Most military programs don’t coordinate news releases with major motion pictures. With Iron Man in theaters and getting reviews that may get DID’s staff to go see it, Raytheon is taking the time to promote its US Army-funded exoskeleton suit. Originally funded under a 7-year, $75 million DARPA program, the suite has now gone on to the next stage under a 2-year, $10 million follow-on Army grant:
The problem they’re trying to address is no stunt. The weight of a soldier’s equipment easily approaches 80-100 pounds, far higher than the 30 pounds recommended for maximum mobility. As we load our soldiers down with more technical gadgets, that weight tends to go up, not down. The USA and Japan are only a couple of the countries working on aspects of a mechanical exoskeleton that would give its wearers vastly improved strength and endurance. While Japanese demographic and cultural trends in particular are giving concepts like individual soldier augmentation a push, we can still expect a very long wait before we see exoskeletons that can deliver the required performance to justify their cost, can handle military conditions, and can be maintained in the field at reasonable cost. It’s far more likely that first fielding, if there is one, will involve more limited use by disabled soldiers, or be used like Cyberdyne Japan’s HAL-5 in private, para-public, and first responder roles. Raytheon release | Raytheon feature | Popular Science [PDF].
General Dynamics Team
Trimaran LCS Design
(click to enlarge)
The Littoral Combat Ship (LCS) is the U.S. Navy’s newest surface combatant class. Optimized for shallow seas and operations within 100 miles of shore, but deployable across the ocean, LCS ships are a centerpiece of the USA’s new focus on littoral warfare. They will help to counter growing “asymmetric” threats like coastal mines, quiet diesel submarines, global piracy, and terrorists on small fast attack boats. They will also perform intelligence gathering and scouting using helicopters and UAVs, offer some ground combat support capabilities, and share tactical information with other Navy aircraft, ships, submarines, and joint units. Swappable “mission modules,” UAV robot aircraft, and robotic UUV and USV vehicles will give these small ships the specialized capabilities they require for each of these roles – and the quick-replace adaptability they need to keep up.
At present, 2 teams are competing for the final LCS design. The General Dynamics team is offering a futuristic but practical high-speed trimaran based on Austal designs and experience. The Lockheed Martin team offers a high-speed semi-planing monohull based on Fincantieri designs that have set trans-Atlantic speed records. Team Lockheed’s efforts have run into serious trouble, including cancellation of the contract for their second ship. The General Dynamics/Austal team hit the same rocks soon afterward, in part because of the US Navy’s unusual proposal for future business arrangements.
DID places recent developments in context by explaining a bit more about the US Navy’s new surface combatant; detailing the teams, key time line events, and contract awards under the program to date; and providing additional resources and links to complete our in-depth coverage. New material appears in green type. The latest updates include the launch of Austal/GD’s LCS 2 Independence…
LHD 8 Makin Island is under construction in Pascagoula, MS as the last ship of America’s Wasp Class amphibious assault carriers. While many of its characteristics are similar to its sister ships, there are also differences. For one thing, it will be a no-steam, all electric ship, including electric propulsion, all driven by 2 GE LM2500+ gas turbines and 6 diesel-electric generators. Other features will include central machinery control using fiber optics, upgraded communications systems including tele-medicine, structural modifications required to host and service the MV-22 Osprey tilt-rotor aircraft, and self-defense improvements including the SSDS Mk 2 Mod 3A unified combat system controlling Phalanx Block 1B guns, RIM-116B RAM short-range missiles, and RIM-162 Evolved Sea Sparrow missiles.
The keel was laid in February 2004, but all these changes meant that about 67% of the previous line drawings, and 75% of the test procedures, needed to be modified for Makin Island. Then Hurricane Katrina hit the in-progress ship hard. The labor pool also took a hit, with up to 1/3 of the Gulf Coast personnel leaving the area and the company. The pool of electrical professionals was especially hard hit, with 55-60% of the LHD 8’s current labor force under the 4-5 year threshold for experienced workers.
Even so, Katrina hit in August 2005. Which is why Northrop Grumman was surprised at the slowness of its integration and testing progress during final construction in 2008, as part of the ship’s preparation for sea trials. That led to a comprehensive review and audit – and a bill of $320-360 million to fix the ship, which will be footed by Northrop Grumman…
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). A key element of the Seapower 21 doctrine pillars of Sea Strike and Sea Basing, these LHA/LHD ships transport, launch, and land 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) large deck amphibious assault ships (also known as LH-X) will replace the LHA-1 Tarawa Class. They’re based on the more modern LHD Wasp Class design, but remove the LHD’s landing craft and well deck. 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. 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 50,000 tons/ 45,700t fully loaded rather than 42,400t full load for LHD 8. Though DID uses the term “escort carriers” due to the size of their aerial complement, note that their overall displacement will be larger than France’s 43,000t FNS Charles De Gaulle nuclear powered aircraft carrier.
This is DID’s FOCUS Article concerning the LHA-R Class…
At present, F-35 Lightning II/ Joint Strike Fighter production is led by Lockheed Martin, with BAE and Northrop-Grumman playing major supporting roles, and many subcontractors below them. F-35 main production and final assembly is currently slated to take place in Lockheed Martin’s Fort Worth, TX plant, though Italy and Britain may end up getting Final Assembly and Check-Out (FACO) plants of their own.
In order to cut F-35 production cycle time, and hence production costs, the team currently 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 which has raw materials and individual parts or small sub-assemblies feed into production lines, then rolls finished fighters out the other end. The precise tolerances required for a stealthy fighter, however, are much more exacting than even high-end autos. To cope, Manufacturing Business Technology reports that the team has turned to an integrated array of back-end IT systems in order to manage this new process, from CATIA CAD, to Visiprise MES, TeamCenter PLM, SAP ERP, and even a locally-designed Production & Inventory Optimization System (PIOS) for manufacturing resources planning and supply chain management.
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 a year, and lead time from order creation to printed, matched manufacturing orders from 15-20 days to 6-8 days. Read MBT’s “Fly high on a thread” to learn more.
Submarines travel underwater, but they all need oxygen. Diesel-electric submarines need it for their engines, and must surface to get it, though modern AIP (Air Independent Propulsion) supplemental systems allow one to cruise at moderate power for over a week without surfacing. Nuclear-powered submarines could cruise underwater at full power for years, of course, as their engines do not need air. Their crews, however, do. Hence Electrolytic Oxygen Generators (EOGs), which break up water molecules and keep the oxygen for use aboard ship.
Treadwell Corp’s Model 6L16 EOG was first introduced in 1965. It breaks up distilled water by passing an electric current through an electrolyte solution (30% potassium hydroxide) in 16 high-pressure cells, connected in series. This equipment can produce 150 standard cubic feet per hour of oxygen, and variants remain the primary oxygen producers aboard the USA’s SSN-688 Los Angeles Class fast attack submarines and SSBN-726 Ohio Class ballistic missile submarines. Treadwell also produces Oxygen Generation Plants (OGPs) for the new SSN-21 Seawolf Class fast attack submarines, which include OGP electrolysis modules that depend on proton exchange membranes for oxygen separation.
The US Navy is moving to upgrade both of these systems…
Russia’s Type 877 Kilo Class diesel-electric submarines have gained a reputation as an extremely quiet boats, and are in service with Russia (24), China (2), India (8), Iran (3), Poland, Romania and Algeria. India’s Type 877EKM Sindhugosh Class submarines [S55-S62] began to travel to Russia for refits in 1997, with S58 INS Sindhuvir as the first candidate. A German-designed, Indian-built main battery has replaced the Russian batteries in all vessels, and India’s submarines have also received either a Russian upgrade package of missiles, sonar, and machinery & weapon control systems, or India’s indigenous Panchendriya package. The goal is to bring them closer to parity with the more advanced Type 636 Improved Kilo Class variant – S65 INS Sindhushastra, and possibly S63 INS Sindhurakshak, are already rumored to be at or close to that level.
Now a serious incident has put a brake on the refit program, as India has returned S62 INS Sindhuvijay to its Russian contractor, citing unacceptable performance with its new sub-launched Klub missiles. With the $1+ billion Admiral Gorshkov carrier refit already in trouble, and Russia making hostile foreign policy moves, the last thing the relationship needs is another problem – but that’s what it has…
“Can the US Army Afford Helicopter Modernization?” covered a CBO report addressing the USA’s future helicopter procurement plans. Meanwhile, the existing fleet must still be maintained, lest rising maintenance costs eat into the procurement budget. The future fleet will also need to improve.
There’s a trend around the world toward HUMS (Health & Usage Monitoring Systems). Initial helicopter HUMS systems were developed twin-engine helicopters flown to offshore oil rigs in the North Sea, whose savage weather and freezing seas can quickly combine to turn even relatively minor mechanical problems into life-threatening events. In time, HUMS are spreading to other commercial platforms, while trying to remain cheap enough to stay economically feasible.
As one might expect, the US Army is very interested. Their current maintenance system largely relies on aviation maintenance and parts replacement based on operating hours, or on a set number of days. In contrast, moving to a HUMS system that can monitor issues (diagnostic), predict likely faults before they occur (prognostic), and schedule maintenance based on need, ought to have several benefits. For starters, it would vastly improve reliability diagnosis of the platform as a whole, and help to identify required areas for improvement. It would also cut down on spare parts usage, save man-hours, and keep more helicopters available to fly. Now, a coalition led by Bell Helicopter has submitted a winning proposal…
by Johan Boeder in The Netherlands. Earlier versions of this article have been published in the Dutch press and Defense-Aerospace. DID has worked with the author to create an edited, updated version with full documentation of sources.
On May 3, 2007, during the 19th test flight of the prototype of the F-35A Joint Strike Fighter (JSF), a serious electrical malfunction occurred in the control of the plane. After an emergency landing the malfunction could be identified as a crucial problem, and it became clear that redesign of critical electronic components was necessary. Producer Lockheed Martin and program officials first announced there was a minor problem, and later on they avoided any further publicity about the problems.
The delay has become serious, however, and rising costs for the JSF program seem to be certain. In Holland, Parliament started a discussion again last week. Understanding the background behind these delays, and the pressures on European governments, is important to any realistic assessment of the F-35’s European strategy – and of the procurement plans in many European defense ministries…
Northrop Grumman Corp. Electronic Systems in Sykesville, MD received a $9.3 million order against a previously awarded indefinite-delivery/ indefinite-quantity contract (N68335-02-D-0023) for 10 Valve Actuation and Control (VAC) system production units: 4 systems for CVN 77 George H.W. Bush under construction, 5 systems for CVN 70 USS Carl Vinson which is undergoing a major overhaul, and 1 shore-based system for training. The VAC system is intended to replace the existing control and actuation system of the Mark 7 Aircraft Arresting Gear that stops high-speed aircraft following the controlled crash of a carrier landing. As Navy Matters puts it:
“The current USN standard is the Mark 7 Mod 3, however starting with the USS Ronald Reagan [DID: CVN 76] the USN is moving to a new three-wire Mark 7 Mod 4 arresting gear design (actually four arresting gear engines but with two of them interchangeable as the barricade engine). The new system uses polycore cables designed to withstand more traps than steel cables and extra-large pulleys to reduce maintenance and man-hours, and provides the capability to land potentially larger and heavier aircraft. It is hoped that the new design will reduce maintenance requirements by half by increasing the time interval between inspections and overhauls, in addition, the costs associated with replacing these high-wear components will be reduced. Another benefit of this system will be that the arresting gear engines will be more accessible to flight line crews.”
Work will be performed in Sykesville, MD and is expected to be complete in May 2009. The Naval Air Warfare Center Aircraft Division in Lakehurst, NJ issued the contract.
