Jan 30, 2015 08:38 UTC
Maj. Gen. Michael Lundy, the Army's aviation chief, indicated that in facing two competing technologies from two vendors for the medium-capacity variant of the Future Vertical Lift program, the Army would like both. One can be fitted for the troop carrying role, and the other for the attack/reconnaissance role. The Bell V-280 Valor (tilt rotor) has been theoretically competing against the Sikorsky/Boeing SB>1Defiant. Lundy told BreakingDefense.com
that the decision was akin to the split between the Apache versus the Black Hawk.
The plan depends on the assumption
- that other services have not been quite as bold in making - that sequestration will be lifted for FY 2016 onward. Lundy's tone was fatalistic, indicating that the Army was planning for that one rosy scenario because the others - however likely - wouldn't suit: "If we went to the worst case, it would affect almost every modernization program we’ve got in our branch."
In addition to vanquishing sequestration, the Army's modernization plans hinge on Congress approving their ARI plan, which involves shelving Kiowas and replacing that reconnaissance capacity with Apaches taken from reserve units, among other decisions that would be unpopular in many individual congressional districts.
The future is now
The JMR-TD program is the science and technology precursor to the Department of Defense’s estimated $100 billion Future Vertical Lift program, which is expected to replace between 2,000-4,000 medium class UH-60 utility and AH-64 attack helicopters after 2030.
In reality, FVL will fall far short of that number if it ever goes ahead, but those figures are the current official fantasy. While they’re at it, the Pentagon wants breakthrough performance that includes the same hovering capability as smaller armed scout helicopters, and a 100+ knot improvement in cruising speed to 230+ knots. That’s almost certainly achievable, thanks to new developments that involve very different helicopter designs.
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Jan 27, 2015 02:40 UTC
Latest updates[?]: Boeing conducted a flight test from Payne Field in Everett, Washington. The four-hour flight was uneventful.
KC-135: Old as the hills…
DID’s FOCUS articles cover major weapons acquisition programs – and no program is more important to the USAF than its aerial tanker fleet renewal. In January 2007, the big question was whether there would be a competition for the USA’s KC-X proposal, covering 175 production aircraft and 4 test platforms. The total cost is now estimated at $52 billion, but America’s aerial tanker fleet demands new planes to replace its KC-135s, whose most recent new delivery was in 1965. Otherwise, unpredictable age or fatigue issues, like the ones that grounded its F-15A-D fighters in 2008, could ground its aerial tankers – and with them, a substantial slice of the USA’s total airpower.
KC-Y and KC-Z buys are supposed to follow in subsequent decades, in order to replace 530 (195 active; ANG 251; Reserve 84) active tankers, as well as the USAF’s 59 heavy KC-10 tankers that were delivered from 1979-1987. Then again, fiscal and demographic realities may mean that the 179 plane KC-X buy is “it” for the USAF. Either way, the KC-X stakes were huge for all concerned.
In the end, it was Team Boeing’s KC-767 NexGen/ KC-46A (767 derivative) vs. EADS North America’s KC-45A (Airbus KC-30/A330-200 derivative), both within the Pentagon and in the halls of Congress. The financial and employment stakes guaranteed a huge political fight no matter which side won. After Airbus won in 2008, that fight ended up sinking and restarting the entire program. Three years later, Boeing won the recompete. Now, they have to deliver their KC-46A.
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Jan 22, 2015 18:22 UTC
It may yet be a decade or two before the U.S. has an appetite for another “generation” increment for its fighters, but Boeing and Northrop Grumman are hungry now. Northrop is
touting its new design teams dedicated to generating capabilities for the Navy and Air Forces future wish lists. The little information about their initial efforts indicate that it is oddly close to Boeing’s own requirements appetizer, which sported a flying wing design and preceded Northrop’s announcement by more than a year.
The flying wing focus may be a product of these airframes being quite similar to existing development work done for stealth fighter UAV programs, which have featured the more stealthy wing designs.
After seeing how chummy the service branches became in creating a joint strike fighter, Northrop is bowing to current service desires and employing two independent teams to ensure that both the Navy and Air Force can dream big without design compromises.
Some F/A-XX work was generated back in April 2012, when the Navy asked contractors for information about F/A-18E/F Super Hornet and Growler replacements – an early indication that the F-35 was not going to be all things to all services.
One interesting feature, at least in Boeing’s theoretical offering, is that the fighter can be flown by wire – still a politically charged feature in several ways. Pilots have been skeptical of unmanned fighters, such as the UCAS-D/N-UCAS/UCLASS program. The subsequent UCLASS project has been watered down by the Navy, with its role limited to surveillance type activities it is thought in order to preserve the more kinetic jobs for manned aircraft like the F/A-XX.
Jan 15, 2015 02:15 UTC
Latest updates[?]: Raytheon announced that the Navy has approved the SM-6 for additional Aegis systems, to include those Arleigh Burke-class guided missile destroyers from the 1994-keel-laid The Sullivans (DDG-68) onward.
SM-2 Launch, DDG-77
(click to view larger)
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 supplement 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.
This article covers each variant in the Standard missile family, plus several years worth of American and Foreign Military Sales requests and contracts and key events; and offers the budgetary, technical, and geopolitical background that can help put all that in context.
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Jan 14, 2015 09:30 UTC
The Bell-Boeing consortium signed a memorandum of understanding with the Navy to provide the replacement for Carrier Onboard Delivery
. The big challenge will be whether or not the Osprey can handle the behemoth F-35 engine, the F-135.
The Osprey certainly didn't compete on price or operating costs against remanufactured C-2s that use technologies from the derivative E-2D Hawkeye production line, while Lockheed Martin's refurbished and modified C-3 Viking
offered jet speeds and the unique ability to carry whole F135 jet engines inside. Boeing and Textron relied on the Navy valuing the V-22's commonality, and ability to land on more of the carrier group's ships, enough to pay a lot more for less internal capacity.
In March 2008, the Bell Boeing Joint Project Office in Amarillo, TX received a $10.4 billion modification that converted the previous N00019-07-C-0001 advance acquisition contract to a fixed-price-incentive-fee, multi-year contract. The new contract rose to $10.92 billion, and was used to buy 143 MV-22 (for USMC) and 31 CV-22 (Air Force Special Operations) Osprey aircraft, plus associated manufacturing tooling to move the aircraft into full production. A follow-on MYP-II contract covered another 99 Ospreys (92 MV-22, 7 CV-22) for $6.524 billion. Totals: $17.444 billion for 235 MV-22s and 38 CV-22s, an average of $63.9 million each.
The V-22 tilt-rotor program has been beset by controversy throughout its 20-year development period. Despite these issues, and the emergence of competitive but more conventional compound helicopter technologies like Piasecki’s X-49 Speedhawk and Sikorsky’s X2, the V-22 program continues to move forward. This DID Spotlight article looks at the V-22’s multi-year purchase contract from 2008-12 and 2013-2017, plus associated contracts for key V-22 systems, program developments, and research sources.
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