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C-17 over Hawaii
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The C-17 Globemaster III remains the backbone of US Air Mobility Command inter-theater transport efforts around the world, and its ability to operate from shorter and rougher runways has made it especially useful during the Global War on Terror. The USA may cap production at 191 planes (though the House has inserted 10 more in the FY 2008 bill), but a fierce fight is underway to preserve the program and even think tanks are lobbying hard. Meanwhile, various upgrades (including LAIRCM defensive systems) continue – along with heavy usage that is accumulating fatigue hours far faster than originally planned.

Which brings us to the subject of maintenance. The rising cost of maintenance has made it a greater concern to the world’s militaries, and new contract vehicles are reflecting that. Under the C-17 Globemaster III Sustainment Partnership, Boeing has total system support responsibility for the big transport aircraft, including materiel management and depot maintenance, for fleets around the world. The goal is total aircraft sustainment support under a single contract, with the goal of achieving improvements in logistics support and mission readiness while reducing operating and support costs. The initial contract had an estimated total value of $4.9 billion, which is likely to grow slightly just as Boeing’s customer base has done via deliveries to Australia (4), Britain (6), Canada (4), Qatar (2), and a likely NATO buy (3).

While the C-17 may have limited production time in its future, the C-17 Globemaster Sustainment Partnership is likely to continue for many years. This is DID’s in-depth, updated FOCUS Article covering this major international program, offering key statistics for the aircraft, explaining the GSP’s components and detailing its contracts.

The latest addition involves a $3 billion contract to Boeing…

• The C-17 Globemaster III
• The C-17 Globemaster III Sustainment Partnership
• The C-17 PE/PI Program
• Contracts and Key Events, FY 2004-Present [updated]
• Additional Readings & Sources
  
  Continue Reading… »

KC-135 & RNoAF
F-16, Afghanistan
(click to view full)

While Team Boeing and EADS Airbus/Northrop Grumman duke it out for the USA’s $20-30 billion KC-X order of about 175 aerial tankers with secondary cargo capacity, the existing KC-135 fleet still needs to be maintained. Based on the 707 airliner’s initial designs, the KC-135s first entered service in 1954, and they were delivered until 1965. Despite their age, they remain the mainstay of the USA’s aerial tanker fleet as it helps fighters make long-distance flights, keeps US and foreign combat air patrols on station, refuels transports on their way to remote destinations, and generally makes long-range force projection possible.

Unforseen mechanical issues and the accompanying fleet groundings would create a crippling bottleneck in this defining array of American airpower capabilities, which is why KC-X was designated as the USAF’s highest procurement priority. Meanwhile, the KC-135s need to be well and carefully maintained in order to avoid that bottleneck. Which is why Boeing has just received a $1.1 billion, 10-year contract to maintain the USAF’s KC-135 fleet. It doesn’t follow the advanced “we pay for flying planes” model being implemented for Britain’s 707-based E-3D Sentry AWACS fleet, its VC10 aerial tankers, et. al.

Even so, this contract’s size, the American fleet’s importance, and the convoluted contract history that led to the first GAO ruling overturning the award, all make attention to its details worthwhile. The USAF eventually awarded the contract to Boeing again, and this time the GAO sustained it. But Pemco/AAII took its case to Federal Court – and won…

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CF-18: which way?
(click to see clearly)

The Hornet is the F/A-18 E/F Super Hornet’s predecessor, and the first models were introduced in the late 1970s as a spinoff of the USAF’s lightweight fighter competition. While the General Dynamics F-16 won, Northrop’s YF-17 eventually evolved into the McDonnell-Douglas (now Boeing) F/A-18 Hornet.

The F/A-18 Hornet is currently flown by the US Marine Corps as their front-line fighter, by the US Navy as a second-tier fighter behind its larger F/A-18 E/F Super Hornets, and by 7 international customers: Australia, Canada, Finland, Kuwait, Malaysia, Spain, and Switzerland. The USA’s aircraft were expected to have a service life of 20 years, but that was based on 100 carrier landings per year. The US Navy and Marines have been rather busy during the Hornets’ service life, and so the planes are wearing out faster.

This is forcing the USA to take a number of steps and issue a series of contracts in order to keep their Hornets airworthy, replacing center barrel sections, re-opening production lines, and more. Some of these efforts will also be offered to allied air forces, who have their own programs and services to call upon.

The latest additions involve a $600+ million contract for engine support …

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A-10 over Germany
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The Precision Engagement modification is the largest single upgrade effort ever undertaken for the USA’s unique A-10 “Warthog” close air support aircraft fleet. when complete, it will give them precision strike capability sooner than planned, combining multiple upgrade requirements into one time and money-saving program rather than executing them as standalone projects. Indeed, the USAF has accelerated the PE program by 9 months as a result of its experiences in Operation Iraqi Freedom.

The entire A-10 fleet will be modified over 4-5 years, at an estimated total cost of $420 million. While A/OA-10 aircraft continue to outperform technology-packed rivals on the battlefield, this set of upgrades is expected to help keep the aircraft current until the fleet’s planned phase-out in 2028. Overall, an April 2, 2007 GAO report places the potential total cost of upgrading, refurbishing, and service life extension plans for the A/OA-10 force at up to $4.4 billion.

This is DID’s FOCUS Article for the PE program, and for other modifications to the A-10 fleet. It covers the A-10’s battlefield performance and advantages, the elements of the PE program, other planned modifications, and the contracts that have been issued each step of the way.

In the latest updates, the A-10C program’s re-winging effort has just become a higher priority, as wing cracking causes USAF officials to order immediate inspection and repair of over 100 A-10s…

• A/OA-10 Thunderbolt II: Experiences on the Ground
• The A/OA-10 Precision Engagement Modification Program
• A-10 PE, Other Planned Improvements
• Contracts & Key Events [updated]
• Additional Readings & Sources
  
  Continue Reading… »

SM-2 Launch w. AEGIS
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Variants of the SM-2 Standard missile are the USA’s primary fleet defense anti-air weapon, and serve with 13 navies worldwide. The most common variant is the RIM-66K-L/ SM-2 Standard Block IIIB, which entered service in 1998. The Standard family extends far beyond the SM-2 missile, however; several nations still use the SM-1, the SM-3 is rising to international prominence as a missile defense weapon, and the SM-6 program is on track to replace the SM-2. These missiles are designed to be paired with the AEGIS radar and combat system, but can be employed independently by ships with older or newer radar systems.

DID’s FOCUS articles offer in-depth, updated looks at significant military programs of record. This article covers each variant in the Standard missile family, several years worth of American and Foreign Military Sales requests and contracts, key events, and the budgetary and technical background that can help put all that in context. New material is indicated in green type.

The latest news involves a large international contract for SM-2s…

• The Standard Missile Naval Defense Family: Budgets, Missiles, and Plans (i.e. “Continue reading…”)
  • Budgets
  • Missiles: The Standard Missile Family SM-1 to SM-6 [updated]
• The Standard Missile Naval Defense Family: US Contracts & Events
  • FY 2008 [updated]
  • FY 2007
  • FY 2006
• The Standard Missile Naval Defense Family: Exports & Related Key Events
  • CY 2008
  • CY 2007
  • CY 2006
  • CY 2005
• Additional Readings
  
  Continue Reading… »

Do you feel lucky…?
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DID has covered the T-45 Training System before, which includes T-45 Goshawk aircraft, advanced flight simulators, computer-assisted instructional programs, a computerized training integration system, and a contractor logistics support package. The integration of all 5 elements is designed to produce a superior pilot in less time and at lower cost than previous training systems.

The US Navy uses the Hawk-based T-45TS system to train its pilots for the transition from T-6A Texan II/ JPATS aircraft to modern jet fighters – and carrier landings. This is not a risk-free assignment, by any means. Nevertheless, it is a critical link in the naval aviation chain.

DID recaps its coverage of the complete T45TS system, notes the relevant budgetary figures, and covers its contracts from FY 2006 onward. The latest developments include a Power By The Hour engine support contract…

• T-45: History & Background
• T45TS Contracts and Key Events, 2006-Present
  
  Continue Reading… »

C-17 vs. AN-124
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The long-range C-17 Globemaster III heavy transport aircraft remains the backbone of US Air Mobility Command inter-theater transport around the world, and its ability to operate from shorter and rougher runways has made it especially useful during the Global War on Terror. Recent buys by Australia, Britain, and Canada have broadened the plane’s its global use. Now NATO, who has relied on the SALIS arrangement and its leased super-giant AN-124s from Russia, is looking to buy and own 3 C-17s as NATO pooled assets with multinational crews. Participating countries will receive allocated flight hours relative to their participation (a Dutch MvD release says they expect 500 flight hours per year for EUR 10-15 million per year over 30 years), and thus far they include 12 nations: Bulgaria, Estonia, Finland, Hungary, Lithuania, the Netherlands, Norway, Poland, Romania, Slovenia, Sweden, and the United States.

This order will not materially change the coming shut-down of C-17 production, but it does look like the inauguration of a pool that will fill a gaping hole in Europe’s defense capabilities – its complete lack of heavy airlift. This article will cover NATO C-17 acquisition program, including its structure and ongoing announcements.

Program is now an adequate name, as NATO signs MoUs within itself, and with Boeing… but there is still a contract to sign.

• The NATO C-17 Pool [updated]
• Contracts, Notifications & Key Events [updated]
• Additional Readings
  
  Continue Reading… »

E-3F AWACS
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The E-3 Sentry AWACS (Airborne Warning and Control System) aircraft is based on a Boeing 707 airframe. It is the world’s most widely used large-jet AWACS platform, in service with the USAF, Britain, France, NATO, and Saudi Arabia. Over the years, the world’s E-3 fleet has required improvements to keep its radars and electronics current with advances in technology.

The most current variant is the E-3 Block 40/45, which is the largest enhancement in the history of the U.S. Air Force E-3 AWACS fleet. It includes new mission computing hardware and software, upgraded radar equipment, and improved navigation and communications systems. Airworthiness testing began in June 2006, mission system testing began in April 2007, and finished in September 2008. Nor is the USA alone. Britain is determining and inserting upgrades as part of its $1.2 billion through life maintenance program, NATO is in the middle of its own $1.32 billion mid-life upgrade, and the Saudis are making RSIP improvements.

The French Armee de l’Air received its 4 E-3F aircraft between 1991-1992, and undertook its own RSIP improvement program from 2002-2006. Now, they have set their E-3F fleet’s upgrade path to Block 40/45 capability…

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AIM-120C from F-22A
(click for test missile zoom)

Raytheon’s AMRAAM has become the world market leader for medium range air to air missiles. It was designed with the lessons of Vietnam in mind, and of local air combat exercises like ACEVAL and Red Flag.

One of the key lessons learned from Vietnam was that a fighter would be likely to encounter multiple enemies, and would need to launch and guide several missiles at once in order to ensure its survival. This had not been possible with the AIM-7 Sparrow, a “semi-active radar homing” missile which required a constant radar lock on one target. In addition, enemy fighters were capable of launching missiles of their own. Pilots who weren’t free to maneuver after launch would often be forced to “break lock” or be killed – sometimes even by a short-range missile fired during the last phases of their enemy’s approach. Since fighters that could carry radar-guided missiles like the AIM-7 tended to be larger and more expensive, and the Soviets were known to have far more fighters overall, this was not a good trade.

Enter AMRAAM – the AIM-120 Advanced, Medium-Range Air to Air Missile. This DID FOCUS article covers successive generations of AMRAAM missiles, international contracts and key events from 2006 onward, and even some of its emerging competitors. New materials will be highlighted in green type. The most recent additions involve an order request from Turkey…

• Some MRAAM History, and AMRAAM’s Design Approach (ie. Continue reading…)
• AMRAAM: Versions & Derivatives
• AMRAAM’s International Competitors
• AMRAAM: Contracts & Key Events, FY 2006-Present [updated]
• Additional Readings & Sources
  
  Continue Reading… »

EA-6B Prowler
(click to view full)

With the retirement of the US Air Force’s long-range EF-111 Raven “Spark ‘Vark,” the aging 4-seat EA-6B Prowlers are now the USA’s sole remaining tactical aircraft type for radar jamming, communications jamming and information operations like signals interception. They’ve been predictably busy as a result. In Iraq, they’ve been used for everything from escorting strike aircraft against heavily defended targets during the opening days of the war, to disrupting enemy IED attacks by jamming all radio signals in an area.

All airframes have lifespan limits, however, and the EA-6B is no exception. The aircraft’s 50 year old airframe design is also something of a mixed blessing. It offers excellent range, carrying capacity, and efficient subsonic performance – at the expense of poor self-defense capabilities, and difficulty keeping up with friendly aircraft traveling at high subsonic speeds.

EA-18G at Pax
(click to view full)

By 2009, therefore, a new electronic warfare aircraft is scheduled to make its appearance – one based on a new airframe, with strong self-defense capabilities as well as electronic attack potential. The EA-18G Growler is based on Boeing’s 2-seat F/A-18F Super Hornet multi-role fighter (which traces its history from the Northrop YF-17 and McDonnell Douglas F-18) and has 90% commonality with its counterpart, just as its predecessor the EA-6B was based on Grumman’s robust A-6 Intruder attack aircraft. At present, the EA-18G is slated to be the only dedicated electronic warfare aircraft in the USA’s future force – and since the USA is the only western country with such aircraft, it would become the sole source of tactical jamming support for NATO air forces as a whole.

DID’s FOCUS articles offer in-depth, updated looks at significant military programs of record. This article describes the aircraft and key systems, outlining the program, and keeping track of ongoing developments, contracts, et. al. that affect the program. New items will be highlighted via green type.

The latest addition is a $200+ million contract for electronic attack sets, and some money for studies to correct issues with the aircraft…

• EA-18G: The Platform
• EA-18G: The Program
• EA-18G: Contracts & Other Key Developments [updated]
• Appendix A: The EA-18G and the Future Force Mix
• Appendix B: Additional Readings and Sources
  
  Continue Reading… »