
(click to view full)

General Dynamics Ordnance and Tactical Systems will play the prime contractor role for the EFSS program. They are cooperating with General Dynamics Canada for the EFSS ballistic fire control computers, Tec-Masters for integrated and contractor logistics support, and the Thales-EADS Deutschland joint venture TDA Armaments SAS for their RT 120 Rifled Mortar System and ammunition. The November 2004 contract includes options for initial production and fielding that potentially could raise its value to approximately $300 million.

The EFSS weapon system will consist of 2 tow vehicles, the RT 120/ M327 “Dragon Fire” rifled mortar, an ammunition trailer, and fire control equipment. One vehicle will tow the RT 120 mortar, and the 2nd vehicle will tow an ammunition trailer which holds up 36 mortar rounds in factory-recyclable steel containers.

The 1,798 pound RT 120 is a French-designed 120 mm mortar that can fire smoothbore or rifled ammunition. It has a range of 8.2 km/ 5 miles, or 17 km/ 10 miles with rocket assisted projectiles currently under development. The MO 120 RT is currently in service with the French Army and other 23 armies worldwide, including 3 NATO countries.

The new PERM (Precision Extended Range Munition) 120mm rifled mortar round aims to give the EFSS a reach of 17 km/ miles, with CEP accuracy of 20m at full range. That requires a guidance system of some sort, unspecified in documents, though the US Army’s parallel APMI effort to field GPS-guided 120mm mortars is worthy of note. As a Navy weapon, the PERM round must also be qualified by the Naval Ordnance Security and Safety Activity (NOSSA) for transport aboard ship, and must meet US Navy insensitive munition and WSESRB requirements. In order to meet those requirements, GD-OTS modified TDA’s base ammunition to obtain the required certifications before Q2 2009.

WXYZ 7 Detroit
(click to view video)

The ITV jeeps are manufactured by American Growler, Inc. of Robbins, North Carolina. The company moved its 40-employee facility from Ocala, Florida to North Carolina in early 2007 to begin building test vehicles for the program. The ITV will fill light strike and utility roles in support of the Ship-To-Objective Maneuver force. It is replacing the USMC’s Interim Fast Attack Vehicles (IFAVs, the Mercedes G-Wagen), providing EFSS towing services and some ground mobility to heliborne elements of the MAGTF. The 4,000 pound vehicles are intended to have 2,000 pounds of carrying capacity.

The ITV is not cheap, and one reason is a sophisticated suspension system that drops the chassis low to the ground for more convenient transport, then jacks it up more than a foot at the flick of a switch. V-22s have 5’6″ ceilings that are low in comparison to many helicopters, and this change was necessary in order to fit. The ITV “Growler” vehicles also added automatic transmission, power steering, and power brakes, a heavier engine, and the ability to switch to rear-wheel drive to help maneuver them within a V-22. The wheel base is narrow, which helps on narrow pathways, but also makes the vehicle “tippy” on turns.

Despite all this costly technology, the ITV’s level of mobility in off-road situations that feature very muddy or swampy ground, broken terrain like Afghanistan etc., remains to be proven. In contrast, air-transportable tracked vehicles like Rheinmetall’s Wiesel, or BAE Hagglunds’ widely-deployed Bv206, have done very well in those circumstances.

V-22 Cutaway
V-22 Osprey
(click to view full)

Mobility has not been raised as a prominent issue for the ITV, but it has come in for sharp criticism on 2 other fronts.

One is protection – ITVs have almost none, and their design is completely vulnerable to the IED land mines that have become such a frequent feature of modern warfare. Carriage inside an MV-22 is a useful feature. The question is whether, as was the case with the now-canceled EFV, the Marines went too far in trading a certain kind of mobility for a lack of basic protection.

The other big issue with the ITV is cost. The original Growler was made partly from salvaged M151 jeep parts – a vehicle that is reportedly available in several versions for as little as $7,500 in kit form, or $14,500 for an upgraded “tactical dune buggy.” In contrast, the ITVs will now cost over $209,000 each, which is itself over 80% higher than the original, much-criticized, contract.

Is the Corps really getting its money’s worth? Or did it end up paying vast sums, and offering little protection, because they were hemmed in by the MV-22 Osprey’s limitations?

Contracts and Key Events

Unless otherwise noted, the EFSS/ITV contracts are awarded to General Dynamics – Ordnance and Tactical Systems (GD-OTS) in St. Petersburg, FL by the Marine Corps Systems Command in Quantico, VA.

FY 2012 – 2013

PERM guided round goes to full development.

DAGGER
click for video

Sept 26/12: PERM – Raytheon/IMI. Raytheon announces that they’ve completed the first 2 Guide to Hit (GTH) tests of their GPS-guided Precision Extended Range Munition (PERM) mortar shell under the August 2012 EMD contract. This was just the basics. Do the canards and fins deploy correctly after firing? Does it fly correctly? Does it fulfill promises re: range and impact angle?

The team passed their Preliminary Design Review before the live-fire, and plans call for live fire testing in early 2014. Sources: Raytheon release, Sept 26/13.

Aug 30/12: PERM EMD. US Marine Corps System Command, Quantico, VA issues a pair of 24-month Engineering & Manufacturing Development contracts for the PERM precision-guided 120mm mortar. PERM is designed to work with the EFSS, offering both range and accuracy improvements over existing 120mm mortar rounds. The basic contract will require the delivery of 42 PERM demonstration rounds, 2 projectile interface devices, 2 extractor tools and test support.

Alliant Techsystems Operations in Plymouth, MN wins a $14.4 million cost-plus- fixed-fee contract. The contract grants initial funding of $10 million, and funds in the amount of $4.3 million will expire at the end of the current fiscal year, on Sept 30/12. ATK offers its expertise with low-cost screw-in GPS guidance for artillery, and they’re teamed with initial PERM technology development contract holder General Dynamics Ordnance and Tactical Systems (GD-OTS). Work will be performed in Saint Petersburg, FL (50.4%), and Plymouth, MN (49.6%), and runs until August 2014 (M67854-12-C-6014). See also ATK release.

Raytheon Missile Systems in Tucson, AZ wins a $17 million cost-fixed-fee contract. The contract grants initial funding of $10 million, and funds in the amount of $4.3 million will expire at the end of the current fiscal year, on Sept 30/12. Work will be performed in Tel Aviv, Israel (61.1%), and Tucson, AZ (38.9%), and is expected to be complete August 2014 (M67854-12-C-6013). See also Raytheon’s January 2013 release. They’ve since confirmed to DID that they’re building on IMI’s 120GM DAGGER GPS-guided mortar, in order to create a new round that matches American requirements.

This approach is a shift away from the previous approach to PERM, which had GD-OTS as the sole-source contractor (q.v. May 11/10). Instead, this contract was competitively procured through full and open competition via Navy Electronic Commerce Online, with 4 offers received.

PERM Ammo EMD Phase

Oct 19/11: ITVs. General Dynamics – Ordnance and Tactical Systems in Saint Petersburg, FL receives an $18.1 million firm-fixed-price, indefinite-delivery/ indefinite-quantity contract modification, exercising the final option for 75 full rate production ITVs, together with their corresponding basic issue item kits and additional authorization hardware.

Work will be performed in Robbins, NC (39%); Forest, VA (37%); Columbus, OH (14%); and Reno, NV (10%). Work is expected to be complete by December 2012. The Marine Corps Systems Command, Quantico, VA manages the contract (M67854-05-D-6014, #0033).

FY 2010 – 2011

Full Rate Production approved; ITV mini-jeep cost soars even higher, as EFSS/ITV contracts continue; PERM precision-guided mortar round continues preliminary work; 1st combat use of EFSS.

ITV Growler
M327 ITV Growler
(click to view larger)

April 25/11: EFSS & ITV Lot 4. A $14.25 million contract modification (M67854-05-D-6014) for the Production Lot 4 procurement of 24 prime movers (ITVs) and 12 M327 rifled towed mortars, together with their corresponding basic issue item kits, additional authorization list hardware, and initial mortar spares for the EFSS.

Work will be performed in St. Aubin, France (74%); Forest, VA (14%); and Robbins, NC (12%), and is expected to be completed by June 30/13.

Feb 5/11: Combat. EFSS is used in combat for the 1st time, fired by Marines at at Combat Outpost Ouellette, Helmand province, Afghanistan.

Battery F, Company I, Battalion Landing Team 3/8, 26th Marine Expeditionary Unit, Regimental Combat Team 2, fired their 1st mission in support of Marine snipers. Sources: Marine Gazette, “EFSS Goes To War, Fires First Combat Rounds”.

Combat debut

Jan 31/11: Ammo. A $198.7 million firm-fixed-price, indefinite-delivery/ indefinite-quantity contract for 120mm mortar ammunition for the USMC EFSS.

Work will be performed in La Ferté-Saint Aubin, France (50%); St. Petersburg, FL (22%); Camden, AR (18%); and Lexington, KY (10%); and is expected to be completed by January 2016. Contract funds will not expire at the end of the current fiscal year. This contract was not competitively procured, under FAR 6.302-1a2 (M67854-11-D-1011). Thales later announces a $50 million sub-contract from General Dynamics Ordnance and Tactical Systems.

Major rifled ammo buy

May 11/10: PERM Ammo. A $9.7 million cost reimbursement contract modification for continuation of the 120mm precision extended range munition (PERM) Phase III technology demonstration, as part of the EFSS/ITV program. This continues a previous 2005 contract for “Extended Very Long Range Mortar ammunition” development efforts (J&A 11,402), which had a funding ceiling of $21 million and used about $8 million. This new contract covers completion of that effort, and was pursued as a new contract because of the amount of time since J&A 11,402 was signed.

It was pursued as a sole-source contract under FAR 6.302-1a2: “Only One Responsible Source and No Other Supplies or Services Will Satisfy Agency Requirements.” A review found that TDA is the only manufacturer making rifled 120mm mortar ammunition (most mortars and ammo aren’t rifled), the required projectile body and propellants are TDA designs, and GD-OTS/ TDA own the rights to the technical design package. MARSYSCOM estimated that a full and open competition would have taken 24 months, and cost $20 million. More to the point, a USMC order for 66 mortar shells is too small, and so TDA’s economies of scale in producing 120mm rifled mortars for all of its worldwide customers was seen as far more efficient in the long run.

Work under this award will be performed in Redmond, Wash. (23%); Minneapolis, MN (23%); Valencia, CA (18%); Red Lion, PA (18%); St. Petersburg, FL (10%); and Mesa, AZ (8%), and is expected to be completed by August 2011 (M67854-05-D-6014). See also FedBizOpps announcement.

PERM Ammo TD

March 25/10: Support. EG&G Technical Services, Inc. in Germantown, MD receives a task order for $6.5 million, in order to provide on-going technical, program, and logistics support for MARSYSCOM’s Armor and Fire Support Systems, Fire Support Systems (FSS) program office.

Current FSS programs include the expeditionary fire support system (EFSS); the precision extended range munitions for EFSS; the M142 HIMARS; the common laser rangefinder; the True North module; the Portable Lightweight Designator Rangefinder; the thermal laser spot imager; the modeled meteorological information manager; the ground counter fire sensor; and several other legacy systems. The scope of requirements includes providing support to the FSS program management office, as well as supporting the 3 FSS sub-teams (weapons team, target acquisition team, and the program support team) and supporting the Internally Transportable Vehicle program’s fielding efforts.

Work will be performed in Marine Corps Command organizations at Quantico, Va., and is expected to be complete in April 2011. $3,185,000 will expire at the end of the current fiscal year, on Sept 30/10 (M67854-02-A-9011, #0092).

March 22/10: EFSS Lot 3. A $20 million delivery order under previously awarded firm-fixed-price contract (M67854-05-D-6014) for the Production Lot 3 (PL3) procurement of 20 full-rate production EFSS systems, together with their corresponding basic issue item kits, and additional authorization list hardware.

GD-OTS will perform the work in St. Aubin, France (63%), Robbins, NC (20%), and Forest, VA (17%), and expects to complete it by April 22/12.

Feb 12/10: ITV. DoD Buzz reports that:

“Marine Corps Commandant Gen. James Conway has made no bones… he intends to slim down the Corps’ battle fleet… The Marines want to pay General Dynamics $37 million to buy somewhere around 140 Internally Transportable Vehicles (ITV), what it calls “a highly mobile, weapons-capable, light strike vehicle platform that is transportable in CH-53E and MV-22 aircraft.”

Feb 2/10: ITV costs. Defense Tech reports:

“According to the budget submission, the Corps wants to pay General Dynamics of St. Petersburg, Fla., $28 million to purchase 73 ITVs in the Light Attack Vehicle configurations — in other words, not the 120mm towing version.

Funds will support procurement of 73 ITV Light Strike Vehicles (LSV). The vehicles will be fielded to support upcoming Marine Expeditionary Unit (MEU) deployments to OEF [DID: Afghanistan]. The procurement will also support production line activities used for the Expeditionary Fire Support System (EFSS). The combined procurement of the ITV and EFSS prime mover platforms will allow production line operations to continue until the EFSS needs are fully satisfied. The unit costs for the ITV variants are impacted based on quantity differences and the negotiated prices derived from the negotiations.

I know there’s a lot of caveats here, but that comes out to around $380K per vehicle. Some of the money is being used for spares and other support costs, but if I’m reading the documents right (page 285) it looks as if the base cost for each ITV is around $273,000. That’s a lot of jack for an unarmored max-4-man minijeep.”

Jan 5/10: Mighty Mite SNAFU. SNAFU observes that the TV is not the first time the USMC has tried something similar, The last time did not end well. The M422 Mighty Mite was developed with a similar requirement. From Wikipedia:

“At over US$5,000 per unit, it was relatively expensive [5], and by the time the ‘Mite’ went into full production, the military’s helicopters had become so much more powerful, that the vehicle quickly became obsolete. The Marine Corps’ Sikorsky H-19 with its 2,650-pound (1,200 kg) cargo limit (including crew and fuel), for which the M422 had been developed, was being superseded by the Vietnam era UH-1 “Huey”, that could carry more than 1½ times that load. These factors may account for the small production total, as well as the short production time period.”

Dec 30/09: Support. A $6.1 million contract modification for EFSS/ITV calendar year 2010 contractor logistics support. An option also exists for an additional increment of 12 months, to cover fielding and associated training requirements for EFSS-ITV systems.

Work will be performed in Huntsville, Ala. (60 percent), and St. Petersburg, Fla. (40 percent). Work is expected to be complete by December 2010 (M67854-05-D-6014).

FY 2008 – 2009

Orders begin; Fielding begins; DoD Inspector General says the contracting process was unfair, but won’t order a redo; GAO says EFSS has improved, but becomes a liability if used beyond its specific concept.

ITV Growler
ITV Growler
(click to view full)

July 10/09: ITVs. A $10.4 million modification to previously awarded contract (M67854-05-D-6014) for an additional 40 full rate production ITVs together with their corresponding basic issue item kits and additional authorization list hardware. Work will be performed in Robbins, NC (42%, vehicle assembly); Forest, VA (30%, fabrication-unibodies, etc.); Columbus, OH (17%, armor and blast attenuation seats); and St Petersburg, FL (11%, powerpack integration), and work is expected to be completed by Nov 30/10.

July 10/09: EFSS Lot 2. A $20.8 million delivery order to make 20 EFSS and supporting equipment, part of a previously awarded contract (M67854-05-D-6014). GD-OTS will supply 20 full-rate production EFSS together with their corresponding basic issue item kits, additional authorization list hardware and mortar weapon spares.

The GD-OTS subcontractor on the program is TDA Armements (THALES Group) in La Ferté-Saint Aubin, France. GD-OTS will perform the work under this task order at St. Aubin, France (63%); Robbins, NC (22%); and Forest, VA (15%), and expects to complete it by Dec. 30/10.

May 22/09: ITVs. A $18.6 million delivery order under a previously awarded contract (M67854-05-D-6014) for 70 full rate production ITVs together with their corresponding basic issue item kits and additional authorization list hardware. Work will be performed in Forest, VA (19%); Robbins, NC (26%); Columbus, OH (11%); and St. Petersburg, FL (7%), and work is expected to be completed by May 21/10.

March 23/09: Fielded. GD-OTS announces that it successfully fielded EFSS with USMC Bravo Battery, 1st Battalion, 10th Marine Artillery Regiment located at Camp Lejeune, North Carolina. Each battalion in the 10th Marine Regiment received 6 EFSS systems comprising a pair of prime mover vehicles, a 120mm M327 mortar weapon, ammunition family and trailer.

Fielding

Feb 3/09: A Washington Post report offers details regarding the overall program, and its status. The first 6 mortar and ammunition systems have been sent to Marine units, as have about 20 ITVs. At this point, there are reportedly 81 ITVs under contract, and they’re awaiting bids on 70 more; there are 12 mortar and ammunition trailer systems under contract and 20 more out for bids. It also quotes USMC program manager John Garner as saying that:

“…you can’t run it up the highway in an urban area such as Iraq. But it could accompany foot-mobile Marine infantry in a not-built-up area such as Afghanistan.”

That’s unfortunate, because urban warfare, and urban transits, are expected to remain a growing aspect of all future wars, even for the Marines.

EFSS & ITV
EFSS and ITV
(click to view larger)

Jan 14/09: Inspector General. The US DoD’s Inspector General issues [PDF] an audit on the EFSS/ITV contract that was awarded to GD-OTS in November 2004, at the request of the Senate Armed Services Committee (vid. Sept 20/07). The audit concludes that the contract competition did not conform to US federal regulations:

“The MCSC did not award the EFSS and ITV contract in accordance with the FAR. MCSC source selection personnel did not adequately document and disclose all technical evaluation criteria in the solicitation and did not prepare a price negotiation memorandum. Training is needed to ensure source selection personnel comply with source selection procedures in the FAR to achieve fair treatment for offerors. As a result, the MCSC’s award of the EFSS and ITV contract to GDOTS did not meet FAR tests of fairness, impartiality, and equitable treatment.”

It did rule against the complainant in a number of areas, and its overall response was to recommended that the Marine Corps Systems Command tighten its internal contracting and acquisition controls – rather than recommending a redo of the competition. The Marines disagree with several aspects of this audit, and the back-and-forth is documented in Appendix D.

The Inspector General also said that the average cost of a single Growler has risen 120%, from about $94,000 when the contract was awarded in 2004, to $209,000 in 2008 – far past the bids of either finalist. The unit cost for the EFSS had grown 86% in the same period, from $579,000 to $1,078,000 for limited production units. Meanwhile, Initial Operational Capability had slipped from June/September 2006 to January 2009.

As of July 30/08, the USMC had ordered 19 EFSS systems: 4 for System Development & Demonstration, 6 under Low-Rate Initial Production, and 6 under Limited Production. It has also ordered 85 ITV Growler jeeps: 4 for System Development & Demonstration, 15 under Low-Rate Initial Production, and 66 under Limited Production.

Inspector General report

Nov 18/08: GAO Report. The Us GAO releases report #GAO-09-189R, “Defense Acquisitions: Status of the Safety, Performance, and Reliability of the Expeditionary Fire Support System.” Excerpts:

“Based on the May 2008 independent test report, most of the EFSS’ safety, performance, reliability, and mechanical issues we reported in 2007 have been addressed through a combination of design changes and increased training… EFSS vehicles are still not capable of securely carrying all required equipment, but Marine Corps officials attributed this problem to the space constraints imposed by the need to fit the system inside the V-22 Osprey, rather than to a design problem… MCOTEA reiterated in its 2008 test report that the EFSS is a survivable platform provided it is used within its concept of employment and that employing the EFSS outside of the concept of employment would present a significant survivability liability to the operators given its limited protection.”

July 2008: Full Rate Production. The Pentagon’s Milestone Decision Authority approves the full-rate production and fielding decision for the ITV Program.

Note that the original EFSS and ITV program schedules called for an Initial Operational Capability date of June 2006 for the EFSS, and September 2006 for the ITV. As of this date, neither platform is there yet. Source: US DoD IG.

FRP

June 2008: ITV Passes. A MCOTEA (Marine Corps Operational Test and Evaluation Activity) report concludes that the ITV is operationally effective and operationally suitable. Source: US DoD IG.

May 2008: An unannounced Low-Rate Initial Production states that a number of design changes had affected the major subsystems of the EFSS and ITV since LRIP began. The design changes included suspension, rear steering, transmission, power steering, and power brakes. Source: US DoD IG.

May 16/08: EFSS Passes. A MCOTEA follow-on report concludes that EFSS is now both operationally effective and operationally suitable, after a follow-on operational test and evaluation that ran from February through March 2008. Source: US DoD IG.

Jan 8/08: Plans. Gannet’s Marine Corps Times reports that:

“By September, the Corps plans to begin fielding about 15 ITVs for each battalion, at a rate of about one battalion a month. The first shipments will go to units using Ospreys and battalions slated for deployment with a Marine Expeditionary Unit. Long-term plans call for a total of 694 Growlers, but that timeframe will hinge on annual funding levels.”

Dec 21/07: GAO Report. The US GAO releases report GAO-08-331R: “Defense Acquisitions: Status of the Safety, Performance, and Reliability of the Expeditionary Fire Support System.” Among its findings, it mentions that:

“As a result of the introduction of design changes onto refurbished development vehicles, the operational test vehicles had different physical configurations. According to program officials, the first production vehicles were delivered in mid-November 2007, 4 months after operational testing ended… Recently the Marine Corps authorized additional limited production before reaching agreement on the scope and price–an arrangement that can make it more difficult to control costs…”

FY 2004 – 2007

RFP issued; Milestone B passed; Initial buys approved; Competition improprieties alleged;

EFSS mortar
M327 EFSS mortar
(click to view larger)

Sept 21/07: 1 battery approved. The US Marines approve procurement of 6 production EFSS, or 1 battery. This effort does not commit the government to additional units. The Low Rate Initial Production units are delivered from October – November 2007. Source: US GAO.

Sept 20/07: Audit Requested. Sen. Carl Levin [D-MI], Chairman of the Senate Committee on Armed Services, requested that the DoD IG initiate an audit of alleged improprieties in the competition of the U.S. Marine Corps’ EFSS and ITV programs. Senator Levin noted that the request was made on behalf of a constituent, Rae-Beck Automotive, LLC, a Michigan company that was a subcontractor to one of the losing offerors. Source: US DoD IG.

Sept 20/07: Effective “With Limitations”. A MCOTEA operational test report concludes the EFSS is “operationally effective with limitations” and “operationally suitable with limitations.” In sun, it said that the system met many effectiveness and suitability requirements, but did not meet other requirements, had reliability issues, and warranted further testing. The report recommends that all development testing be completed before fielding.

The system met its vertical-transport, maximum-range, and accuracy key performance parameters, and overall met 13 of 14 critical requirements. It did not meet the critical requirement related to maximum rate of fire. The system also did not meet some noncritical requirements for timed events, which involve rate of fire, first round response, shift out of traverse, and emplacement and displacement. In addition, the test activity found that the EFSS vehicles were capable of carrying all required equipment, but not securely, and identified other safety, performance, and reliability/mechanical issues. Source: Us DoD IG/ GAO.

June 2007: Problems. A Low-Rate Initial Production contract modification acknowledges development problems, stating that many major subsystems still require continuous monitoring and critical analysis; and that EFSS and ITV subsystem design changes posed significant challenges because of minimum size, weight, and center of gravity constraints required to transport them in the MV-22 Osprey.

This contract modification was not formally announced on DefenseLINK. Source: US DoD IG.

March 22/07: An $8.2 million delivery order under a previously awarded cost-plus-fixed-fee contract (M67854-05-D-6014) to prepare low-rate initial production and full-rate production for the EFSS/ITV. Work will be performed in St. Petersburg, FL (75%); Ocala, FL (10%); and Robbins, NC (15%), and is expected to be completed by May 2007.

June 14/05: The Pentagon’s Milestone Decision Authority approves the entrance of the EFSS and ITV programs into the Production and Deployment (Milestone C) Phase. Source: US DoD IG.

Programs entering this phase are supposed to have integrated subsystems, completed detailed design, reduced system-level risk, and demonstrated ability to operate within the approved Key Performance Parameters. The DoD Inspector General concluded that EFSS and ITV detailed design was not complete, nor had the programs demonstrated acceptable performance in developmental test and evaluation.

In addition, no developmental test reports were issued prior to the June 2005 Milestone C approval. The Naval Surface Warfare Center performed EFSS developmental testing in March 2006 and May 2007, well after the Milestone C decision. Source: US DoD IG.

Milestone C

Nov 10/04: The MCSC Commanding General, who was also the Milestone Decision Authority, approves the entrance of the EFSS and ITV programs into the System Development and Demonstration Phase (Milestone B), and designates both the EFSS and the ITV as Acquisition Category III programs. ACAT III programs have an estimated total dollar value less than $140 million in research, development, test and evaluation (RDT&E) funds and less than $660 million in procurement funds in FY 2000 constant dollars.

It’s accompanied by an initial $12.1 million indefinite-delivery/ indefinite-quantity contract to General Dynamics Ordnance and Tactical Systems to supply EFSS and ITVs. At this point, the total potential contract is valued at $296 million for the base year and up to 6 option years, ordering up to 66 EFSS and up to 650 ITVs – at an EFSS average unit cost of $578,782 and an ITV average unit cost of $94,770.

Thales estimated that the total value of TDA’s share could be EUR 80 million, if all EFSS contract options are exercised (M67854-05-D-6014). General Dynamics OTS | Thales.

Milestone B & Main Production contract

Nov 7/04: The EFSS/ITV Source Selection Authority (SSA) and the Source Selection Advisory Council (SSAC) are briefed on the 3rd evaluation of proposals. The SSAC minutes noted that the ratings for each offeror would stand and that the analysis of the cost figures was limited to the evaluated costs without the ammunition adjustments. The SSAC felt that GDOTS ammunition certification would cost the Government more, but there was no way to accurately quantify the cost.

Following open discussions of the evaluation results, the SSA announced that GDOTS was his best-value determination. The Nov 7/04, chart showing technical factor ratings for the GD-OTS external vertical transportability concept notes that it failed to meet threshold requirements, but the Marines say that using a double-slung load should be considered acceptable. Source: US DoD IG.

Oct 14/04: The EFSS/ITV Source Selection Authority (SSA) and the Source Selection Advisory Council (SSAC) are briefed on the 2nd evaluation of proposals. The SSAC recommended that Offeror A and GD-OTS be considered equal on all evaluation factors except cost. There is some dispute regarding whether this was true, or whether some of the items GD-OTS had to add later were in its competitor’s bid. Offeror A submitted a proposal price of $300.1 million, of which $113.6 million was for the ITV. GD-OTS submitted a proposal price of $279.4 million, of which $61.6 million was for the ITV (a $52 million difference for the ITV, which subsequently surpassed both costs).

The SSA did not accept the recommendation, and directed the contracting officer to modify the solicitation by removing the Light Armored Vehicle-Mortar option because it was unsuccessful in the Program Objective Memorandum process and reopen discussions with Offerors A and B to address remaining weaknesses. Source: US DoD IG.

Aug 19/04: The EFSS/ITV Source Selection Authority (SSA) and the Source Selection Advisory Council (SSAC) are briefed on the RFP ratings. The SSAC minutes noted that the SSAC recommended Offeror A, but SSA did not accept the recommendation.

It directed the contracting officer to establish a competitive range including Offeror A and Offeror B (GD-OTS), which had the most highly rated proposals, and reopen discussion to address significant weaknesses. The SSA also asked for further physical validation regarding GD-OTS’ ability to meet MV-22 transportability requirements. Source: US DoD IG.

July 2004: The US Naval Surface Warfare Center states in the EFSS Source Selection Demonstration Evaluation Report that none of the offerors’ proposed vehicles met the MV-22 Osprey transportability requirements. Source: US DoD IG.

Feb 27/04: MARCRSYSCOM releases a request for proposals (M67854-04-R-6014) to produce 66 EFSS mortar systems and up to 650 ITVs. They receive 3 proposals. Source: US DoD IG.

EFSS RFP

March 28/03: MARCORSYSCOM issues contract M67854-99-D-3011, task order 0073 to Jacob Sverdrup Technology, Inc., to perform an ITV requirements verification study. It was valued at $1.04 million through final modification.

The objective of the study was to analyze the ITV requirements and see if commercial, off-the-shelf utility vehicles might meet the USMC’s needs. The approach used 3 screening criteria: whether a vehicle was internally transportable in the MV-22 Osprey, whether it was diesel powered, and whether it was commercially available or a non-developmental item. The resulting study stated that 33 vendors had responded to the request for information, and 2 would meet the criteria upon availability of a diesel option. The report also stated the American Growler vehicle was too wide, and so failed the MV-22 requirements. A later DoD Inspector General sport states that:

“MCSC (Marine Corps Systems Command, MARCOSYSCOM) officials could not provide detailed documentation on the specifics of the Jacobs-Sverdrup testing and were unable to explain why the American Growler vehicle was selected for the limited vehicle testing when the American Growler vehicle did not meet the screening criteria stated in the requirements analysis.”

Additional Readings

Official Reports

News and Views

  • Marine Corps Gazette, via WayBack (2010?) – Expeditionary Fire Support System: Version Two. Maj Brian P. Duplessis’ Chase Prize winning essay. Recommends that the M327 mortar be scrapped, given its limitation and Army experiences in Afghanistan. He favors a disassemblable 105mm pack howitzer, with an APU for short-range survivability moves, and points at the Oto Melara Type 56 as one example of a similar concept.

http://web.archive.org/web/20100719114402/http://www.mca-marines.org/gazette/article/expeditionary-fire-support-system

  • Marine Corps Gazette, via WayBack (Feb 14/11) – EFSS Goes To War, Fires First Combat Rounds

http://web.archive.org/web/20110218013234/http://www.mca-marines.org/gazette/efss-goes-war-fires-first-combat-rounds


The USA’s America Class NAAS: Carrier Air + Amphibious Assault

0
0
LHA-R
LHA-R/NAAS Concept
(click to view full)

Modern U.S. Navy Amphibious Assault Ships project power and maintain presence by serving as the cornerstone of the Amphibious Readiness Group (ARG) / Expeditionary Strike Group (ESG). LHA/LHD are a key element of the Seapower 21 doctrine pillars of Sea Strike and Sea Basing, transporting, launching, and landing elements of the Marine Expeditionary Brigade (MEB) via a combination of LCAC hovercraft, amphibious transports and vehicles, helicopters, and aircraft.

Designed to project power and maintain presence, LHA-Replacement (LHA-R, aka. LH-X, and now the New Amphibious Assault Ship or NAAS) large deck amphibious assault ships were slated to replace the US Navy’s 6 LHA-1 Tarawa Class vessels. They are based on the more modern LHD Wasp Class design, with the LHD’s landing craft and well deck removed in favor of more planes and hangar space. While its LHA/LHD predecessors were amphibious assault ships with a secondary aviation element, it’s fair to describe the America Class as escort carriers with a secondary amphibious assault role.

The NAAS Program

The LHA-R program may have been in the works since PMS-377 was put in charge in November 2000, but it took several years to get underway as a major spending program.

LHA 6 America, the lead LHA-R vessel, was planned for delivery to the U.S. Navy in October 2013, though when that date came and went, sea trials had yet to take place. It and should be in service by 2015. The ultimate question is how many ships of class will be built. Support for the limited NAAS buy of 2 ships is already set, and LHA 7 Tripoli is due for delivery in June 2018. The question is the 3rd ship, and any ships after that.

LHA-R Budgets
All dollar figures in millions

The FY13-18 FYDP does feature a 3rd “LHA-R” ship in FY 2017, pushed back a year from the original plan. In April 2009, Gannett’s Navy Times revealed that the Marines were having second thoughts about the well deck removal, and the limitations this created for the total force. Altering ship plans for LHA 6 or LHA 7 would have been too expensive, but “LHA 8′s” planned cost, and these previous statements by the Navy and Marines, suggest that it will have a well deck. Low amounts allocated for LHA 8 design also indicate that any well-deck equipped ship is likely to be a fairly close derivation of an existing design. So, too, does the math inherent in the ships’ volume and internal layout limits. In other words, LHA 8 looks set to be a slightly updated variant of the all-electric LHD 8 Makin Island design. In effect, it would become “LHD 9″. This return of the well deck is later confirmed as the “Flight 1″ configuration for LHA 8, 9 and 10.

The ship’s timeline at the end of the FYDP makes it vulnerable to further budget cuts, and so does the higher price of a well deck equipped vessel. The FYDP has set aside $4.4 billion, compared to the Navy’s 2012 estimates of $3.2 – $3.3 billion per ship for the America Class. Time will tell whether the 3rd New Amphibious Assault Ship survives.

Note that even at that lower price, America Class ships already far exceed the cost of smaller LHDs like France’s 21,500t helicopter-only Mistral Class LHD (EUR 325M/ $485M), though the American ships are designed to naval survivability levels, and feature far more advanced defenses and launch capabilities.

A better comparison may be Australia’s 27,500t, jet-capable Canberra Class LHDs (AUD$ 1.6 billion/ USD$ 1.4 billion per), or Italy’s 27,100t Cavour Class escort carrier, which combines F-35B launch capability with housing for troops, and vehicle ramps for heavy vehicles stored inside (about EUR 1.5 billion/ $1.975 billion). Measured on a per-ton basis, their cost is not all that far off. The tactical tradeoff is that larger ships like the America Class gain new fighter spots and storage capacity faster than they grow in tonnage. On the flip side, they offer less survivability and mission flexibility than 2 Cavour Class ships might enjoy.

The LHA-R Ships: 21st Century Escort Carriers

LHD Wasp Class
LHD Wasp Class
(click to view full)

LHA-R/NAAS design modifications aimed to optimize aviation operations and support activities. The end product is essentially a revival of the World War 2 escort carrier concept, with integrated berthing, cargo, and light vehicle spaces for Marines.

At 844 feet long and 106 feet wide, LHA-R ships will be almost 80 feet longer than USS Wasp and 10 feet wider, since they don’t have to fit through the Panama Canal. As a result, these ships will weigh in at 45,594 long tons fully loaded, rather than LHD 8′s 41,649t full load. DID uses the term “escort carriers” due to their relative size compared to America’s 95,000t+ nuclear-powered supercarriers, and also due to the size of their aerial complement, which is reduced by the ship’s amphibious mission. Nevertheless, it’s worth noting that the America Class’ overall displacement is larger than France’s 43,000t FS Charles De Gaulle nuclear-powered aircraft carrier, or the World War 2 American Essex Class carriers’ 36,380t.

The Navy prefers not to call their America Class ships carriers, but will say that they’re an “aviation centric” design. In plain English, they’re really CVL/CVE aircraft carriers with crew space for 1,204, that can also berth up to 1,686 Marines, with a possible surge to 1,800 people for short periods of time. These NAAS ships will rely on a mix of fixed-wing and rotary aircraft for most of their tasks, from close air support, to transport, to helicopter coverage.

Like the Tarawa and Wasp classes, NAAS ships will have a flat flight deck, without a “ski ramp” on the front. With a ski ramp, V/STOL (Vertical/Short Take-Off and Landing) fighters like the Harrier, STOVL (Short Take-Off, Vertical Landing) fighters like the F-35B, UAVs, or tilt-rotor aircraft can all take off with larger loads, while using less fuel. On the other hand, a fully flat deck increases the number of deck locations available for landing or parking aircraft.

The US Navy thought hard about this choice. During the Analysis of Alternatives phase, they considered a 69,000 ton “Dual Tram Line” option with an LHD 8 sized well deck for hovercraft, an angled flight deck like an aircraft carrier’s, and a ski ramp. Existing F-35B-capable platforms that already use the ski ramp approach include Britain’s new 65,000t Queen Elizabeth Class carriers, Italy’s new 27,100t Cavour Class aircraft carrier/LHD, and Navantia’s 27,500t BPE / Canberra Class LHDs. The Navy eventually chose to pursue a design based on LHD 8 Makin Island instead, as the path of least risk and best cost containment. For good or ill, they also decided against adding a ski ramp to the front of the runway.

That choice did give them a couple more “spot factors.” A ship’s possible aircraft combinations are calculated by totaling “spot factors” (SF), and amphibious ships use the CH-46E Sea Knight’s space requirements as their base (1.0). The aged Sea Knights are being phased out, however, and will not be part of the America Class’ 58.0 Spot Factor air wings. Instead, these air wings are expected to include MV-22 Osprey tilt-rotors (2.22 SF), CH-53E/K heavy transport helicopters (2.68/?), MH-60R/S multi-role utility helicopters (1.0), UH-1Y troop transport helicopters (0.94), and AH-1Z attack helicopters (0.92); and/or 6-23 fixed wing F-35B Lightning II STOVL fighters (2.0).

These new aircraft, and the MV-22 in particular, drove many of the ship’s key requirements. When one compares the “standard” complements of the LHA-R vs. the existing LHD Wasp Class, the result is about a 45% increase in required “spot factors,” for the same number of airframes: [1]

  • 12 MV-22 vs. 12 CH-46 (+14.64 SF)
  • 2 MH-60S vs. 2 UH-1 for SAR (+0.14 SF)
  • 4 CH-35K vs. 4 CH-53E (assumed even)
  • 4 UH-1Y vs. 4 UH-1N (+0.03 SF)
  • 4 AH-1Z vs. 4 AH-1W (+0.36 SF)
  • 6 F-35B vs. 6 AV-8B (+2.82 SF)

Floor footage wasn’t the only thing affected. High-bay enlargement of the maintenance hangar was required in order to accommodate the MV-22s, which can’t be brought in for full servicing on current LHA Tarawa and LHD Wasp Class ships. In contrast, up to 2 MV/CV-22s can be serviced in an LHA-R’s extended hangar deck.

A final aviation advantage comes from the addition of fuel tanks, in place of the ballast tanks used by the Tarawa and Wasp classes to offset the weight of a filled well deck, more than doubles available JP-5 aviation fuel. An America Class ship’s capacity rises from its predecessors’ 600,000 gallons, to a full 1.3 million gallons.

The Well Deck Issue

LHA Tarawa Class Launches LCAC
LHA 3 launches LCAC
(click to view full)

There’s a cost to these changes.

While it’s called an amphibious assault ship, the America class lacks those ship types’ characteristic feature: a floodable well deck for launching landing craft. The US Navy and Marines initially decided that there were enough other ships in the fleet with well decks, and contended that the use of LHA/LHD ships to transport and land heavy vehicles tends to be rare anyway. They eventually changed their minds, and “LHA 8″ may now include a well deck, but LHA 6 America and LHA 7 will be built without.

Removal of the traditional well deck offers some advantages. For starters, it significantly lowers LHA/CVL America Class maintenance costs. Its other bid advantage is that it provides America Class ships with an extended hangar deck, including 2 high-bay areas fitted with overhead cranes for aircraft maintenance, additional aviation fuel capacity, and other aviation support spaces. These modifications come at a capability cost, however, removing the LHA-R’s ability to launch and land medium-heavy vehicles like the USMC’s AAV7 amphibious armored personnel carriers, their future amphibious APCs; or LCAC hovercraft that can carry vehicles like M1 tanks, LAVs, and mine resistant MRAP-type vehicles ashore.

Lift-on/ Lift-off cranes, which could have mitigated this shortfall by transferring cargo to other ships, are also absent from the design. If LHA-R ships decide to carry heavier vehicles, or require faster offload given the 14,000+ pound empty weight of even very light mine-resistant vehicles, their sole options will be their CH-53K heavy-lift helicopters, or offloading by ramp onto a port’s docks.

Arming the Americas

ORD RIM-162 ESSM Shipboard Launch Raytheon
RIM-162 ESSM launch
(click to view full)

After taking one of the 2 aircraft elevators up above, the America Class has some different electronics on board, but otherwise resembles its LHA/LHD predecessors. The future USS America’s [LHA 6] armament will also be very similar to USS Makin Island’s [LHD 8], with some minor additions and subtractions.

Sensors will include the AN/SPS-48E search & air traffic radar, the longer-range AN/SPS-49Av1 search radar with high diver mode, the X-Band AN/SPQ-9B horizon search and targeting radar, and Co-operative Engagement Capability for coordinating with other fleet ships, aircraft, and land installations.

For defense, a pair of 8-box launchers will carry 16 RIM-162 Evolved Sea Sparrow Missiles for medium-range defense, while a pair of 21-shot RAM missile launchers handle short-range air defense or surface threats. Last-ditch missile defense, and deadly killing power against small boats, comes from a pair of radar-guided Mk15 MOD 22 Phalanx Block 1B 20mm gatling guns.

The ESSM/ RAM/ Phalanx combination is shared with LHD 8, but America Class ships replace USS Makin Island’s 3 x Mk38 25mm cannons with 7 twin .50 cal/ 12.7mm machine guns. These “flyswatters” are manned, and used to fend off unwelcome small boat threats.

The AN/SLQ-32Bv2 (“Slick 32″) electronic warfare system and Mk53 Nulka decoy system round out the ships’ defensive capabilities, which are controlled through the SDSS Mk2 combat system. SSDS brings sensor data together, prioritizes threats, and suggests or initiates defensive responses.

Power and Influence: Secondary Ship Features

LM2500 naval
Naval LM2500
(click to view full)

Propulsion and power is the same hybrid system as LHD 8, which is a plus for the Navy. It involves 2 GE LM2500+ gas turbines, each rated at 35,290 shaft horsepower at U.S. Navy standard day conditions (100 degrees F), and a pair of 5,000 hp auxiliary propulsion motors. The hybrid propulsion system enables the ship’s propellers to be driven either by the gas turbines or by electric motors, which are powered from the ship service electrical system. This allows the ship to operate in a more fuel efficient mode throughout its speed range, while being able to generate far more electricity to power onboard electronics, etc.

Finally, the new class resembles its LHA/LHD predecessors in that will be able to operate as the flagship for a full expeditionary strike group. Its enhanced and reconfigurable command and control complex will be based on the US Navy’s directive to use open architecture electronics whenever possible, in order to lower costs and make future upgrades easier.

A 24-bed hospital facility with 2 operating rooms complements these advanced command and aviation capabilities when assisting in humanitarian operations, and serves the amphibious combat force.

LHA-R: Contracts & Key Events

launch timelapse

Unless otherwise specified, all contracts are awarded by the US Naval Sea Systems Command (NAVSEA) in Washington, DC, to Northrop Grumman Ship Systems (now Huntington Ingalls, Inc.) in Pascagoula, MS. The company’s Ingalls operations in Pascagoula, MS is where the USA’s current fleet of Tarawa Class LHA and Wasp Class LHD amphibious ships were all built.

FY 2013-2014

LHA 6 nearing completion. LHA 8 will have a well deck.

America sea trials

Nov 7-9/13: Builder trials for PCU America are conducted in the Gulf of Mexico. If all goes well she is to be delivered to the Navy in March 2014. LHA 6, the 4th ship named USS America, will join the Pacific Fleet and have San Diego, CA as its homeport. Initial Operational Capability (IOC) is scheduled for September 2016.

Sources: HII, Nov 14/13 release | US Navy PEO Ships, Nov 7/13 release | DefenseTech: First America-class Amphib Nears Completion.

June 2013: LHA 8. The Navy plans to complete the Preliminary Design of LHA 8 during FY13, finalize its Capability Development Document (CDD) and Concepts of Operations (CONOPS), and get started on contract design. The Senate Armed Services Committee is somewhat skeptical and recommends the addition of $20 million to the LHA-8 (i.e. flight 1) development budget because “[r]epeated Navy shipbuilding programs have shown that failing to complete a ship’s design before starting construction inevitably leads to cost growth and schedule delays.” Senate NDAA FY 2014 report 113-044 | PE 64567N budget justification [PDF].

April 2013: The FY14 President Budget still sets the order of a 3rd LHA ship to FY2017 as of the latest FYDP. The delivery of LHA 6 is however delayed by 6 months. Vice Chief of Naval Operations Adm. Mark Ferguson had testified before the Senate Committee on Armed Services in February that this delay was one of the consequences of starting FY13 under a continuing resolution (CR) preventing the start of new programs.

Source: Pentagon budget justification
Schedule as of April 2014

November 2012: The Navy conducts an operational assessment of LHA 6, though they don’t release any results publicly.

Oct 20/12: The US Navy christens Pre-Commissioning Unit America [LHA 6] at HII’s shipyard in Pascagoula, MS. USN.

FY 2012

LHA 7 main contract. LHA 6 launch.

June 5/12: LHA 6 launch. HII launches LHA 6 America at Ingalls Shipbuilding in Pascagoula, MS. Instead of sliding down a ramp, the ship just floated free of a drydock – but first, the 29,000 ton proto-ship became one of the largest objects moved across land when it was translated to the drydock. HII.

LHA-R Concept Starbord
LHA-R concept
(click to view: large!)

May 31/12: LHA 7 main contract. A $2.381 billion fixed-price incentive contract modification, covering LHA 7 Tripoli’s detail design and construction, and installation (but not the purchase) of Government Furnished Equipment bought under separate contracts. Work will also include crew familiarization, technical manuals, and engineering and post-delivery industrial services.

Work will be performed in Pascagoula, MS (92.5%); Charlottesville, VA (2.4%); Beloit, WI (1.5%); Ocean Springs, MS (1.4%); Santa Fe Springs, CA (1.2%); and Brunswick, GA (1%), and is expected to be complete by June 2018 (N00024-10-C-2229). See also US Navy.

LHA 7

May 4/12: The Secretary of the Navy picks USS Tripoli as LHA 7′s future name. This isn’t a reference to recent events, but to the USMC’s early battles against the Barbary Pirates, immortalized in the Marines’ battle hymn: “From the halls of Montezuma, to the shores of Tripoli…”

Appropriately enough, the 1st USS Tripoli was CVE-64, a World War 2 escort carrier that served in the Atlantic theater. The 2nd USS Tripoli was LPH-10, a helicopter carrier that served in Vietnam. US Navy.

April 4/12: A $50.3 million contract modification for additional long lead time material in support of LHA 7. Work will be performed in Pascagoula, MS, and is expected to complete by May 2013 (N00024-10-C-2229).

Feb 13/12: FY13 PB. The President’s budget request for FY2013 sets the contract award date for LHA 7 to May 2012, with construction to start in April 2013, and expected delivery in March 2018. A more expensive LHA 8 ship has also been added in FY 2017.

Feb 6/12: LHA 7 lead-in. A $9 million contract modification for additional LHA 7 long lead time materials. Work will be performed in Pascagoula, MS and is expected to be complete by May 2013 (N00024-10-C-2229).

Jan 26/12: LHA 7 delayed. Preliminary FY 2013 budget materials discuss coming shifts in Pentagon priorities, as the defense department moves to make future cuts. The America Class is involved:

“To ensure sufficient resources to protect these strategic priorities, we will reduce the number of ships by slowing the pace of building new ships and by accelerating the retirement of some existing ships. These include… Slipping a large deck amphibious ship (LHA) by 1 year.”

See: Pentagon release | “Defense Budget Priorities and Choices” [PDF]

Jan 17/12: DOT&E report. The Pentagon releases the FY2011 Annual Report from its Office of the Director, Operational Test & Evaluation (DOT&E). The America Class is included, even though they haven’t conducted testing yet. Some of the ship’s systems have been tested elsewhere, however, and their problems affect the ship. At the same time, some aspects of the design itself are being questioned, and so is ship survivability.

The good news is that LHA 6 will likely meet its Key Performance Parameters for vehicular stowage space, F-35B capacity, vertical take-off and landing spots, cargo space, and troop accommodations; but it will have much less hospital capacity than other American LHA/LHDs. DOT&E wonders if it will be enough.

The bad news is that LHA 6′s 12,000 pound limit for the vehicle ramp from the hangar deck to the flight deck, is a serious problem. Since the America Class has no well deck and no crane, everything must be airlifted ashore. There’s no point in having a ramp that can support 70-ton tanks and 24-ton LAVs, but even an up-armored HMMWV would stress the ramp as currently designed. Worse, blast-resistant MRAP or JLTV vehicles that could be airlifted off by a CH-53K, and would be necessary for many operations, couldn’t be carried on the ship. Those limitations are magnified by DOT&E’s statement that the USN and USMC haven’t yet produced a concept of operations or concept of employment that accounts for the America Class’ lack of a well deck, or that takes advantage of its enhanced aviation capability. On which note:

“Jet blast from the F-35Bs is expected to produce unsafe forces on flight deck personnel up to 75 feet from the short take-off line. MV-22 operations produce heat levels that might damage the flight deck and overwhelm the environmental controls in the spaces immediately below the flight deck.”

A full survivability assessment report is due in FY12, but DOT&E is concerned that:

“Due to long-standing and previously identified legacy sensor limitations, LHA-6 may be vulnerable to certain airborne threat flight profiles. Based on combat systems testing on other platforms, it is unlikely that LHA-6′s Ship Self-Defense System Mk 2-based combat system (including Nulka, SLQ-32, and Evolved Sea Sparrow Missile) will meet the ship’s Probability of Raid Annihilation requirement against anti-ship cruise missiles.”

This is true, but worth deeper analysis. Part of the problem is that there’s only so much weaponry one puts on ships like this. Its armament is actually substantially stronger than foreign LHDs like the Mistral or Juan Carlos/Canberra Classes, and matches up evenly against the Italian Cavour Class light carrier and amphibious support vessel. If advances in enemy weapons create a problem, other ships will have to compensate, or the cost of each NAAS ship would become very high indeed.

In this case, however, DOT&E is citing performance shortfalls against certain threat types by the ship’s component weapons: RIM-162 ESSM, RIM-116 RAM, Nulka, SLQ-32, and the ship’s radars. The radar shortfalls are a known issue, but unless the USN opted for a foreign radar design, there’s no reasonably-priced radar option that would fix them. As for the weapons, they are a real problem for the fleet, but extraneous to this one program. The long term solution is for their capabilities to improve, or the Navy to adjust its tactics to address their weaknesses, if it can.

FY 2011

Lean in. RAM.

Aug 1/11: RAM. A $7.4 million contract modification for 3 refurbished and upgraded rolling airframe missile MK 49 Mod 3 Guided Missile Launch Systems with associated hardware, for use on LHA 7 (2 systems) and LCS 5 (Detroit, Freedom Class Littoral Combat Ship, 1 system).

Work will be performed in Tucson, AZ, and is expected to be complete by March 2013. Contract funds will not expire at the end of the current fiscal year (N00024-11-C-5448).

April 15/11: SAR to 2 ships. The Pentagon’s Selected Acquisitions Report ending Dec 30/10 includes the America Class under significant cost increases, for an obvious reason:

“LHA 6 – Program costs increased $3,458.9 million (+102.7%) from $3,367.9 million to $6,826.8 million, due primarily to the addition of one ship from one to two ships.”

March 31/11: LHA lead-in. A not-to-exceed $28.7 million contract modification for the procurement of additional long lead time material in support of “the LHA replacement flight 0 amphibious assault ship.” That could describe LHA 6 America, or LHA 7; timelines suggest that it probably means LHA 7.

Work will be performed in Philadelphia, PA (79.9%), and Pascagoula, MS (20.1%), and is expected to be complete by March 2014 (N00024-10-C-2229).

Oct 28/10: A $48.1 million contract modification for additional planning and advanced engineering services in support of LHA 7. Work will be performed in Pascagoula, MS, and is expected to be complete by May 2012 (N00024-10-C-2229). See also Northrop Grumman.

FY 2010

Well deck found missing.

June 30/10: LHA 7 lead-in. A not-to-exceed $175.5 million cost-plus-fixed-fee contract for LHA 7 long-lead time material, planning, and advance engineering services. The as-yet unnamed LHA 7 will be an LHA-R Flight 0 ship just like America [LHA 6], which is now 25% complete. Long lead time materials include items like main reduction gears, which must be complete and ready to go very early in the build stage. With all contract options exercised, this contract could reach $193 million.

Work will be performed in Brunswick, GA (24.4%); locations yet to be determined (24.2%); Pascagoula, MS (23.1%); Los Angeles, CA (17.3%); York, PN (9.3%); and Brampton, Canada (1.7%), and is expected to be complete by March 2014. This contract was not competitively procured (N00024-10-C-2229). See also Northrop Grumman release.

March 30/10: GAO. The US GAO audit office delivers its 8th annual “Defense Acquisitions: Assessments of Selected Weapon Programs report. With respect to LHA-R, it says:

“The LHA 6 began construction in December 2008 with mature technologies, but [only 65%]… of its design complete… Approximately 45 percent of the LHA 6 design is based on the LHD 8. The Navy conducted two production readiness reviews to assess the shipbuilder’s readiness to commence full construction. In addition, as of September 2009, the program office had conducted unit readiness reviews for 141 of the ship’s 216 assembly units. The LHA 6 is likely to experience further cost growth because postdelivery rework of the ship’s deck may be necessary to cope with the intense, hot downwash of the Joint Strike Fighter… The Navy is planning to conduct aircraft tests on the LHD 1 during the fall of 2010, and will then determine whether the LHA 6 [and other ships that will operate it] need to modify their flight decks. The program office does not expect the Navy to finalize a solution for the LHA 6 prior to ship delivery…”

March 22/10: Gannett’s Navy Times:

“More than two years before the amphibious assault ship America enters the fleet, Marine officials have already drawn up early plans for a version of the ship that includes a major component America is missing – a well deck. The “LHA 8 concept,” as it was called in a presentation Monday by Marine Corps Combat Development Command, would combine new aviation features the Marines want in the America class with a traditional big-deck capacity for landing craft and green gear… the Navy’s most recent shipbuilding program includes no plans for such a ship… Navy Secretary Ray Mabus has said it would be prohibitively expensive to alter the designs for America or the follow-on LHA 7, so they’ll be built as planned.”

FY 2009

LHA 6 keel laid.

Aug 28/09: Well deck rethink? Information Dissemination reports that the Marines may be rethinking the removal of this class’ well decks:

“When the Marines decided to remove the well deck on the LHA (R) for USS America (LHA 6), it was a decision to move towards specialization. No surprise then that this year the Marines testified in front of Congress that the well deck will be added to future LHA (R)s as soon as possible, because just the removal of the well deck turned the LHA (R) into too much of a specialization for the Marines to overcome shortcomings in necessary sealift throughput.”

July 17/09: LHA 6 keel laid. Northrop Grumman Corporation holds the keel authentication ceremony for LHA 6 at the company’s Pascagoula facility.

Per Navy and maritime tradition, ship sponsor Lynne Pace had her initials welded onto a ceremonial steel plate noting the ship’s keel had been “truly and fairly laid.” Ms. Pace is the wife of retired U.S. Marine Corps Gen. Peter Pace, the first US Marine to Chair the Joint Chiefs of Staff. NGC release.

Oct 20/08: LM2500. GE’s LM2500+ gas turbines will power the USS America, which surprises no-one. The same engine was used on LHD-8, and its use in LHA 6 was expected from the outset. Northrop Grumman’s formal selection merely makes it official.

The LHA 6 ship’s mechanical-electric propulsion system will consist of 2 LM2500+ gas turbines, each rated at 35,290 shaft horsepower at U.S. Navy standard day conditions (100 degrees F), and a pair of 5,000 hp auxiliary propulsion motors. The hybrid propulsion system enables the ship’s propellers to be driven either by the gas turbines or by the electric motors, which are powered from the ship service electrical system. This allows the ship to operate in a more fuel efficient mode throughout its speed range, and also gives it more electrical capacity to power sensors and onboard equipment. MarineLog.

FY 2008

America class.

June 27/08: America Class. US Navy Secretary Donald Winter announces that LHA 6 would be named USS America when it is brought into service, a move that also names the ship class.

The new America would be the 6th ship in US Navy service to bear the name; the last such ship was CV 66, the Kitty Hawk Class aircraft carrier commissioned in 1965, decommissioned in 1996, and sunk as an 2005 experiment using explosives, torpedoes and naval gunfire. US Navy | Gannett’s Navy Times.

March 20/08: LHA 6. Northrop Grumman’s Sperry Marine business unit has been selected to supply the Machinery Control System (MCS) for LHA 6, under a contract valued at approximately $47.6 million. The contract work includes hardware, software, design, engineering, logistics, training, testing and shipboard integration support. It also includes an option for continuing logistics support of the MCS and its land-based test facility through the end of the LHA 6 ship guaranty period. The work will be performed at Northrop Grumman’s Sperry Marine facility in Charlottesville, VA and at the Pascagoula shipyard.

The MCS for LHA 6 will be a completely integrated network for monitoring and controlling the ship’s main propulsion plant and auxiliary systems, and will include more than 50 data acquisition units located around the ship, 25 operating consoles, 10 electric plant and propulsion plant controllers, and multiple redundant local-area network switches. It is based on a similar system being supplied by Sperry Marine for Makin Island [LHD 8], which has the same gas turbine propulsion plant, zonal electrical distribution and electric auxiliary systems. NGC release.

Jan 30/08: SSDS. Raytheon Co. Integrated Defense Systems in San Diego, CA received a $17.3 million modification to previously awarded contract (N00024-07-C-5105) for FY 2008 production of 4 “Ship Self Defense System (SSDS) MK 2 Tactical Ship Sets. SSDS will form the core of the ships’ self-defense capabilities, tying together, coordinating, and even automating the sensors, weapons, and decisions involved from detection, to engagement, to kill against anti-ship missiles etc. Raytheon will also conduct a special study to define engineering changes to the SSDS MK 2 product baseline in support of the LHA 6 Combat System configuration.

Work will be performed in Portsmouth, RI, and is expected to be complete by Oct. 2009. This contract was not competitively procured.

FY 2007 and Earlier

LHA 6 initial milestones.

F-35B STOVL Hover Front
F-35B vertical landing
(click to view full)

June 1/07: LHA 6 order. A $2.4 billion fixed-price incentive modification to previously awarded contract (N00024-05-C-2221) for the detail design and construction of the LHA 6 Amphibious Assault Ship. The LHA 6 LHA-R Class will replace the LHA 1 Tarawa. Work will be performed in Pascagoula, MS (95%) and New Orleans, LA (5%), and is expected to be complete by August 2012.

Philip Teel, corporate vice president and president of Northrop Grumman’s Ship Systems sector, is quoted in Northrop Grumman’s release:

“This contract award reinforces the U.S. Navy’s confidence that we have recovered from the effects of Hurricane Katrina and are capable of meeting the warfighters’ needs in a timely and cost effective manner.”

LHA 6

June 15/06: LHA 6 lead-in. A $20.4 million modification under previously awarded contract (N00024-05-C-2221) to exercise a cost-plus-fixed-fee option for special studies and procurement of additional long lead-time material, in support of LHA 6 ship construction. Work will be performed in Pascagoula, MS and is expected to be complete by December 2006.

Feb 13/06: A $93.8 million cost-plus-fixed-fee modification under a previously awarded contract (N00024-05-C-2221) exercises options to initiate engineering and detail design for the LHA-R Flight 0 Amphibious Assault Ship, and procure additional long lead time material in support of ship construction. Work will be performed in Pascagoula, MS and is expected to be complete by December 2006.

July 15/05: LHA 6 lead-in. A $109.9 million cost-plus-fixed-fee contract for advanced planning, long lead time materials, systems engineering, and special studies for the first LHA-R Flight 0 Amphibious Assault Ship. Work on this contract will be performed at t Work is expected to be complete by December 2006. The contract was awarded on a sole-source basis (N00024-05-C-2221). The total contract value, if all options are exercised, will be $264 million.

Aug 6/04: LHA 6 lead-in. FY 2005 Defense Appropriations Act includes $150 million for Advance Procurement related to LHA-R Flight 0

Aug 5/04: LHA-R CDD formally entered into JCIDS review process

June 17/04: Feasibility Design completed; results briefed to ASN (RD&A)

April 30/04: Required Capabilities Letter for LHA(R) Flight 0 issued by ASN (RD&A), CNO and CMC

Jan 23/04: ASN (RD&A) formally asks for additional cost vs. capability studies

September 2002: Analysis of Alternatives (AoA) Report re: possible range of ship designs completed

July 20/01: MS A Acquisition Decision Memorandum (ADM)

March 5/01: Mission Need Statement (MNS)

Nov 20/2000: NAVSEA’s PMS377 designated as LHA-R Program Managers

Footnotes

fn1. Spot factor figures, MV-22 maintenance, and fuel capabilities given in US PEO-Ships briefing presentation to the NDIA. [return to article]

Additional Readings

LWPS: Water, Water, Anywhere for the USMC

0
0
LWPS at work
LWPS
(click to view full)

You can live for weeks without food. A week without water will leave you dead, especially if you’re exerting yourself in unfriendly conditions. More bad news: water is heavy to carry, which means it takes a lot of resources to transport. There are all kinds of very clever single-soldier solutions for purifying water, but bases and outposts will need options that can scale and produce a steady supply. The US Marines are looking for expeditionary solutions, and TerraGroup’s TECWAR will be selling them some.

LWPS loaded in HMMWV
LWPS, loaded
(click to view full)

Nov 18/13: TerraGroup Corp. in Allentown, PA receives a $49.9 million firm-fixed-price, indefinite-delivery/ indefinite-quantity contract for their Lightweight Water Purification System (LWPS). The initial $15 million delivery order (#0001) buys LWPS and enhanced pump modules using FY 2013 procurement finds, and delivery is expected to be complete by January 2015. This contract was competitively awarded via FBO.gov, with 3 offers received. US Marine Corps Systems Command in Quantico, VA manages this contract, on behalf of the USMC’s Product manager, expeditionary power systems and Program manager, combat support systems (M67854-14-D-5001).

The LWPS is a lightweight water purification system used to produce potable water from water sources such as rivers, lakes, wells, and oceans for Marines operating in austere environments. It includes generators, pumping, and reverse osmosis hyper-filtration for use by highly mobile teams in remote areas or emergency and temporary site. The entire system can load on a HMMWV utility variant.

LWPS flow rates are given as 2.5 Gal./ 9.5L per minute, or 150 US Gal./ 586L per hour. It can be operated and maintained by 1 operator, and general maintenance and repairs require no special tools as long as parts are present. System options include an Ocean Intake Structure System (OISS), Cold Weather Module (CWK), modules for Nuclear/ Biological/ Chemical contaminated environments; and an Increased Production Module (IPM) for really dirty sources.

LPD-17 San Antonio Class: The USA’s New Amphibious Ships

0
0
LPD-17 labeled
LPD-17 cutaway
(click to view full)

LPD-17 San Antonio class amphibious assault support vessels are just entering service with the US Navy, and 11 ships of this class are eventually slated to replace up to 41 previous ships. Much like their smaller predecessors, their mission is to embark, transport, land, and support elements of a US Marine Corps Landing Force. The difference is found in these ships’ size, their cost, and the capabilities and technologies used to perform those missions. Among other additions, this new ship is designed to operate the Marines’ new MV-22 Osprey tilt-rotor aircraft, alongside the standard well decks for hovercraft and amphibious armored personnel carriers.

While its design incorporates notable advances, the number of serious issues encountered in this ship class have been much higher than usual, and more extensive. The New Orleans shipyard to which most of this contract was assigned appears to be part of the problem. Initial ships have been criticized, often, for sub-standard workmanship, and it took 2 1/2 years after the initial ship of class was delivered before any of them could be sent on an operational cruise. Whereupon the USS San Antonio promptly found itself laid up Bahrain, due to oil leaks. It hasn’t been the only ship of its class hurt by serious mechanical issues. Meanwhile, costs are almost twice the originally promised amounts, reaching over $1.6 billion per ship – 2 to 3 times as much as many foreign LPDs like the Rotterdam Class, and more than 10 times as much as Singapore’s 6,600 ton Endurance Class LPD. This article covers the LPD-17 San Antonio Class program, including its technologies, its problems, and ongoing contracts and events.

LPD-17 San Antonio Class: Capabilities and Features

Roles and Innovations

LPD-17 Class Concept
LPD-17 Class & ATF
(click to view full)

The LPD-17 Class featured both an innovative development process, and 21st century features that optimize them for a number of roles. These range from an assault ship that carries and sustains Marine Expeditionary Units, to use as a US Navy command node, the ability to play the lead roles in disaster relief operations, etc.

The ships will operate as part of larger Amphibious Task Forces (ATFs) in conjunction with a full set of airpower, additional assault ships, and air and sub-surface defense vessels. They can also be parceled out as the keystones of smaller three-ship Amphibious Ready Groups (ARGs)/ Expeditionary Strike Groups (ESGs). At minimum, they can operate independently in low-threat scenarios during “split-ARG” operations, helping the group cover multiple areas of responsibility and respond to more than one contingency simultaneously.

A total of 11 ships of this class are slated to assume the functional duties of up to 41 previous ships, including the USA’s older LSD-36 USS Anchorage class dock landing ships (all decommissioned as of 2004, LSD-36 and LSD-38 transferred to Taiwan) and its LPD-4 USS Austin Class ships (12 built and serving, LPD 14 Trenton now India’s INS Jalashva). The San Antonio class ships may also replace 2 classes of ships currently mothballed and held in reserve status under the Amphibious Lift Enhancement Program (ALEP): the LST-1179 Newport class tank landing ships, and LKA-113 Charleston class amphibious cargo ships.

MV-22 Testing on LHD-3
MV-22 Osprey

The San Antonio Class will also serve in a number of roles beyond combat.

While LPD-17 vessels will have their own helicopter contingent for patrols and transport operations, their large deck also makes them useful inshore “lilly pads” that can quickly refuel and turn around rotary aircraft from elsewhere in order to keep them on station longer. The ships are also designed to function as casualty receiving and treatment vessels, with 24 beds and two operating rooms. With communications capabilities that surpass most US and foreign vessels,

San Antonio Class vessels are potential command ships for US and joint task forces, and should make excellent UAV hosts and/or controllers.

Their 72,000 gallon per day reverse-osmosis water production certainly improves onboard creature comforts. It also allows the ship to operate in a critical lifesaving role in the wake of natural disasters like Hurricane Katrina or the 2005 Asian tsunami, when fresh water is often the most urgent and difficult requirement.

LPD-17 Sit-Up Berth

Yet the ships’ combat role remains top-of-mind, and reminders of their purpose are deeply embedded in the names – and in some cases, the very fabric – of these ships. The USS New York [LPD 21] incorporated bow steel cast from salvaged remains of the World Trade Center. Later vessels in its class include USS Arlington [LPD 24], named after the section of the Pentagon that was also hit by an airliner on September 11. USS Somerset [LPD 25] is named in memory of United Flight 93, whose passengers’ heroic struggles with al-Qaeda hijackers crashed the plane in a Somerset County, PA field instead of the intended targets of the Capitol building or White House.

Basic Specifications

LPD-17 & LPD Flight II Specifications
Specs

More Fun Facts

  • The US Navy has taken a tip from the cruise ship industry, and relied on heavy automation to bring down crew size. That frees up more space for troops, but these systems’ performance and resilience have become an issue.
  • The ship auxiliary systems are all electric, including electric heating and water heaters, 7 big York air-conditioning units (which will be appreciated by many troops), and a 72,000 gallon per day reverse osmosis water-generating plant.
  • A new high-power “low-drag” propeller hub design provides improved propeller efficiency, and helps them power the ship to speeds above 20 knots.
  • Within the ship, passageways are 25-30% wider than previous LPDs so combat-loaded Marines can move in full gear inside the skin of the ship just as if they were topside.
  • Those L-shaped berthing spaces have an extra 1-2 feet of headroom, enough for sailors and Marines to sit up in their racks. Personal storage space in all the berthing areas has gone up by 40%, compared to past LPDs.
  • The ships are also designed from the outset to accommodate the modern reality of mixed-gender sailors and Marines.
  • Food service has been modeled for maximum efficiency on both ends via simulation and task/traffic flow analysis that aim to keep both chow line waits and food production humming along.
  • San Antonio Class ships also feature amenities such as a ship services mall to ease long deployments, a fitness center, and learning resource center/electronic classroom enabled by the ship’s improved bandwidth and computing capabilities.

Self-Defense & Survivability: Options & Issues

AN-SPS 48E On LPD-17
AN/SPS-48E on LPD 17

In order to survive both their missions and the need for upgrades during their long service lives, LPD-17 ships have incorporated significant advances in ship self-defense, survivability, and C4I systems. The question is whether they will be enough, given the ships’ size and cost.

Step 1 involves making detection and lock-on harder. The San Antonio Class was intended to have a significantly reduced radar cross section signature (1/100th of the LSD-41 Class). Indeed, the San Antonio Class works to minimize its signature across a number of spectra. It optimizes radar cross-section by streamlining topside layout, and incorporating reduced radar signature technologies and design. Relevant design features include a boat valley instead of a boat deck, removable coverings over the rescue boat and fueling at sea stations, and accommodation ladders that fold into the ship’s hull. Meanwhile, the advanced composite-enclosed mast/sensors, which cover the ship’s SPS-48E and SPQ-9B radars and its communications antennas, give the ship its distinctive profile. In the end LPD-17 designs do have a smaller signature than the ship classes that preceded them, but a July 2007 article in the San Antonio Express-News points out that the ship’s radar signature won’t be reduced as much as planned, compromising its survivability in near-shore regions.

A minor consolation of the class’ stealth design is that there are fewer edges and seams to collect rust, and corrosion-resistant paint and composite building materials were expected to reduce future maintenance and painting costs. Unfortunately, serious construction flaws in several ships of class are quickly piling up maintenance costs in other, unexpected areas.

RAM Missile
RIM-116 RAM Launch

Step 2 is active defense. The class will use Raytheon’s SSDS combat system, which will control and partially automate a set of air, surface, and navigation radars, as well as electronic countermeasures systems, towed torpedo decoys, missile decoy systems, and air defense that will include the short-range RAM missile system. That single layer of active protection has been highlighted as a weakness in Pentagon reports, which state that the ship’s radar and defensive systems can’t defend the ship reliably against the most advanced anti-ship missile threats. That may prompt the Navy to add bolt-on launchers for the medium-range RIM-162 Evolved Sea Sparrow missiles that equip many advanced NATO warships. For close-in defense, the LPD-17 class will use the MK46 stabilized 30mm autocannon with advanced sensors, as well as traditional .50 caliber machine guns mounted about the ship.

Step 3 involves the ability take a punch and keep fighting. The ship’s design worked to optimize the separation of redundant vital systems, and possesses a diverse suite of fire-fighting options. Fiber-optic wiring throughout the ship is designed for high-bandwidth SWAN (Shipboard Wide Area Network) applications, and features long-term upgradeability, redundancy, and durability. It will also help the automated ship control systems manage ship systems, and quickly make changes in the event of damage. It is also used as part of an advanced lighting system that improves visual stealth, lowers power requirements, and makes it easy to switch the entire ship to specified lighting modes.

Unfortunately, these features have not lived up to their promise. Pentagon reports cite reliability and effectiveness issues with the Engineering Control System (ECS), the electrical distribution system, and the SWAN, saying that they may magnify the effects of a crisis, instead of helping the crew save the ship.

Other shipboard vulnerability upgrades include improved fragmentation and nuclear blast protection, and a shock-hardened structure with upgraded whipping resistance and structural connections. Overall, Pentagon reports rate the class as more survivable than previous LPDs, but question whether they are survivable enough for the modern environment.

This reflects the horns of the basic design dilemma at work. If a ship is made very large, it offers peacetime efficiencies and better capability per ton, but its cost will rise to a level that pushes it toward the addition of advanced radars, defensive systems, etc. These additions improve the odds that one’s ship won’t be lost and destroy the entire naval mission, but they also drive each ship’s price even higher.

The other classic approach to this problem is to build more but smaller ships, which tends to add costs by using more raw materials and building more hulls. On the other hand, cost per ship drops sharply – foreign LPDs tend to be somewhere between 1/3 to 1/10 the price of an LPD-17. With more hulls in the water, the loss of one ship is less likely to destroy an entire mission, and less expensive defensive systems can be used.

LPD-17 San Antonio Class: Program, Budgets & Timelines

LPD-17 USS San Antonio
Full flight deck view
(click to view full)

The original December 1996 US Navy contract was awarded to an industrial alliance led by Northrop Grumman Ship Systems (formerly Litton Avondale, now Huntington Ingalls Industries), with General Dynamics Bath Iron Works, Raytheon Electronic Systems and Intergraph Corporation, to design and construct the first of an anticipated 12 ships under the Navy’s LPD-17 program.

Avondale was supposed to build 8 of these ships, while Bath Iron Works would build 4 ships. In June 2002, however, a revised Memorandum of Understanding was signed with Northrop Grumman and Bath Iron Works. Northrop Grumman would be responsible for the construction of all LPD-17 San Antonio Class vessels, but they would trade construction of 4 of the USA $1.5 billion DDG-51 Arleigh Burke Class destroyers to Bath Iron Works.

LPD-17 production, originally authorized for 11 or 12 vessels as functional replacements for 41 1960s-era ships, dropped to just 9 as cost spirals took their toll, and was eventually forced back up to 11 with extra spending. 2013 Navy budget documents show an average cost per ship of over $1.6 billion through all vessels, which offers the unusual phenomenon of no reduction in cost vs. the first ship of class.

According to official Pentagon budget documents, recent funding for the LPD-17 class has included:

LPD-17 Class Budgets
San Antonio Class budgets, 2002-2012
(click to view full)

Even by 2002, Research, Development, Testing & Evaluation (RDT&E) was mostly complete for this class, and the vast majority of funds spent under the program have been focused on building ships. Note that requests for a given year generally include both funds to finish building a ship, and funds for long lead-time items like engines, “government-furnished equipment” that isn’t bought by the shipbuilder, and other items that must be ordered early so construction of the next ship can start on time.

FY 2010 funding would technically buy 0 ships; it finishes LPD 26, and buys long lead time items for LPD 27. FY 2011 funding was the bare minimum, and the LPD 27 order hung on passing a FY 2012 budget. The final shipbuilding contract was placed in July 2012.

Timelines

Current and planned ships in this class, and key milestones include:

San Antonio Class LPDs: Timelines
San Antonio Class LPDs – Timelines
(click to view full)

For some ships still in progress, we’ve noted discrepancies between announced or estimated dates earlier in a contract, and completion dates for key milestones. For ships that are already in service, noticing the time lapses between key stages for an individual ship, and in the progression of ships through a given stage, provides its own indication of problems that have arisen. The effect of August 2005′s Class 5 Hurricane Katrina can certainly be seen in several of the ship timelines above. So, too, can the effect of manufacturing quality problems.

Flight II: What’s Next

LPD-17s vs. LPD Flight II
LPD Flight II changes
(click to view full)

The LPD-17s aren’t quite done production yet, but unless the shipyard receives new orders, that time is coming soon. HII’s response has been to look ahead, and look beyond amphibious ships.

An LX(R) competition looks to replace existing LSD-41/49 amphibious ships with up to 10 new amphibious support vessels, in the unlikely event that programs like the F-35 and SSBN(X) don’t gut US Navy procurement. The stated goal is 10 ships, with the 1st ship delivered between 2018 – 2022. HII’s response is the LPD Flight II, which keeps the same basic hull, but carries fewer Marines, holds less cargo, and removes a number of elements that add costs. Their stated target is a 30% cost reduction; unfortunately, that still makes their 23,000t design about twice as expensive as a foreign 17,000t LPD like the Dutch Johann De Witt. The benefits of using a mature production line and many common elements are real, but a $1.1 billion price tag per ship simply may not be affordable amidst hugely expensive programs and fiscal crises.

Fortunately for Huntington Ingalls, they didn’t stop there. Once they had stripped the LPD-17 design down and removed the hangar and some superstructure, they realized that they had a platform for other roles as well.

Joint Command and Control. The US Navy currently operates 4 dedicated command ships, all of which are over 30 years old. At some point soon, the Navy must either replace them of forego them. The LPD Flight IIs begin with advanced communication suites, and contain all the space one might require to house and run a full theater command. HII would have some decisions to make about organic on-board helicopter capability, but otherwise, most of the modifications would involve internal layouts and wiring. The big question remains the same: could this be done more cheaply by using another platform?

Hospital Ship. The USNS Comfort and USNS Mercy are converted oil supertankers, originally launched in 1975 and 1976. The San Antonio Class has an internal hospital with 24 beds; in contrast, the USA’s hospital ships can hold and care for up to 1,000 patients, complete with a full pharmacy, advanced tools like radiology, optometry, testing lab, etc. The LPD Flight II is far smaller than these 65,000t+ behemoths, but it does have a good deal of internal space that could be put to good use, and that capacity may be more than adequate for most deployments. USNS Mercy actually sat pierside from 1991 – 2004, whereas a platform that could operate at lower cost would be easier and more tempting to deploy.

Innovative approaches could even modify the Flight II’s enhanced deck space to stack containerized TransHospital systems, for medical satellite deployments ashore.

LPD Flight II for BMD?
click for video

Ballistic Missile Defense. This seems like the most radical change, but it isn’t if you think of the ship as specialized for this air and space defense role. A Flight II BMD ship would remove the well deck, in favor of a deck elevator that leads down to a helicopter hangar. It would also add a superstructure with the 21′ AMDR-S radar that the Navy considers ideal for ballistic missile defense, but which current destroyers cannot carry. The AEGIS BMD combat system would be installed, and the space cleared by the removal of most LPD-17 Class superstructure would be used to mount vertical launch cells around the edges. Notional designs show a nearly-ridiculous 288 Mk.41 VLS cells, or they could cut the number of cells and improve survivability by switching to the same Mk.57 PVLS on board the DDG-1000 Zumwalt Class battlecruisers.

US Navy 2009 estimates pegged a similar arsenal ship concept at around $2.55 billion, which still seems about right. This design would be more costly than the LPD-17s, or existing DDG-51 Flight IIA BMD destroyers (around $1.8 – 2 billion). It might be cheaper than the $2.5 – 3 billion estimates rumored for DDG-51 Flight III destroyers, but it would have limited versatility. It has enough VLS cells to act as an air defense ship, but it would lack the speed required to perform the “plane guard” role for carriers on calm days. It’s possible to load some cells with VL-ASROC anti-submarine missiles, and deploy an MH-60R helicopter from the under-deck hangar, but the ship itself wouldn’t have the systems needed to detect and track submarines. It would be a very effective arsenal ship for land attack with cruise missiles, but other ships and submarines can do the same thing, without putting such high-end BMD capability at risk.

Effectively, a FLT II BMD aerospace warfare cruiser would create a more potent air and missile defense platform than current American destroyers, at a similar cost, in exchange for less versatility. That might be an acceptable trade, depending on the Navy’s commitment to leadership of American missile defense efforts. On the other hand, it would probably have to be paid for by sacrificing DDG-51 destroyers. Bath Iron Works needs those destroyers to remain a major shipbuilding concern, which means HII would probably be cannibalizing its own DDG-51 production.

LPD-17 Program: Performance Problems

LPD-17 TCO poster
(click to view full)

The LPD-17 program has done some things well. Reduced operational costs and an improved capability to incorporate technological advances over its 40-year service life were essential design objectives for LPD 17. In working to accomplish these objectives, the design team incorporated hundreds of suggestions and recommendations from more than 1,000 sailors and Marines in the “Design for Ownership” process. Simulation and modeling were used heavily, and virtual crews drawn from other areas of the US Navy took “virtual tours” of the design zones of the ship via a 3D model at initial reviews, at 50% design reviews, and at 90% design reviews. Cargo functions received particular attention.

Meanwhile, the entire project alliance worked together at the same location along with the project sponsor, in order to maximize communication. Those efforts show through in many aspects of the ships’ design.

Unfortunately, the LPD-17 Class has experienced a number of long-running problems, particularly those ships built at the Avondale shipyard near New Orleans.

Financial. Overall, the class’ financial and budgetary performance has been a long-running failure. The LPD 17 San Antonio was initially budgeted at $954 million, but ended with a final price tag of about $1.76 billion. The LPD 18 New Orleans was budgeted at $762 million, but finished at a similar cost to LPD 17.

Northrop Grumman isn’t solely to blame for these overruns. The need to tear down and rebuild completed sections of the LPD 17 San Antonio was a major cause of its cost increases, while workforce attrition rates as high as 35% annually led to its construction delays. According to San Antonio Express-News, a less obvious but equally consequential source of trouble was a computer design program dubbed 3D CAD, which was touted for its ability to give 3-dimensional views, but was not up to the task of designing an entire ship.

What’s far more disturbing is the fact that these massive cost increases over the original $800 million projections have continued throughout the class’ lifetime. Indeed, they showed no improvement at all. That’s never supposed to happen, but FY 2013 budget documents show an average $1.6 billion cost over the full 11 ships.

Workmanship. The 2nd performance failure has involved ship quality. Northrop Grumman delivered the 1st ship, USS San Antonio [LPD 17], in the summer of 2005, but difficulties with her INSURV inspections and acceptance sea trials forced a delay of almost 3 years before her 1st mission, which featured a major mechanical breakdown. A similar fate befell the USS New Orleans [LPD 18], and those delays are clearly visible in the timelines, above.

In contrast, USS Mesa Verde [LPD 19], which was built at Northrop Grumman’s Ingalls yard in Mississippi instead of its Avondale yard near New Orleans, performed well in sea trials, and has been reliable in service.

Unfortunately, that wasn’t the end of the class’ problems. In 2010 a number of ships of class, especially the Avondale-built ships, discovered very serious problems that took them out of service for difficult repairs. They included USS San Antonio [LPD 17], USS New Orleans [LPD 18], USS Green Bay [LPD 20], and USS New York [LPD 21].

Once again, the bright spot was USS Mesa Verde, built at the Ingalls yard in Pascagoula, MS, which moved to substitute for USS San Antonio on a recent deployment.

Governments have generally ignored this shipyard quality problem. A $50 million grant from the state of Louisiana did help Northrop Grumman modernize production at Avondale, and another $98.6 million in federal funding has also filtered down to local NGSS shipyards in the wake of Hurricane Katrina. Nevertheless, scathing Navy inspector general reviews that detailed shoddy construction and basic workmanship problems at Avondale are cause for legitimate concern in areas that will not be fixed by modernization alone.

Eventually, Northrop Grumman spun off its shipbuilding units as Huntington Ingalls Industries, and moved to close the Avondale, LA shipyard. That may finally resolve the issue – after more than $15 billion had been spent on a supposed cornerstone of the future amphibious fleet.

DID will continue to spotlight this issue, in “LPD-17 Reliability Issues Surface Again.”

The Vicious Cycle

rising US Navy ship prices

The San Antonio class’ problems fit into a larger set of trends. The Navy and Congress make life very difficult for American military shipbuilders, who also operate in ways that come back to bite them. Key challenges include yo-yoing political budget projections and military requirements. That problem leads to “binge and purge” hiring cycles, impairs shipyard effectiveness, and ultimately raises costs, while lowering quality. The growing costs of US Navy ships then feed back into this phenomenon, as budgets and projections break, and require drastic changes to fix.

On the contractor side, lowball initial prices, followed by cost increases once projects begin, leads to inevitable build reductions part-way through. Which means fewer ships per dollar, as R&D dollars are amortized over fewer ships. The Pentagon is often a collaborator in these games, assuring lawmakers of the initial contract’s reasonableness long after outside reports question their realism. Such approaches may ensure shipyard work in the near term, but they also feed into yo-yoing federal budgets, as cost growth makes it impossible for the Pentagon to fund all of the programs it has started.

Poor accountability and oversight can compound these issues, and has, but good oversight alone won’t remove them.

Ultimately, the US Navy loses the most. These escalating requirements and costs mean fewer ships overall. While the resulting fleet may be more capable, the number of contingencies it can cover, and the setbacks that it can safely absorb, drop. Even as the entire process shrinks a US industrial base that no longer builds many civilian vessels, and so has little resiliency.

It’s a vicious cycle – one that is damaging American global power.

LPD-17 San Antonio Class: Contracts & Key Events (1996-Present)

Unless otherwise noted, all contracts were issued by the US Naval Sea Systems Command (NAVSEA) in Washington, DC.

FY 2014

LPD 25 trials
click for video

Nov 27/13: Support. Raytheon IDS in San Diego, CA receives a $32.4 million contract modification to deliver ongoing engineering and support services for LPD 17 class integrated shipboard electronic systems. the Pentagon’s descriptive hairball includes:

“…lifecycle engineering and support services, including post-delivery planning, logistics and engineering, homeport technical support, integrated product data environment, data maintenance, equipment management, systems integration and design engineering, software support, research engineering, obsolescence management (both technical and logistics), material readiness support, emergent repair planning, training and logistics support; Planning Yard support of integrated electronic systems, including fleet modernization planning, ship alteration development and installation, material management, configuration data management, research engineering, logistics documentation, and other logistics and executing activity coordination, and management; performance-based logistics support, including providing sustaining engineering and obsolescence management support for unique LPD 17 class integrated shipboard electronic systems.”

$6.2 million is committed immediately, and the award uses a hodgepodge of Navy budget lines: FY 2005, 2012, and 2014 shipbuilding and conversion; and FY 2014 operations and maintenance. $1.8 million will expire on Sept 30/14 (N00024-10-C-2205).

Nov 20/13: LPD 25. General Dynamics NASSCO in San Diego, CA receives a $12.1 million contract modification, exercising the option for Somerset’s [LPD 25] fitting-out availability. The ship hasn’t been commissioned yet.

$730,431 is committed immediately, and $215,383 will expire on Sept 30/14. Work will be performed in San Diego, CA, and is expected to be complete by December 2014. This contract was competitively procured, with 4 proposals received (N00024-12-C-2400).

Nov 15/13: LPD 17. General Dynamics NASSCO-Earl Industries, Portsmouth, VA receives an $11.4 million cost-plus-incentive-fee contract for the USS San Antonio [LPD 17] phased maintenance availability. They’ll conduct miscellaneous structural and mechanical repairs. All funds are committed immediately, and will expire on Sept 30/14.

Work will be performed in Norfolk, VA, and is expected to be complete by May 2014. This contract was competitively procured via Navy Electronic Commerce Online, with 3 offers received by the Norfolk Ship Support Activity in Norfolk, VA (N50054-14-C-1401).

Oct 18/13: LPD 25 delivered. Somerset is formally handed over to the US Navy at the Avondale shipyard. Sources: HII, Oct 18/13 release.

FY 2013

LDP 24. Weapons.

Anchorage & Arlington LPD trials
LPD 23 & LPD 24
(click to view full)

Sept 20/13: LPD 25. Somerset returns from successful US Navy acceptance sea trials. Sources: HII, Oct 10/13 release.

Aug 19/13: LPD 25. Somerset returns from 3 days of builder’s trials in the Gulf of Mexico. Sources: HII release, Aug 19/13.

May 4/13: LPD 23 commissioned. The US Navy commissions LPD 23 as USS Anchorage, in her namesake city of Anchorage, AK. Her home port will be San Diego, CA. US Navy.

USS Anchorage

April 12/13: Naming. The last San Antonio Class ship is among the 7 named by Secretary of the Navy Ray Mabus, who actually stuck to class naming conventions this time instead of veering into political partisanship.

LPD 27 will become USS Portland, becoming the 3rd ship in the fleet’s history to beat that name. CA-33 was a World War II heavy cruiser, named after Portland, ME. LSD-37 was also an amphibious assault ship, which was decommissioned shortly after Operation Iraqi Freedom began. It was named for Portland, ME and Portland, OR. LPD-27 is named after Portland, OR. Pentagon | Oregon Live.

LPD Flight II
click for video

April 9/13: LX(R)? USMC Commandant Gen. James Amos publicly recommends that the Navy replace its 16,360 ton LSD-41 Whidbey Island Class ships with a San Antonio Class derivative, provided it can be made affordable. The question is whether HII’s stripped-down LPD Flight II proposal drives enough costs out of the base platform to make sense. $1.5 billion per ship won’t cut it for LSD replacement, and even HII’s touted 30% savings of $1 billion for a 23,165t ship would be about double the cost of capable foreign LSDs like the 17,000t Rotterdam/JDW Class.

The Navy is currently conducting an Analysis of Alternatives for its notional 10-ship LS(X), which aims to deliver its first ships to the Navy between 2018 – 2022. It’s called LX(R) because they may want configurability for a wider range of missions than the existing LSDs. The AoA is due in September 2013. Sources: DoD Buzz, “Amos: Replace LSD amphib fleet with LPDs” | Defense News, “Different Missions Might Await New USN Amphib” | USNI News, “Second Act for San Antonio?”.

April 9/13: UAV test. Insitu Inc. announces a successful 1st maritime flight for the RQ-21A UAV from LPD 19, the USS Mesa Verde. The RQ-21A is based on Insitu’s Integrator platform, and was picked as the USMC’s small UAV back in July 2010.

The flight comes after 3 months of land-based development testing and operational assessment, and the RQ-21A’s outstanding endurance for its size will make it an important part of the San Antonio Class’ onboard equipment.

April 6/13: LPD 24 commissioned. USS Arlington is commissioned at Naval Station Norfolk, VA. US Navy Live blog.

Jan /13: Flight II?

Dec 14/12: Weapons. Raytheon in Tucson, AZ receives a $12.3 million firm-fixed-price contract modification for 4 refurbished and upgraded Rolling Airframe Missile MK 49 Mod 3 guided-missile launch systems and associated hardware. these 21-missile launch packs will equip LPD 27 John P. Murtha (2 systems), and the Freedom Class ships LCS 9 and LCS 11 (1 each). All funds are committed on award, and there are options for 4 additional launch systems.

At the time of award, a $5.5 million option is also exercised for 2 remanufactured MK 49 launch packs, with Mod 3 updates and associated hardware. They’ll equip the Freedom Class ships LCS 13 and LCS 15.

Work will be performed in Tucson, AZ, and is expected to be complete by December 2015. This contract was not competitively procured pursuant to 10 U.S.C. 2304c1 (N00024-11-C-5448).

Dec 7/12: Support. Huntington Ingalls Industries in Pascagoula, MS receives a $54.5 million contract modification, to exercising the 3rd of 4 options associated with the Feb 16/10 award. HII will perform Life Cycle Engineering and support services on San Antonio Class ships, with $12.9 million obligated at contract award. The total value of this contract is now $157.9 million.

Work will be performed in Pascagoula, MS, and is expected to be complete by December 2013 (N00024-10-C-2203). See also HII.

Dec 7/12: LPD 24 delivered. Huntington Ingalls Industries delivers LPD 24 Arlington to the U.S. Navy. HII.

Dec 3/12: LPD 24. BAE Systems Norfolk Ship Repair in Norfolk, VA receives an $11.1 million contract, exercising options for the USS Arlington’s fitting-out and post shakedown work.

Work will be performed in Norfolk, VA (90.53%), and Chesapeake, VA (9.47%), and is expected to be complete by May 2013. Contract funds in the amount of $2.8 million will be obligated at time of award. This contract was competitively procured via FedBizOpps, with 4 proposals received (N00024-10-C-2204).

Nov 27/12: Raytheon Integrated Defense Systems in San Diego, CA receives a $41.9 million modification, exercising Option Year 4 for LPD-17 class Integrated Shipboard Electronic Systems life cycle engineering and support services. Last year, it was $40 million.

Work will be performed in San Diego, CA (98%) and Norfolk, VA (2%), and is expected to be complete by December 2013. $7.3 million is committed on the contract’s award, and $703,893 will expire at the end of the current fiscal year, on Sept 30/13. US Naval Sea Systems Command in Washington, DC manages the contract (N00024-10-C-2205).

Nov 5/12: LPD 24 trials. LPD 24 Arlington successfully completes US Navy INSURV acceptance trials. She is now set to be commissioned in Spring 2013. HII.

FY 2012

LPD 21 to 23.

MV-22B lands on USS New York
Osprey onto LPD 21
(click to view full)

Sept 17/12: LPD 23 delivered. HII delivers the amphibious transport dock ship Anchorage [LPD 23] to the US Navy. HII.

Aug 24/12: LPD 24. LPD 24 Arlington returns from successful builder’s sea trials in the Gulf of Mexico. The real key is US Navy sea trials, which are next. HII.

Aug 1/12: Bolted. A new issue involving improperly installed bolts has emerged in the latest ships built by the Avondale shipyard near New Orleans. The Navy’s acceptance of LPD 23 Anchorage is now delayed, and LPD 25 Somerset is also affected.

An Ingalls inspector discovered the issue, which could lead engine mountings to shear under sudden shock, or loosen enough over time to set up damaging vibrations in the ship’s propulsion systems. Fitted bolts that don’t meet the ultra-tight tolerances for engine mountings are being replaced, and the Navy is also checking the 520 applicable bolts on every other Avondale-built ship. The problem is apparently confined to the Avondale shipyard, which has been the source of so many previous problems with the class. Ingalls-built ships from the Mississippi shipyard are unaffected. Gannett’s Navy Times.

More workmanship problems

July 28/12: LPD 25 christened. Nearly 1,800 guests attend the christening of LPD 25 Somerset, at HII’s company’s Avondale shipyard near New Orleans. LPD 25 is named to honor the courage of the passengers and crew members of United Airlines Flight 93, who fought the hijackers and brought their plane down near Shanksville in Somerset County, PA. US Navy | HII.

July 27/12: LPD 27 ordered. Huntington Ingalls Inc. in Pascagoula, MS receives the main order contract for LPD 27: a sole-source $1.514 billion fixed-price-incentive contract modification. When added to previous long-lead item orders, the shipbuilding cost is $1.8 billion, with key “government furnished equipment” like weapons on top of that.

Work will be performed in Pascagoula, MS (82%), Crozet, VA (4%), Beloit, WI (2%), and New Orleans, LA (1%), with other efforts performed at various sites throughout the United States (11%). Work is expected to be complete by June 2017 (N00024-06-C-2222). See also HII release.

LPD 27 main order

June 25/12: LPD 23 completes INSURV. HII announces that LPD 23 Anchorage has returned to her Avondale, LA shipyard, after successfully passing 3 days of Navy trials in the Gulf of Mexico. Delivery to the US Navy is set for Q3 (summer) FY 2012.

May 21/12: LPD 23 trials. LPD 23 Anchorage returns to Avondale, LA from successful builder’s trials in the Gulf of Mexico. The ship will now prepare for acceptance sea trials by the U.S. Navy’s Board of Inspection and Survey (INSURV), in preparation for delivery later in 2012. HII.

May 19/12: USS San Diego. The US Navy commissions LPD 22 into the 3rd Fleet as USS San Diego, based in San Diego. US Navy.

USS San Diego

May 15/12: LPD 27 lead-in. Huntington Ingalls Industries, Inc. in Pascagoula, MS receives a maximum $133.8 million cost-plus-fixed-fee contract modification for advance buys of LPD 27 long-lead-time materials and pre-construction activities. HII confirms that this is their 5th long-lead materials contract for LPD 27. This brings total long-lead contracts for this ship, from all contractors, to $419.6 million.

Work will be performed in Pascagoula, MS, and is expected to complete by June 2017 (N00024-06-C-2222).

April 13/12: LPD 19. Small business qualifier MarineTec, a joint venture between Marine Hydraulics International, Inc., and Tecnico Corp. in Norfolk, VA, wins a $10 million cost-plus-incentive-fee contract for USS Mesa Verde’s [LPD 19] phased maintenance availability (PMA). They’ll perform miscellaneous structural, mechanical, and electrical repairs, and the contract runs until September 2012. All contract funds will expire at the end of the current fiscal year, on Sept 30/11.

This contract was competitively procured via the Norfolk Ship Support Activity’s solicitation website, with 4 proposals solicited and 3 offers received (N50054-12-C-1203).

March 27/12: LPD 21 deploys. The Iwo Jima Amphibious Ready Group (IWO ARG) and 24th Marine Expeditionary Unit (24 MEU) depart for deployment from Norfolk and Camp Lejeune, NC, headed to the Mediterranean and Persian Gulf/ Indian Ocean areas.

The IWO JIMA ARG/24 MEU includes the amphibious assault ships USS Iwo Jima [LHD 7], USS New York [LPD 21], and USS Gunston Hall [LSD 44]; and is manned by Battalion Landing Team, 1st Battalion, 2nd Marine Regiment (BLT 1/2); Aviation Combat Element, Marine Medium Tiltrotor Squadron 261 (Reinforced); and Combat Logistics Battalion 24. USS New York.

March 19/12: General Dynamics NASSCO in San Diego, CA receives a $29.3 million contract modification for post shakedown work on USS San Diego [LPD 22] and fitting-out work on USS Anchorage [LPD 23]. Work will include program management, planning, engineering, design, liaison, scheduling, labor, and procurement of incidental material.

Work will be performed in San Diego, CA and is expected to be complete by December 2014. US Naval Sea Systems Command, Washington, DC, is the contracting activity (N00024-12-C-2400). See also Oct 7/11 entry.

March 14/12: LPD 22 captain relieved. Rear Adm. Gerard Hueber, commander of Expeditionary Strike Group 3, relieves Cmdr. Jon Haydel as captain of the “Pre-Commissioning Unit San Diego,” 1 day before it was due to leave its Pascagoula, MS shipyard for San Diego. Haydel was reportedly well-liked, and the Navy did not disclose the reasons. He was reassigned to Commander, Naval Surface Force, U.S. Pacific Fleet headquarters, pending an investigation into the “personal misconduct” allegations. Stars and Stripes.

March 1/12: LP 27 lead-in. Raytheon Integrated Defense Systems in San Diego, CA wins a $55.1 million contract modification, exercising the option for LPD 27′s integrated shipboard electronics. That’s actually a long list of items, including the engineering control system; magnetic signature control system; ship control system; navigation data distribution system; shipboard wide area network; wireless portable communication system; integrated voice communication system; sensors; Marine Corps support equipment; and AN/SPS-73 surface search radar.

Work will be performed in San Diego, CA, and is expected to be complete by February 2018 (N00024-11-C-2404).

Feb 23/12: LPD 27 lead-in. Huntington Ingalls, Inc. in Pascagoula, MS receives a not-to-exceed $70 million cost-plus-fixed-fee modification for advance procurement of long-lead-time materials in support of LPD 27. Work will be performed in Pascagoula, MS, and is expected to be complete by April 2012 (N00024-06-C-2222). This pushes announced LPD 27 long-lead contracts to $230.8 million.

HII notes that this is the 4th advance procurement contract for LPD 27 since October 2010, adding that these contracts are used for items like main engines, diesel generators, electrical switchboards, deck equipment and fire extinguishing systems. If they’re not ready in advance, they won’t be on hand when HII needs them, which would delay the build.

Dec 20/11: LPD 22 delivered. The US Navy takes delivery of LPD 22 San Diego. The crew will move aboard the ship on Jan 4/11 to begin the certification process, before a short Caribbean sail in mid-March 2012, followed by passage through Panama and then a sail up to San Diego for commissioning in May 2012.

The ship will be homeported in San Diego, alongside USS New Orleans [LPD 18] and USS Green Bay [LPD 20]. Mississippi Press-News.

Dec 6/11: Raytheon Integrated Defense Systems in San Diego, CA receives a $60.4 million contract modification to make and test LPD 26′s Integrated Shipboard Electronics, with an option for LPD 27 that would raise it to $111.3 million. Work will be performed in San Diego, CA, and is expected to be complete by February 2017 (N00024-11-C-2404).

Nov 22/11: Huntington Ingalls, Inc. in Pascagoula, MS received a $51.3 million contract modification, to provide life cycle engineering and support services for LPD-17 San Antonio Class integrated shipboard electronic systems. Work will be performed in Pascagoula, MS, and is expected to be complete by December 2012. $104,981 will expire at the end of the current fiscal year, on Sept 30/12 (N00024-10-C-2203).

Nov 22/11: Raytheon Integrated Defense Systems in San Diego, CA receives a $40 million contract modification, exercising an option to continue providing life cycle engineering and support services for LPD-17 San Antonio Class integrated shipboard electronic systems.

Work will be performed in San Diego, CA (98%), and Norfolk, VA (2%), and is expected to be complete by December 2012. $719,252 will expire at the end of the current fiscal year, on Sept 30/12 (N00024-10-C-2205).

Nov 18/11: LPD 22 passes INSURV. The US Navy’s future USS San Diego [LPD 22] completes US Navy INSURV acceptance trials. Delivery to the Navy is slated for mid-December 2011. HII.

Oct 7/11: Defense News reports that LPD 22 San Diego was damaged in late September 2011, during builder’s sea trials. A relief valve was installed backwards, causing part of the ship’s ballast system to overpressurize and damage 3 ballast tanks. The ballast tanks are used to lower the ship in the water, in order to flood its well decks.

Despite this mishap, the ballasting and de-ballasting tests were completed successfully, and Navy INSURV acceptance trials are expected to take place in November 2011.

Oct 7/11: General Dynamics NASSCO in San Diego, CA receives a $37.4 million cost-plus-fee contract for USS San Diego’s final fitting-out work, which could rise to $134.5 million if all options are exercised. That’s an unusually large figure.

Work will be performed in San Diego, CA, and is expected to be complete by December 2014. This contract was competitively procured via FBO.gov, with 2 offers received (N00024-12-C-2400).

FY 2011

Testing troubles. HII spinoff. NSSA suspended.

LPD 24 launch
LPD 24 Arlington launch
(click to view full)

Sept 7/11: BAE Systems San Diego Ship Repair in San Diego, CA receives a $12.1 million contract modification for the USS Green Bay’s [LPD 20] FY 2011 phased maintenance availability (PMA). PMAs provide for an extensive renovation and modernization of an LPD class ship, including alterations and repairs as well as inspection and testing to all ships systems and components ensuring safe and dependable operation of the ship. the Pentagon says that it won’t require a dry-docking.

Work will be performed in San Diego, CA, and is expected to be complete by May 2012. All contract funds will expire at the end of the current fiscal year, on Sept 30/11. The US Navy’s Southwest Regional Maintenance Center in San Diego, CA manages the contract (N00024-10-C-4407).

July 13/11: LPD 20 XO relieved. Gannett’s Navy Times reports that USS Green Bay’s Executive Officer was relieved of duty by the Commodore of Amphibious Squadron 1 “after an investigation substantiated allegations of personal misconduct”. The ship is on deployment in the Persian Gulf, and Jones is being reassigned to temporary duties in San Diego with Expeditionary Strike Group 3.

The report also confirms LPD 20′s 1st mission, which began in February 2011.

July 12/11: LPD 27 long-lead. Huntington Ingalls, Inc. in Pascagoula, MS receives a maximum $98.8 million cost-plus-fixed-fee contract modification for advance procurement of long-lead-time materials in support of LPD 27, the 11th ship of the LPD class. This pushes LPD 27 long-lead contracts to $160.8 million, and HII notes that the category covers “main engines and diesel generators and other equipment, including electrical switchboards, deck equipment and fire extinguishing systems.”

Work will be performed in Pascagoula, MS, and is expected to be complete by January 2012 (N00024-06-C-2222). See also HII release, Oct 20/10 entry.

May 25/11: LPD 26 begins. The official start of fabrication on LPD 26 signifies that 100 tons of steel have been cut and fabricated, using Ingalls’ robotic plasma arc cutting machines. Huntington Ingalls says that the next milestone will be the ship’s keel laying, scheduled for the first quarter of 2012. LPD 26 is scheduled to be launched in Q3 of 2014, and delivered to the Navy in Q4 of 2015.

With respect to other ships, LPD 22 San Diego will undergo sea trials later in 2011; LPD 23 Anchorage is currently 82% complete, and is expected to be delivered in Q2 2012. LPD 25 Somerset is more than 50% complete, and will be launched “in 2012.” HII.

May 6/11: Maintenance termination. NAVSEA announces that it has terminated Earl Industries, LLC’s multi-ship, multi-option (MSMO) maintenance contract for the San Antonio Class. The move comes in response to:

“…Navy findings of improper work performed and concern regarding Earl Industries’ quality assurance program and the company’s ability to control the quality and documentation of work it performs. Those concerns were triggered by the number and severity of corrective action reports issued… “The company’s performance on this contract was not in keeping with the type of quality work the Navy expects from our industry partners,” said NAVSEA Commander Vice Adm. Kevin McCoy. “These failures are unacceptable, and we have lost confidence in Earl’s ability to continue successfully performing this same type of work… under the MSMO contract.”

It’s the most severe option – a complete termination of all work in process by the Norfolk, VA contractor, as well as all options for future scheduled and unscheduled maintenance work on the class over a 5-year period. In place of Earl’s contract, the Navy plans to compete scheduled Chief of Naval Operations availability and all necessary Emergent Maintenance/ Continuous Maintenance work for the San Antonio-class ships homeported in Norfolk, among all eligible contractors in the Norfolk area.

The Virginia Pilot’s “Earl Industries’ $75M Navy contract: What went wrong?” has a pertinent examination, which notes that Earl won the contract, despite having a higher bid, on the basis of Navy evaluations of “exceptional” performance on past contracts. The firm retains maintenance contracts involving the USN’s carriers.

April 20/11: USN suspends NSSA’s warrant. The US Navy announces that it has suspended the oversight authority of its Norfolk Ship Support Activity, at Norfolk Naval Station, VA, which is responsible for supervising maintenance work done by private companies on Navy surface ships in the mid-Atlantic region. Investigations are also underway concerning specific repairs to the USS San Antonio [LPD-17].

By suspending the command’s oversight authority – formally known as its “technical warrant” – the Navy essentially said it no longer trusts it to make sure work by contractors is being done properly. The issue is reportedly that the government can’t tell, based on required reports, what work was done and what wasn’t.

Thomas J. Murphy, who had been the command’s civilian executive director since 2004, was replaced in March 2011, and sources outside the Navy said several other officials at the command were also removed. Virginian Pilot | Information Dissemination | UPI.

NSSA suspended

April 1/11: LPD 26 contract. Northrop Grumman spinoff Huntington Ingalls Industries, Inc. in Pascagoula, MS receives a $1.496 billion fixed-price-incentive contract modification for all detail design and construction of LPD 26. That ship is the future USS John P. Murtha, unless the name is changed during a subsequent administration.

Work will be performed in Pascagoula, MS (82%); Crozet, VA (4%); Beloit, WI (2%); and New Orleans, LA (1%). Other efforts will be performed at various sites throughout the United States (11%). Work is expected to be complete by February 2016. The contract was not competitively procured (N00024-06-C-2222).

LPD 26 main order

March 31/11: HII Spinoff. Northrop Grumman completes the $6.7 billion spinoff of its shipbuilding sector, which begins trading as Huntington Ingalls Industries, Inc. [NYSE:HII] Bloomberg.

From NGC to HII

March 26/11: LPD 24 christened. Northrop Grumman Corporation’s shipbuilding sector, with the U.S. Navy and U.S. Marine Corps participating, christens LPD 24 as Arlington, in memory of those who lost their lives during the 9/11 attacks on the Pentagon. NGC.

March 8/11: US Senate Armed Services Committee hearings get a spotlight on the LPD-17 program, as ranking member Sen. John McCain [R-AZ] says in his opening statement:

“From the first ship in this class, this program has displayed major problems in terms of safety, engineering, and the quality of workmanship. Those problems have been so widespread that they give rise to concern about a broader readiness problem afflicting our surface fleet. I am gratified by the leadership of the Atlantic Fleet Commander Admiral Harvey in starting to turn these problems around. But, I am perplexed by how we got to this point. And, as to the LPD-17 class of ships, how (with five delivered and four under construction) we have been left with a class of ships that, according to the Pentagon’s chief tester is ‘not effective, suitable and not survivable in combat.’ In addition to addressing this point, I would also like our witnesses to also address what I see as an overall downward trend in maintenance funding – with the negative impact falling more heavily on the Navy’s surface combatants than on carriers and submarines.”

See: Sen. McCain statement | Hearings Transcripts, etc. | Hearings video [Flash 10].

Feb 12/11: LPD 23 launch. LPD 23 is launched into the Mississippi River. She is about 78% complete, and some new pre-launch installations include items like mechanical completion of the anchor windlass hydraulic system. US Navy.

LPD 23
Building LPD 23 Anchorage
(click to view full)

Dec 12/10: The Washington DC area Sun Gazette reports that LPD 24 Arlington is tentatively scheduled for christening on March 26/10, and is now expected to be commissioned into service as USS Arlington in “mid-2012″ after trials.

Nov 30/10: NAVEA issues a pair of contracts for “LPD 17 class integrated shipboard electronic systems.” Services will include planning yard support of integrated electronic systems, including fleet modernization program planning, plus: post-delivery planning, logistics and engineering, homeport technical support, integrated product data environment, data maintenance, equipment management, systems integration and design engineering, software support, research engineering, obsolescence management (both technical and logistics), material readiness support, emergent repair planning, training and logistics support, ship alteration development and installation, material management, configuration data management, research engineering, logistics documentation, and other coordination, and management. The contractors will also provide performance-based logistics support, including obsolescence management support for out-of-production electronics, for “unique LPD 17-class integrated shipboard electronic systems.”

Northrop Grumman Shipbuilding, Inc. in Pascagoula, MS receives a $43.7 million contract modification. It’s the 1st of 4 annual options associated with the contract referenced in the Feb 16/10 entry, which could grow to $249.4 million. Work will be performed in Pascagoula, MS, and is expected to be complete by December 2011; but $109,947 will expire at the end of the current fiscal year, on Sept 30/11 (N00024-10-C-2203). See also NGC release.

Raytheon Integrated Defense Systems in San Diego, CA received a $38 million contract modification. Work will be performed in San Diego, CA (98%), and Norfolk, VA (2%), and is expected to be complete by December 2011; but $1,134,760 will expire at the end of the current fiscal year, on Sept 30/11 (N00024-10-C-2205).

Nov 23/10: LPD 24 launched. Northrop Grumman’s Pascagoula, MS shipyard launches Arlington [LPD 24]. The ship launches at 77% complete, and upgrades over previous ships-of-class include a new water purification system, and a new operating system for the ship’s computing environment. Northrop Grumman Shipbuilding’s LPD 17 program manager, Doug Lounsberry, says that: “This ship was the most complete LPD to date at time of launch and the schedule was also the shortest time from keel laying to launch.” If that has resulted in lower build costs, however, the budgets don’t indicate it.

Arlington is named for the county in which the Pentagon is located, as a memorial to the heroes and victims of the 9/11 terrorist attacks. The ship’s christening is tentatively scheduled for spring of 2011. US Navy | Northrop Grumman.

Oct 29/10: LPD 26 long-lead. Raytheon Integrated Defense Systems in San Diego, CA receives a $7.1 million cost-plus-fixed-fee contract for the long-lead-time materials in support of LPD 26′s integrated shipboard electronics.

Work will be performed in San Diego, CA, and is expected to be complete by March 2012. This contract was not competitively procured, since Raytheon is set as the contractor responsible for that aspect of the ships (N00024-11-C-2404).

Oct 29/10: USN Command Failure. Based on the Bloomberg report, the naval blog Information Dissemination looks at the DOT&E reports from 2006-2009, and matches them with command histories. The results are enlightening, and the op-ed point following those report excerpts is apt:

“There are clearly issues here that raise serious questions of specific industry companies as to why they have been unable to meet requirements. There are also serious questions for the Navy though, starting with why the recommendations made by DOT&E have gone ignored for several years in a row through at least December of 2009… LPD-17 class features networks with single points of failure that appear to be perpetually unreliable, new weapon systems that don’t meet requirements, and unreliable communication and information exchange equipment – all of which piles on top of the incredible number of HM&E problems identified as a result of poor construction and shipyard practices that have had most the class sidelined.

…Admiral Harvey took over Fleet Forces Command in July of 2009, and if you look over the CRS report by Ronald O’Rourke (PDF) that lists the history of construction problems from pages 17-45 (28 pages!), 10 of those pages disclose problems identified and reported over the 15 month time period since ADM Harvey took over responsibility at Fleet Forces Command… from June 2005 until July of 2009 – 49 months – very few of the major problems that are class-wide and often discussed today were apparently identified, or reported. Why did everyone have to wait for Admiral Harvey to assume command of Fleet Forces Command… Why was ADM Jonathan Greenert, who was in charge Fleet Forces Command from September 2007 to July 2009, unable to uncover any of these issues?

…As a reward for ADM Greenert’s apparent ignorance (or intentional concealment) regarding the depth of the LPD-17 class problems – he was promoted to the Vice Chief of Naval Operations. I would also think there are plenty of questions for VADM Kevin McCoy who was the Chief Engineer in NAVSEA from 2005-2008 until he became commander of NAVSEA in June of 2008 – because all of the problems with LPD-17 took place while VADM McCoy was part of the leadership in NAVSEA over the last 5 years.

Problems with the LPD-17 class are similar to problems seen in other classes of ships built and maintained over the last several years, and these are problems that leadership at the time did not address and have gone on to cost the Navy billions to resolve. Noteworthy, as a reward for their work (and the problems listed in the Balisle Report is basically the resume of failure at Fleet Forces Command under ADM Greenert btw), the current CNO promoted these folks and the Senate approved those promotions… Screw up as a leader at sea – You’re Fired! Cost the country billions while leading ashore – You’re Promoted! That is my definition of a leadership culture that selectively applies accountability.”

Naval command failure

FY09 report
FY 2009 DOT&E report
(click to read)

Oct 28/10: Survivability, quality questioned by Pentagon. Bloomberg News reports on a classified report sent to Congress in June 2010, outlining Pentagon testing that found serious issues with the LPD-17 San Antonio Class’ ability to survive combat situations. Their report is based on an unclassified summary of that report, and an email response from Michael Gilmore, the Pentagon’s director of operational test and evaluation, who described the ships as “not effective, suitable and not survivable in a combat situation.” The core of those reports is that the ships continue to experience widespread, persistent engineering problems, and couldn’t continue to operate reliably after being hit by enemy fire, in part because of the engineering problems mentioned. From the Pentagon’s DOT&E FY 2009 Annual Report:

“Chronic reliability problems associated with critical ship systems across the spectrum of mission areas reduces overall ship suitability and jeopardizes mission accomplishment… Emerging results from [Navy] trials indicate the ships could not demonstrate the required levels of survivability, largely because of critical ship system failures after weapons effects.”

“…Reliability problems related to well deck ramps, ventilation, bridge crane, and Cargo Ammunition Magazine (CAM) elevators… [and] Engineering Control System (ECS), including frequent failures and high false alarm rates, and the electrical distribution system, including unexplained loss of service generators and the uncommanded opening of breakers… The Navy’s Board of Inspection and Survey (INSURV) identified similar deficiencies in identical areas (propulsion, auxiliaries, electrical, damage control, deck) during both acceptance and final contract trials across all four of the first ships of the class. Catastrophic casualties recorded prior to the Full Ship Shock Trial in LPD-19 and during LPD-17′s deployment revealed serious fabrication and production deficiencies in the main lube oil service system. The ship is capable of supporting [C4I] requirements in an ESG environment; however, reliability problems with the SWAN(Shipborne Wide Area Network) and the Interior Voice Communications System degrade command and control and are single points of failure during operations.

The LPD-17 exhibited difficulty defending itself against several widely proliferated threats, primarily due to… Persistent SSDS Mk 2-based [DID: link added] system engineering deficiencies… The ship’s RAM system provided the only hard kill capability, preventing layered air defense [DID: in fairness, the ships were designed this way]… Problems associated with SPS-48E and SPQ-9B radar performance against certain Anti-Ship Cruise Missile attack profiles [DID: also a known design limitation]… Degraded situational awareness due to Mk 46 [30mm remotely-operated] Gun Weapon System console configuration… The survivability of the San Antonio class ships appear to be improved over the LPD class ships they will replace. However, problems encountered with critical systems during testing (particularly with the electrical distribution, chilled water, SWAN, and ECS) and difficulty recovering mission capability may offset some of the survivability improvements and have highlighted serious reliability shortcomings.”

Northrop Grumman is the prime contractor and SPQ-9 radar provider, while Raytheon provides some of the items mentioned above, such as the SSDS combat system, shipboard network, etc. ITT makes the SPS-48E radar. The report comes as various firms are considering buying all or part of Northrop Grumman’s shipbuilding business. Pentagon DOT&E FY 2009 [PDF] | Bloomberg | DoD Buzz | Reuters.

Testing troubles

Oct 20/10: LPD 27 long-lead. Northrop Grumman Shipbuilding, Inc. in Pascagoula, MS receives a $62 million cost-plus-fixed-fee not-to-exceed contract modification, to buy long lead time materials for LPD 27. Work will be performed in Pascagoula, MS, and is expected to be complete by August 2014 (N00024-06-C-2222).

Oct 18/10: BAE Systems San Diego Ship Repair in San Diego, CA receives an $11.1 million contract modification for the USS New Orleans’ [LPD 18] FY 2011 phased maintenance availability. Work will be performed in San Diego, CA, and is expected to be complete by March 2011. All contract funds will expire at the end of the current fiscal year, on Sept 30/11. The Us Navy’s Southwest Regional Maintenance Center in San Diego, CA manages this contract.

Oct 15/10: LPD 19 switch-in. U.S. Fleet Force Command (USFF) Commander Adm. John C. Harvey Jr. announces that USS Mesa Verde [LPD 19] will replace USS San Antonio [LPD 17] in the USS Bataan’s [LHD 5] Amphibious Ready Group (ARG) in the summer of 2011. Mesa Verde, which was built in Mississippi instead of the San Antonio Class’ primary yard at Avondale near New Orleans, returned from a 7-month deployment to the Persian Gulf in August 2010, and wasn’t expected to deploy again until late 2012.

San Antonio is currently scheduled to conduct comprehensive crew certification and sea trials in early spring 2011, but Adm. Harvey would only say that: “San Antonio will deploy when it is operationally sound and ready to go.” The ship’s overhaul at Norfolk was expected to take about 4-5 months and cost $5 million, but bolts in the foundations of the diesel engines and the main reduction gears were improperly installed at the shipyard. That created vibrations in the drive train that could have completely destroyed the propulsion system over time, and repairs are now expected to take about 11 months and at least $39 million, possibly more. USFF | Defense News.

Oct 3/10: Northrop Grumman Shipbuilding loads 100,000 gallons of fuel aboard the San Diego [LPD 22]. That step requires that all of the machinery spaces are prepared and ready, and helps flush the fuel system ahead of the upcoming generator light off in November 2010.

San Diego was christened in June 2010, and is scheduled for sea trials in Q2 2011. NGC.

FY 2010

Flawed construction. Avondale shipyard closed.

LPD-17 USS San Antonio Arrives Norfolk
LPD-17: Welcome to Norfolk…
(click to view full)

July 29/10: Flaws. Gannett’s Navy Times reports on testimony before the House Armed Service Committee’s readiness panel, indicating unique problems with USS Green Bay’s [LPD 20] steering system. That’s in addition to other problems generic to the class involving metal shavings polluting the lube oil systems and damaging the engines.

Like her sister ships San Antonio, New Orleans, and New York, all of which have experienced major post-delivery problems on top of their cost overruns, USS Green Bay was also built at the Avondale shipyard near New Orleans. Read “LPD-17 Reliability Issues Surface Again” for more.

July 13/10: Closing Avondale. Northrop Grumman Corporation announces plans to consolidate its Gulf Coast shipbuilding operations in Pascagoula, MS, and try to sell its entire shipbuilding business. Its Avondale, LA shipyard will close by 2013, transferring all LPD-related work. With the hysteria surrounding Hurricane Katrina and its aftermath a thing of the past, and a new emphasis on financial performance in the firm’s boardroom, these moves become politically possible at both the corporate and national levels.

“The consolidation of Gulf Coast ship construction is the next step in the company’s efforts to improve performance and efficiency at its Gulf Coast shipyards… Since [early 2008] Gulf Coast organization and leadership, operating systems, program execution, risk management, engineering, and quality have been the focus of intense improvement efforts. Consolidating new ship construction on the Gulf Coast in one shipyard will position Shipbuilding to achieve additional performance improvement and efficiency over the long term. Ship construction at Avondale will wind down in 2013. Future LPD-class ships will be built in a single production line at the company’s Pascagoula, Miss. facility. The company anticipates some opportunities in Pascagoula for Avondale shipbuilders who wish to relocate.

…the company expects higher costs to complete ships currently under construction in Avondale due to anticipated reductions in productivity and, as a result, is increasing the estimates to complete LPDs 23 and 25 by approximately $210 million. Of this amount $113 million will be recognized as a one-time, pre-tax cumulative charge to Shipbuilding’s second quarter 2010 operating income. The balance will be recognized as lower margin in future periods, principally on the LPD 25. The company also anticipates that it will incur substantial restructuring and facilities shutdown-related costs including, but not limited to, severance, relocation expense, and asset write-downs. These costs are expected to be allowable expenses under government accounting standards and recoverable in future years under the company’s contracts. The company estimates that these restructuring costs will be more than offset by future savings expected to be generated by the consolidation.”

Closing Avondale, LA shipyard

June 30/10: Flaws. Gannett’s Navy Times offers excerpts from a US Navy report, which indicated continued problems with basic workmanship aboard the Navy’s billion-dollar San Antonio Class ships:

“Inadequate government oversight during the construction process failed to prevent or identify as a problem the lack of cleanliness and quality assurance that resulted in contamination of closed systems,” said the Navy report, [dated May 20th but] released Thursday. “Material challenges with this ship and other ships of the class continue to negatively impact fleet operations. Failures in the acquisition process, maintenance, training and execution of shipboard programs all share in the responsibility for these engineering casualties… [With its automated systems] not functioning as designed, the ship was unable to effectively operate and maintain the engineering plant.”

The problems reported in January 2010 were traced to contaminated lube oil systems that were damaging their main engines, and USS San Antonio [LPD-17] and USS New York [LPD 21] remain affected, with San Antonio expected to be in dry dock until late 2010 as engineers attempt to repair a bent crankshaft.

Flawed construction

June 12/10: LPD 22 launched. San Diego [LPD 22] is christened. That ceremony formally gives the ship its designated name, but she does not become USS San Diego until later. Biloxi-Gulport Sun-Herald | Mississippi Press | LA Times.

June 2/10: General Dynamics Land Systems, Inc. in Woodbridge, VA receives a $22.3 million firm-fixed-price, cost-plus-fixed fee contract for the MK46 MOD 2 gun weapon systems (GWS) and associated hardware, spares and services. There are several Mk46s in the US Navy, but this one is a 30mm enclosed turret packing a Mk44 Bushmaster chain gun and advanced sights. The turret is operated from a console inside the LPD-17 San Antonio Class amphibious ships, and the Littoral Combat Ship’s surface warfare package. This contract covers both naval platforms.

Work will be performed in Woodbridge, VA (69%); Tallahassee, FL (12%); Lima, OH (12%); Westminster, MD (4%); Scranton, PA (2%); and Sterling Heights, MI (1%). Work is expected to be complete by May 2013. $812,412 will expire at the end of the current fiscal year, on Sept 30/10. This contract was not competitively procured by US Naval Sea Systems Command, in Washington, DC (N00024-10-C-5438).

LPD-22 launch
LPD-22 launch
(click to read)

May 7/10: LPD 22 launched. The future USS San Diego [LPD 22] is launched from Northrop Grumman Shipbuilding’s Ingalls shipyard in Pascagoula, MS. US Navy.

April 30/10: LPD 26 long-lead. Northrop Grumman Shipbuilding, Inc. in Pascagoula, MS receives an $184 million cost plus fixed-fee advance procurement contract modification that will provide long lead materials for LPD 26. Equipment bought under this contract includes main engines and diesel generators and other equipment including electrical switchboards, deck equipment and fire extinguishing systems, and the contract is expected to be complete by August 2012 (N00024-06-C-2222). Northrop Grumman release.

This is the second advance procurement contract for LPD 26, totaling $397.8 million; see also June 23/09.

April 14/10: USS John P. Murtha?!? The Navy announces the proposed name for LPD 26. Gannett’s Navy Times:

“Navy Secretary Ray Mabus notified Chief of Naval Operations Adm. Gary Roughead that he had selected “John P. Murtha” for the previously unnamed LPD 26. It’s the latest example of the Navy breaking a convention for naming its warships; the previous ships in the San Antonio class have been named for American cities.

Capt. Beci Brenton, a spokeswoman for Mabus, who is traveling on the West Coast, said she had no comment on the memo… [which] appeared to reflect both [Murtha's] support in Congress for more of the gators and his service in the Marine Corps… But Murtha might also prove to be a controversial pick: He was accused of ethics violations several times over the course of his career and he caused outrage among Marines in 2005 when he accused troops of 3rd Battalion, 1st Marines, of “killing innocent people” in a shooting in Haditha, Iraq.”

As of April 14/10, 6 of the Marine defendants had their cases dropped, 1 was found not guilty, and SSgt. Wuterich, the last defendant, is scheduled to stand trial Sept 13/10.

April 13/10: BAE Systems Norfolk Ship Repair in Norfolk, VA won a $29.6 million cost-plus-award-fee contract for post shakedown availability of LPD 21, the USS New York. PSAs fix last-minute issues that are found on the initial shakedown cruise, after a ship’s commissioning. BAE will perform program management, planning, engineering, design, liaison, scheduling, labor, and procurement of incidental material required.

Work will be performed in Norfolk, VA (91%), and Chesapeake, VA (9%), and is expected to be complete by July 2010. Contract funds in the amount of $5,000 will expire at the end of the current fiscal year. This contract was competitively procured via the Federal Business Opportunities Web site, with 4 proposals received (N00024-10-C-2204).

Marines Help Evaluate
click to play video

April 1/10: SAR to 11 ships. The Pentagon releases its April 2010 Selected Acquisitions Report, covering major program changes up to December 2009. The LPD-17 program qualifies:

“Program costs increased $4,417.5 million (+31.0%) from $14,241.7 million to $18,659.2 million, due primarily to a quantity increase of two ships from 9 to 11 ships (+$2,075.5 million) and associated schedule, estimating, and other allocations[1] (+$1,291.7 million), and additional full funding and outfitting and post delivery increases associated with the quantity increase (+$484.2 million). Costs also increased due to the addition of cost to complete funding for ships 22 through 25 (+$239.0 million), Hurricane Katrina supplemental funding for ships 20 through 24 (+$192.7 million), and special transfer authority and outfitting and post delivery requirements for ships 21 through 25 (+$132.0 million).”

More ships

Feb 16/10: Northrop Grumman announces that it received a $41.3 million cost-plus-fixed fee contract for Life Cycle Engineering and Support (LCE&S) services on the LPD 17 Class Amphibious Transport Dock Ship Program. If all options are exercised, the contract has a potential value of $249.4 million.

Under the contract (N00024-10-C-2203), Northrop Grumman will provide the following services: post-delivery planning and engineering, systems integration and engineering support, research engineering, material support, fleet modernization program planning, supply chain management, maintenance and training for certain LPD 17-class shipboard systems. Work will be performed in Pascagoula, MS, and is expected to be complete by December 2010. This is a follow-on contract to one awarded in 2005 (see Feb 11/05 entry), and beyond this year, there are 4 more option years that could increase its total value.

Jan 22/10: Flaws. Following the problems with USS New York, Gannett’s Navy Times reports that:

“Inspectors are rechecking every pipe weld aboard every ship built in the last several years at Avondale, La., or Pascagoula, Miss., including destroyers and small- and big-deck amphibs, after discovering so many problems that all pipe welders and Navy inspectors at both yards had to be decertified and then recertified to work on ships… The disbarring and reapplication took place last summer, when some of the problems were first discovered… A major question was how or why NavSea’s inspectors approved work that subsequent Navy inspections later found inadequate… Inspectors are looking at the entire San Antonio class of amphibious transport docks to determine what has caused systemic lube-oil problems in multiple ships, as well as damage to engine bearings that recently sidelined the newest ship, New York.”

Most LPD-17 class ships have been built at Avondale, near New Orleans, LA – a shipyard that has has demonstrated extensive workmanship problems throughout the program. USS Mesa Verde [LPD 19], which was built at Ingalls shipyard in Pascagoula, is currently at sea, inspected, and will continue its mission to Haiti and the Middle East. USS New York [LPD 21] is dealing with lube oil and engine problems, and a bowed crankshaft that will need to be replaced in an unprecedented procedure. Northrop will pay for work on USS New York, which is still under warranty. Any problems found in other ships will be subject to negotiation.

Flawed construction

Jan 8/10: Major breakdown. The US Navy announces that a week long, at-sea examination following USS New York’s commissioning has discovered the “premature failure” of bearings associated with the ship’s Colt-Pielstick main propulsion diesel engines. After the damage was found, the ship returned to Naval Station Norfolk under its own power.

The USS New York was built in Northrop Grumman’s Avondale shipyard in Louisiana near New Orleans, as opposed to the Ingalls shipyard in Mississippi. The failed components are under warranty, and will be repaired. It’s currently unclear how long the repairs will take, however, how serious the failures are, or whether the problems affect other ships in the San Antonio class. Virginia-Pilot | Hampton Roads WTKR.

LPD 21 breaks down

Dec 11/09: LPD 23 keel. Keel-laying ceremony for LPD 23 Somerset. USN PEO Ships.

Nov 7/09: LPD 21 commissioned. The US Navy commissions LPD 21 as USS New York, at a ceremony in New York City. The ship arrived in New York on Oct 2/09 and hosted Mayor Bloomberg for the sail-in, after leaving its homeport of Naval Station Norfolk, VA on Oct 29/09. It contains over 7 tons of steel salvaged from the destroyed World Trade Center. US Navy on NYC arrival | US Navy on commissioning.

USS New York

Nov 2/09: Raytheon Integrated Defense Systems in San Diego, CA receives an $8.7 million cost-plus-fixed-fee sole-source contract covering life cycle engineering and support (LCE&S) services for LPD 17 Class integrated shipboard electronic systems. This contract includes options which could bring the cumulative value of this contract to $197.1 million.

Work will be performed in San Diego, CA (95%); Chula Vista, CA (3%); and Norfolk, VA (2%), and the base period is expected to be complete by December 2009 (N00024-10-C-2205).

FY 2009

LPD 17 repairs. LPD 21.

LPD-21 trials
LPD-21, sea trials
(click to read)

July 23/09: LPD 21 passes INSURV. LPD 21 New York returns to its Avondale shipyard in New Orleans July 23 flying 3 brooms, signifying a successful sweep of its U.S. Navy Acceptance Trials. The ship demonstrated a variety of systems including main propulsion including a full power run, engineering and ship control systems, combat systems including self defense detect-to-engage exercises, damage control, food service and crew support. During the tests, its ballast system for flooding the ship’s well deck test setting a new LPD ship record for time to ballast down. Northrop Grumman release.

July 2/09: Northrop Grumman Corporation announces that the New York [LPD 21] successfully accomplished its builder’s sea trials this week in the Gulf of Mexico.

LPD 21 is under construction at the company’s Avondale facility in Louisiana. The ship is especially notable for the fact that its bow stem contains 7.5 tons of steel recovered from the World Trade Center following the terrorist attacks of Sept 11/01. NGC release | NGC video.

June 23/09: LPD 26 long-lead. Northrop Grumman Shipbuilding, Inc. in Pascagoula, MS receives a $213.8 million contract modification for long lead time materials (LLTM) in support of LPD 26, the 10th San Antonio class ship. The award covers early procurement or manufacture, inspection, test, storage and maintenance of these items, which include main engines and diesel generators. A contract for the detail design and construction of LPD 26 is anticipated in mid-2010. Work will be performed in Pascagoula, MS and is expected to be complete by December 2013.

See also Dec 19/08 entry, and the accompanying NGC release for this contract. The total cost of announced LPD 26 long-lead materials contracts so far is $223.8 million.

May 12/09: LPD 18 fixed. USS New Orleans [LPD 18] prepares to return to sea after completing dry dock repairs at the Arab Shipbuilding and Repair Yard (ASRY) Shipyard dry dock in Bahrain. US Navy photo release.

April 14/09: BAE Systems San Diego Ship Repair in San Diego, CA received a $24.7 million modification to a previously awarded contract (N00024-07-C-2200) for LPD 20 Green Bay’s post shakedown availability tasks, and acceleration of fleet required ship alterations. Work will include:

“…completion of government responsible deficiencies; correction of LPD 19 [Mesa Verde] shock trial related deficiencies, class pipe hangers deficiencies, and FCT trials cards; and the acceleration of fleet required ship alterations such as upgrades to the SWAN GiGE (Gigabit Ethernet) Upgrades, MK46 [30m RWS] Gun System Upgrade, HF-SAR, SSEE Inc E, Joint Biological Point Detection System (JBPDS) and SLQ-32 [ship electronic countermeasures system] ICAD.”

Work will be performed in San Diego, CA, and is expected to be completed by Jan. 2010. Contract funds will not expire at the end of the current fiscal year. The Naval Sea Systems Command, Washington, D.C., is the contracting activity.

April 6/09: LPD 27 postponed. US Secretary of Defense Robert M. Gates announces his FY 2010 budget recommendations. They include postponement of LPD 27 funding to build the 11th ship of class.

March 20/09: LPD 18 collision. A collision between the USS Hartford [SSN 768] and the USS New Orleans [LPD-18] in the Strait of Hormuz, slightly injures 15 sailors. Both vessels are able to proceed under their own power after the incident, although the New Orleans suffered a ruptured fuel tank, releasing 25,000 gallons of diesel fuel into the strait. US Navy | US Navy repairs photo.

Dec 19/08: Northrop Grumman Ship Systems, Inc. in Pascagoula, MS received a $10 million firm-fixed-price contract modification to a previously awarded contract, in order to buy long lead-time materials for LPD 26. Work will be performed in Pascagoula, MS, and is expected to be complete by December 2010 (N00024-06-C-2222).

Dec 4/08: Northrop Grumman Ship Systems in New Orleans, LA received a $16.8 million modification to a previously awarded contract (N00024-05-C-2217) for Life Cycle Engineering and Support services on the LPD 17 Class Amphibious Transport Dock Ship Program.

Work will be performed in Pascagoula, MS (60%) and New Orleans, LA (40%); the contract period will end the end of the fiscal year on Sept 30/09, but contract funds will not expire at the end of the current fiscal year.

Oct 31/08: Major breakdown. The USS San Antonio [LPD 17] is forced into to a Bahraini shipyard for at least 2 weeks of repairs. On Oct 9th and 17th, leaks were discovered in the pipes that deliver lubricating oil to the ship’s 4 diesel engines. The fault is classified as hazardous, because the leaks drip flammable oil into open spaces. When the ship pulled in, it was greeted by a large team of 30-40 engineers, pipefitters and welders flown to Bahrain from the U.S.

It is rare to find such serious faults in a new ship. Many analysts, including former 3-star rear admiral Rep. Joe Sestak [D-PA], see the problems as further evidence of systemic workmanship flaws.

Oct 22/08: Raytheon announces that the U.S. Navy has exercised the 3rd of 3 one-year options, paying Raytheon up to $23 million for San Antonio Class life cycle engineering and support. The original contract was issued in 2005.

Raytheon’s work on the LPD 17 program is performed at the Expeditionary Warfare Center in San Diego, CA; the Seapower Capability Center in Portsmouth, RI; and by Raytheon Technical Services Company in New Orleans, LA and San Diego, CA. Raytheon release.

FY 2007 – 2008

Initial Operating Capability. First deployment. LPD 18 to 20.

LPD-22 construction
LPD-22 construction
(click to view full)

Aug 28/08: A mission, at last. The USS San Antonio [LPD 17] becomes the first ship of class to deploy on a mission, over 2 1/2 years after the ship was commissioned into service.

The ship will be part of the USS Iwo Jima’s [LHD-7] Expeditionary Strike Group, and is en route to the 5th Fleet (CENTCOM area/ Middle East) and 6th Fleet’s (Mediterranean) areas of responsibility. The Iwo Jima ESG also includes the dock-landing ship USS Carter Hall [LSD 50], the guided-missile cruiser USS Vella Gulf [CG 72], the guided-missile destroyers USS Ramage [DDG 61] and USS Roosevelt [DDG 80], and the Improved Los Angles Class fast attack submarine USS Hartford [SSN 768]. US Navy.

1st mission for the class

Aug 1/08: LPD 20 passes INSURV. Green Bay [LPD 20] passes its sea trials and INSURV inspection, clearing the way for the Navy to accept her.

During the Navy’s Board of Inspection and Survey (INSURV) Acceptance Trials, LPD 20 successfully demonstrated a variety of systems including main propulsion, engineering and ship control systems including the Shipboard Wide Area Network, combat systems, damage control, food service and crew support. Among the highlights of the trial, Green Bay successfully completed a full power run, self-defense detect-to-engage exercises, ballasting, deballasting, and steering and anchor handling demonstrations. US Navy | Raytheon.

May 8/08: Raytheon announces a $32 million contract to develop and integrate the total ship electronics systems for LPD 25, the 9th ship of the U.S. Navy’s LPD 17 class. Under the contract, awarded by Northrop Grumman Shipbuilding, Raytheon continues its role as the total ship electronics systems integrator for all ships of this class. Raytheon IDS will provide the Shipboard Wide Area Network, integrated product data environment, total ship information management, and integrated ship electronics architecture.

May 23/08: CRS on LPD-17s. The US Congressional Research Service releases an updated version of “Navy LPD-17 Amphibious Ship Procurement: Background, Issues, and Options for Congress” [PDF]. See also Information Dissemination’s excerpts at “Thinking LSD (X) and Motherships“.

May 5/08: IOC for LPD-17s. MarineLink reports that The LPD 17 class has reached Initial Operating Capability. The USS San Antonio is reportedly on track to deploy with the USS Iwo Jima [LHD 7] Expeditionary Strike Group (ESG) later in 2008.

IOC

March 1/08: LPD 21 launch. The US Navy christens and launches LPD 21 New York at Northrop Grumman Shipbuilding in New Orleans, LA. The ship is named New York in honor of the state, the city and the victims of Sept 11/01. A unique characteristic of the ship is the use of 7.5 tons of steel salvaged from the World Trade Center wreckage that was incorporated into the construction process. The steel was melted and formed to make the bow stem of the ship. US Navy | DefenseLINK.

Dec 21/07: LPD 25 order. Northrop Grumman Ship Systems Inc. in Pascagoula, MS received a $1 billion fixed-price incentive modification to previously awarded contract (N00024-06-C-2222), to finish design and begin construction of the 9th LPD 17 Class Amphibious Transport Dock ship [LPD 25 Somerset]. The contract includes design and engineering efforts, material procurement, testing and quality assurance required to support ship construction, initial spares and technical documentation loadout, plus management efforts – including subcontract and risk management – during the entire period of construction and testing.

Coupled with the advance procurement contract funded for LPD 25 (q.v. Nov 6/06 entry) total contracts for the ship to date are valued at more than $1.2 billion. Work will be performed in New Orleans, LA (85%) and Pascagoula, MS (15%), and is expected to be complete by November 2011. NGC release.

LPD 25 main order

Dec 15/07: LPD 19 commissioned. LPD-19 is commissioned as the USS Mesa Verde. She will ultimately join the fleet in its home port of Norfolk, VA.

LPD 19 is named for the Mesa Verde National park in Southwestern Colorado. Congress established Mesa Verde, meaning “green plateau,” as the first cultural park in the national parks system in 1906 to preserve the notable cliff dwellings of the ancestral Pueblo culture dating back 13 centuries ago. Northrop Grumman release | US Navy release.

USS Mesa Verde

Dec 15/07: The crew of the USS New Orleans [LPD 18] executes the ship class’ first amphibious launch and recovery of the USMC’s new expeditionary fighting vehicle (EFV). US Navy release.

Dec 7/07: LPD 19 Mesa Verde receives LCAC certification. The ship has already received a newly modernized hovercraft [LCAC 39], which has been through the service life extension program upgrades. See US Navy story.

Nov 26-30/07: LPD 17 passes INSURV. An INSURV (Board of Inspection and Survey) underway material inspection examines San Antonio for the 3rd time, and finds her fit for sustained combat service in the Fleet. US Navy | MarineLink.

Mesa Verde
Mesa Verde, trials
(click to view full)

Sept 28/07: Raytheon Co. in San Diego, CA received a $27.1 million cost-plus-award-fee modification under previously awarded contract (N00024-06-C-2207) to exercise an option for Life Cycle Engineering and Support (LCE&S) services on select electronic systems for the LPD 17 Class Amphibious Transport Dock Ship Program.

Work will be performed in San Diego, CA and is expected to be complete by September 2008. Raytheon release.

Sept 28/07: Northrop Grumman Ship Systems in New Orleans, LA received a $13 million cost-plus-award-fee modification under previously awarded contract (N00024-05-C-2217) to exercise an option for Life Cycle Engineering and Support (LCE&S) services on the LPD 17 Class Amphibious Transport Dock Ship Program.

Work will be performed in Pascagoula, MS (60%) and New Orleans, LA (40%), and is expected to be complete by September 2008.

Sept 20/07: LPD 19 passes INSURV. Northrop Grumman announces that its 3rd San Antonio Class ship, the Mesa Verde [LPD 19], has successfully completed its acceptance trials for the U.S. Navy. The ship will be delivered later in September 2007, and is scheduled to be commissioned as USS Mesa Verde in Panama City, Fla. on Dec 15/07. Northrop Grumman gave no further specifics, noting only that “the ship performed well”; U.S. Navy Cmdr. Shawn Lobree, LPD 19′s prospective commanding officer, said that the ship “passed all major testing events.” Northrop Grumman release.

Aug 13-16/07: LPD 19. Mesa Verde [LPD 19] successfully completes builder’s trials in the Gulf of Mexico, in a collaborative effort involving the U.S. Navy and Northrop Grumman. The ship’s compartments were 100% complete, and all systems and certifications were completed and tested 100% to pre-trial requirements. Testing was performed on the ship’s main propulsion, communications, steering, navigational, radar and other systems. Other exercises included anchor handling, flight operations, compartment air balancing, and ballasting/de-ballasting of the well deck that launches amphibious landing craft.

Note that unlike her predecessors, Mesa Verde was built at the Pascagoula, MS shipyard, rather than at Avondale near New Orleans. Next month, the U.S. Navy’s Board of Inspection and Survey (INSURV) team will conduct acceptance trials aboard LPD 19, which will involve more rounds of extensive testing of the ship’s major systems. Northrop Grumman release.

June 30/07: Flaws. The Virginia Pilot runs another article about LPD 17′s test failures and program issues. An excerpt:

“Secretary of the Navy Donald Winter criticized shipbuilder Northrop Grumman Ship Systems for substandard work and, in a letter last week, questioned the future of amphibious and destroyer ship programs under contract with the company. “By taking delivery of incomplete ships with serious quality problems, the Fleet has suffered unacceptable delays in obtaining deployable assets,” Winter wrote to Ronald Sugar, Northrop Grumman’s chief executive officer.

Two years after accepting the San Antonio, “the Navy still does not have a mission capable LPD ship,” Winter wrote… In March 2006, chief of naval operations Adm. Mike Mullen also attacked Northrop Grumman over its work quality. The average cost per ship has risen 50 percent over original estimates, according to the Navy… The worst problems were in the propulsion, auxiliary and aviation systems. Nearly two-thirds of those serious problems were discovered during an earlier inspection, reported as fixed, but still existed during the later check.

The second ship in the amphibious class, the New Orleans, has fewer problems but was still incomplete when accepted by the Navy, Winter wrote to Northrop Grumman. The company’s “inefficiency and mismanagement of LPD 17 put the Navy in an untenable position,” according to Winter.

He has assigned a deputy to perform quarterly reviews on the shipyard and all ships under contract with Northrop Grumman.”

April 14/07: Flaws. The Virginia Pilot reports that LPD-17 continues to have reliability and workmanship issues, with major failings in 3/17 tests and no ability to be sea-tested during a five-day inspection period because one of its two steering systems completely failed. See The Virginia Pilot report | full DID coverage, incl. June 30 follow-up.

Flawed construction

April 9/07: SAR Increases. The Pentagon releases its April 2007 Selected Acquisition Report, and the LPD-17 Class is one of the systems covered. Program costs increased by $1,107.4 million (+8.9%) from $12,486.6 million to $13,594.0 million, due primarily to the addition of Hurricane Katrina Supplemental funding (+$1,155.4 million).

Cost jump

LPD-18 commissioning
LPD 18 New Orleans
(click to view full)

March 10/07: LPD 18 commissioned. USS New Orleans is commissioned at a ceremony in New Orleans. The ship’s sponsor is Carolyn Shelton, wife of Gen. Henry H. Shelton, former chairman of the Joint Chiefs of Staff. See USN release | Northrop Grumman release. As of December 2007, the ship has yet to be assigned to an operational mission.

USS New Orleans

Feb 27/07: BAE Systems in San Diego, CA received an $11.3 million cost-plus-award-fee contract for accomplishment of the Fitting-Out Availability (FOA) for the Amphibious Transport Dock Ship New Orleans [LPD 18]. The contract includes performance of specified work items inclusive of tests and post repair sea trials. Work will be performed in San Diego, CA and is expected to be complete by July 2007; contract funds in the amount of $1.2 million will expire at the end of the current fiscal year. The contract was competitively procured and posted on Federal Business Opportunities website, with 3 offers received (N00024-07-C-2200).

Nov 6/06: LPD 24 ordered, LPD 25 long-lead. Northrop Grumman Ship Systems in New Orleans, LA received a $1.45 billion modification under previously awarded contract N00024-06-C-2222 to exercise two fixed-price incentive options for construction of the 8th LPD 17 Class amphibious transport dock ship [LPD 24 Arlington], with long lead time materials and associated labor for the 9th ship of the LPD 17 Class, LPD 25.

In addition to ship production, this effort will include procurement of long lead material and also inspection, testing, storing and maintaining the long lead material. The contractor will perform material sourcing, material ordering, vendor interface and material quality assurance. The contractor will also provide management efforts, including subcontract and risk management. Work will be performed in Pascagoula, MS (90%) and New Orleans, LA (10%), and is expected to be complete by March 2011. See also Northrop Grumman’s press release.

LPD 24 main order

Dec 22/06: LPD 18 delivery. Northrop Grumman representatives and Navy officials signed documents officially transferring custody of the LPD 18 New Orleans at the company’s New Orleans facility. The ship is scheduled to be commissioned in March 2007. See Northrop Grumman release.

FY 2005 – 2006

LPD 17 commissioned.

LPD-17 USS San Antonio Commissioning
LPD-17 commissioning
(click for full size)

Sept 29/06: Raytheon Co. in San Diego, CA received a $26.7 million cost-plus award fee modification under previously awarded contract N00024-06-C-2207, exercising an option for Life Cycle Engineering and Support (LCE&S) services on select electronic systems for the LPD-17 Class as ships are delivered and commissioned. Under this contract, Raytheon will establish integrated support services for sustainment of the complete shipboard mission systems suite that the company delivers to this class of ships. Raytheon is the prime contractor for life cycle engineering and support for electronic systems on the LPD-17 Class; see this article’s June 27/06 contract entry. Work will be performed in San Diego, CA and is expected to be complete by September 2007. The Naval Sea Systems Command, Washington, D.C., issued the contract. See Raytheon’s October 18 press release.

Sept 29/06: Northrop Grumman Ship Systems, New Orleans, LA received a $13.3 million cost-plus award fee modification under previously awarded contract (N00024-05-C-2217) to exercise an option for continued Life Cycle Engineering and Support (LCE&S) services on the LPD-17 Class. Services include: post delivery planning and engineering, homeport technical support, Class Integrated Product Data Environment (IPDE), data maintenance and equipment management, systems integration and engineering support, research engineering, obsolescence management, material readiness team operations, emergent repair provisions (including warranty enforcement), training and logistics support. Support services include: Fleet Modernization Program planning, ship alteration development and installation, material management, operating cycle integration, availability planning, configuration data management, research engineering, logistics documentation, and other logistics and executing activity coordination, and management of all related data within the Class IPDE. LPD 17 Class Engineering: engineering, logistics, and technical studies of shipbuilding requirements and design change development. Work will be performed in New Orleans, LA, and is expected to be complete by September 2007. The Naval Sea Systems Command in Washington, DC issued the contract.

July 15/06: LPD 20 christened. Christening ceremony for LPD 20 Green Bay at Northrop Grumman Ship Systems’ Avondale operations in New Orleans, LA. As one might imagine, the famous Green Bay Packers American football team featured prominently in the ceremonies.

June 27/06: Raytheon Integrated Defense Systems is subcontracted by Northrop Grumman Ship Systems to provide the electronic systems and integration for the next 3 ships in the LPD-17 class: USS San Diego [LPD 22], USS Anchorage, and USS Arlington [LPD 24]. Work also includes the shipboard wide area network, voice and video systems, et. al. The $218 million subcontract extends Raytheon’s role as the ship electronic systems integrator for the class. See Raytheon release.

June 1/06: LPD 22 & 23 ordered. Northrop Grumman Ship Systems Avondale Operations in New Orleans, LA received $2.49 billion fixed-price incentive contract for construction of two LPD-17 Class amphibious transport dock ships (LPD 22 San Diego and LPD 23 Anchorage), with long lead time materials and associated labor for a third (LPD 24 Arlington). In addition to ship production, this effort will include procurement of long lead material and also inspection, testing, storing and maintaining long lead material. The contractor will perform material sourcing, material ordering, vendor interface and material quality assurance. In addition, the contractor will provide the management efforts including subcontract and risk management. Work will be performed in Pascagoula, MS and New Orleans, LA, and is expected to be complete by October 2011 (N00024-06-C-2222). See also N-G corporate release, also Navy PEO ships release.

LPD 22 & 23 main orders

Jan 27/06: Norfolk Shipbuilding and Drydock Corp. in Norfolk, VA received a $6.8 million cost-plus-award-fee modification under previously awarded contract (N00024-05-C-2224) to exercise an option for the Post-Shakedown Availability (PSA) of the Amphibious Transport Dock Ship USS San Antonio [LPD 17]. The contract is for services and material for total fitting-out availability (FOA) and PSA efforts for LPD 17. Specific efforts include: engineering and management, labor and procurement of material to correct government responsible deficiencies and accomplish system upgrades; perform specified FOA/PSA work items inclusive of tests and post repair sea trials; task additional man-hours and material in order to complete emergent repairs. Work will be performed in Norfolk, VA and is expected to be complete by April 2007.

Jan 11/06: LPD 17 commissioned. The ship becomes USS San Antonio.

USS San Antonio

Nov 1/05: Raytheon Co. in San Diego, CA received a $19.2 million cost-plus award fee contract for Life Cycle Engineering and Support (LCE&S) services on select electronic systems for the LPD-17 Class Amphibious Transport Dock Ship Program. Work will be performed at San Diego, CA, and is expected to be complete by September 2006. Contract funds in the amount of $250,000, will expire at the end of the current fiscal year. The contract was not competitively procured. The Naval Sea Systems Command, Washington Navy Yard, D.C. issued the contract. (N00024-06-C-2207)

Oct 18/05: LPD 22 & 23 long-lead. Northrop Grumman Ship Systems Avondale Operations in New Orleans, LA received a $50.7 million modification to previously awarded contract N00024-01-C-2224. It covers additional long lead-time materials in support of two Amphibious Transport Dock Ships, LPD 22 San Diego and LPD 23 Anchorage. The contractor will procure long lead material necessary to prepare for construction of LPD 22 and LPD 23. The effort will include not only procurement but also inspection, testing, storing and maintaining long-lead material. Contractor will perform material sourcing, material ordering, vendor interface and material quality assurance. Limited advance construction activities for LPD 22 San Diego are also included. Work will be performed in New Orleans, LA (88%) and Pascagoula, MS (12%), and is expected to be complete by January 2010.

Sept 30/05: Northrop Grumman Ship Systems Avondale Operations in New Orleans, LA received a $22.4 million cost-plus-award-fee modification under previously awarded contract (N00024-05-C-2217). It exercises an option for life cycle engineering and support services on the LPD-17 Class Amphibious Transport Dock Ship Program. Work will be performed in New Orleans, LA (80%) and San Diego, CA (20%), and is expected to be complete by September 2006.

Aug 30/05: Norfolk Shipbuilding & Drydock Corp., Norfolk, VA, received a $5.2 million cost-plus-award-fee contract for the Fitting-Out Availability (FOA) of the Amphibious Transport Dock Ship LPD 17 San Antonio. The contract will provide services and material for the total FOA and Post Shakedown Availability (PSA) efforts for LPD 17. Specific efforts include: engineering and management in support of the FOA/PSA; labor and procurement of material to correct government responsible deficiencies and accomplish system upgrades; performance of specified FOA/PSA work items, including tests and post repair sea trials; task additional manhours and material to complete emergent repairs. Work will be performed in Norfolk, VA, and is expected to be complete by February 2006. This contract was competitively procured and advertised via the Internet, with three proposals received (N00024-05-C-2224).

April 19/05: Raytheon Co. Integrated Defense Systems’ (Raytheon IDS) role as a mission systems integrator for the LPD-17 San Antonio Class of amphibious warfare ships took another step forward, thanks to a $12.5 million subcontract from lead integrator Northrop-Grumman. Raytheon IDS will “provide performance-based logistics and establish integrated support services for sustainment of the complete shipboard mission systems suite” that the company delivers to this class of ships. Raytheon is also creating battle management systems for the Navy’s new DD (X) destroyer and CVN-21 future aircraft carriers. This will provide all three classes of vessel with a common system, improving coordination among different types of ships in the U.S. fleet. See DID coverage.

Feb 11/05: Northrop Grumman Ship Systems Avondale Operations in New Orleans, LA received a $26.9 million cost-plus-award-fee contract for LPD-17 Class Amphibious Transport Dock Ship Program Life-Cycle Engineering and Support (LCE&S) services. The LPD 17-class life-cycle engineering and support contract, worth $26.9 million, combines the expertise of shipbuilder Northrop Grumman and electronic-systems integrator Raytheon to manage critical life-cycle cost/performance ship-class drivers such as technology upgrades, software support and ship-systems integration by managing ship-class hardware and software as a single entity.

Services will include: post delivery planning and engineering, homeport technical support, Class Integrated Product Data Environment, data maintenance and equipment management, systems integration and engineering support, research engineering, obsolescence management, material readiness team operations, emergent repair provisions, and training and logistics support. Work will be performed at Pascagoula, MS (58%) and New Orleans, LA (42%), and is expected to be complete by September 2005. This contract was not competitively awarded (N00024-05-C-2217). See corporate release.

LPD-17 Docked
LPD 17, Dockside

Jan 15/05: LPD 19 christened. Christening ceremony for LPD 19 Mesa Verde at Northrop Grumman Ship Systems’ Ingalls Operations in Pascagoula, MS.

Dec 23/04: LPD 22 & 23 long-lead. Northrop Grumman Ship Systems Avondale Operations in New Orleans, LA received a $165.1 million maximum-priced modification to existing letter contract (N00024-01-C-2224) for to procure additional long lead-time materials necessary to prepare for construction of two Amphibious Transport Dock Ships, LPD 22 San Diego and LPD 23 Anchorage. The effort will include inspection, testing, storing and maintaining long lead material. The contractor will perform material sourcing, material ordering, vendor interface and material quality assurance. In addition, contractor will provide subcontracting and risk management. Work will be performed in New Orleans, LA, and is expected to be complete by December 2008.

Dec 11/04: LPD 18 launched. New Orleans [LPD 18] launched. Note that this does not mean the ship is finished, and indeed the ship was not yet ready to leave the New Orleans yard when Hurricane Katrina slammed into the Gulf Coast in 2005.

Nov 19/04: LPD 19 launched Mesa Verde [LPD 19] is launched, at Ingalls shipyard in Pascagoula, MS.

FY 2004 and Earlier

First orders.

WTC steel for LPD-21
From WTC to LPD-21
(click to view full)

Sept 10/04: LPD 21 keel. Keel-laying ceremony for the New York [LPD 21]. The ship will include steel in the bow section cast from salvaged portions of the World Trade Center in the wake of the 9/11 attacks.

Aug 17/04: LPD 23 long-lead. Northrop Grumman Ship Systems Avondale Operations in New Orleans, LA received a $107,121,910 letter-contract modification to previously awarded contract (N00024-01-C-2224) for additional long lead time materials necessary to support build preparation for the Amphibious Transport Dock Ship LPD 23 Anchorage. The effort shall include not only procurement but also inspection, testing, storing and maintaining the long lead material. The contractor will perform material sourcing, material ordering, vendor interface and material quality assurance, and will provide the management efforts including subcontract and risk management. Work will be performed in New Orleans, LA, and is expected to complete by December 2008.

May 26/04: LPD 22 long-lead. Northrop Grumman Ship Systems Avondale Operations in New Orleans, LA received a $100,414,220 modification to previously awarded contract (N00024-01-C-2224) for long lead material and associated effort for LPD 22 San Diego. Work will be performed in Avondale, LA, and is expected to be complete by October 2008.

Nov 25/03: LPD 21 ordered. Northrop Grumman Ship Systems Avondale Operations in New Orleans, LA received an $816.6 million cost-plus-incentive/award-fee contract for the detailed design and construction of the LPD 21 New York. Included under this effort are provisioning spares, design engineering services, research and development for future product improvement and the creation of a sustained engineering environment for the ship wide area network.

LPD 21 will become USS New York, and steel from the destroyed World Trade Center has been saved for its construction. It will be melted down, and included in her bow.

Work will be performed in Avondale, LA (87%); Pascagoula, MS (12%); and Gulfport, MS (1%), and is expected to be complete by August 2007. The contract was not competitively procured (N00024-04-C-2204).

LPD 21 main order

Aug 11/03: Keel-laying ceremony for the Green Bay [LPD 20]

Feb 25/03: Keel-laying ceremony for the Mesa Verde [LPD 19].

Oct 14/02: Keel-laying ceremony for the New Orleans [LPD 18].

July 30/02: LPD 21 long-lead. Northrop Grumman Ship Systems Avondale Operations in New Orleans, LA received a $171.05 million modification to previously awarded letter contract (N00024-01-C-2224) for long-lead time materials for the New York [LPD 21]. Work will be performed in Avondale, LA and is to be complete by February 2003.

March 28/01: Litton Avondale Industries, Inc., Shipyards Division, New Orleans, LA, received an $11.3 million modification to previously awarded cost-plus-fixed-fee contract (N00024-97-C-2202) for 159,065 man-hours of engineering services in support of the LPD 17 Program. The contractor will provide product engineering, logistical analysis, and technical studies to support the LPD-17 Class ships. Services will be provided to support the integrated product data environment, engineering change analysis, life cycle support planning, and total ownership cost reduction efforts. This contract contains four options, which if exercised, will bring the total cumulative value of this contract to $41.6 million. Work will be performed in New Orleans, LA, and is expected to be complete by March 2005.

July 19/01: LPD 21 & 22 long-lead. Northrop Grumman Ship Systems Avondale Operations in New Orleans, LA received a $113.2 million cost-plus-fixed-fee contract for advance procurement long lead time material in support of amphibious transport ships New York [LPD 21] and San Diego [LPD 22]. The effort shall include procurement, inspection, testing, storing and maintaining long lead material. The contractor will perform material sourcing, material ordering, vendor interface and material quality assurance. Work will be performed in New Orleans, LA (50%), and Bath, ME (50%), and is expected to be complete in October 2002. This contract was not competitively procured (N00024-01-C-2224).

SHIP_LPD-17_Under_Construction_Side.jpg
LPD-17 construction.
(click to view full)

May 30/00: LPD 20 ordered. Litton-Avondale Industries, Inc. in New Orleans, LA, received a $477.7 million cost-plus-incentive-fee option for the construction of the Green Bay [LPD 20], the fourth LPD-17 Class amphibious transport dock ship. Work will be performed in New Orleans, LA (83%); San Diego, CA (12.2%); Waynesboro, VA (4.6%); and Bath, ME (.2%), and is expected to be complete by December 2004. This contract was not competitively procured (N00024-97-C-2202).

LPD 20 main order

Feb 15/00: LPD 19 ordered. Avondale Industries, Inc. in New Orleans, LA received a $491.9 million cost-plus-incentive fee option to previously awarded contract N00024-97-C-2202 to exercise an option for the construction of the LPD 19 Mesa Verde. Work will be performed in Bath, ME (85%); San Diego, CA (9%); Waynesboro, VA (4%) and places yet to be determined (2%), and is expected to be complete by March 2005.

LPD 19 main order

April 28/99: AlliedSignal Technical Services Corp., Columbia, Md., received an estimated $5.9 million indefinite-delivery/indefinite-quantity, cost-plus-fixed-fee, delivery order contract to provide systems engineering and integration support services including design, development, integration, installation, test and evaluation, certification, maintenance, modification and logistics support on a wide variety of electronic equipment, systems, and subsystems. These systems are communication systems installed on LPD 17 San Antonio, CVN 76 Ronald Reagan, and TADC (X) & JCC (X) class ships. Work will be performed in Charleston, SC and is expected to be complete by April 2000. The contract contains options, which, if exercised, will bring the cumulative value of the contract to $30 million. This contract was competitively procured with 107 proposals solicited and 3 offers received by the Space and Naval Warfare Systems Center Charleston in Charleston, SC (N65236-99-D-3813).

Dec 18/98: LPD 18 ordered. Avondale Industries, Inc. in New Orleans, LA received a $312.8 million modification to previously awarded contract, exercising an option for the construction of the LPD 18 New Orleans. Given the ship’s total cost this is just an initial payment, on top of previous orders for long lead-time, early construction items like engines etc.

Work will be performed in New Orleans, LA and is expected to be complete by February 2004. The Naval Sea Systems Command in Arlington, VA issued the contract (N00024-97-C-2202).

LPD 18 main order

Dec 4/98: Raytheon Systems Co., Naval and Maritime Systems Div. in San Diego, CA received a $22.5 million cost-plus-award-fee letter contract for three ship self-defense systems (SSDS) for MK 2 equipment shipsets in support of CVN 76 Ronald Reagan, LPD 17 San Antonio, and LPD 18 New Orleans. The SSDS implements an evolutionary development of improved ship self-defense capabilities against high-speed, low-flying, anti-ship cruise missiles for selected non-AEGIS ships including the US Navy’s new Nimitz Class carriers (CVN 76 USS Ronald Reagan and CVN 77 USS George H.W. Bush). SSDS will be an integration of all the ship’s self-defence systems including sensors, weapons, radars and electronic warfare, data links, the ship’s Cooperative Engagement Capability (CEC) with the rest of the fleet, and the Shipboard Wide Area Network (SWAN) which is a fiber-optic ship wide area computer network including both classified and unclassified components.

Work will be performed in San Diego, CA (90%), and Portsmouth, RI (10%), and is expected to be complete in February 2000. This contract was not competitively procured. The Naval Sea Systems Command in Arlington, VA issued the contract (N00024-99-C-5108).

Aug 4/98: Avondale Industries, Inc. in New Orleans, LA received a $9.7 million modification to previously awarded contract for research, development, test and evaluation of new technologies potentially applicable to the LPD-17 Class ship. This modification will cover the exploration of various emerging innovative production processes, shipboard automation techniques, and system design concepts with emphasis on reducing maintenance, manning, and radar cross section and improving structural design concepts, electronics integration and habitability.

Work will be performed in Bath, Maine (38%), San Diego, CA (32%), and New Orleans, LA (30%), and is expected to be complete in July 1999. The Naval Sea Systems Command in Arlington, VA issued the contract (N00024-97-C-2202).

Oct 2/97: TRW, Information Services Div. (ISD), Fairfax, VA received a $11.6 million modification to a previously awarded contract N00024-91-C-6456 to provide for technical and management services to support PMS 377, Amphibious Warfare Program Office and PMS 317 LPD-17 Amphibious Transport Docking Ship Program Office. This contract contains options which, if exercised, would bring the cumulative value of this contract to $24.8 million.

Work will be performed in Fairfax, VA (62%); Arlington, VA (22%); Alexandria, VA (5.5%); Chantilly, VA (4%); McLean, VA (3.5%); Severna Park, Md. (2%); and Fredricksburg, VA (1%), and is expected to be complete March 1998. This modification combines purchases for the US Navy (99%), and the Government of Japan (1%) under the Foreign Military Sales (FMS) Program. The Naval Sea Systems Command in Arlington, VA issued the contract.

Dec 17/96: LPD 17 ordered. Avondale Industries, Incorporated in Avondale, LA received a $641.4 million cost-plus-award-fee contract for detail design, integration and construction of the LPD 17 Amphibious Transport Dock Ship, with options for construction of LPD 18 and LPD 19. Teaming with Avondale on this contract are General Dynamics/Bath Iron Works, Hughes Aircraft Company, and Intergraph Corporation. Bath Iron Works will participate in the detail design and will construct the LPD 19. This contract includes options which, if exercised, would bring the cumulative value of the entire contract to $1,526,134,594. It actually ends up costing more than that for just the 1st ship.

Work will be performed in Avondale, LA (48%); Bath, Maine (32%); Fullerton, CA (16%); and Waynesboro, VA (4%). The expected delivery of LPD 17 is 67 months after contract award (June/July 2001). This contract was competitively procured with full and open competition and two offers were received. The Naval Sea Systems Command in Arlington, VA issued the contract (N00024-97-C-2202).

LPD 17 main order

Additional Readings & Sources

LPD-17 Class Ship Background

Background: LPD-17 Ancillaries & Issues

Official Reports

News and Views

Double-Jointed & Popular: The Bv Family of Infantry Support Vehicles

0
0
BVS-10 Viking Ashore
A Viking comes ashore
(click to view full)

The BvS10 is the successor to the wildly popular Bv206, 11,000 of which have been sold to 40 countries around the world – including the USA (M978). Readers may have seen these vehicles elsewhere, too, as a number of Bv206s have post-military careers at ski resorts, in industries like mining and logging, etc. The new BvS-10 is larger and more heavily armored; it’s in use in Britain, France and the Netherlands as a key armored vehicle for their respective Marines, has been bought by Sweden, and is under evaluation elsewhere. International interest includes imitators: Singapore’s Bronco ATTC is a BVS10 competitor, and Finland and Norway have their own local Bv206 variants.

What makes this unusual-looking vehicle family and design so popular? They aren’t like Humvees or similar wheeled mainstays. They aren’t full armored personnel carriers, either – they’re armored, but Bv family vehicles can’t take the kind of punishment that a Bradley or LAV can absorb. Instead, the secret to their success lies in a remarkable all-terrain capability, and their ability to fill a rare and critical role: air-portable and amphibious infantry enhancement. These success factors are discussed below, along with contracts and key developments related to this vehicle family.

The Bv Family of Vehicles

Bv206 and Bv206S
Bv206S vs. Bv206

Hagglunds Bv family vehicles are really two separate chassis working together. Hydraulic cylinders that push or pull one chassis segment relative to the other do all the steering. The central articulation point also allows the two segments to twist and turn in different planes, accommodating the most difficult terrain from high slopes to winding forest trails. Meanwhile, wide band tracks ensure good traction, with a low “footprint” pressure that lets these vehicles move across all terrains, and can even avoid tripping anti-tank mines. Amphibious conversion is quick.

The Bv206S is a slightly larger (10-tonne/ 11 ton full combat weight), armored version of the Bv206 that retains helicopter air-portability inside a CH-47 Chinook, or can have its 2 sections airlifted separately by a pair of medium utility helicopters like Britain’s EH101 Merlins.

BvS10 Mk.II
BvS10 Mk.II
(click to view full)

BAE Haaglunds’ new BvS10 differs from its Bv206 predecessors by adding a bit more weight at 7.6t/ 16,300 pounds empty, with a maximum designed weight of 10.6t/ 23,350 pounds. Fortunately, a more powerful Cummins 5.9 litre diesel engine gives it 80 kph/50 mph performance on class A roads, and a 300 km/ 180 miles range. The improved ground clearance and newly developed chassis, power train and steering units give the vehicle considerably enhanced speed and comfort, as well as greater load carrying capability (up to 5 tons for some variants), and the ability to add various modular sub-systems such as add-on armor, weapon-mounts, a load-changer, and cargo platforms. The Viking can operate in temperatures from -46C/-51F to 49C/120F, can ford through water up to a depth of 1.5 m/ 5 feet without preparation, and is fully amphibious with 5kph/ 3mph water speed on a full load, after less than 2 minutes’ preparation by the crew. BAE data places the existing Viking’s reliability in theater at 88%.

BvS10s have been performing well, but various up-armoring additions mean that they have also been working beyond their maximum designed weight for months. Hence BAE Hagglunds’ BvS10 Mark II, whose maximum designed weight is 14.2t/ 31,300 pounds, with a payload of 6t/ 13,250 pounds. It incorporates a larger and more powerful engine, a bigger alternator which gives more electrical power, an improved steering unit, uprated suspension and brakes, a shallow v-hull for extra mine protection, and the ability to carry more armor. Despite the extra armor, the Mk II fulfills all the original Viking requirements, such as the ability to swim. Variants include:

  • BvS10 MkII APC. Carry 3 crew, and up to 6 fully-equipped soldiers.
  • BvS10 Ambulance. Just 2 crew, and space for 2 stretchers & 2 paramedics.
  • BvS10 C2. Carry a command & control system and up to 4 staff.
  • BvS10 Logistics. Have a flatbed in place of the standard back cab. Slide-on modules for the flatbed include a 10-foot container, the ARTHUR artillery locating radar, or a communications module.
  • BvS10 Repair & Recovery (RRC). Crew + 4 technical specialists. The rear cab is fitted with a full mobile workshop, as well as a HIAB crane and capstan for recovery work.
  • BvS10 UAS. Used as an equipment transporter for the UK’s new Mk450 Watchkeeper UAV system.

Imitation, the Sincerest form of Flattery

ATTC Bronco Parade
Singapore’s Bronco ATTC
(click to view larger)

A larger vehicle is currently in service with Singapore as ST Kinetics’ Bronco ATTC (All-Terrain Tracked Carrier), and as the Warthog in Britain. Gross Vehicle Weight is 18t/ 40,000 pounds, including a 6.8t/ 15,00 pound total payload, or space for up to 16 troops. Its Caterpillar C7 engine delivers up to 350 bhp, driving it up to 65 km/h on smooth surfaces, or allowing it to handle 60% gradients and 30% side slopes in all conditions and terrains. Singapore is a Bv206 customer, and when the ATTC was introduced, Haaglunds launched a lawsuit claiming that ST Kinetics had copied their design. That lawsuit was later dropped, leaving ST Kinetics with a similar but heavier competitor.

The Bronco is fully amphibious, and its versatility has made it very useful in post-tsunami relief efforts. An up-armored, non-amphibious “Warthog” variant was picked by the British Army to replace borrowed Royal Marines’ BvS10s in Afghanistan, with the BvS10s returning to the Royal Marines for future use.

Bv206
Bv-206S, side view
(click to view full)

The smaller Bv206 has also received its share of international flattery. Finnish firm Patria Vehicles’ NA-140 and its variants are very similar, and more than 300 have been manufactured since 1985 to equip the armies of China, Turkey and Finland.

After 20 years of using the Bv206, Norway is also introducing up to 1,000 units of the Natech (Narvik Technology AS) P6 in P6-300M and other variants, as part of Project 5085; it is reported to be very similar to the Bv-206S.

Bv Family: Why So Popular?

Bv-206S Ambulance Articlulated
Bv-206S ambulance
(click to view full)

The BvS vehicle family’s popularity boils down to:

Key Virtue #1: Outstanding air transportability. These vehicles can be carried in many tactical and even light air transports, carried inside a CH-47 Chinook, or slung underneath other medium-heavy helicopters. The Bronco ATTC is an exception, but all of these vehicles can also be broken into their 2 component sections to be loaded into or slung beneath many helicopter types due to their low height, width, and weight.

Key Virtue #2: True all-terrain capability. These vehicles are designed to operate in conditions ranging from the heat and humidity of the jungle to dry desert and the frozen Arctic, and have done so. Their low weight and extra-wide tracked distribution make even snow and marshy ground passable, thanks to very low ground pressure. That same low ground pressure offers more safety against anti-tank mines, who may not receive enough pressure to detonate. They can quickly be made fully amphibious, and this combination of mobility advantages has made them popular with a number of countries’ Marine Corps.

Bv206 Mortar Carrier Norwegian Firing Per Thrana
Per Thrana: Bv206
mortar carrier, Norway
(click to view full)

Key Virtue #3: Specialized variants. This family of vehicles offers a wide array of variants, including models with cranes for load handling and recovery, ammunition resupply vehicles, ambulance functions, deployable command posts, mortar carrier versions, and artillery hunting radar (the Bv206 ARTHUR). In addition, several countries are developing their own indigenous variants.

The result: Infantry enhancement. This family of vehicles offers instant air-portable infantry mobility with small arms protection (Bv206S and later); additional carrying capacity over all terrains to reduce soldiers’ burdens; and firepower overmatch via its weapon mount (medium-heavy machine guns, grenade launchers, anti-armor missiles, mortars, etc.), via extra weapons inside (ammunition, anti-armor missiles, etc.), , and via its towing capabilities (mortars, howitzers etc.). They are not designed for major combat, and are not a substitute for full-size armored personnel carriers (APCs). What they can do is bring a combination of APC and Jeep benefits in a more mobile, all-terrain, platform – one capable of 3rd-dimension envelopment, and rapid ground response into the most difficult terrain.

Bv Vehicles: Performance in Afghanistan

Bv206 Backing into CH-47D Afghanistan
Bv206, Afghanistan
(click to view full)

Canadian Bv206s performed well with the Princess Patricia Canadian Light Infantry Battle Group during Afghanistan’s Operation Anaconda. Attached to the U.S. Army’s 2nd Brigade, 10th Mountain Division as part of a joint force, they were airlifted inside US Army CH-47D Chinooks to an objective called “The Whaleback” as part of the subsidiary Operation Harpoon. Their experience, and the British experience in Afghanistan, are illustrative.

Senior Analyst Mordica’s “High Altitude Operations” report from the US Center for Army Lessons Learned (no longer publicly available) noted:

“DISCUSSION: The Canadian Army air assaulted small unit support vehicles (SUSV) into the mountains during offensive operations against the al-Qaida and Taliban fighters. The vehicles were used to move distances over the rough terrain at high altitudes, allowing the infantry to ride or transport their loads into battle. These vehicles allowed the infantry some small arms protection and helped them beat the fatigue associated with mountain operations. The SUSV is helicopter transportable and provides all-terrain mobility. The vehicle performed well in combat.”

StrategyPage has a more publicly accessible March 19, 2002 follow-up, with an interesting twist:

“Major Chuck Jarnot, 101st Airborne Division Liaison Officer in Afghanistan, noted that the greatest risk to vehicle movement in Afghanistan is not Taliban/Al-Quedas Rocket Propelled Grenades, but rather the millions of land mines laid throughout the country. The Canadian BV-206 AMV used in Anaconda mitigates this risk by virtue of the very light weight and tracked suspension that results in extremely light ground pressure.

This not only contributes to its excellent terrain agility, but makes anti-tank mine detonation a very small probability since the BV-206 ground pressure is far below the minimum necessary to set off a typical anti-tank mine.”

The larger BvS10 entered the Afghan theater of operations as a key vehicle for the British Royal Marines, complete with anti-RPG slat/’birdcage’ armor. The British Army borrowed some, then replaced them with their “Warthog” derivation of ST Kinetics’ larger Bronco ATTC. The Royal Marines also bought a larger vehicle for use in Afghanistan, but their follow-on buy was the BvS10 Mk.II. In 2013, they will be joined in theater by similar Swedish vehicles. Some experiences from 2006-2008 are illustrative of the platforms’ advantages and tactical employment:

BvS10 Under RAF CH-47
RAF CH-47 w. BvS10,
Afghanistan
(click to view full)

Feb 13/08: Nothing subtle about this UK MoD article: “Marines back in the Vikings – “They are phenomenal”.” One expects that sort of tone from a Ministry of Defence. The key is how well they back that tone up with examples from the field, and whether offsetting problems have surfaced. To date, DID is not aware of performance below expectations in any respect. On to more thoughts from the front lines:

“…due to their popularity the demand for their use is high amongst all troops patrolling and conducting operations in Helmand. Consequently, the demand on the Marines trained to drive them is high too. To help alleviate the pressure… a third unit, from the Queen’s Royal Lancers A Squadron, has been trained and recently deployed to Helmand. They are the first Army unit to operate the Viking on their own.”

Growing demand across service boundaries is always a positive sign. Major Jez Stemp, the Officer Commanding the Royal Marines’ Armoured Support Company:

“Their greatest asset is their all terrain mobility. The Taliban tend to mine known routes, but the Vikings can manoeuvre around them and go off road.”

Royal Marine Tom Aylett, back in Afghanistan for the second time:

“We put the lads in the back of the wagon, drop them off to do operations and attacks with the Vikings. I drive it and man the gun on top… They provide us with a lot of protection and allow us to get closer to the enemy. It’s very reliable, can go up a hill and never gets bogged down like other vehicles.”

Royal Marine Lance Corporal Dean Walker concurs:

“The Viking opens up a lot more operations. We can move where, with and who we want.”

BvS10 w Platt MR555
BvS10 Viking w.
MR555 gun shield
(click to view full)

Jan 28/08: The UK MoD’s “Keeping the Vikings on the move (VIDEO)” is focused on the soldiers who maintain its BvS10 vehicles, but it also offers some observations from tactical experience. Corporal Kev Walker of 1 Battalion Royal Electrical & Mechanical Engineers works with Vikings in Camp Bastion, Afghanistan:

“The Royal Welsh got contacted by an anti aircraft gun. My troop went in with the Vikings to create a screen, allowing them to get out. We put down heavy fire from the Viking’s General Purpose Machine Gun (It is also fitted with .50 calibre guns), and before we left, having taken no casualties, it looked like all the Taliban had left. If we didn’t have something like the Viking it wouldn’t have been such a happy ending. It was pretty heavy terrain too and I’m not sure any other vehicle could have got in there. We know the Taliban don’t like them…”

Staff Sergeant Chris Hanks of the Royal Electrical & Mechanical Engineers adds:

“They can cope with the terrain because they have track mobility, which is much better than wheeled vehicles and gets bogged down less. “

Sept 12/07:Viking vehicles prove their worth in volatile Helmand” contains quotes from Maj. Jez Hermer of the Royal Marines’ Armoured Support Company at Bovington, Dorset:

“Since the beginning of the Afghan conflict everyone has woken up to the success of Viking. It is now very important to Operation HERRICK. It has opened up Helmand province and given commanders a broader range of options than they would have had available to them… I see it remaining in Afghanistan and I don’t see it coming back until the end of the commitment.”

“The forces’ inventory of armoured vehicles has come under serious examination in Afghanistan and Iraq. With excellent protection, an ability to operate in all weathers across all terrain, including to ‘swim’ in water, and to withstand a range of threats, Viking has performed well…”

The British Army, meanwhile, is using tracked Spartan vehicles to similar effect.

Jan 23/07: Some of the lads in theater seem to like the new Platt MR550 weapon mounts and gunshields. This was forwarded to us [name and profanities redacted]:

“been busy but got time to tell your mount is f

  • brilliant, the lads love it. been out and about and without a doubt it has stopped some lads becoming casualties. its stable as hell and the lads are big fans of the extended ranges we reach when firing. had a few problems with little bits but got them sorted in no time at all… say a big thankyou to all your staff for getting them out here as they have been a life safer in some of the s** situation we have found ourselfs in. well mate got to go and get ready for anthor trip out.”

Other comments from Royal Marines about their new gunshield:

”Took hits with no worries!”… ”RPG hit the vehicle and we moved on”… ”On the Platt we were shooting out to 2300m on GPMG and tracer burned out… continual shooting on same target watching the splash”

LAND_BvS-10_Viking_Afghanistan_Aerial.jpg
BvS-10, Afghanistan -
note anti-RPG armor
(click to view full)

Jan 10-11/07: A pair of releases from the UK MoD covering operations in Afghanistan speak very highly of the BvS10 Vikings’ performance, noting their battle-ready helicopter transportability and their success in combat against small-arms fire, mortars, and even single-warhead RPGs thanks to their slat armor. The vehicles are already credited with saving a number of lives; one expects to hear this from official sources, but the level of enthusiasm from front-line soldiers without an investment in the vehicle program is a very positive sign.

Oct 31/06: The first ever operation involving the new BvS-10 Viking armored vehicle is successfully completed by Royal Marine Commandos in the rugged terrain of southern Afghanistan. Operation Zina saw 33 Vikings complete a 10-hour combat move into Helmand province from their base in Kandahar airfield, moving through notorious areas of Kandahar City and Gereshk. During the journey Royal Navy Harriers provided force protection and helped clear the route ahead of the convoy, which was also supported by armored fighting vehicles from Denmark and Estonia. Despite some heavy surveillance from suspected Taliban, the journey was completed without incident. See video [Windows Media, 1.87 MB].

The UK MoD release notes that “Being able to operate over deep sand and boulder fields, the Vikings have the mobility to operate anywhere in Helmand province and carry a section of Marines into battle… The Vikings are now patrolling throughout Helmand province and their ability to go anywhere at speed will be a tremendous asset to the Royal Marines.”

Contracts and Key Events

At present, the BvS-10 is in operation with the British Royal Marines, has been delivered to the Dutch Royal Marines and begun deliveries to France and Sweden, and is reportedly under trial and evaluation in Finland (who already operates Bv206 variants). All BvS10 customers share operational information, and co-operate on support through a multi-national user group that BAE Systems co-ordinates.

2011 – 2013

BvS10 French
French VHM
(click to view full)

Dec 19/13: Sweden. The Swedish FMV procurement agency exercises part of their Jan 5/12 contract option, via a SEK 800 million ($120 million) contract for 102 more BvS10 Mk.IIBs, raising their order total to 150. That leaves them with 25 more options.

The 102 vehicles will be delivered in the same 4 variants: troop carrier, ambulance, C2 command vehicle, and “logistics” (cargo carrier). They will continue manufacturing in BAE Systems Hagglunds’ refurbished production facility in Ornskoldsvik, Sweden, with deliveries beginning in 2014 and ending in 2015. Sources: BAE, “Sweden Buys 102 More BvS10 All-Terrain Vehicles From BAE Systems” | Swedish FMV, “FMV bestaller ytterligare 102 bandvagnar av Hagglunds”.

Sweden: 102 more BvS10 Mk.IIB

June 2013: Refit report. Britain’s Battlespace magazine offers an update on the refits, even as BAE Systems discusses more comprehensive Viking support arrangements with the UK MoD. Phase 1 Refits, which handled existing Mk.IIs and the Mk.Is with upgraded hulls, were finished in May 2013.

Phase 2 deliveries have now started, and installation of the required improvements plus the latest v-hull bottom will continue until April 2014. The exceptions will be rear cars for Repair & Recovery variants, which are unmanned while in transit.

Phase 3 involves the Mortar and Crew Served weapon variants (TL: 27). They also receive the latest v-hull, except for the mortar version’s rear cars. The new variants will undergo testing this summer, and deliveries aren’t expected to begin until March 2014.

Phase 4 involves new blast protection kits, which began delivery in April 2013. All upgrades will be available to other BvS10 operators, if they request it. Battlespace

Oct 3/12: UK upgrades. Britain will overhaul the Royal Marines’ BvS10 vehicles to a common Mk.II standard. Under BAE’s GBP 37 million ($61 million) contract, the fleet will be given a major overhaul, brought closer to to a common configuration, and certified for a 14 tonne gross weight. The changes are the result of BAE’s modular bid, which involved a common core set of work, plus a range of options that let the UK MoD pick what it most wanted within its budgetary limits.

To get there, a number of modifications for land operations in Afghanistan will be removed, restoring the vehicles’ amphibious capability. The Vikings will receive general inspections, new front and rear car hulls, a shallow v-hull underbody, braking and suspension upgrades, and other improvements stemming from Dutch and French experiences. A new engine and alternator would be required for full Mk.II compatibility, but Britain’s budget squeeze has deferred this key upgrade. New wiring and mounts will prepare the fleet for the larger engine, if Britain decides to add it later.

Beyond these upgrades, 19 Crew Served Weapon variants will add Platt’s 7.62mm crew-served machine gun mounts on top of the rear cars as well, and another 9 will become mortar cars fitted with 81mm internal mortars. Work at BAE’s new production line in Ornskoldsvik, Sweden will last until 2014, and all parties expect a mid-life upgrade at the end of the decade. The Royal Marines plan to keep their Vikings in service until 2031. UK MoD | BAE Systems.

Britain: BvS10 refurbishment & Upgrades

Jan 5/12: Swedish Vikings. Sweden’s FMV has picked BAE Hagglunds’ BvS10 Mk.IIB over Singapore’s larger Bronco ATTC, as their military’s next all-terrain vehicle. Sweden already fields a number of Bv206s, and the initial SEK 700 million (about $101 million) contract will supplement them with 48 BvS10 vehicles in 4 types: 19 APC, 17 Logistics, 10 Ambulance, and 2 Command & Control. Delivery is scheduled to be done by autumn 2012, for operational use in Afghanistan by spring 2013.

The Swedish vehicles include some modifications, including improved crew ergonomics, internal volume, and protection, plus integration of Kongsberg’s Protector remote weapon station up top. Smoke grenade launchers are fitted front and back, to give 360 degree coverage. Swedish government-furnished radio and battlefield management systems are also different, as one would expect.

The Swedish acquisition process took a bit less than a year, including tests of the 2 competitors. Additional buy options could push Sweden’s total order to 175 vehicles, via up to 127 more BvS10 MkIIs in up to 3 more batch orders. Swedish FMV | BAE.

Sweden: 48-175 BvS10 Mk.IIB

Nov 25/11: France. France’s DGA announces [in French] that it has formally accepted delivery of its 1st 14-tonne, v-hulled BvS10 Mk.2/ VHM under the 53 vehicle contract (vid. Dec 22/09 entry). This is not the same thing as the 1st delivery by the manufacturer (vid. March 29/10 entry). Before it could receive formal acceptance, the Véhicule a Haute Mobilité had to be qualified for operational service during 8 months of trials, which ended in September 2011.

2009 – 2010

BvS10 in Chad 2009
Dutch BvS10
in Chad 2009
(click to view full)

May 21/10: Dutch. The Netherlands is looking to upgrade 127 of the Dutch Marines’ Bv-206Ds with a mid-life upgrade (MLU) package to extend their operational life to 2020, the same as the Marines’ new BvS10 Vikings. The MLU budget is estimated between EUR 25 – 50 million, and the main risk involves the vehicle frame. If the glassfiber reinforced plastic has become fragile due to sun exposure, full replacement will make the upgrade much more costly. Kamenbrief [in Dutch].

March 29/10: UK. BAE Systems delivers the last of 24 BvS10 Viking Mk.II mine-protected vehicles ordered by the British Royal Marines (see Sept 30/09 entry). The vehicles will be deployed to Afghanistan in the near future. BAE Systems’ release adds that deliveries on France’s December 2009 order for BvS10 MkIIs have begun.

Dec 22/09: France. BAE Systems announces that it won the VHM contract from France’s DGA procurement agency to supply 53 BvS10 Mark II vehicles (q.v. Sept 30/09 entry). If all options are exercised, BAE says that the total value of the contract could reach EUR 220 million ($317 million) for 129 vehicles.

France already operates their Bv206 predecessors, and this contract covers 3 BvS10 vehicle variants (APC, C2 and Logistics), as well as a comprehensive support package. The vehicles will be produced in cooperation with BAE’s French partners, including Panhard and EADS. Deliveries are scheduled to begin in 2010.

France: 53
BvS10 Mk.II

Nov 19/09: UK. The British Army announces that the first ST Kinetics Warthog has been manufactured and shipped to the UK. It will be fitted with electronics and armaments , and must then be fully tested and certified as safe to use. Steps after that are its issue to troops for pre-deployment training, and then deployment.

Sept 30/09: UK. BAE Systems announces a GBP 24 million (currently $38.2 million) British contract for 24 BvS10 Viking Mark II vehicles: 22 standard troop carriers and 2 command variants. They will be delivered to the UK MoD in early 2010, so that they can be deployed to Afghanistan with the Royal Marines in the spring of 2010.

To this point, BAE says that the UK MoD has bought 166 Vikings, adding that the BvS10 Mark II is also in contention for the 124 vehicle French VHM competition. BAE Systems release.

Britain: 24
BvS10 Mk.II

Feb 16/09: BAE Systems announces a British order for 9 more BvS10 vikings, in order to maintain their operational capability in Afghanistan while the Army waits for the new ATTC Warthogs. See Dec 2/08 entry.

The latest vehicles will include 7 infantry carriers and 2 mobile command and control vehicles, and will be built to the Mk.I configuration standard, which includes new mine protection kits. The current fleet will also receive Mk.I retrofits, under a December 2008 contract. The first vehicle in the new-build contract is anticipated to be delivered directly from stock in February 2009, and the whole contract is expected to be delivered during the first quarter of 2009. The mine protection upgrades will be fitted after the base vehicles have been manufactured.

Britain: 9 BvS10

2007 – 2008

ATTC Bronco
Bronco ATTC
(click to view full)

Dec 18/08: Broncos for Britain. Singapore Technologies Engineering Ltd’s similar but heavier Bronco beats BAE’s BvS10 Mk.2, as they win a GBP 150 million (about S$ 330 million/ $230 million) contract from the UK Ministry of Defence for 100 Bronco ATTCs. These 20-ton “Warthog” vehicles will be supplied to the British Army’s Royal Armoured Corps, for use in Afghanistan.

A total of 4 Warthog variants will be built under the contract – APC/Troop Carrier, Ambulance, Command, and Repair & Recovery. Vehicle deliveries will commence in Q3 2009, with the majority to be delivered in 2010. UK MoD Programme Manager Simon Cox had this to say:

“We appreciate the close, flexible and constructive working relationship with ST Kinetics. They are a great company to work with and the Bronco has exceeded our expectations in terms of quality, capability and performance. We are delighted with their product, attitude and the progress jointly made in a very short time indeed.”

The Army had been using BvS10s on loan from the Royal Marines. Those vehicles will remain in service, and will be rotated back to Britain and the Marines once they are replaced in theater. UK MoD | ST Kinetics | Defense News.

Britain’s Army: 100 ATTC Broncos

Royal Marines BvS10 Afghanistan
Awaiting extraction
(click to view full)

Dec 2/08: Defense News reports that the UK MoD has ordered 22 more Vikings this year, bringing the total number of BvS10s they’ve bought to almost 150 vehicles. It adds that a number of these have been destroyed in combat, and the UK MoD has said that they are in negotiations with BAE for a mine blast protection kit. Delivery is expected to be complete by mid-2009.

Over the longer term, however, a larger vehicle may be necessary. BvS10s have been performing well, but various up-armoring additions mean that they have also been working beyond their maximum designed weight for months. Candidates for the folow-on “Warthog” buy of up to 100 vehicles reportedly include the BvS10 Mk II, and Singapore’s Bronco ATTC.

Britain: 22 BvS10

Oct 29/08: UK Defence Secretary John Hutton announces a package worth GBP 700 million (then $1.56 billion equivalent, but only $1.05 billion by late November), which will pay for over 700 new armored vehicles for use in Afghanistan. They include over 100 brand-new “Warthog” cross-country vehicles, which will have greater protection levels. Contracts remain to be negotiated.

March 30/08: Dutch issues. In “Marine heeft nu al pech met Vikings“, De Telegraaf reports that Dutch Marines have been working for weeks install new drive shafts in their 74 BvS10 Viking vehicles (see June 1/05 entry), after problems were discovered during exercises in England and Norway. 10 Vikings required for operation in Chad have been repaired.

On April 24/08, the Dutch MvD answered questions regarding the vehicles [Dutch, PDF], stemming from the De Telegraaf article.

LAND_BvS10_Viking_UK_Trials.jpg
BvS10, UK trials
(click to view full)

August 2007: Sub-contractors. A second order of 26 MR555 weapon ring mounts with accompanying gunshield protection is shipped from Australia’s Plattmounts to the UK, for installation on BvS10 Viking vehicles. These mounts also equip British FV432 Mk 3 Bulldog tracked APCs, as well as many of the USA’s RG-31 Charger mine-resistant patrol vehicles.

May 2/07: BvS10 UAV. New role for the Viking. The UK Ministry of Defence has awarded BAE Systems Hagglunds a contract for another 21 BvS10 Viking armored all-terrain vehicles. This order is in addition to an earlier batch of 108 that began delivery to the UK’s Royal Marine Commandos in July 2003.

The armored all-terrain vehicles will be used as an equipment transporter for the UK’s new Mk450 Watchkeeper UAV system. Prototype vehicles are scheduled for delivery at the end of 2007, with production deliveries to commence in the second half of 2008.

Britain: 21 BvS10 for UAVs

2005 – 2006

Bv206 Dutch Norway Torbjorn Kjosvold
Dutch Bv-206, Norway
by Torbjorn Kjosvold
(click to view full)

June 12/06: Sweden. BAE Systems Hagglunds AB announces a SKr 260 million ($35 million) rush order from the Swedish Defence Materiel Administration (FMV) for 52 additional Bv206S vehicles, with an option for more. The order amounts to 52 vehicles with an option to acquire additional vehicles, bringing the Swedish Armed Forces up to a total of 93 Bv206S. With this order, 479 of BAE Hagglunds’ Bv206S vehicles have now been sold to Sweden, Germany, Italy, France and Spain.

The goal driving the FMV is the coming activation of the EU’s Nordic Battle Groupas of January 1st 2008, and led by Sweden. The FMV release notes that “…Bv206S can be transported by air with several of the smaller airplanes and helicopter models, which makes it a very suitable vehicle alternative for rapid forces with high demands on tactical and strategical mobility and troop transport under protection.”

Sweden: 52 Bv206S

Nov-Dec 2006: Sub-contractors. The initial order of 43 MR555 weapon ring mounts with accompanying gunshield protection is shipped from Australia’s Plattmounts to the UK, for installation on BvS10 Viking vehicles.

Jan 26/06: Dutch. Just 8 months after the contract was signed, BAE Systems Hagglunds has delivered the first of 74 armored BvS-10 Viking armored all terrain vehicles to the Dutch Army. The purchasing process was accomplished in less than 3 months, and the lead-time between contract and serial delivery has been only 8 months. Brig. Gen. Paul Opgenort:

“We are very content with Hagglunds and the company’s ability to keep to the time agreed for the first delivery. A key to the success has been the unconventional but flexible way of working, regarding the processes of development, purchase and production.”

June 1/05: Dutch. Like the British Royal Marines (who bought 108), the Netherlands Defence Materiel Organisation went directly to the source and signed a contract for 74 BvS10 “Viking” All Terrain Vehicles with BAE Systems Land Systems Hagglunds, in a June 2005 deal valued at approximately SEK 570 million (approximately EUR 57.9 million, or $71.3 million). The DMO will purchase four variants of the BvS10: 46 troop carriers, 20 commander vehicles, 4 recovery vehicles and 4 ambulance vehicles; with deliveries to take place from January 2006 – April 2007.

These Viking armored vehicles will supplement earlier Bv-206 vehicles in service with the Dutch Royal Marines since the early 1990s. In parallel with the BvS10 order, BAE Hagglunds continues to produce heavy CV90-35 Infantry Fighting Vehicles for the Netherlands, which will be delivered from 2007-2010.

Netherlands: 74 BvS10

Additional Readings and Sources

Thanks to Benelux subscriber David Vandenberghe for his tips and translation assistance.

The Right to Bear Arms: Gunship Kits for America’s C-130s

0
0
KC-130J USMC Right Bank
USMC KC-130J
(click to view full)

Special Operations Command’s AC-130H/U gunships can lay down withering hails of accurate fire, up to and including 105mm howitzer shells, in order to support ground troops.

The Marines also wanted heavy aircraft that could support their Leathernecks on the ground. The bad news was that the Corps could field about 45 KC-130J aerial tankers for the price of a 12-plane AC-130J squadron. Lighter options like the AC-27J “Stinger II” would probably tally similar costs, once R&D dollars were distributed among such a small fleet. Could the Marines change tack, and offer a modular weapon package that would let them arm their existing tankers as needed? Could armed KC-130Js offer limited fire support, while loitering over the battlefield and using their unique speed envelope to refuel helicopters and fast jets alike? The Harvest Hercules Airborne Weapons Kit (HAWK) program aims to do just that. It gives the USMC a far less capable convertible gunship option in Afghanistan, but the cost is about 2 orders of magnitude below a dedicated gunship fleet. Unsurprisingly, the next service to show interest in this concept was SOCOM itself.

Gunships R Us: Equipping The Hercs

The US Marines: KC-130J Harvest HAWK

AC-130H Specter Firing
AC-130H Specter
(click to view full)

The Marines’ initial Harvest HAWK plan is to field 3 kits, but the eventual plan is to have 3 roll-on/ roll-off kits per squadron. That would mean about 9 kits by 2011, and 12 kits when the last KC-130T aerial refueling squadron converts to KC-130Js after 2012. All USMC KC-130Js are expected to receive the wiring needed to carry the kits, which will be improved and refined over time.

Harvest HAWK Capability I involves a roll-on/roll-off set of surveillance displays and fire control electronics, plus “Blue Force Tracker” to keep tabs on friendly troops, and ROVER to communicate with them. Outside the cabin, a modular surveillance and targeting unit takes up the rear portion of the inboard left external fuel tank, or may simply be mounted below that tank as a surveillance turret. The sensor choice was said to involve 2 candidates. Lockheed Martin’s AN/AAQ-30 TSS, which is also used in the Marines’ AH-1Z attack helicopter and has been installed in some SOCOM AC-130s, won. L-3 Wescam’s popular MX-15 surveillance and targeting turret was the competitor, but competing against the Harvest Hawk’s integrator is not a promising position.

Harvest HAWK Capability II involves mounting an M299 missile rack for 4 AGM-114P Hellfires and/or up to 16 DAGR laser-guided 70mm rockets to the left wing, in place of the left-hand outboard aerial refueling pod. This leaves the left wing carrying the weapons and some fuel, while the right wing retains full aerial refueling capabilities. Capability IV (see below) was also moved up, and the 10-tube rear ramp “Gunslinger” system and precision weapons were effectively added to this increment.

After early testing for Capabilities I & II took place, initial orders and testing followed. Deployment to Afghanistan started in summer 2010.

Bushmaster 30mm
M230 30mm
(click to view full)

Harvest HAWK Capability III involves a modular 30mm cannon linked to the fire control, which is expected to be rolled in and mounted in the troop door. Daniel Watters of The Gun Zone writes to say that the Marines’ choice of 30mm gun is interesting, and explains the tradeoffs:

“While the Mk 44 Bushmaster II [30x173mm] and M230 Chain Gun [30x113mm] are both nominally 30mm, their cartridges are very different…There is a major difference in size, power, and range. The Mk 44 Bushmaster II has already been adopted by the US Navy and USMC for other applications… The 30x173mm uses a heavier projectile with a larger explosive filling, and is fired at a higher velocity [which] should have a noticeable maximum range advantage. Perhaps it would be easier to fabricate a stable mount for the less powerful M230 than the Mk 44… M230 and its ammunition are also lighter and more compact.”

US Special Forces tried fitting 30mm cannon to their AC-130U “Spooky” gunships, but found that the gun’s accuracy level wasn’t suited to their missions. In response, they implemented a “retrograde” to their earlier 25mm and 40mm weapons. The Marines say that the 30mm cannon will suit their objectives. Time will tell, but either way, the lack of pinpoint-accurate, extreme-volume gunfire will be one of the principal differences between SOCOM’s AC-130s, and kit gunships like the KC-130Js or MC-130Ws.

Capability III has yet to even select a gun at this point, much less test and integrate one. According to US Navy NAVAIR: “…capability III [will begin] when funding becomes available.” ATK finalized a roll-on/off palletized kit for the GAU-23 cannon in mid-2012, which may help funding become available.

Viper Strike BAT Hitting Tank
Viper Strike
(click to view larger)

Capability IV originally involved adding additional Standoff Precision Guided Munitions (SOPGMs) to the Harvest HAWK, but that got moved ahead to Capability II. They’re dropped out of a 10-tube “Gunslinger” launcher that fits on the rear ramp, but their future involves a new pressurized “Derringer Door”. That 10-tube launcher switches in for the regular paratroop door, allowing Harvest HAWK planes to drop weapons without depressurizing the cabin, and/or asking those inside to don oxygen masks.

Efforts were already underway to incorporate and test Northrop Grumman’s (now MBDA’s) GBU-44 Viper Strike laser/GPS-guided weapons on the KC-130Js, and they were under consideration by SOCOM for its AC-130s. Raytheon’s small “Griffin” missiles were also added. The rocket-powered Griffin B can replace Hellfires on an M299 launcher, on 3 for 1 basis. For the C-130 fleet, however, the unpowered, gravity-dropped Griffin A seems to be the mainstay. Other weapons are likely, especially from US SOCOM. One weapon they have confirmed funding for is Textron’s cylindrical 64-pound C-LAW, whose airburst devastates soft ground targets over an area the size of a football field.

Specifics regarding additional weapon plans are thin at the moment, but other options could conceivably include 81mm or larger mortars, using General Dynamics’ RCFC GPS guidance kits; tiny missiles like the NAVAIR/DRS Spike; and spinoffs from the explosion of small precision-guided bombs entering the market: Lockheed Martin’s Scorpion, MBDA’s Saber, etc. Later Harvest HAWK phases will reportedly add stations for Hellfire laser-guided missiles on both wings, instead of just the port wing. The M299 launchers would be mounted on the outside of the plane’s outboard aerial refueling pods.

US AFSOC: MC-130W Combat Spear/ Stinger II

MC-130W
MC-130W Combat Spear
(click to view full)

A similar effort is emerging from US Special Operations Command.

US Navy NAVAIR PMA-207 has been working with US Special Operations Command (SOCOM) to share information on Harvest Hawk, and a US SOCOM program is now converting its MC-130W Combat Spear aircraft along Harvest Hawk lines. Similar kits could also be fielded for SOCOM’s forthcoming HC-130J Combat King II and MC-130J Combat Shadow IIs, and they may even spread beyond that.

In the near term, the MC-130Ws are newly-converted C-130H aircraft, with 12 slated for delivery as combat replacements from 2006-2011. MC-130W base roles include infiltration/ exfiltration of special operations teams, aerial refueling including combat search-and-rescue support, and psychological operations. Key additions above the based C-130H include a strengthened tail to cope with low-level drops; improved avionics and navigation that integrates GPS, AN/APN-241 radar, and AN/AAQ-38 Infrared systems; a full suite of top-of-the-line threat detection and countermeasures gear; and a communication suite that includes satellite communications with data burst, making it hard for enemies to locate the plane by tracking its transmissions. A UARRSI dorsal receptacle lets any boom-equipped aerial tanker refuel it in the air, while the MC-130W can itself act as a refueler for hose-and-drogue equipped aircraft or helicopters, using its Mk 32B-902E refueling pods.

The other difference from previous AFSOC gunships involved precision ranged weapons. MC-130Ws will have a 4-rail wing-mount for laser-guided AGM-114P Hellfire missiles or 70mm laser-guided DAGR rockets, and a 10-tube “Gunslinger” system that can launch small precision-guided weapons.

Griffin missile
“Gunslinger”
(click to view full)

All 12 MC-130Ws will soon be converting to “Project Dragon Spear” aircraft, which add roll-on, roll-off kits featuring added sensors, communications systems, the Adaptive Carriage Environment (ACE), and weapons. Some sources refer to those as “AC-130W,” but the official USAF designation remains MC-130W.

Dragon Spear weapons will include a GAU-23 dual-feed 30mm gun that’s bolted to the floor, and carries about 500 rounds. It fires single shots or short bursts, instead of the “wall of lead” that’s associated with an AC-130H/U gunship, or a Vietnam-era C-47 “Puff the Magic Dragon” aircraft whose upgraded descendants still serve in Colombia and Indonesia.

The MC-130W represents an acquisition departure for SOCOM, who stood up its 1st Joint Acquisition Task Force in June 2009 to handle the initial MC-130W conversion and buy. The project had a minimum capability model in less than 90 days, and deployed a working aircraft within 18 months. The experience has gone well enough that SOCOM is reportedly considering using JATFs on other projects.

It has also led to a shift in mindset, wherein a government-owned “Precision Strike Package” will sit at the core of SOCOM’s envisioned new AC-130J gunships. Up to 32 new AC-130Js are now expected to serve alongside the 12 new AC-130W Dragon Spears, replacing existing AC-130H/Us. Initially, the AC-130Js will use roll on/off kits from the Dragon Spear project in an HC-130J airframe. Eventually, they’ll install their own “Precision Strike Package” that includes a side-firing 30mm GAU-23A chain gun, wing-mounted GBU-39 GPS-guided SDB-I bombs, and laser-guided AGM-176 Griffin missiles launched from a “Gunslinger” attachment on the read cargo door. It may eventually add a side-firing 105mm howitzer like existing AC-130H/Us, and AGM-114 Hellfire missiles like the Marines’ KC-130J Harvest Hawks, but those aren’t currently funded. These weapons will be controlled from a dual-console Mission Operator Pallet in the cargo bay, which will include multiple video, data, and communication links.

Contracts & Key Events

Unless otherwise indicated, these contracts are managed by US Naval Air Systems Command in Patuxent River, MD.

FY 2014

AC-130J Ghostrider
AC-130J
(click to view full)

Jan 31/14: AC-130J. The USAF flies a fully-converted AC-130J gunship for the 1st time, at Eglin AFB, FL. They also appear to have scaled the program back a bit:

“A total of 32 MC-130J aircraft will be modified for AFSOC as part of a $2.4 billion AC-130J program to grow the future fleet, according to Capt. Greg Sullivan, the USSOCOM AC-130J on-site program manager at Det. 1.”

The Pentagon’s recently-released DOT&E report for FY 2013 had placed the AC-130J program at 37 aircraft. Sources: USAF, “New AC-130J completes first test flight”.

Jan 28/14: DOT&E Testing Report. The Pentagon releases the FY 2013 Annual Report from its Office of the Director, Operational Test & Evaluation (DOT&E). Their focus is on US SOCOM’s variants: HC-130J/MC-130J Combat King II CSAR/ Commando II transports, and AC-130J “Ghostrider” gunships. The USAF intends to field 37 HC-130J Combat King IIs developed to Increment 2 capability, 57 MC-130J Commando IIs developed to Increment 3 capability, and 37 AC-130J Ghostrider gunships that will be converted from MC-103Js (TL: 94 MC-130Js produced).

The AC-130J program conducted a Preliminary Design Review in March 2013 and a Critical Design Review in August 2013, and 1st flight was expected in January 2014. The PSP weapon set is planned in 3 increments, and both development and the Live Fire Alternative Test Plan (ATP) will leverage some data from the C-130H-based AC-130W. The core problem across this fleet involves the enhanced electrical system and in 400 Amp power supply, which is required for Increment 3 upgrades and AC-130J gunship conversions. At present, the fleet is limited to a 200 Amp system. This was also concerning:

“Armor requirements and the amount of armor differ significantly between the AC-130U and AC-130J aircraft. The AC-130U armor was designed to provide protection to the aircrew stations, personnel, ammunition, and critical systems against a single 37 mm high-explosive incendiary round at a range of 10,000 feet, while the AC-130J’s primary crewmember positions and oxygen supplies should be protected against single 7.62 mm ball projectile at 100 meters [DID: just 330 feet, where bullet velocity is higher] …. The planned armor layout on the AC-130J does not include the Mission Operator Pallet, which should be considered a “primary crewmember” position and protected in accordance with the associated Force Protection Key Performance Parameter (KPP).”

The 37mm criterion isn’t random: most AC-130 kills over Vietnam involved 37mm guns. It isn’t rare for gunships to face enemies that can deploy 14.5mm – 23mm guns, to say nothing of the common .50 cal/ 12.7mm caliber. Even an unarmored C-130J would be a difficult kill for a 12.7mm machine gun. With that said, it sounds like they’ve left the crew nearly unprotected, in an aircraft that’s designed to go where the enemy is shooting. That does require an explanation.

FY 2013

KC-130J-HH
KC-130J-HH, Kandahar
(click to view full)

June 4/13: AC-130J Sub-contractors. The AC-130J Ghostrider will be equipped with a configuration of QinetiQ’s enhanced LAST lightweight composite armor. Protection will depend on how much they use, and LAST’s aerial density is 37 kg/m2. Protection up to 7.62mm armor piercing is the minimum useful level, and seems to be the AC-130J’s standard. SOCOM could certainly justify higher levels, especially in critical areas, but they’d rather make the weight tradeoffs in an airplane that’s already packed with heavy gear. Jane’s adds that:

“A total of 37 AC-130J aircraft will replace AFSOC’s eight ageing AC-130H platforms, a significant increase from the 16 originally planned. It is understood that the procurement of the additional platforms will allow the 12 AC-130W Dragon Spear/Stinger II platforms currently performing gunship duties to revert back to their baseline MC-130W Combat Spear [multi-role] configuration.”

Sources: QinetiQ NA, “QinetiQ North America’s LAST Armor to Protect C-130 Aircraft” | IHS Jane’s, “New armour for AC-130J gunships”.

March 20/13: Hellfire? US SOCOM fixed-wing PEO Col. Michael Schmidt (USAF) confirms that they’re looking to add AGM-114 Hellfire II missiles to the AC-130W’s “Precision Strike Package,” using F-15 racks mounted on the AC-130W’s hard points. Money has to be found in the budget, but he’s confident that it will happen at some point.

Since the AC-130J Ghostrider will initially be fielded with the same Precision Strike Package, AC-130W integration could end up extending to the new fleet. Sources: Defense Tech, “Air Force set to arm AC-130W with Hellfire missiles”.

Dec 20/12: AC-130W Support. Sierra Nevada Corp. in Sparks, NV receives a $7.9 million contract modification for “logistics support of the Precision Strike Package on the AC-130W aircraft, Stinger II Program.”

The location of the performance is Cannon Air Force Base, NM. Work is expected to be completed by Dec 31/13. The AFLCMC/WIKAA at Robins AFB, GA manages the contract (FA8509-12-C-0001, PO 0006).

FY 2012

AC-130J production begins; Griffin, G-CLAW, and GAU-23 weapons; Derringer Door introduced; MC-130W to become Dragon Spear.

KC-130J Derringer Door
“Derringer Door”
(click to view full)

Aug 27/12: G-CLAW. Textron Defense Systems announces a cooperative research and development agreement (CRADA) with U.S. Special Operations Command’s Program Executive Office – Fixed Wing, focused on Textron Defense Systems’ Guided Clean Area Weapon (G-CLAW). The GPS-guided cylinder will be integrated into SOPGM launch tube dispensers, and receive flight and weapon safety certifications. From there, Textron Defense Systems and USSOCOM will conduct inert and live-fire demonstrations from a tactical carrier aircraft such as the MC-130W Dragon Spear. Integration activities will culminate in an end-to-end, live-fire demonstration.

The 64-pound CLAW was actually designed as a safe sub-munition for cluster bombs, like the GPS-guided CBU-105 Sensor Fuzed Weapon. Instead of releasing hockey-puck shaped guided explosives to take out tanks, the entire tube is a weapon, whose air-burst is lethal to troops and unarmored vehicles over an area the size of a football field. A number of safety features ensure that it never becomes an unexploded ordnance hazard.

July 23/12: AC-130J. Production begins in Marietta, GA, but the gunship is actually built as an MC-130J Commando II. It will become an “AC-130J” (vid. Feb 19/12 contract) when it’s equipped with a “Precision Strike Package.” When queried, Lockheed Martin representatives said that:

“The initial contract is to cross-deck the current MC-130W equipment to the new AC-130Js. The PSP referenced here is a new package.”

AC-130J Initial Operating Capability is scheduled for 2015, and AFSOC expects to order 16. Lockheed Martin.

July 9/12: MC-130W. ATK announces that a rapid prototyping effort has created a modified variant of their Mk44 Bushmaster Automatic Cannon for MC-130W Combat Spear aircraft. The 30mm gun is now officially known as the GAU-23, and uses ATK’s PGU-46/B High Explosive Incendiary (HEI) ammunition for its missions.

ATK adds that in June 2011, the U.S. Air Force announced the conversion of 12 of its MC-130W Combat Spear aircraft to the Dragon Spear configuration.

The US Marines may also be interested, now that the technology is mature (vid. Aug 17/11). The MC-130W Dragon Spear will bolt the GAU-23 in, but ATK has developed a Roll-On/Roll-Off (RO/RO) pallet and weapons mount for use on other aircraft, like the USMC’s KC-130Js.

May 2012: Naming. The MC-130W Dragon Spear is renamed the AC-130W Stinger II, while the AC-130J picks up the designation “Ghostrider”. Sources: USAF Fact Sheets.

May 14/12: Lockheed Martin in Marietta, GA receives an $18.4 million firm-fixed-price contract that buys 3 Harvest HAWK sets, and pays to modify 7 KC-130Js with Harvest HAWK installations.

Work will be performed in Palmdale, CA (90%), and Marietta, GA (10%), and is expected to be complete in June 2014. All contract funds will expire at the end of the current fiscal year, on Sept 30/12. This contract was not competitively procured, pursuant to 10 U.S.C. 2304c1. US Naval Air Systems Command, Patuxent River, Md., is the contracting activity (N00019-12-C-0094).

April 16/12: Viper Strike. MBDA announces that its GBU-44/E Viper Strike scored “multiple direct hits”, after being launched from the KC-130J’s new “Derringer Door” during developmental testing at China Lake, CA. Viper Strike also proved out its new fast attack software load, designed to improve performance against time sensitive targets.

Feb 23/12: Derringer Door. US NAVAIR announces successful testing and fielding of a Harvest HAWK “Derringer Door” pressurized launcher, which will be used instead of the “Gunslinger” system on future aircraft. The 10-round set replaces the plane’s paratrooper door, and lets the plane launch small precision-guided munitions like Griffin, without depressurizing the cabin and forcing the crew to use oxygen gear. By freeing up the cargo ramp, it also lets KC-130J Harvest HAWKs continue to perform cargo missions, while keeping the weapon launcher on board.

Like the rest of the Harvest HAWK kit, the Derringer Door system is removable.

Nov 7/11: KC-130J-HH stats. Inside the Navy reports [subscription] on Griffin usage in Afghanistan:

“Less than a year after first introducing it to the fleet, the Marine Corps has already used the Harvest Hawk… to fire 74 Hellfire and 13 Griffin missiles… while also providing intelligence, surveillance and reconnaissance, a Marine aviation official said here recently.”

FY 2011

KC-130J Harvest Hawk deployment & reports; Scorpion tested; Viper Strike precision munitions bought.

KC-130J HH
KC-130J Harvest HAWK
at FOB Dwyer
(click to view full)

Aug 22/11: Viper Strike. Northrop Grumman announces an unspecified additional contract to deliver “multiple” GBU-44 Viper Strike GPS/laser guided mini glide bombs to the Joint Attack Munition Systems (JAMS) Project Office at Redstone Arsenal, AL. Deliveries will begin in 2011, for eventual integration onto the KC-130J Harvest Hawk. See also June 2/10 entry.

All the Viper Strike munitions on Harvest Hawk will now carry the latest software load, which greatly enhances the weapon’s effectiveness against moving targets. In recent testing at China Lake, CA, Viper Strike scored multiple hits against moving vehicles in various scenarios.

Aug 17/11: KC-130J-HH. The USMC is looking at upgrading its KC-130Js for better close-air support to address known limitations (vid. July 28/11 entry). Maj. Richard Roberts told National Defense magazine the addition of a 30mm GAU-23 cannon to Harvest Hawk is again under consideration, which if confirmed would let the program meet its Capability III milestone. The possibility of this graft was reviewed back in 2009, but the integration tech was deemed too immature back then.

According to National Defense, as of last month the 1 Harvest Hawk deployed in Afghanistan had fired 42 Hellfire and 11 Griffin missiles and identified 8 IEDs. A 2nd unit will soon be rotated in so that the 1st one can be used for training purposes.

July 28/11: KC-130J-HH. The USMC discusses Harvest Hawk operations, noting that the Harvest Hawk contingents don’t yet have close-air support experience, so the Marines are drawing fire-control officers from its F/A-18 Hornet fighter, AV-8B Harrier II fighter, and AH-1 Cobra attack helicopter units. With respect to the aircraft’s usage:

“One Harvest HAWK flew for about 10 hours and fired its entire compliment of Hellfire missiles during combat operations in Afghanistan, March 14. An F/A-18 Hornet can only fly for an hour and thirty minutes without tanker support, according to [VMGR-252 fire control officer Capt. Thane A.] Norman. “Currently, we have a Harvest HAWK temporarily assigned to our detachment with 2nd MAW (Fwd.),” said [VMGR-252 commander Lt. Col. Charles J.] Moses. “It provides coverage for eight to 10 percent of joint tactical air requests in their area of operations, which is a significant number considering it’s only a single aircraft.”

Feb 25/11: MC-130W. Sierra Nevada Corp. in Sparks, NV receives a $22.3 million contract modification for interim contract support under the Dragon Spear program, to help provide and install precision strike packages in 12 MC-130W Combat Spear aircraft. At this time, $10.4 million has been committed by the WRALC/GRUKA at Robins AFB, GA (FA8509-10-C-0013; PO0003).

Feb 8/11: MC-130W & lasers. Defense News quotes SOCOM chief Adm. Eric Olson, who says the MC-130W Dragon Spear went from concept to flying with a minimum capability in less than 90 days, and deployed in 18 months. It has already deployed to Iraq, and is now flying in Afghanistan. Defense News adds that:

“The four-star admiral also touted a system used in Afghanistan that involves an “airborne-mounted overt laser that projects a beam that illuminates a spot on the ground.” Commanders “are finding more and more uses for an illuminated spot on the ground,” he said. “It can prevent fratricide, it can cause people to muster against a target, it can have a powerful psychological effect if you are standing in the beam.” SOCOM officials are currently building tactics, techniques and procedures for the system.”

While Adm. Olson was not specific, C-130s are certainly natural platforms for that kind of system.

Feb 4/11: KC-130J-HH stats. Marines of Marine Aerial Refueler Transport Squadron 352, Detachment A, 3rd Marine Aircraft Wing (Forward), are preparing to return from a 6-month deployment at Camp Leatherneck, Afghanistan to their home at Marine Corps Air Station Miramar, CA. VMGR-352′s KC-130J Super Hercules aircraft performed a number of transport and aerial refueling missions, while pioneering the “Harvest HAWK” kit’s use on the front lines.

Overall VMGR-352 crews completed 7,852 sorties and reached 7,897 flight hours. They also tracked 25,190 assault support requests, 65,815 additional passengers and 23,629,371 pounds of cargo. The Harvest Hawk completed 93 sorties, flew more than 565 hours and completed 191 joint tactical airstrike requests. USMC.

Nov 23/10: KC-130J-HH Action Report. Official report of a USMC KC-130J Harvest HAWK supporting 2 squads of Marines with India Company, 3rd Bn., 5th Marines. The squads ran into an attempted ambush, and the USMC explains what happened after that:

“The Marines immediately began firing at the enemy and gained superior firepower. The fight intensified as Marines were under fire from medium-machine-gun and small-arms fire. The Marines then played their trump card, calling in 60 mm and 120 mm mortars and close air support. An UH-1 Huey and an AH-1W Super Cobra fired hundreds of rounds, and a KC-130J ‘Harvest Hawk’ fired a Hell-Fire Missile. Artillery Marines played their part as well, firing multiple GPS-guided shells. The firefight lasted about two hours and killed an estimated 8-10 enemy fighters, said 1st Lt. Stephen Cooney, the executive officer with India Company, 3rd Bn., 5th Marines.”

October 2010: KC-130J-HH deploys. The lone production KC-130J Harvest Hawk deploys to Afghanistan, with the USMC’s VMGR-352.

Harvest Hawk deploys

FY 2010

MC-130W operational; Contracts from SOCOM and USMC.

MC-130W
MC-130W
(click to view full)

Sept 24/10: MC-130W. L-3 Communications TCS, Inc. in Warner Robins, GA receives a $29.4 million contract which would modify up to 4 MC-130Ws to install a precision strike package. At this time, no funds have been committed by the WR-ALC/GRUKA at Robins Air Force Base, GA (FA8509-20-C-0027).

Sept 21/10: MC-130W. L-3 Communications TCS, Inc. in Warner Robins, GA adds $15.8 million to a previous contract to install the Precision Strike package in 8 MC-130Ws. That’s on top of $45.2 million that had been committed before, raising the contract to $61 million. The WR-ALC/GRUKA at Robins Air Force Base, GA manages this contract (FA8509-09-C-0037; Action Under PZ0001).

Sept 14/10: MC-130W. Sierra Nevada Corp. in Sparks, NV receives a $12.5 million contract which will provide consoles for integration onto MC-130W aircraft. At this time, all funds have been committed by the ASC/WISS at Wright-Patterson AFB, OH (FA8629-09-C-2445).

June 17/10: Scorpion drop. One of Lockheed Martin’s Scorpion precision glide-bombs is successfully flight tested in a 5,000 foot drop from a C-130. The small glide bomb uses a combination of GPS/INS and semi-active laser (SAL) guidance to hit a target 1.65 miles away, at Yuma Proving Ground, AZ. These Scorpion weapons have already been used in combat by CIA drones, but the C-130 test is new.

Scorpion was developed under the Small Smart Weapon program, which began in 2006. It’s just 21.5″ long and 4.5″ wide, with a range of up to 10 miles if it can glide from altitude. The system is modular, and the front guidance section will be switchable between a human-directed laser seeker, self-guiding imaging infrared (IIR) matched to pre-programmed target sets, or semi-autonomous millimeter wave radar. The warhead section is also a module, with multiple options. Overall weight is under 35 pounds. The weapon is carried by fitting up to 3 Scorpions on a conventional Hellfire rail, or up to 2 in a tube launcher. Lockheed Martin release | Scorpion product page | CBS News | Tactical Life | Washington Post | Comparison with Hellfire II.

June 3/10: MC-130W. Sierra Nevada Corp. in Sparks, NV receives a $20.9 million contract to provide interim contractor support of MC-130W modifications to install “a precision strike package” in support of US SOCOM’s “Project Dragon Spear.” At this time, $10 million has been committed by the 580th ACSG/GFKAA at Robins Air Force Base, GA (FA8509-10-C-0013).

June 2/10: Viper Strike. Northrop Grumman announces a contract to deliver 65 SOPGM/ GBU-44 Viper Strike munitions to the Joint Attack Munition Systems (JAMS) Project Office, within the Program Executive Office Missiles and Space at Redstone Arsenal, AL. The Viper Strikes will be delivered in 2010, for integration onto the KC-130J Harvest Hawk.

April 10/10: KC-130J-HH Phase 1 Done. Harvest Hawk completes Phase 1 testing at Pax River, MD, and leaves for required maintenance and continued testing at NAVAIR’s China Lake, CA range. The Patuxent River, MD Test Team included personnel from Air Test and Evaluation Squadrons VX-20 and VX-23, Operational Test Squadron 1 VX-1, Marine Aerial Refueler Transport Squadron 352 (VMGR-352), Lockheed Martin, the Joint Attack Munitions Systems (JAMS) project office, NAVAIR’s AIR 4.6 Human Systems department, and NAVAIR’s AIR-5.1 Integrated Systems Evaluation, Experimentation, and Test (ISEET) department.

NAVAIR says that it is working a complimentary effort to test and deploy the Standoff Precision Guided Munition (SOPGM, aka. “Viper Strike“) as a stand alone capability for Harvest HAWK, and that the first aircraft is scheduled to deploy by summer 2010 equipped with the AN/AAQ-30 TSS, AGM-114 Hellfire II missiles, and SOPGM. The 30 mm cannon, which will be mounted in the left side troop door, has been deferred to a later block upgrade. NAVAIR release.

End Harvest Hawk Phase 1

March 25/10: SOCOM Plans. Aviation Week DTI reports that U.S. Special Operations Command will base its future AC-130J gunship on the government-owned “Precision Strike Package” design used in the MC-130W. The February 2010 Quadrennial Defense Review will replace 8 AC-130H Spectre gunships with 8 new “AC?130Js,” based on the C-130J, instead of the earlier model C-130H that forms the core of the MC-130W. Another 8 AC-130Js will be added on top, giving SOCOM 17 AC-130U Spookys, 12 MC-130W Combat/Dragon Spears, and 16 AC-130Js.

SOCOM officials also hope that a modular design will let them easily add new capabilities to the fleet in future, creating what US SOCOM Deputy Acquisition Director James Geurts describes as “a family of precision strike capabilities that we can port onto different [Special Operations Forces] platforms.” The difference between SOCOM’s approach and the USMC’s Harvest Hawk will involve a greater emphasis on precision strike, instead of suppression.

Specific AC-130J requirements are still in flux, but FY 2011′s budget asks for $9.9 million in initial funding. The first serious funding is reportedly slated for FY 2012.

March 17/10: KC-130J-HH. A Harvest HAWK equipped KC-130J from USMC VMGR-352 squadron “The Raiders” arrives at NAVAIR’s Patuxent River, MD facilities from Marine Corps Air Station Miramar, CA for testing. Source.

Jan 29/10: MC-130W. Sierra Nevada Corp. in Sparks, NV receives a $32.7 million contract to provide consoles for integration onto the MC-130W “Combat Spear” aircraft. At this time, the entire amount has been committed by the 667th AESS/SYKA at Wright-Patterson Air Force Base, OH (FA8629-09-C-2445).

Jan 13/10: MC-130W. The 27th Special Operations Wing deploys 2 MC-130W Combat Spear aircraft from the 73rd Special Operations Squadron in support of humanitarian operations in Haiti. The deployment is a reminder that these multi-role aircraft can be deployed in unarmed roles, with or without their advanced sensors and weapons.

The release does not mention specifics, but advanced thermal sensors can be used for tasks like to seeing heat sources in disaster situations, as well as pinpointing armed enemies on a battlefield. Canon AFB release | Canon AFB picture | Clovis News Journal

MC-130W deployed

Nov 17/09: MC-130W Gun. ATK announces a $20 million contract to:

“…provide 30mm PGU-46/B High Explosive Incendiary (HEI) ammunition for the ATK-produced Mk44 30mm cannon on the multi-role, MC-130W Combat Spear gunship, which will support operations in Iraq and Afghanistan. The U.S. Air Force Special Operations Command (SOCOM) Contracting Office at Wright Patterson Air Force Base in Ohio awarded the contract.”

It would seem that AFSOCOM has made its 30mm gun choice. ATK will produce the ammunition at the company’s facilities in Radford, VA and Rocket Center, WVA. Deliveries will be complete in December 2010.

FY 2009

Concept definitions; Initial contracts; Testing begins.

KC-130J & M299
M299 on KC-130J
(click to view full)

Sept 30/09: KC-130J-HH. Lockheed Martin Aeronautics Co. in Marietta, GA receives a $21.3 million modification to a previously awarded firm-fixed-price contract (N00019-09-C-0053) for 2 Harvest HAWK capability I and II kits for the Marine Corps KC-130J aircraft. Work will be performed in Palmdale, CA, and is expected to be complete in December 2010. All contract funds will expire at the end of the current fiscal year, which is technically this very day.

Aug 29/09: KC-130J-HH. Harvest HAWK testing begins, to verify that changes to the KC-130J’s flight characteristics are either entirely absent, or known and compensated.

The retrofitted KC-130J used an AN/AAQ-30 Targeting Sight System, and a 4-weapon Hellfire II weapons rack in place of the left-hand aerial refueling pod. The right wing can still carry fuel for aerial refueling, while the left wing carries the kit. There is no discussion of a direct fire gun, but the release does add that Lockheed Martin plans to retrofit the Marine Corps’ fleet of KC-130J aircraft with the necessary wiring to carry Harvest Hawk, so that any aircraft could be quickly converted for use. USMC release.

Harvest Hawk testing begins

June 4/09: Gunslinger. An AFSOCOM pre-solicitation notice [FedBizOpps MS Word format | WIRED Danger Zone] discusses one option for mounting precision guided weapons on the MC-130Ws:

“The goal for Gunslinger is to have 10 or more Standoff Precision Guided Munitions (SOPGMs) loaded and ready to fire in rapid succession, reload in flight, and not modify the SOPGMs or their Common Launch Tube (CLT). The Gunslinger system must be interoperable with the Government’s SOPGM Battle Management System (BMS)… If only one qualified source responds the Government reserves the right to issue a sole source contract to that qualified source.

The Air Armament Center Capabilities Integration Directorate (AAC/XR) proposes to procure Gunslinger System Engineering which will include; design and ground demonstration of the Gunslinger system using a surrogate aircraft provided by the Government or a contractor provided mock up representative of the MC-130W. The design is allowed to include both permanent and removable portions. The installation as designed shall not prevent the aircraft from performing the cargo/transport mission when the removable portion is not in place. The permanent portion shall maintain cabin pressure when the removable portion is installed as well as when it is not installed. The time to install and uninstall the removable portions shall be minimized. The goal is less than five (5) minutes. The contractor shall develop an aircraft modification package with drawings and supporting data for installing the Gunslinger system and submit it to the aircraft OSS&E authority for approval to proceed with the aircraft modification.”

May 15/09: AFSOCOM’s analogues. Gannett’s Air Force times reports that Air Force Special Operations Command’s plan to buy 16 C-27Js under the Joint Cargo Aircraft program, for conversion to AC-27J Stinger II gunships, has fallen apart with the removal of Army C-27J funding in the FY 2010 budget.

In response, they’re investigating a “Plan B” that would add roll-on, roll-off kits to its MC-130W Combat Spear fleet. The MC-130W program began in 2006 to replace combat losses of the MC-130E/H Combat Talon, but it’s based on converted C-130H models, rather than new “J” version of the Hercules.

May 8/09: HH R&D. Lockheed Martin Aeronautics Co. in Marietta, GA received a $22.8 million firm-fixed-price contract to develop a roll-on, roll-off armed targeting capability for the Marine Corps’ KC-130J.

Work will be performed in Palmdale, CA and is expected to be complete in December 2009. Contract funds in the amount of $15.5 million will expire at the end of the current fiscal year. This contract was not competitively procured (N00019-09-C-0053).

May 4/09: SOCOM PSP 360. The USAF is also interested in this concept, and issues a PIXS solicitation for a “Precision Strike Pkg 360 Degree Situational Awareness Camera System.” The solicitation adds that:

“This system would operate at altitudes at or above 10,000 feet and act as a hostile fire indicator system to provide aircrew with the ability to virtually scan the outside of the aircraft for hostile ground threats that would possibly target them. This system is part of a broader Persistence Strike Package (PSP). The purpose of the PSP program is to add a modular PSP to a medium lift cargo aircraft, to include a medium caliber gun and Stand-Off Precision Guided Munitions (SOPGM).”

Additional Readings and Sources

Background: Projects & Aircraft

  • FedBizOpps solicitation (April 13/09) – Harvest Hawk modification to KC-130J Aircraft. The initial solicitation involves 3 kits, and adds “As the sole source designer, developer, and manufacturer of KC-130J aircraft, LM is uniquely qualified to meet the United States Marine Corps (USMC) summer 2009 deployment schedule.”
  • Lockheed Martin – KC-130J Super Tanker
  • USAF Fact Sheet – AC-130H/U Gunship
  • USAF Fact Sheet – AC-130W Stinger II. Formerly the MC-130W Combat Spear/ Dragon Spear. Aircraft cost lists around $150 million: $108 million for the fully equipped plane + $39 million for the PSP weapon package. The PSP lists ATK’s 30mm GAU-23/A cannon, Boeing’s GBU-39 Small Diameter Bomb, and Raytheon’s AGM-176 Griffin-B missile.
  • USAF Fact Sheet – AC-130J Ghost Rider. Will include a 105mm gun as well as the PSP. “The first AC-130J aircraft is scheduled to begin developmental test and evaluation in January 2014. The first squadron will be located at Cannon Air Force Base, N.M., while other locations are to be determined. Initial operational capacity is expected in fiscal 2017 and the last [37th] delivery is scheduled for fiscal 2021.”

Background: Associated Equipment & Weapons

Competitors

News & Views

Viewing all 79 articles
Browse latest View live




Latest Images