UH-60M: torch passed
(click to view full)

Back in April 2005, “UH-60M Black Hawk Replacements Get Fast Track” noted that “A full-rate production decision to authorize more than 1,200 UH-60M aircraft is scheduled for 2007.” They made it.

On Dec 12/07, Sikorsky Aircraft Corp. signed a 5-year, multi-service contract in Huntsville, AL for 537 helicopters to be delivered to the U.S. Army and Navy. The “Multi-Year VII” contract covers UH-60M Black Hawk troop transport and light cargo helicopters, and HH-60M SAR / MEDEVAC helicopters. These 2 platforms will replace the Army’s current UH-60 Black Hawk fleet, while the US Navy’s MH-60S and MH-60R Seahawk aircraft will replace the Navy’s existing SH-60B/F Seahawks, HH-60 CSAR, UH-3H Sea Kings, CH-46D Sea Knights, and HH-1N Huey SAR helicopters.

Now, substantial orders are being placed – and DID has the total order breakdown to date. The latest addition involves support for Bahrain’s new UH-60Ms…

• Structure & Totals
• Contracts & Key Events: Dec 2007 – Present [updated]
  
  Continue Reading… »

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 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 involves a multinational contract…

Continue Reading… »

Old as the hills…
(click to view full)

In January 2007, the big question was whether there would be a competition for the USA’s KC-X proposal, which will cover 175 production aircraft and 4 test platforms. The cost for this first phase alone is likely to reach $35+ billion spread over about 20 years, but the USAF believes that adding new plane types to America’s 40-50 year old aerial tanker fleet is its #1 priority, lest unpredictable age or fatigue issues like the ones its F-15A-D fleet is experiencing ground its aerial tankers – and with them, a substantial slice of the USA’s total airpower. KC-Y and KC-Z contracts will follow in subsequent decades, in order to replace all 530 KC-135s/ Boeing 707s (195 active; ANG 251; Reserve 84) that were delivered until 1965, as well as the USAF’s 59 larger KC-10 tankers delivered from 1979-1987.

“US Debating Aerial Tanker Types, Mix” offers in-depth coverage of the lead-up to the KC-X RFP, explaining many of the military & policy issues in play as the USA contemplates its own choices. Then came the contractor decisions, and responses. What would Boeing propose? The KC-767, the KC-777, or both? Would Northrop and EADS elect to play, bringing their Airbus KC-30/A330 MRTT?

In the end, it was Team Boeing’s KC-767 Advanced (767-200 derivative) vs. the Team Northrop Grumman KC-30B (Airbus A330-200/200F derivative). Each aircraft system has its strengths, and each system also had risk factors as lobbying continued right down to the wire. Boeing claimed lower KC-767 operating costs, and received a union endorsement. EADS promised to open production of A330F civilian jets in the USA if it won. Most observers correctly pointed out that all this lobbying was important, as the financial stakes involved meant there was going to be a huge political fight no matter which side won.

That has proven to be the case. The Airbus A330 MRTT was picked, but an explosive GAO decision brought the competition to a halt. The Pentagon has taken the decision out of the USAF’s hands, and released a revised KC-X RFP… but Aviation Week says that Boeing is strongly considering a response of “no bid.”

• The Contenders and The Cargo Factor (i.e. continue reading…) [updated]
• KC-X: Teams & Locations
• KC-X RFP: Key Developments [updated]
• Additional Readings
  
  Continue Reading… »

SSN Akula Class
(click to view full)

According to GlobalSecurity.org, India’s ATV (advanced technology vessel) program to build a nuclear-powered submarine began in 1974, and became a serious effort in 1985. The Federation of American Scientists’ December 1996 document “The Indian Strategic Nuclear Submarine Project: An Open Literature Analysis” remains one of the best single open sources on India’s program. Unfortunately, it was compiled over a decade ago and has become rather dated.

Meanwhile, even if one omits the problem-plagued Type 091 Han Class nuclear-powered attack submarines (SSN) and old, updated-Romeo Type 035 Ming Class SSKs, China’s attack sub force is still projected at about 30 subs by 2010, including 4 Type 093 Shang Class SSN nuclear powered attack subs and 8 Kilo (Project 636) & Advanced Kilo Class (Project 877) diesel-electric SSKs. In contrast, India is likely to have just 10-16 Scorpene, Kilo, and Type 209 Class SSKs of its own by that time, plus any nuclear fast attack submarines in its service.

It now seems more and more likely that the Akula Class boat INS Chakra will be operational as a training vessel by 2009…

• The ATV Program: Background
• Events and Reports
• Additional Readings
  
  Continue Reading… »

Boeing Delta IV Heavy
(click to view full)

The EELV program was designed to reduce the cost of government space launches through greater contractor competition, and modifiable rocket families whose system requirements emphasized simplicity, commonality, standardization, new applications of existing technology, streamlined manufacturing capabilities, and more efficient launch-site processing. Paradoxically, that very program may have forced the October 2006 merger of Boeing & Lockheed Martin’s rocket divisions.

Crosslink Magazine’s Winter 2004 article “EELV: The Next Stage of Space Launch” offers an excellent briefing that covers EELV’s program innovations and results, while a detailed National Taxpayer’s Union letter to Congress takes a much less positive view.

This DID Spotlight article looks at the contracts that have been placed since the merger was completed. The latest development is a major extension to Boeing’s Delta IV contract…

Continue Reading… »

RG-33 variant
(click to view full)

The USA’s Mine-Resistant, Ambush Protected (MRAP) program has been a long road for BAE Systems. In the wake of the US Army’s belated realization that mine protection was critical for vehicles in theater, BAE’s designs, long-standing experience in the field, and production capacity had made them an early favorite. By June 20/07, however, contracts had been issued for 3,266 Category I patrol & Category II squad-sized MRAP vehicles, fully 42% of a the program’s planned 7,774 orders. Force Protection had racked up orders for 1,780 Cougar vehicles, and Navistar/Plasan Sasa had come out of the tests at Aberdeen with orders for 1,216 of its MaxxPro joint design. BAE sat in 4th place with orders for just 90 vehicles – 2.8% of the total. It had to be a humbling experience for the firm that went into 2004 as the world leader in the field.

BAE has worked hard to catch up, and recent contracts have put them solidly back into the competition, even as the number of MRAPs in the program has expanded. The latest orders widen their lead over 3rd place firm Force Protection, and make them one of just 2 firms with a foothold under the new MRAP-II qualifications. MRAP-II includes protection against EFP (explosively-formed projectile) land mines that fire the equivalent of a cannon shell at the vehicle, in addition to the standard underbody blasts.

Meanwhile, BAE continues to receive contracts, including the latest $300+ million order to support and modify over 1,000 of its vehicles…

• BAE MRAP: The Vehicles
• BAE MRAP: The Current Tally
• BAE MRAP: Contracts & Key Events [updated]
• Appendix A: MRAP Competition Half-Time Update, June 28/07
  
  Continue Reading… »

MTV, worn
(click to enlarge)

As the Marines themselves note, “body armor can be traced back to before the Roman Empire, when war was waged with sword and spear and the battlefield rang with the clash of steel on steel.” In time, its protection became so formidable that an armored, mounted warrior feared few enemies. A string of reverses from Crecy into the age of gunpowder led to a growing offensive ascendancy, however, eventually leading to a period of hundreds of years in which warriors headed into battle without armor. In recent decades, modern technology began to offer new materials with remarkable properties, which led to the rise of Kevlar and flak jackets that offered limited protection. Special Forces experiments eventually led to designs that added plate inserts of metal or increasingly advanced ceramics. Which brings us to the present day, where soldiers from advanced militaries are once again heading into battle with 30-50 pounds of body armor. Its protection is rather less total than that provided by the knight’s medieval plate, but a lot of soldiers are still alive because of the protection it does provide. Even so, the modern soldiers shares one complaint with the medieval knight: heavy armor that can limit mobility, and heats up quickly.

The Interceptor Outer Tactical Vest became the US military’s standard equipment around the dawn of the 21st century, but the US Marines were less impressed. In the wake of negative After-Action Reviews, they turned to Protective Products International in Sunrise, FL to make a different design, the Modular Tactical Vest (MTV) designed by an ex-Marine.

In February, the Marines put a hold on further MTV orders, following complaints from the field. That hold appears to have been lifted…

• MTV: Features
• MTV: Contracts and Developments [update]
• Additional Readings
  
  Continue Reading… »

F/A-18F Super Hornet
(click to view full)

The US Navy flies the F/A-18 E/F Super Hornet, and has just taken delivery of its first operational EA-18G Growler electronic warfare & strike aircraft. These buys are actually managed out of a common multi-year procurement (MYP) contract, which also manages many of the EA-18G’s support costs since it’s derived from the Super Hornet and many of the required maintenance items are common to both planes. The contract covers 42 aircraft per year, split between Super Hornets and EA-18Gs, with a variation quantity clause permitting up to 6 additional aircraft per year under the same terms. FY 2008 marks year 4 of the 5-year MYP-II contract.

DID already has an EA-18G FOCUS Article; we will be using this entry to cover the Super Hornet MYP program’s budgets, and this article has been updated to include all announced contracts since MYP-II began. The latest entry is a $600+ million contract for 16 F/A-18F and EA-18G airframes…

• Hornet MYP: Aircraft Types & Budgets
• Contracts & Key Events [updated]
• Additional Readings
  
  Continue Reading… »

B-52H: to 2030?
(click to view full)

The current US Air Force fleet, whose planes are more than 23 years old on average, is the oldest in USAF history. It won’t keep that title for very long. Many transport aircraft and aerial refueling tankers are more than 40 years old – and under current plans, some may be as many as 70-80 years old before they retire. Since the price for next-generation planes has risen faster than inflation, average aircraft age will climb even if the US military gets every plane it asks for in its future plans. Nor is the USA the only country facing this problem.

As this dynamic plays out and average age continues to rise, addressing the issues related to aging aircraft becomes more and more important in order to maintain acceptable force numbers, readiness levels, and aircraft maintainability; avoid squeezing out recapitalization budgets; handle personnel turnover that becomes more and more damaging; and keep maintenance costs in line, despite new technical problems are arising that will present unforeseen difficulties. Like F-15 fighters under flight restrictions due to structural fatigue concerns. Or grounded entirely.

The biggest contracts aren’t always the ones deserving of the most attention. Enter the USA’s Joint Council on Aging Aircraft (JCAA). Enter, too, DID’s Spotlight article. It seeks to place the situation and its effects in perspective, via comments, contracts, and a research trove of articles that tap the expertise and observations of outside parties and senior sources within the US military…

• The JCAA
• Contracts & Key Events [updated]
• Aging Aircraft: Some Additional Readings [updated]
  
  Continue Reading… »

(click to view full)

The V-22 program has been beset by controversy throughout its 20-year development period, from crashes that have killed more than 20 Marines, to engine stalls, to issues with their AE1107C Liberty engines in Iraq that may lead to the end of Power By the Hour maintenance arrangements, or even replacement of the Liberty engines altogether. DID’s “V-22 Osprey: A Flying Shame?” offers a focused look at a number of specific allegations associated with the program, with material from Pentagon test reports, critical reviews, and the US military’s responses.

Despite these issues, the program continues to move forward. In March 2008, the Bell Boeing Joint Project Office in Amarillo, TX received a $10.4 billion modification that converted the previous advance acquisition contract (N00019-07-C-0001) to a fixed-price-incentive-fee, multi-year contract. The new contract will be used to buy 141 MV-22 (for USMC) and 26 CV-22 (Air Force Special Operations) Osprey aircraft, including associated manufacturing tooling in support of production rates.

This DID article will cover V-22 multi-year purchase contracts, developments that arise after this contract conversion, and associated contracts for key V-22 systems. The latest contract involves the next phase of the CV-22’s development, as testing and preparation for OpEval continues…

• Contracts & Key Events (June 2008 – Present) [updated]
• Additional Readings
  
  Continue Reading… »