The 2,000 pound AGM-158 JASSM (Joint Air-to-Surface Standoff Missile) is intended to be a stealthy, inexpensive GPS/IIR (Global Positioning system/ Imaging InfraRed) guided cruise missile. It’s designed to attack well-defended targets without putting its carrier aircraft in the crosshairs of new long-range surface to air missile systems. JASSM has experienced a rocky development history, due to long-standing reliability issues. In 2005 it was threatened with cancellation following a series of poor test results. The program went through 2007 on an ongoing roller coaster of ups and downs, and by May 2009 it appeared the program was facing cancellation once again.

A production hiatus did take place between Lot 7 and FY 2010′s Lot 8 in FY 2010, but test results allowed the USAF to move forward, and the missile is beginning to win export orders.

The JASSM Missile Family

F/A-18 with test JASSMs
(click to view full)

As noted above, JASSM family missiles are guided by a combination of GPS/INS positioning and Imaging Infrared for final targeting. They carry a dual-mode penetrator and blast fragmentation warhead at subsonic speed, in a body shape designed to have a very low radar profile.

The US military intends to buy a total of 4,900 missiles in this family: 2,400 JASSMs, and 2,500 JASSM-ERs. AGM-158 JASSM production looks set to end around FY 2021, but planned AGM-158B JASSM-ER orders would keep the production line going into the late 2020s, and possibly beyond. Export customers include the USA, Australia Finland, and the Netherlands.

The AGM-158 JASSM is currently integrated on B-2A Spirit stealth bombers, and on B-1B Lancer and B-52H Stratofortress bombers. On the fighter front, its platforms include the F-15E Strike Eagle, F-16 Falcon (Block 50), and the Royal Australian Air Force’s upgraded F/A-18 Hornets. The US military intends to add the F/A-18E/F Super Hornet family to this list, and to extend F-16 compatibility to earlier Block 40 models. JASSM will also be carried by the F-35, eventually, but it’s no longer on the list of weapons for certification by the end of the development program. If and when it’s certified for the F-35 family after 2018, it will have to be carried externally, because it’s too large for the internal weapon bays.

Unit cost for the baseline AGM-158 JASSM is currently around $1 million per missile, but the USAF hopes to bring that down to around $800,000 eventually. Don’t forget the obgoing maintenance costs, either: Lockheed Martin has a 2012-2017 support contract underway for the entire weapon family.

JASSM-ER: Long Range Reach

JASSM-ER Medley
click for video

The AGM-158B JASSM-ER maintains the same mold line and size, but substitutes a Williams International tubofan for the baseline JASSM’s Teledyne turbojet, and adds extra fuel within the missile body, without dropping payload or electronics capabilities. The 2 variants’ hardware is 70% common, and their software is 95% common.

The result is an extension of the missile’s range from “over 200 nm” to “over 500 nm”. JASSM-ER has also been certified for use in environments where GPS is heavily jammed, or not available.

JASSM-ER unit cost is eventually expected to be around $1.25 million per missile, but current costs are running around $1.75 million.

The USAF says that AGM-158B JASSM-ER will eventually be integrated with as very similar plane set: B-1 Lancer, B-2 Spirit, B-52 Stratofortress, F-15E Strike Eagle, F-16 Falcon (Block 25+), F/A-18E/F Super Hornet, and F-35A-C Lightning II.

Under current USAF plans, however, the B-1 Lancer will be the only plane certified with the new missile for a few years. The B-1′s 24-missile payload capacity is double the B-52′s, and the new missile will make the USAF’s Lancer fleet its key strike force in the Pacific theater. Even as operating costs per flight hour are putting very large crosshairs on that same B-1 fleet.

A variant of JASSM-ER called LRASM-A promises to add shipborne vertical launch capabilities to the platform, and will refine the missile’s ability to hit moving targets like ships. It’s just one of several potential competitors for a program called OASuW, but even if LRASM isn’t picked, Lockheed Martin is likely to cycle its improvements back to the JASSM family.

The Competition

Storm Shadow
(click to view full)

The JASSM family has several international competitors, with MBDA’s Storm Shadow leading the pack. Storm Shadow was used over Libya by French and British aircraft, and a SCALP Naval variant offers very long range strike from submarines, or from Sylver A70 vertical launch cells.

MBDA & Saab’s Taurus KEPD 350, Raytheon’s powered JSOW-ER, and Boeing’s AGM-84K SLAM-ER also represent sub-sonic cruise missiles with some level of stealth, and similar range to the base AGM-158. Norway’s NSM/JSM is about to add itself to that mix, and may fit inside the F-35. The JASSM family can’t match that stealthy internal carriage, which may open a significant global niche for Kongsberg.

Russian strike missile designs, and derivatives like the Russo-Indian PJ-10 BrahMos, emphasize speed over stealth, and aren’t compatible with the same base systems. They aren’t really competitors in the same niche.

Contracts & Key Events

Unless otherwise noted, JASSM contracts are issued to Lockheed Martin Missiles and Fire Control in Orlando, FL.

AGM-158 JASSM
(click to view full)

June 14/13: Australia & Finland. A $9.9 million delivery order for JASSM Common Unique Planning Component software, on behalf of Australia and Finland.

Work will be performed at Orlando, FL, and is expected to be complete by June 2/15. All funds are committed immediately by USAF Life Cycle Management Center/EBJK at Eglin AFB, FL manages the contract on behalf of their clients (FA8682-11-D-0155, #0030).

June 10/13: Finland. Lockheed Martin announces a follow-on a $34.2 million contract to integrate JASSM with Finnish Hornets. It’s the 2nd contract (q.v. Dec 3/12) in a 6-year integration, production and sustainment effort.

Airworthiness activities will occur at NAS Patuxent River, MD, followed by flight testing at the Naval Air Warfare Center Weapons Division in China Lake, CA.

May 31/13: Finland. A $34.2 million contract modification for initial development of the Precision Targeting Module software package brings total funds committed to $39.3 million to provide key items for Finland, upgrade and expand Pike County Operations at the JASSM AUR building, and provide general JASSM systems engineering services. Deliverables for Finland include 1 containerized instrumented JASSM test vehicle, 1 containerized Jettison test vehicle, 2 containerized separation test vehicles, 2 containerized mass simulation vehicles, global positioning systems controlled radiation pattern antennas, 1 weapon support simulator consisting of a system support simulator and transit case assembly, and tooling, along with various forms of support (FA8682-11-D-0155, #0022 modification 04).

Work will be performed at Orlando, FL and Troy, AL, and is expected to be complete by Jan 31/16. USAF Life Cycle Management Center/EBJK at Eglin Air Force Base, FL manages the contract.

April 19/13: Exports. The Pentagon announces potential deals for “standoff weapons [that]… with can navigate to their targets and are more precise and can be fired at further distances.”

Saudi Arabia and the UAE will still require DSCA notifications, and then negotiated contracts, before any weapons head their way. While it’s possible that the announcement is referring to weapons like the GBU-39 SDB-I or AGM-154C-1 JSOW glide bombs, the announcement seems to be tipped toward JASSM as the true standoff weapon of the trio. The irony is that it was the USA’s initial refusal to let UAE F-16E/Fs carry JASSMs that pushed the UAE to modify their Mirage fleet to Mirage 2000-9 status, and equip them with “Black Shaheen” derivatives of MBDA’s competing Storm Shadow. US DoD.

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.

“According to the program office, they successfully completed [JASSM-ER] operational testing in October 2012 with initial results indicating the missiles achieved a direct hit on 16 out of 16 targets. Program officials stated since 2006, JASSM-ER successfully performed 26 out of 27 flight tests, including developmental, integrated, and operational testing.”

Overall, the technologies are judged to be mature and the program is fairly stable, but it’s still assessed as a moderate risk. The internal oil leak was fixed, and program officials say that the issue with metal shavings in the oil have also been resolved with engine retrofits. Fuzes have been a problem in the past, and that has created production shortages. The program intends to move to an electronic safe and arm fuze that can be tested without destroying it, but the fact that smaller issues keep cropping up, and that fuze supply is an issue, pushes the program into moderate risk.

On the B-1 & F/A-18
click for video

Aug 9/12: The USAF says that the The 337th Test and Evaluation Squadron is scheduled to complete JASSM-ER’s final phase of operational testing with its “threshold” B-1B platform on Aug 30/12. USAF Capt. Philip Atkinson adds that:

“One of the emphasis items is to be able to operate in contested and degraded environments… and we have demonstrated the ability to operate with intense GPS jamming. Even without GPS, the JASSM can find its target due to its internal sensor.”

LMCO on JASSM
click for video

May 9/11: Lot 9 to 200. Lockheed Martin Missiles and Fire Control in Orlando, FL receives a $45.8 million firm-fixed-price contract modification to increase the Lot 9 Joint-Air-to-Surface-Missile buy by 75 AGM-158 baseline missiles. At this point, all funding has been committed by the AAC/EBJK at Eglin Air Force Base, FL (FA8682-11-C-0001, PO 002).

In their June 1/11 teleconference, Lockheed Martin personnel said that funding under the Continuing Resolution would have meant a low number of JASSMs produced (125, vs. the Troy, AL plant’s current maximum of 360). That would have upped the price per missile, due to manufacturing inefficiencies. Once a budget passed, the USAF stepped in to remedy that by raising the order to 200, out of a maximum of 391 possible under the Lot 9 authority.

This order brings the Lot 9 contract to $208.5 million for 200 missiles (170 AGM-158, 30 AGM-158B JASSM-ER), plus warranty and continued systems engineering work. The FY 2011 budget is for $238.5 million, which also include USAF costs for testing, etc. Lot 9 brings the contracted total over the years to more than 1,300 missiles. Lockheed Martin has assembled approximately 1,100 JASSMs for testing and operational use at its Troy, AL facility, towards its total objective of 4,900 missiles. The USAF’s objective reportedly sits at 3,700 missiles, but that could change. See also Orlando Sentinel.

Dec 22/09: The USAF issues FedBizOpps pre-solicitation #FA8682-11-C-0001, “JASSM Lot 9 Production”:

“The 308th Armament Systems Group plans to award a sole source contract to Lockheed Martin Missiles and Fire Control-Orlando… The proposed contract covers JASSM production Lot 9 for the Joint Air-to-Surface Standoff Missiles (JASSM) , FMS, and/or Joint Air-to-Surface Standoff Missiles-Extended Range (JASSM-ER) systems. Also included are Systems Engineering, Telemetry Instrumentation Kits (TIKs); Operational Safety, Suitability and Effectiveness (OSS&E). The Lot 9 quantity of up to 391 units will be authorized in first or second quarter of fiscal year 2011… Lockheed Martin Missiles and Fire Control, Orlando FL is the only known source to meet the government’s requirement under the SPS… Direct any questions to 676 ARSS, Attn: Bridget Smith, Contracting Officer, 205 West D Ave Ste 632, Eglin AFB, FL…”

Additional Readings

• DID – Stealthy JASSM Cruise Missiles for Finland’s Hornets. The Finns were initially rebuffed.

• Arms Control Wonk (May 31/11) – Storm Shadow, Saudi & the MTCR. The author is hostile to the military generally, but the Missile Technology Control Regime will also come into play for JASSM-ER.

• DID (Sept 11/06) – Australia Chooses JASSM Missiles on F-18s for Long-Range Strike.

JASSM Alternatives

• DID – LRASM Missiles: Reaching for a Long-Range Punch. A JASSM-ER derivative is the R&D program’s centerpiece, and could position JASSM as the replacement for America’s ubiquitous Harpoon anti-ship missile.

• DID – USA Issues JSOW Block III Production Contracts. Raytheon’s less-expensive JSOW glide bomb has a solid international customer base, and a new JSOW-ER variant turns it into a powered missile with a 150 mile range.

• DID – Kongsberg’s New NSM/JSM Anti-Ship & Strike Missile. Potential future competitor for JASSM.

• RAF – CASOM/ Storm Shadow

• MBDA – MdCN

• Missile Threat – SCALP EG/Storm Shadow/Black Shaheen

• Missile Threat – SCALP Naval/ MdCN

DII FOCUS articles offer in-depth, updated looks at significant military programs of record; this FOCUS Article covers the CH-47F/MH-47G Chinook helicopter programs, in the USA and abroad. These helicopters’ distinctive “flying banana” twin-rotor design stems from the brilliant work of aviation pioneer Frank Piasecki. It gives Chinooks the ability to adjust their positioning very precisely, while carrying a large airframe whose load capacity has made it the world’s most popular heavy-lift helicopter. The USA expects to be operating Chinooks in their heavy-lift role past 2030.

The CH-47F looks similar to earlier models, but offers a wide range of improvements in almost every aspect of design and performance. While the related HH-47′s $10-15 billion CSAR-X program win has been nullified by the program’s termination, delivery orders continue for CH-47Fs and for MH-47G Special Forces configuration helicopters. International orders or formal requests have also come in from Australia, Britain, Canada, Italy, the Netherlands, Turkey, and the UAE, with India and other countries expected to follow.

The New Chinooks: CH-47F, MH-47G, HH-47

CH-47F Family: Initial Improvements

CH-47D Chinooks
(click to view full)

These new aircraft are part of the U.S. Army Cargo Helicopter Modernization Program, but they are based on a long-serving basic design. The CH-47F Chinook and MH-47G Special Ops version are the latest variants in a family of helicopters that first saw service in 1962 during the Vietnam War. New “F/G” models feature numerous upgrades over CH-47Ds (produced 1982-1994), from more powerful engines, to reduced vibration, upgraded avionics and self-defense systems, and manufacturing advances designed to improve both mission performance and long term costs.

Engines & Fuel: The new CH-47F has 4,868 shaft horsepower (SHP) from each of its twin T55-GA-714A engines, improving fuel efficiency and enhancing lift performance by approximately 3,900 pounds. The new engines will enable the CH-47F to reach speeds in excess of 175 mph and transport up to 21,016 pounds. As a point of comparison, the original CH-47A’s T55-L7 engines generated 2,650 SHP each, and the CH-47D’s T55-L-712 turboshaft engines produced 3,750 SHP. This improved power will also pay dividends in high-altitude or hot environments, as all aircraft suffer performance penalties in such “hot and high” conditions.

The new Robertson Aviation Extended Range Fuel System of internal auxiliary fuel tanks gives the CH-47F a mission radius greater than 400 miles. Other airframe modifications improve the helicopter’s strategic deployability, reducing the time required for aircraft tear down and build-up by about 60% when deploying them via a C-5 Galaxy or C-17 Globemaster III heavy transport aircraft.

CAAS in MH-47: edited
(click to view full)

Cockpit & Avionics: The new digital cockpit design improves interoperability via the US Army’s Common Aviation Architecture System cockpit, simplifying pilot training and workload. CAAS creates a package that offers Digital Advanced Flight Control System (DAFCS) , displays and avionics. That’s enhanced with moving maps, forward-looking infrared (FLIR) and multimode radar pictures for nap-of-earth and low-level flight operations in any visibility or weather, and an advanced data transfer system to store preflight and mission data. Because this is built on the CAAS foundation, expansion, modernization, and even cross-upgrades developed for other helicopters are all thinkable.

Survivability: New survivability features include a Common Missile Warning installation, and Improved Countermeasure Dispenser Systems. The US Army’s ATIRCM contract was intended to round that out with a next-generation defensive system for active laser decoying of enemy guided missiles, and is employed on CH-47s, but turned out to be too heavy to install on the Army’s smaller helicopters. It was limited to CH-47 installations, and terminated.

If the Army’s new CIRCM program to field lighter devices reaches fruition, it will eventually become a common system for all Army machines, and replace ATIRCM via retrofits.

Manufacturing Advances

CH-47F: mid-conversion
(click to view full)

The remanufacture process has become more extensive than the original plans, and now involves wholesale replacement of key sections. The incoming helicopter has its propulsion systems removed and sent for overhaul/replacement, and the cockpit is cut off. What’s left is the aft fuselage and cabin, which is blast stripped to bare metal, inspected, and then has appropriate sections repaired or replaced. True manufacturing splices allow full modularity with large airframe sections, which can be mixed and matched if inspection reveals a need to replace other elements.

Throughout this process, Boeing has pushed to reduce manufacturing costs and improve production efficiency by outsourcing significant sub-sections to firms like L-3 Crestview (new cabins), using lean manufacturing processes on the factory floor, and using related techniques like employee involvement teams.

The new airframe itself is built utilizing advanced manufacturing techniques where large single-piece components replace built-up sheet metal structures and aluminum honeycomb formers. Boeing spokespeople have cited 35% reductions in parts and fastener totals. Doing it this way is expected to reduce operating and support costs while improving the structural integrity of the aircraft, extending the overall useful life of each Chinook. Further structural enhancements in key locations, and advanced corrosion protection via special paints, should also improve durability and lead to longer service life.

2011 British orders have taken another step beyond, and suggest the availability of future CH-47F models with “machined monolithic” frames.

Variants

MH-47G, Jackal Stone 2010
(click to view full)

MH-47G Chinooks, of course, include a number of additional modifications that optimize them for Special Forces operations. The most obvious is the big aerial refueling tube at the front. Other modifications include the CAAS avionics that will be featured on the CH-47F, extra fuel in enlarged side fuel tanks, additional sensors for surveillance, “aircraft survivability equipment,” dual embedded Global Positioning Systems, a redundant navigator for improved accuracy and reliability, and various advanced datalinks that allow the display of Near Real Time Intelligence Data (NRTID).

Now the family has a third entry. Boeing’s HH-47 CASR, a modified MH-47G, successfully lifted off as the $4-10 billion CSAR-X combat search and rescue competition’s winning entry in November 2006. That model still exists, and some of its features have been transferred at the request of other CH-47F customers like Canada and the Netherlands, but the CSAR-X program was canceled in 2009 after a series of successful GAO protests by the losing contractors.

Planned MYP-II improvements

CH-47F maintenance
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Cargo & Lift: Initial CH-47Fs don’t offer much beyond the new engines and improved construction, but Phase II/ MYP-II helicopters will have some additions that will be retrofitted back into the rest of the fleet.

The first cargo advance is called COOLS (Cargo On/Off Loading System), and consists of floor panels that flip over, to reveal loading rollers. COOLS panels are expected to begin deploying in February 2013, and their presence will have the side effect of improving floor protection against small arms fire. Chinook modernization manager Lt. Col. Joe Hoecherl explained its importance:

“Right now we have a system that is not on the aircraft. We have to bring it on. What happens now when you are flying is you take off and, if you have a change of mission, you have to go pick up pallets. You can’t push pallets on this floor as it is now. With COOLS, the rolls are going to be built into the floor, so if you have a change of mission you just flip the floor up [and roll the pallets onboard].”

The other advances in this area won’t begin with MYP-II buys, but will be introduced into the production line later, and then added as a retrofit. A new set of composite Advanced Chinook Rotor Blades (ACRB) are projected to able to add another 1,800-pounds of lift capability, thanks to their design. The blades have already gone through some wind-tunnel testing, and are slated for fielding in 2016.

Boeing is also working on an update to the CH-47F’s Improved Vibration Control system, which will be lighter and will have obsolete electronic components replaced.

Maintenance: A number of Boeing’s manufacturing advances are aimed at reducing maintenance, but more can be done. The CHPE (Cargo Platform Health Environment) program of embedded diagnostic and prognostic sensors begins installation validation in May 2012, and is also slated for MYP-II/ Phase II CH-47Fs. These kinds of HUMS (Health and Usage Monitoring Systems) offer make basic maintenance like rotor track and balance much easier, and make diagnosing problems and fleet trends much easier. That saves a lot of money on maintenance, and improves helicopter availability in service.

The USA’s Acquisition Plan

CH-47 Assembly Line
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The US Army’s original plan was revised upward a few times from the original 452, and went as high as 533 helicopters in 2012, before coming back to the same place it began in April 2013.

The FY 2014 budget would leave the US military with 451 machines, made up of 382 CH-47Fs and 69 MH-47Gs.

Under the current plan, the Army is modernizing 206 CH-47D Chinooks to the new F-model configuration, while also buying 176 new-build CH-47F Chinooks. New build and refurbished CH-47s are being bought side by side, in order to keep more operational helicopters out of the factory lines and on the front lines.

In the wake of operational success in Afghanistan, U.S. Army Special Operations Command (SOCOM) moved to increase its MH-47G Chinook inventory to 69 machines, adding 8 new helicopters to its 61 remanufactured machines.

The CH-47F was expected to enter service in July 2007, and did receive a US Army go-ahead for full-rate production and fielding that month; it was certified as combat ready with the 101st Airborne in August 2007.

Under a multi-year contract awarded in August 2008, Boeing received 28 orders in 2009, and then began a graduated delivery rate ramp-up through successive years. Boeing submitted a proposal for a CH-47F MYP-II buy to begin in 2013, and that contract was finally signed in May 2013. Note that Foreign Military Sales are available as options under these contracts, if the countries involved want to take advantage of that.

The USAF’s CSAR-X program could have added another 141 HH-47 helicopters, but it was canceled following competitive protests. That saga is detailed in its own article set. CSAR-X was eventually canceled, though the USAF is still looking for a combat search and rescue option via its “CRH” solicitation.

Global Contracts and Key Events

CH-47F & CH-47D
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Customer Orders: US Army (532 planned), US SOCOM (61 planned), Australia (7), Britain (14), Canada (15), Italy (16), the Netherlands (6/9), Turkey (6+/14), United Arab Emirates (6+/16).

Unless otherwise noted, key program events and related awards noted below are assumed to be US orders from Army Aviation and Missile Command in Redstone Arsenal, AL; issued to The Boeing Co. in Ridley Park, PA.

Note that contracts to Boeing are not all-inclusive, by any means. As an example, they include installation of Honeywell’s engines, but not the engines themselves, which are “Government Furnished Equipment” (GFE) bought under a separate contract. In a related vein, the purchase contract is usually accompanied by advance materials and “long lead items” contracts earlier. The actual price of a combat-ready CH-47F will be very different.

CH-47F got moves
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June 11-17/13: A $3.414 billion firm-fixed-price, multi-year contract for remanufactured and new-build CH-47F cargo helicopters, with $1.317 billion of FY 2011-2013 funds committed immediately. Boeing announces it as a contract for 177 helicopters, which could rise to 215. If if does rise that high, the Pentagon announces the contract maximum as $4.984 billion. Boeing is touting up to $800 million of savings vs. single-year buys, plus a $130 million investment they’ve already made to modernize the Chinook factory in Pennsylvania.

The Pentagon adds that a portion of the initial contract involves foreign military sales for Turkey and the UAE. The USA’s FY 2013 budget submission involved just 155 helicopters and $373 million in savings, for a total of $3.363 billion. That indicates another 22 helicopters in this base order, but Turkey and the UAE together have just 16 helicopters left in their DSCA requests (8 each), so the numbers don’t add immediately.

As of this date, there were 241 CH-47Fs in the Army and National Guard, with 15 units operating them and a 16th being equipped. CH-47F units have logged more than 86,000 combat hours in Afghanistan, maintaining an operational readiness rate of over 80%, compared to equally new technology like the V-22 tilt-rotor whose readiness rate is 70% or less. Boeing cites a final Army target of 464 CH-47Fs, including 24 to replace helicopters that have been lost, but that’s at variance with FY 2014 Pentagon budget documents (W58RGZ-13-C-0002). Boeing.

multinational

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 FY 2013 program plan was 533 helicopters: 237 New Build + 226 remanufactured. The FY 2014 program plan cuts that by 20 remanufactured helicopters (to 207) and 61 new-build helicopters (to 176), but the interesting thing about the cuts is that they mostly take place after 2017. The reason is the multi-year buy proposal, which runs from FY 2013 – 2017. There is a cut of $527 million in the FY 2017 budget projection, and if you look closely, it’s mostly from the total removal of new-build funding that year. The exact impact of these cuts on the entire program’s cost isn’t clear yet, and will have to await a Pentagon Selected Acquisitions Report (SAR).

March 21/13: Improved rotor. A $17.9 million cost-plus-fixed-fee contract modification for Advanced Chinook Rotor Blade (ACRB) design and engineering services. This blade is slated to be added part-way through CH-47F Block II production, with fielding in 2016. If it performs to spec, it will add add another 1,800-pounds of lift capability, and could be retrofitted to the rest of the fleet. See also Aug 4/12 entry.

Work will be performed in Ridley Park, PA with an estimated completion date of March 18/17 (W58RGZ-04-G-0023).

Dec 11/12: MH-47G. A $34.2 million cost-plus-fixed-fee contract to buy 1 MH-47G special operations variant Chinook helicopter. There’s a fair bit of separate equipment that also goes into these, so our standard warning about prices is magnified in this case.

Work will be performed in Ridley Park, PA, with an estimated completion date of Oct 31/15. One bid was solicited, with 1 bid received (W58RGZ-04-G-0023).

Dec 5/12: India. The Indian government officially announces that Boeing’s CH-47F is its preferred bidder. In India, an “L1″ bidder is the one that offers the lowest cost, after all adjustments have been made to the proposal. Depending on the competition, price adjustments could be made as a result of industrial benefits plans, maintenance figures, etc.:

“In the proposal initiated by Indian Air Force (IAF) for procurement of 15 Heavy Lift Helicopters, M/s Boeing with Chinook Helicopter has emerged as the L1 Vendor. The cost of the Contract would depend upon outcome of the Contract negotiation with the L1 Vendor, which has not yet concluded.

The Field Evaluation Trials for these Helicopters conducted by the Indian Air Force have found them to be compliant with all the stated Air Staff Qualitative Requirements (ASQRs). Divulging further details in this regard may not be in the interest of National security.”

Nov 28/12: Canada. Canada’s DND provides an update re: its 15-helicopter “CH-147″ project. They say that the project is currently on-budget for its C$ 2.3 billion procurement phase, and on schedule. The add that Boeing is also on track to meet its target of $1.25 billion in industrial offset commitments. The RCAF currently has 2 CH-47Fs flying, and will continue to fly test missions in 2013.

The first CH-147 is scheduled to arrive on schedule at a new CFB Petawawa, ON facility in June 2013. Helicopters will be delivered at a rate of approximately one aircraft per month, with all aircraft being delivered over a 12-month period, reaching Initial Operational Capability in 2014, as planned. Canada DND.

Nov 19/12: Sub-contractors. Canadian landing gear specialist Heroux-Devtek Inc. in Longeuil, PQ receives a multi-year contract from Boeing to manufacture the landing gear for all US Army CH-47F helicopters bought under MYP-II. Deliveries are scheduled to begin in the first half of 2014 and run into 2019. Current MYP-II contract expectations will involve 155 helicopters, but this sub-contract also includes options for up to 150 additional landing gear sets to 2019. America isn’t likely to order another 150 CH-47Fs, but foreign buyers might, and MYP-II lets them benefit from the same bulk-order prices negotiated by the US government.

Heroux-Devtek is already an incumbent landing gear supplier for the CH-47F, thanks to the Sept 24/09 MoU that let them bid to supply all H-47F aircraft delivered to customers outside the United States. In September 2012, they received a license to fabricate replacement parts, and to carry out repair and overhaul services, for the landing gear of all Chinook variants. This agreement completes the trifecta. Heroux-Devtek release [PDF].

Oct 28/12: India. The Ministry of Defence has reportedly designated Boeing’s bid to supply 15 CH-47Fs as the “L-1″ (lowest adjusted bid) in Russia’s heavy-lift helicopter competition. If a contract is finalized, the CH-47F will have beaten Russia’s larger and more powerful Mi-26T2, which already serves in India’s armed forces. Both types have proven themselves in Afghanistan, and commercial Mi-26 helicopters have been hired to airlift crashed CH-47Ds back to base.

One key difference? The CH-47F may have just half of the Mi-26′s takeoff weight, but it can be transported in India’s new fleet of C-17A Globemaster heavy-lift jets. That will give an Indian CH-47F fleet a much greater deployment reach. Times of India.

Oct 5/12: Support. Boeing announces a 5-year, $185 million Performance-Based Logistics (PBL) contract to manage production, overhaul and distribution of the Army’s supply of Chinook helicopter rotor blades. This includes older CH-47D models, as well as the CH-47F. Boeing now has performance-based support contracts within the AH-64 Apache, V-22 Osprey, and international CH-47 programs. They add that:

“Boeing has been collaborating with U.S. Army Aviation and Missile Life Cycle Management Command for several years on ways to improve the tooling used to produce and repair Chinook rotor blades. The company also has increased the efficiency and capacity of its Chinook supply chain through the use of improved asset management and forecasting tools, an enhanced supplier network and a public-private partnership with the Corpus Christi Army Depot.”

Oct 5/12: HUMS. An $8.6 million cost-plus-fixed-fee contract for CH-47F cargo-platform health environment (CPHE) field demonstration kits. Boeing confirms that these embedded HUMS (Health and Usage Monitoring Systems) will track wear and performance for specific mechanical components and areas. The contract supports initial CPHE fielding, and this aircraft monitoring system is part of the Multi Year II suite of improvements to the CH-47F.

The initial fielding contract, however, is issued under an older agreement. Work will be performed in Philadelphia, PA, with an estimated completion date of Sept 28/13. One bid was solicited, with 1 bid received (W58RGZ-04-G-0023).

Oct 4/12: IVCS. A $17.1 million cost-plus-fixed-fee contract to qualify Improved Vibration Control Systems for use on the CH-47. Boeing says that IVCS replaces the existing system, reducing weight and issues with part obsolescence. It is not part of the Multi Year II suite of improvements to the CH-47F.

Work will be performed in Ridley Park, PA with an estimated completion date of Sept 28/15. One bid was solicited, with 1 bid received (W58RGZ-04-G-0023).

Oct 2/12: COOLS. A $13 million cost-plus-fixed-fee contract for “cargo on/off loading systems.” Boeing confirms that this contract is for the new Cargo On/Off Loading System (COOLS), which provides a convertible roller/ flat floor surface for the CH-47F, and incidentally improves bullet protection in the floor. COOLS will be installed in all MYP-II Chinooks, and will be retrofitted into all existing F-model Chinooks.

Work will be performed in Ridley Park, PA with an estimated completion date of Jan 31/14. One bid was solicited, with one bid received (W58RGZ-04-G-0023).

CH-47F, FOB Bastion
(click to view full)

Sept 25/12: Support. A $12.1 million cost-plus-fixed-fee contract for CH-47F maintenance. Work will be performed in Ridley Park, PA with an estimated completion date of Sept 11/15. One bid was solicited, with 1 bid received (W58RGZ-04-G-0023).

Aug 16/12: 50th Anniversary. Boeing marks the 50th anniversary of delivering the first H-47 Chinook military helicopter, making it Boeing’s longest continuously running production program. The company has delivered more than 1,200 Chinooks to 18 operators around the world, and more than 800 still in operation today.

The production line near Philadelphia is about to see the end of a $130 million renovation that will help Boeing increase Chinook production rates without breaking the bank. Boeing says that they are scheduled to deliver nearly 60 Chinooks this year. They have a proposal for a multi-year American buy, and a backlog of foreign orders.

Aug 14/12: Improved Rotor. A $37.2 million cost-plus-fixed-fee contract for engineering services in support of the Advanced Chinook’s rotor blade tooling. Advanced Chinook incorporates a number of modifications to the base CH-47F, and the new rotor blade designis one of the most important.

Work will be performed in Ridley Park, PA, with an estimated completion date of Nov 30/15. The bid was solicited through the Internet, with 1 bid received (W58RGZ-04-G-0023).

Aug 7/12: AVMS. Boeing announces that it will embark on Phase II of its Adaptive Vehicle Management System (AVMS), an advanced flight control system that’s designed to improve maneuverability and performance. It achieves these goals by adapting the flight controls to the aircraft’s flight condition, environment and even computed pilot intent.

The $18 million U.S. Army contract is a joint development project between Boeing and the Army Aviation Applied Technology Directorate (AATD) and will encompass more than 100 hours of flight test time. In Phase II, the team will fly the AVMS system on the modified Boeing H-6 helicopter used in Phase I, as well as on the larger Boeing AH-64 Apache attack helicopter and CH-47 Chinook heavy-lift helicopter.

May 16/12: MH-47G. Rolls Royce Corp. in Indianapolis, IN receives a $17 million firm-fixed-price and cost-no-fee contract for MH-47G helicopter infrared exhaust suppressors, including systems components, initial fielding spares and spare parts.

Work location will be determined with each task order, until May 10/17. One bid was solicited, with 1 bid received by U.S. Army Contracting Command in Fort Eustis, VA (W91215-12-D-0001).

April 9/12: A $26.9 million firm-fixed-price contract for “services in support of the chinook cargo helicopter advance procurement, long lead items.” Work will be performed in Philadelphia, PA, with an estimated completion date of Dec 31/13. One bid was solicited, with one bid received (W58RGZ-04-G-0023).

April 4/12: US Army Plans. US Army CH-47 F-model project manager Lt. Col. Brad Killen states that the Army plans to have a “pure” fleet of 440 F-model Chinooks by 2018, thanks to a combination of CH-47F buys and upgrades. So far, the Army has accepted 169 CH-47Fs, and its long history of upgrades still includes the first CH-47A ever delivered. About 50 years later, it’s serving in Afghanistan, as a CH-47D.

Lt. Col. Killen has a colleague, thanks to the Army’s recent move to install a Lt. Col. Joe Hoecherl as the special program manager for CH-47F modernization. Key initiatives includes the new composite rotor blade, slated for flight testing in summer 2015; the COOLS Cargo On/Off Loading System of flippable rotors, which will begin fielding in February 2013; and the CHPE Cargo Platform Health Environment of embedded diagnostic and prognostic sensors, which begins installation validation in May 2012. US Army.

Feb 13/12: FY 2013 budget request. The US Army request is $1,462.3 million for 44 CH-47Fs. $1,159.4 million will fund 19 new-build and 19 remanufactured/Service Life Extension Program helicopters, while another $231.3 million buys 6 Overseas Contingency CH-47Fs to replace combat losses. The accompanying document says that:

“Protection of the CH-47 is a major part of the Army’s continued focus on aviation and maintaining an effective Aviation Modernization program, specifically modernization of the Army Rotary Wing fleet. The Department requests funding for procurement of 25 new F-model aircraft while remanufacturing 19 more. Also, funding will be used for further improvements and upgrades, including a loading system to enable rapid reconfiguration from cargo to passenger missions. Funding in FY 2013 is $1.2 billion and totals $5.7 billion from FY 2013 – FY 2017.”

Feb 13/12: FY 2012 new CH-47F. A $676 million firm-fixed-price contract modification to buy 32 CH-47F new build helicopter airframes, plus installation of GFE equipment like engines, etc. Work will be performed in Ridley Park, PA, with an estimated completion date of Dec 31/15. One bid was solicited, with 1 bid received (W58RGZ-08-C-0098).

Feb 13/12: A $21.9 million cost-plus-fixed-fee contract, covering initial production fielding support for each new equipment training site equipped with the CH-47 cargo helicopter.

Work will be performed in Ridley Park, PA, with an estimated completion date of April 30/13. One bid was solicited, with 1 bid received (W58RGZ-11-C-0093).

Feb 13/12: Cargo upgrade. A $13.3 million cost-plus-fixed-fee contract modification to manufacture and test 5 Cargo On-and-Off Loading System prototypes. As noted above, this is a proposed modification to the existing CH-47F.

Work will be performed in Ridley Park, PA, with an estimated completion date of Feb 28/14. One bid was solicited, with 1 bid received (W58RGZ-04-G-0023).

Jan 17/12: DOT&E on Survivability. The Pentagon releases the FY2011 Annual Report from its Office of the Director, Operational Test & Evaluation (DOT&E). The CH-47 is cited as a system performing well on all measures, but there were some interesting notes about survivability:

“Rotorcraft Sponson RPG Vulnerability. This project is demonstrating methods of suppressing fires resulting from RPG impacts to sponson fuel tanks [DID: those bulges on the lower sides] – with emphasis on occupant survivability. For several U.S. rotorcraft, fuel tanks are contained in sponsons that are adjacent to the main cabin. Current data indicates that the U.S. aircraft are being shot with RPGs and sponsons should be protected.

…Combat Incident Emerging Threat Investigation. This project is addressing a recent combat incident in Afghanistan that raised concerns about a potential new threat to helicopters. In this incident, a CH-47 helicopter was damaged in a manner uncharacteristic of any previous incident. JCAT requested JLF Air support by providing threat-target characterization data for their incident investigation. Results from two shots completed against a surrogate airframe were provided to JCAT. The initial results from these tests allowed JCAT to understand the engagement conditions and subsequent damage with confidence, increasing the value of information provided to operational commanders.”

Jan 5/12: A $218.7 million firm-fixed-price contract. Clarifications revealed that the FY 2012 order will produce the last 12 refurbished CH-47F (converted from CH-47D) airframes under the current multi-year contract, as well as installation of equipment like engines etc. that are bought by the government under separate contracts. Boeing submitted an offer for a follow-on multi-year CH-47F contract in November 2011 (vid. Nov 4/11, Oct 12/11), and expects that if their offer is accepted, it would happen around January 2013.

Note that final contract dates are not the same as final delivery dates, so the 1st multi-year program will still be building machines during any follow-on contract’s initial couple of years. Work will be performed in Ridley Park, PA, with an estimated completion date of Dec 31/15. One bid was solicited, with 1 bid received (W58RGZ-08-C-0098).

Nov 4/11: MYP-II offer. Boeing has tabled its 2nd multi-year buy offer to the US government, for another 155 CH-47F family helicopters, as the end comes into view for its first $4.3 billion, multi-year contract for 191 helicopters.

Boeing CH-47Fs currently equip 8 U.S. Army units, and 6 of those units have completed deployments in Iraq and Afghanistan. The Army is in the process of training and equipping the 9th unit. Boeing.

Oct 12/11: MYP-II = CH-47F+. Boeing is preparing its next multi-year buy offer to the US government for 155 more CH-47 family helicopters, which would end the program of record.

Procurement wouldn’t start until 2013, and the new machines would include a number of changes including flip-over cargo rollers on the floor. They’re also developing a new rotor blade to give the helicopter about 2,000 more pounds of lift, without hurting forward flight performance. The new rotor is headed for a Critical Design Review in January 2012, but probably won’t deliver in time to begin the next buy. Defense News.

CH-47F, Ft. Campbell
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Sept 14/11: A $6.75 million firm-fixed-price contract modification “to support the CH-47F Chinook helicopter renew aircraft.” Work will be performed in Ridley Park, PA, with an estimated completion date of Dec 31/15. One bid was solicited, with one bid received (W58RGZ-08-C-0098).

Aug 11/11: MH-47G. An $8.4 million firm-fixed-price contract to buy Digital Automatic Flight Control Systems for the Special Operations MH-47G. Work will be performed in Philadelphia, PA, with an estimated completion date of Dec 1/13. One bid was solicited, with one bid received by the US Army Aviation and Missile Command, Contracting Center in Fort Eustis, VA (W91215-11-D-0001).

Aug 4/11: MH-47G. Raytheon in McKinney, TX receives a $21 million indefinite-delivery/ indefinite-quantity contract for 8-15 AN/ZSQ-2v1 Assault and 0-5 AN/ZSQ-2v2 Attack Electro-Optical Sensor Systems. The FBO solicitation specified only MH-47Gs, but the DefenseLINK release referred to US SOCOM’s MH-47G Chinook and MH-60M Black Hawk helicopters at Fort Campbell, KY.

Work will be performed primarily in McKinney, TX and is expected to be completed by Aug 2/13. A $15.6 million Delivery order 0001 was issued on Aug 2/11. This is a sole-source contract under the authority of FAR 6.302-1 (H92241-11-D-0006). See also FBO.gov.

The ZSQ-2 electro-optical turrets share a number of sub-systems in common with similar Raytheon products that equip aircraft like the MQ-9 Reaper, MH-60R Seahawk, etc., as Raytheon seeks to take things one step further with a Common Sensor Payload design for the US Army. The ZSQ-2s have begun receiving upgrades with 3rd generation FLIR night vision systems.

June 29/11: FY 2011 option. A $174.1 million firm-fixed-price contract, covering the 4th year of the current CH-47F multiyear contract, and exercising the Production Lot IX option for 8 new-build CH-47Fs.

Work will be performed in Ridley Park, PA, with an estimated completion date of Dec 30/13. One bid was solicited with one bid received (W58RGZ-08-C-0098).

June 6/11: Turkey. Turkey’s DSCA request (vid. Dec 3/09) may be close to a contract, but for fewer helicopters. Hurriyet Daily News quotes an unnamed “senior procurement official,” who says that a $300 million deal for 6 of the 14 notified CH-47Fs is close to finalization, with deliveries to begin in 2013. The official added that “After the helicopters begin to arrive, we plan to make some modifications on them according to suit our specific needs.”

Contract negotiations among the SSM, the U.S. government and Boeing were launched in 2010. The deal is reportedly for 6 Army helicopters because of financial constraints, leaving the remaining 8 as a future option.

May 10/11: Training. A $23.7 million firm-fixed-price contract covers initial production fielding support for each new equipment training site equipped with the CH-47F.

Boeing describes it a bit differently, as Initial Production Fielding Support modifications on 49 CH-47F Chinook helicopters at Boeing’s Millville, NJ Modification Center, which opened in 2010. After the Chinooks are delivered from the production line in Philadelphia to the Army, they are flown to Millville, where Boeing structural and electrical employees make specialized avionics and airframe modifications to support new Army requirements. The contract will also support 2 New Equipment Training teams, who help train US Army Chinook units in the USA and abroad on the upgrades.

The US Army lists the estimated completion date as April 30/13, while Boeing says that the current contract period extends the current work of modifying Chinook aircraft at the Boeing Millville facility from May 2011 through April 2012. Both could be right; DoD announcements may not include option periods, and may cover only part of the contract’s total possible funds (W58RGZ-11-C-0093). See also Boeing release.

March 30/11: FY 2011 new. A $528.1 million firm-fixed-price contract for 25 new-build CH-47F Chinooks. Work will be performed in Ridley Park, PA, with an estimated completion date of Dec 30/13. One bid was solicited with one bid received (W58RGZ-08-C-0098).

March 3/11: Boeing receives a $13.6 million firm-fixed-price contract for CH-47F infrared suppressor systems modification B-kits. The idea is make the helicopter’s hot engine exhaust gasses less of a clear target for heat-seeking missiles. Work will be performed in Ridley Park, PA, with an estimated completion date of May 31/13. One bid was solicited with one bid received (W58RGZ-04-G-0023).

Feb 16/11: Honeywell Aerospace in Phoenix, AZ received a $43.7 million firm-fixed-price contract for 50 T55-GA-714A engines and 30 T55-GA-714A engine fielding kits. Work will be performed in Phoenix, AZ, with an estimated completion date of Dec 31/13. One bid was solicited with one bid received (W58RGZ-04-C-0061).

Dec 28/10: FY 2011 rebuilt. A $242 million firm-fixed-price contract for 11 remanufactured CH-47F Chinook helicopters. Work will be performed in Ridley Park, PA, with an estimated completion date of Sept 30/13. One bid was solicited with one bid received (W58RGZ-08-C-0098).

Dec 28/10: Support. A $10 million cost-plus-fixed-fee contract for training, equipping, sustaining, and other support and services for the CH-47F Chinook program. Work will be performed in Ridley Park, PA, with an estimated completion date of April 30/11. One bid was solicited with one bid was received (W58RGZ-04-G-0023).

Dec 8/10: Dutch 1st flight. 1st flight of the Royal Netherlands Air Force (RNLAF) CH-47F (NL) Chinook heavy-lift helicopter. The new version is scheduled to complete its flight test program in August 2011, after approximately 100 flight hours. There are 2 aircraft in flight test as of January 2011, of the order for 6. The CH-47F-NLs will join an existing fleet of 11 CH-47Ds, as the Dutch become the 1st international customer to field an F model variant.

The new Dutch Chinooks are equipped with self-protection systems, engine air particle separators, a forward-looking infrared system, and fast rope positions, which will be used to support Special Forces operations. Boeing | DID’s full CH-47F (NL) coverage.

Dec 3/10: A $50.7 million firm-fixed-price contract commits funding for CH-47F production Lot 10 long lead time items. Work will be performed in Ridley Park, PA, with an estimated completion date of Sept 30/13. One bid was solicited with one bid received (W58RGZ-08-C-0098).

Nov 3/10: Improvements. Boeing continues to work on CH-47F/MH-47G improvements. They include a redesigned rotor blade, improved engine controls for the “fat tank” MH-47Gs, and an integrated cargo roller system for the CH-47Fs. These features could be part of a new configuration set that will be finalized in June 2011. Deliveries would start in 2014, under what Boeing hopes will be a new multi-year contract.

The new blade was derived from the canceled RAH-66 Comanche scout/attack helicopter, and has a swept dihedral-anhedral blade tip, using 3 airfoil sections instead of 2. It’s designed to add 2,000 pounds of lift, without hindering forward-flight performance. Wind tunnel testing is done, and the next step is making full-size blades for dynamic and fatigue testing, followed by 2014 flight tests. Aviation Week.

Oct 28/10: Canadian criticism. Canada’s Office of the Auditor General (OAG) releases their 2010 Fall report. Canada’s CH-147 program rates a very negative verdict. Most important, they contend that the procurement process itself was unfair, and that DND kept senior decision makers in the dark about major changes to the project and its costs.

Read “On The Verge: Canada’s $4B+ Program for Medium-Heavy Transport Helicopters” for the full details, including links to background materials.

Oct 13/10: 2 more. A $43.5 million firm-fixed-price contract, exercising the option for 2 CH-47F new Chinook cargo helicopters. The order is technically placed on Sept 30/10, the last day of FY 2010. Work will be performed in Ridley Park, PA, with an estimated completion date of Sept 30/13. One bid was solicited with one bid received (W58RGZ-08-C-0098).

Oct 13/10: Support. A $12 million cost-plus-fixed-fee contract, covering 57,700 hours of CH-47F engineering services support, to include integration of engineering change proposals, product improvement, and other modifications to the CH-47F cargo helicopter. Work will be performed in Ridley Park, PA, with an estimated completion date of Sept 30/12. U.S. Army Contracting Command, CCAM-CH-A in Redstone Arsenal, AL (W58RGZ-04-G-0023).

MH-47G, 2010 exercise
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Aug 6/10: Support. A $5.7 million cost-plus-fixed-fee delivery order modification for 27,310 hours of engineering services support of “CH-47F unique items identification candidates, non-recurring engineering.” Work is to be performed in Ridley Park, PA, with an estimated completion date of Jan 31/12. One bid was solicited with one bid relieved (W58RGZ-04-G-0023).

DID asked about this, and the Army eventually explained that Boeing will be evaluating parts to determine where and how to permanently mark items over $5,000, or serially tracked items, with machine readable code per the Pentagon’s Item Unique Identification (IUID) mandate.

July 30/10: The 10th Mountain Division becomes the 6th US Army unit to field the CH-47F. It’s 10th Combat Aviation Brigade’s 3rd General Support Aviation Battalion has equipped its B Company at Fort Drum, NY, which will begin advanced mission training including simulated assault, troop-transport and cargo-movement exercises, and high mountain operations. Boeing.

April 16/10: Support. A pair of cost-plus-fixed-fee contracts for engineering services, worth a combined $38.2 million for 183,993 hours. Work is to be performed in Ridley Park, PA, with an estimated completion date of Dec 31/11. In both cases, just 1 bid was solicited, with 1 bid received (W58RGZ-04-G-0023).

The first contract exercises a $30.2 million option for 145,480 hours, while the second exercises an $8 million option for 38,513 hours.

Feb 25/10: Australia. The Australian Government gives second pass approval to “Project AIR 9000 Phase 5C” for 7 CH-47Fs, at a budget of AUD $755 million. This approves the plan’s details, but is not itself a contract. Australia expects to field the first 2 helicopters in 2014, with all 7 expected by 2017. The ministerial statement makes it clear that the 7 CH-47Fs would replace 5th Aviation Regiment, C squadron’s existing 6 CH-47Ds, would also be based in Townsville, and would be expected to serve until 2040.

Per the recommendations of past commissions like Australia’s famous Kinnaird Review, Senator Faulkner said the new aircraft will be procured and maintained in the same broad configuration as the United States Army CH-47Fs. Australia also promised to consider joining the USA’s Chinook Product Improvement Program as a way to keep those configurations aligned, “when information on this program is of second pass quality.” Having said all that, however, “The new Australian Chinooks will also receive some additional ADF-specific equipment to meet certain operational and safety requirements.”

CH-47F taking off
click to play video

Dec 16/09: FY 2009. A $704.4 million firm-fixed-price contract for 21 new build aircraft and 14 remanufactured CH-47s. This is the 3rd year of a multi-year contract for CH-47Fs, and work will be performed in Ridley Park, PA, with an estimated completion date of Sept 30/13. One bid was solicited with one bid received (W58RGZ-08-C-0098).

Dec 15/09: UK plans. Gordon Brown’s Labour Party government and the British Ministry of Defence announce plans to buy 10 new CH-47 Chinook helicopters for delivery in 2012-2013, with the intent to buy another 12 Chinooks later. The Chinooks will replace the planned Future Medium Helicopter competition to field a successor for Britain’s 34 AS330 Puma HC1s, and 46 H-3 Sea Kings. This is not a formal contract yet, and it is likely but not certain that the new helicopters will be CH-47Fs with British adaptations.

Dec 3/09: Support. Boeing in Ridley Park, PA receives a $21 million cost-plus-fixed-fee contract for interim contract support Phase II. Work is to be performed in Ridley Park, PA, with an estimated completion date of Dec 31/10. One bid was solicited with one bid received by U.S. Army Contracting Command’s Aviation & Missile Command in Redstone Arsenal, AL (W58RGZ-04-G-0023).

Nov 9/09: UK. Defense News reports that Britain is planning to cancel its Future Medium Helicopter competition, and order Boeing Chinooks instead. The proposed move is part of a Ministry of Defence helicopter strategy called “Vision 2020,” which still requires approval by government ministers.

Oct 28/09: Dutch. Luchtvaartnieuws reports [in Dutch] that the 6 initial Dutch CH-47Fs will be delayed to the end of 2010, due in part to software issues. They were originally scheduled to arrive by early 2010.

The practical consequence? If the Dutch decide not to stay in Afghanistan past 2011, their CH-47Fs may not be deployed there.

Oct 19/09: Sub-contractors. VT Group US, a unit of UK-based VT Group, announces a 5-year, $29.1 million contract to provide logistics analyses and support for the Army’s fleet of CH-47D/F Chinook cargo helicopters.

Under the terms of the contract, VT Group’s Technical Services Division will provide CH-47D/F logistics fleet management, sustainment, CH-47F product manager, foreign military sales, and sustainment support related to all CH-47 cargo helicopters in the Army’s fleet. This includes logistic support to be performed for the CH-47D/F programs, subsystems, product improvements, and the Army’s modernization plan for the CH-47s.

Sept 24/09: Sub-contractors. Canadian landing gear specialist Heroux-Devtek Inc. in Longeuil, PQ signs a 4-year Memorandum of Understanding with Boeing. It makes them eligible to provide landing gear for all H-47F aircraft scheduled to be delivered to export customers over the firm’s FY 2012-2016 period. Héroux-Devtek may also be considered for an intellectual property license to service variants in the worldwide fleet of over 1,000 Chinook helicopters, and the firm is especially interested in that aftermarket services opportunity.

This MOU follows the Canadian government’s Aug 10/09 announcement to order 15 new “CH-147″ Medium to Heavy Lift Helicopters, and supports Boeing’s Industrial & Regional Benefits commitment for the MHLH program. Heroux-Devtek release [PDF].

Sept 17/09: Turkey. Turkey is moving closer to a CH-47F contract, and its SSM procurement agency has reportedly added 4 Combat Search & Rescue (CSAR)/ Special Operations versions to its desired buy, raising the total to 14. Flight International reports that a letter of request has now been issued, and a contract signature is expected by mid-2010 via the USA’s Foreign Military Sales mechanism.

Sept 14/09: MH-47G. A $17.8 million firm-fixed-price contract involving 6 MH-47G Recap, Lot 7 Recap Aircraft. Work is to be performed in Ridley Park, PA with an estimated completion date of May 30/10 (W58RGZ-04-G-0023).

As the price might suggest, this is not the full remanufacturing cost. Boeing representatives confirmed that it will be used to refurbish rotor blades, transmissions, and other re-used parts as part of the overall remanufacturing process.

Aug 3/09: FY 2009 option. A $108.8 million firm-fixed-price contract for CH-47F multiyear contract option for 5 new-build CH-47s, as part of Year 2/ Production lot 7. Work is to be performed in Ridley Park, PA, with an estimated completion date of Sept 30/13. One bid solicited with one bid received (W58RGZ-08-C-0098).

July 1/09: Australia. Shephard Group reports that Australia may not place a contract order for new CH-47Fs until 2012, and doesn’t expect to field them before 2016-2018. In the interim, Australia hopes to issue maintenance support tenders for its 6 existing CH-47Ds.

The original acquisition plan, approved by the Liberal Party government, would have bought 3 new-build CH-47Fs, and remanufactured existing CH-47Ds to CH-47F configuration. The new Defence Capability Plan, issued this day, revises the timeline.

April 23/09: FY 2009 new-build. A $142 million firm-fixed-price contract for 7 new-build CH-47Fs, adding helicopters to the existing multi-year contract (see Aug 27/08) under production Lot 7 (see Dec 24/08). Work is to be performed in Ridley Park, PA with an estimated completion date of Sept 30/13. One bid was solicited and one bid received (W58RGZ-08-C-0098).

Note that the 5-year contract includes options for up to 24 additional helicopters over its lifetime, in addition to agreed yearly production figures. This order brings Lot 7 production to 38 helicopters: 23 new-build CH-47Fs, and 15 remanufactured CH-47Fs.

April 13/09: Boeing announces that a 4th U.S. Army unit has fielded the CH-47F Chinook: Company B of the 82nd Airborne Division’s 82nd Combat Aviation Brigade, 3rd General Support Aviation Battalion at Fort Bragg, N.C.

Dec 24/08: FY 2008. A $620.7 million firm-fixed-price contract for 31 Lot 7 production CH-47Fs, built under the 2nd year of the multi-year contract announced on Aug 27/08. This Year 2 order includes 16 new-build CH-47Fs, 15 remanufactured CH-47Fs, plus Lot 8 long lead time items.

These contracts also include integration of “government furnished equipment” like engines, electronics, and defensive systems, but the equipment itself is bought under separate contracts. Work will be performed in Ridley Park, PA with an estimated completion date of Sept 30/13. One bid was solicited and one bid received by the U.S. Army Aviation and Missile Command at Redstone Arsenal, AL (W58RGZ-08-C-0098).

Dec 19/08: MH-47G. A $114 million firm-fixed price contract for a modification that finalizes both long lead items for, and the procurement or remanufacture of, 6 Special Forces MH-47E aircraft to the MH-47G configuration.

Work will be performed in Ridley Park, PA and Middletown, DE and is expected to be complete by May 30/11. One bid was solicited on May 8/08 by the Aviation Integration Directorate at Aviation and Missile Command, Fort Eustis, VA (W58RGZ-04-G-0023).

Dec 15/08: Support. A $12.7 million cost plus fixed price contract for CH-47F Interim Contractor Support. Work will be performed in Ridley Park, PA with an estimated completion date of Dec 31/09. One bid was solicited and one bid was received (W58RGZ-04-G-0023).

Nov 18/08: Boeing announces that its CH-47F Chinook helicopter has been fielded by Bravo Company, 2nd Battalion, 227th Aviation Regiment, 1st Air Cavalry Brigade, 1st Cavalry Division in Fort Hood, TX. This is the 3rd U.S. Army unit to field the CH-47F since the aircraft was certified combat-ready in July 2007.

Nov 14/08: Sub-contractors. Eaton Corp. announces that it will receive new work from Boeing Company, as part of the CH-47F multi-year contract. Specific terms were not disclosed, but Eaton will supply a hydraulic system engine pump, motor pump and control box and the hydraulic control valves; fluid conveyance system hoses, tubes and fittings; lubrication system components and the helicopter’s engines health debris monitoring components.

CH-47F, Ft. Hood
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Aug 27/08: Boeing announces a 5-year, $4.3 billion U.S. Army contract for 181 CH-47F Chinooks, and 10 additional Chinooks under FY 2008 supplemental funding. There are also options in the award for an additional 24 helicopters over the course of the contract, which would bring the total to 215.

The DefenseLINK release describes an initial $722.7 million payment on the firm-fixed-price multiyear contract (W58RGZ-08-C-0098), which runs until Sept 30/13. It comprises 109 CH-47F new-build aircraft, 72 CH-47F remanufactured aircraft, and priced options for 34 CH-47F new build aircraft (10 FY08 + 24 options).

Boeing claims the multi-year award creates production security for the Boeing Rotorcraft Systems facility in Ridley Township, PA, and for its sub-contractors in over 45 states. They also claim a cost savings of more than $449 million for the U.S. Army. To date, Boeing has delivered 48 CH-47F helicopters to the U.S. Army, training and equipping two units, with a 3rd unit scheduled to stand up in August 2008. The helicopters are currently undergoing its first deployment to Iraq. Boeing release.

MYP Contract

May 6/08: Engines. Honeywell International of Phoenix, AZ received a maximum $48.9 million, Firm-Fixed price Indefinite Delivery/ Indefinite Quantity (IDIQ) contract for Engine and Maintenance Support for the T55-GA-714A Engines and Components used on the MH-47G Helicopters. Work will primarily be performed at Greer, SC and is expected to be completed by Dec 31/12. This contract was awarded as a sole source, to the firm that makes the engines (H92241-08-D-0006).

Feb 1/08: FY 2008. A “large firm-fixed price contract [for 10] CH-47F new build production helicopters” is announced on DefenseLINK. DID is later able to confirm the figure: $280.5 million. Work will be performed in Philadelphia, PA and is expected to be complete by Dec 31/12. One bid was solicited on Dec 31/03, and 1 bid was received by the U.S. Army Aviation and Missile Command in Redstone Arsenal, AL (W58RGZ-04-C-0012).

A Feb 27/08 Boeing release corrects the number 11 helicopters, and adds that this award brings the number of new CH-47F Chinooks on contract to 59. Aircraft deliveries under this award will begin in 2011.

CH-47F, Ft. Irwin
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Sept 14/07: +1. A $25.5 million modification to a firm-fixed-price contract (W58RGZ-04-C-0012) for a CH-47F New Build Production Helicopter. Work will be performed in Ridley Park, PA and is expected to be complete by Dec 31/12. This was a sole source contract initiated on Dec 31/03 by the U.S. Army Aviation and Missile Command at Redstone Arsenal, AL.

Sept 4/07: Europe. Defense Aerospace reports that the Franco-Germany Heavy Lift Helicopter (HTL/FTH) program may not involve full development of a new design, and says that 3 helicopters are being evaluated in the initial phase: the Boeing CH-47F Chinook, the Sikorsky CH-53K project, and Mil’s Mi-26T. See DID’s in-depth coverage of this program, its emerging requirements, and the contenders. That “growth version” of the CH-47F would appear to be necessary if Boeing wants to be a serious competitor.

Aug 17/07: Jane’s International Defence Review reports that: “Boeing is looking to enhance the workhorse helicopter to improve range and payload. Director of Boeing H-47 programmes Jack Dougherty said in a presentation to reporters at Fort Campbell that the company continues to fund research into the possibility of a “growth Chinook” beyond the CH-47F.”

July 8/07: CH-47F new. A $76.5 million modification to a firm-fixed-price contract for CH-47F new build production helicopters. Work will be performed in Philadelphia, PA and is expected to be complete by Dec. 31, 2012. This was a sole source contract initiated on Dec. 31, 2003 (W58RGZ-04-C-0012).

July 5/07: MH-47G. Boeing Co. in Ridley Park, PA receives a delivery order amount of $52.7 million as part of a $147.3 million firm-fixed-price contract for remanufacture of H-47 aircraft to the MH-47G configuration. Work will be performed in Ridley Park, PA (98.3%), and Middletown, DE (1.7%), and is expected to be complete by Aug. 30, 2008. This was a sole source contract initiated on June 28, 2006 by the U.S. Army Aviation and Missile Command, Fort Eustis, VA (W58RGZ-04-G-0023).

July 5/07: MH-47G. Boeing Co. in Ridley Park, PA receives a delivery order amount of $6.5 million as part of a $112.5 million firm-fixed-price contract for remanufacture of H-47 Aircraft to the MH-47G configuration, and an option for additional aircraft. Work will be performed in Ridley Park, PA (98.3%), and Middletown, DE (1.7%), and is expected to be complete by May 31, 2010. This was a sole source contract initiated on April 11, 2007 by the U.S. Army Aviation and Missile Command in Fort Eustis, VA (W58RGZ-04-G-0023).

April 5/07: Italy. Boeing Corp. says it expects that Italy will buy 16-20 CH-47Fs, through a joint production agreement with Italian conglomerate Finmecccanica SpA. The deal has reportedly been in the works for a while, and Boeing said it expects the orders around 2008-2009.

Boeing spokesman Joseph LaMarca says that the expected Italian purchase will be a direct commercial sale, with AgustaWestland as the prime contractor and Boeing as the lead subcontractor. In 2006, the 2 companies signed a new memorandum of understanding that lays out an industrial agreement for further Italian Chinook production. World Aeronautical Press Agency.

March 3/07: MH-47G. A delivery order amount of $48.2 million as part of a $69.9 million firm-fixed-price contract for long lead items used to remanufacture Chinooks to the MH-47G US Special Forces configuration. Work will be performed in Ridley Park, PA (98.3%), and Middletown, DE (1.7%), and is expected to be complete by Aug. 30, 2008. This was a sole source contract initiated on Jun. 28, 2006 by the U.S. Army Aviation Integration Directorate in Fort Eustis, VA (W58RGZ-04-G-0023).

Feb 27/06: CSAR-X hits turbulence, eventually crashes. The US Government Accountability Office upholds protests by Sikorsky & Lockheed Martin. It orders the USAF to re-bid the CSAR-X contract, and cancel Boeing’s HH-47 contract if another firm is deemed to have the better bid. This kicks off an acrimonious process featuring revisions to the RFP, public criticism by the contractors involved, and a second round of protests. It eventually leads to Air Force cancellation of the entire CSAR-X program.

Feb 19/07: Testing. The first production CH-47F has moved into Operational Testing at Ft. Campbell, KY after completing acceptance and developmental flight testing in December 2006. This phase, which ends in April 2007, includes more than 60 flight test hours that simulate a wide range of mission scenarios. Flight tests will be conducted by Bravo Company, 7th Battalion, 101st Aviation Regiment, 159th Combat Aviation Brigade, 101st Airborne Division (Air Assault). Boeing release.

Dec 22/06: CH-47F rebuilds. The full delivery order amount of $650.3 million is received as part of a firm-fixed-price contract for CH-47F remanufacture. Work will be performed in Philadelphia, PA, and is expected to be complete by Dec. 31, 2009. This was a sole source contract initiated on July 28, 2005 (W58RGZ-04-G-0023).

Dec 22/06: New CH-47Fs. A $406.4 million modification to a firm-fixed-price contract for the CH-47F new build helicopters. Work will be performed in Philadelphia, PA, and is expected to be complete by Dec. 31, 2012. This was a sole source contract initiated on July 28, 2005 (W58RGZ-04-C-0012).

Dec 22/06 – Boeing addendum: A January 3, 2006 press release from Boeing puts the total value of these contracts at $1.5 billion, and describes the order as production contracts for 16 new-build CH-47Fs and 9 remanufactured CH-47Fs valued at $624 million, plus options for 22 additional new-build CH-47Fs and 19 remanufactured CH-47Fs valued at more than $920 million. Presumably, the $406.4 million announcement represents the 19 remanufactured aircraft, with an $515 million option still outstanding for the 22 new-build CH-47Fs. Aircraft deliveries will begin in early 2008.

Nov 7/06: New CH-47Fs. A $163.3 million modification to a firm-fixed-price contract for CH-47F New Build Production Helicopters. Based on past order totals and contract values, this will buy the US Army about 8 CH-47Fs; DID is seeking clarification. Work will be performed in Philadelphia, PA, and is expected to be complete by Dec. 29, 2009. This was a sole source contract initiated on Dec. 31, 2003 (W58RGZ-04-C-0012).

First flight
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Oct 23/06: The first production CH-47F Chinook helicopter successfully completes its first flight from the Boeing Rotorcraft Systems facility in Ridley Park, PA.

1st CH-47F flight

June 28/06: Canada. Canada announces an estimated $4.7 billion project to acquire a fleet of 16 medium-to heavy-lift helicopters. The announcement is made as an Advance Contract Award Notice (ACAN), which permits the Government to identify an intended contract award winner (in this case, the Boeing CH-47F Chinook) and then buy that choice unless an offer deemed to be better is received from industry within 30 days. See complete DID coverage in “On The Verge: Canada’s $4.7B Program for Medium-Heavy Transport Helicopters“, including the links to the situation on the ground in Afghanistan, and some potential timing issues for the CH-47F.

April 18/06: A $7.5 million modification to a firm-fixed-price contract for long lead parts for the CH-47 Helicopter. Work will be performed in Ridley Park, PA and is expected to be complete by Nov. 30, 2008. This was a sole source contract initiated on April 1, 2005 (W58RGZ-04-C-0012).

Awards under contract # W58RGZ-04-C-0012 also include:

• Feb 16/06: $24.4M for undefined new-build CH-47F
  
• Aug 30/05: $53.4M for 2 new-build CH-47F
  
• May 10/05: 186.2M for undefined new-build CH-47F
  
• Dec 23/04: $243.0M for 10 new-build CH-47F
  
• Dec 05/03: $151.5M for 7 new-build CH-47F

Appendix A: Reconciling Previous Contracts and Numbers

Helping hand
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The problem DID ran into was difficulty reconciling announced contracts with corporate releases and also getting a firmer set of numbers, in order to get a more complete picture. A January 12, 2005 Boeing press release, for instance, noted that Boeing had signed a $549 million contract on Dec. 21, 2004 with the U.S. Army for 17 new-build CH-47F Chinook helicopters. This included seven aircraft authorized in December 2003 as part of the FY ’03 supplemental defense appropriation bill, and 10 aircraft approved in the current fiscal year defense budget (which ended Oct 2005, by which point the contract announcements had risen to $634.1M).

Fortunately, Boeing CH-47 Program Manager Ken Eland bails us out with an excellent explanation. Photos and links added…

“Chinook contract history is complex, because it involves both undefinitized contract actions (UCAs), which you may consider initial contract agreements, that lay out approximate monetary values for statements of work, and the full contract awards, subject to a large number of terms and conditions that specify in very minute detail costs for each step we undertake in the production process, starting with procurement of components and systems.

On December 5, 2003, Boeing and the Army agreed on an undefinitized contract action for $151.5 million to cover initial costs for development and production of seven new-build CH-47Fs. The funding for this action came from a supplemental appropriation. The purpose of the UCA was to energize the program quickly, given the availability of funds. The appropriation was not the final contract value, but an authorization value for the contract we would sign the following year.

CH-47F
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We signed the full contract in December of 2004, with a definitized value of $306.4 million.

We also signed a contract in December of 2004 for $243 million for ten new-build CH-47Fs. We had, in other words, booked 17 brand new CH-47Fs to add to the Army’s existing Chinook fleet, all of which we are modernizing under the Cargo Helicopter Modernization Program that we initiated in 2003, with first deliveries for Production Lot 1 in 2004. That program is slated to continue until about 2019 under the current production and delivery schedule. The 17 new CH-47Fs are the first installment of 55 currently authorized to increase the Army’s Chinook fleet.

To effectuate this change, we modified the previous definitized contract, increasing its value to $549 million ($243 million + $306.4 million).

On May 10, 2005, we agreed to a contract action for $186.2 million for “Renew” CH-47Fs. These aircraft are inducted CH-47Ds that are remanufactured into CH-47Fs. We have termed these aircraft with new fuselages “Renew” rather than remanufactured, to distinguish from those with modernized rather than new fuselages. Production Lot 3 involves 8 CH-47Fs, all of which will utilize new structures. All aircraft in Production Lots 1 and 2 used reconditioned fuselages, and were MH-47G Special Operation Chinooks, except the first one, a CH-47F.

In August 2005, we also added $53.4 million in another undefinitized contract agreement for two more CH-47Fs. This amount was a not-to-exceed (NTE) value, and we later definitized the actual value at $48.6 million for two new CH-47Fs. A modification was also included for additional configuration items to the CH-47F baseline valued at $19M. This increased the value of the New Build contract to $616.6M ($549M + $48.6M + $19M)

We also were awarded a $298.1 million contract for the Cargo Helicopter Modernization Program for Production Lot 4, consisting of 15 renewed CH-47Fs. This amount will cover recapitalization of aircraft systems and any over and above costs we incur for unplanned modernization work that may occur due to the condition of the inducted aircraft.

This month, February 2006, we added another $24.4 million contract for one additional new-build CH-47F.

So, our current contract status is as follows:

• We have a contract in place for 20 new build CH-47Fs with a total value of $640 million that also includes nonrecurring costs associated with development. ($549 million + $48.6 million + $19M + $24.4 million, rounded to take into account other minor contract modifications).

• Our Cargo Helicopter Modernization Program involves renewed CH-47Fs for Production Lots #3 (8 aircraft) and #4 (15 aircraft) totaling 23 aircraft with a contract value of $484 million.

• Lots 1 and 2 already have been delivered. As noted, all except one CH-47F, the initial delivery in Lot 1, have been MH-47G Special Operations Chinooks. FYI, we delivered 22 G models in those two lots.

• Deliveries of the 17 new-build [DID: CH-47F] Chinooks will begin in September 2006 and continue through the end of 2008.”

N.B. The contracts for Lot 1 and Lot 2 related to CH-47F model are not included in this article. The values discussed here only reflected models starting with Lot 3, and the initial New Build contract.

Additional Readings

• The Helicopter Page – How Helicopters Work. Actually, all about the H-47 Chinook and how tandem-rotor helicopters work. Very enlightening. Especially the story at the end.

• Chinook Helicopters and Company H, 4th Battalion, 7th Aviation Regiment: More Hookers than a Las Vegas showroom – Chinook-Helicopter.com. Excellent site for all things related to the CH-47, with an especially impressive set of pages, photos, etc. covering actual operations.

• Boeing – CH-47D/F Chinook

• Boeing – MH-47E/G Special Operations Chinook

• Army Technology – CH-47D/MH-47E Chinook Heavy Lift Helicopter, USA

• DID – Australia Ordering CH-47F Chinooks. They avoided the extra costs and delays the Canadian and Dutch faced, by buying standard American configuration. Major procurement reform reports like the Kinnaird Review have consistently recommended that sort of approach.

• DID – On The Verge: Canada’s $4B+ Program for Medium-Heavy Transport Helicopters. Covers Canada’s CH-147s, which are also a unique configuration. That really drove up costs.

• DID – Chinooks for the Dutch: The CH-47F (NL) Heavy-Lift Helicopter. Not the same configuration as the US model.

• DID – Italy Buying CH-47F Helicopters. Known as “ICH-47Fs” there. The prime contractor is AgustaWestland, who will complete final assembly and has a license to sell and produce the CH-47F for Britain, other European countries, and “several countries in the Mediterranean region.” That extends similar arrangements with previous CH-47 models.

• Rotorhub (Oct 23/12) – AUSA 2012: Boeing preparing for next steps on Chinook roadmap

• Aviation Week (Sept 6/11) – Making Do for Special Ops. New helicopters area priority for SOCOM.

• Flight International (April 1/08) – New Chinook models extend heavylift helicopter’s life

• Aviation Today (April 2006) – Downsized, Digitized, and in Demand. Excellent report giving an overview of the US Army’s helicopter modernization programs.

When the WALRUS super-heavy cargo airship was canceled, combat commanders complained that front-line airfields were often too short for the C-130 Hercules that make up the USAF’s tactical transport fleet. Delays in buying a small cargo aircraft to fill that role were making that problem worse. Starved of useful help due to USAF-sponsored delays, and the lack of appropriate aircraft in the USAF, the Army carried on with its aging C-23 Sherpas, and repurposed aircraft like the unprotected C-12 Hurons, in order to ferry troops, supplies, and/or very small vehicles within its theaters of operations. From the start the US Army and US Air Force expressed different levels of urgency and priority that led to Congressional SNAFUs and an initial contract award.

JCA could have been worth up to $6 billion before all was said and done, and the finalists were a familiar duo. After EADS-CASA’s CN-235 and a shortened version of Lockheed Martin’s C-130J were disqualified for failing to meet requirements, JCA became yet another international competition between EADS-CASA’s C-295M & Alenia’s C-27J. The C-27J team eventually won the delayed decision in June 2007, and prevailed in the subsequent contract protests from their rivals. What remained unclear was exactly what they had won. The joint-service decision and contract announcement didn’t end the inter-service and Congressional politicking, either, and the contractor side was equally fractious. This FOCUS article covers the JCA competition, and subsequent developments – including the Pentagon’s 2012 push to end the program, and sell its planes:

Canned Feud: The Transport of Seville vs. the Spartan Salesmen

C-295 hits American chill
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EADS-CASA partnered with Raytheon for the JCA competition. Their finalist the C-295M has a longer fuselage that can carry more cargo pallets than the C-27J, comes with a nifty pallet loading system, and is cheaper to maintain and fly. On the other hand, it lacks the internal dimensions and/or floor strength required for tactical loads like Humvees, small helicopters, et. al. C295 transport wins have included Spain, Algeria, Brazil, Czech Republic, Egypt, Finland, Ghana, Indonesia, Jordan, Kazakhstan, Mexico, Poland, and Portugal; and special mission versions serve with other countries beyond that list.

Alenia partnered with L-3 Communications and Boeing to offer the C-27J Spartan, aka. “Baby Herc” due to its profile, engine, and avionics commonality with the C-130J Hercules. EADS-CASA claims the C-27J’s fuel and maintenance needs give it operational costs that are over 50% more expensive than the C-295′s; but C-130J commonality may bring those numbers down slightly, and the C-27J’s internal dimensions and floor strength give it the flexibility to carry light tactical loads. C-27J wins as of August 2011 include Italy (12), Bulgaria (now 3 + 2 options), Greece (12, had some issues but appears to have resolved them [PDF]), Lithuania (3), Mexico (4), Romania (7), Morocco (4), and Slovakia (selected, no contract yet).

Surprisingly, word was that the US Army originally wanted the C-295 despite its tactical limitations, and the USAF originally wanted the C-27J despite is operating and maintenance costs. If the rumors about service preferences were true, testing pointed to the USAF’s choice – and the Army got more tactical flexibility.

Hello, My Baby, Hello, My Honey…

C-27J Spartan
(click to view full)

The GMAS team’s C-27J “Baby Herc” will replace the U.S. Army’s 43 C-23 Sherpas, and fill some roles currently flown by a handful of C-12 (based on the Beechcraft King Air twin turboprop) and C-26 Metroliner (based on the Fairchild Metro 23 twin turboprop) aircraft. In practice, it will also augment the U.S. Air Forces’ aging and partly-grounded fleet of C-130E/H intratheater airlifters, and replace a number of missions that are using very expensive-to-operate CH-47 helicopters as in-theater supply aircraft.

The C-27J team is led by GMAS (Global Military Aircraft Systems), a company owned 51% by Alenia Aeronautica and 49% by L-3 Communications. L-3 is formally the prime contractor within the USA, and Boeing Integrated Defense Systems is also a partner. Rolls Royce will supply the same AE2100 engines, and Dowty propellers, used by the 4-engined C-130J. Honeywell will enhance that commonality by offering the same avionics suite.

The new Joint Cargo Aircraft will be in high demand from the first day they’re delivered. The USAF has been making extensive use of intra-theater transports, and even C-17s with their short-field landing capabilities, in order to reduce the number of road supply convoys in Iraq. The C-27J’s ability to use even shorter runways will expand the number of sites available for use in Iraq, Afghanistan, and other fronts of the war. Maj. Gen. Marshall K. Sabol, Air Force deputy chief of staff for Air, Space and Information Operations, Plans and Requirements, adds that the under-utilization of the C-130 is another reason the JCA program makes sense:

“The Air Force flew C-130 Hercules aircraft many times in Iraq, carrying just a few passengers or a single pallet of medical goods, because that is what the warfighters needed at that moment, he said. This is not a very efficient use of an aircraft, but the warfighters’ needs come first.”

Room And Bird: The National Guard Angle

C-27J cockpit
(click to view full)

Meanwhile, state National Guard forces have seen their air transport assets dwindle as C-130s are based elsewhere in realignments, or just not flyable. They have been clamoring to host C-27Js, whose short-field landing capabilities will be very welcome in the at-home disaster relief role. Indeed, the first base for the aircraft will be a Georgia Army National Guard facility in Warner Robins, GA.

Under the joint Memorandum of Understanding signed in June 2006, JCA could have grown into a $6 billion program. Initial plans contemplated 145 aircraft – 75 USAF and 70 Army, and Finmeccanica projected a possible total of 207 JCA aircraft over the next 10 years. By 2009, however, consolidation under the US Air Force, which greatly prefers the larger C-130 Hercules and C-17 Globemaster transports, came with a sharp cut in the total program, to just 38 planes, all of which would serve with the USAF Air National Guard.

The Army National Guard originally expected to receive the C-27J in 12 states, with each state hosting 4 aircraft: California, Florida, Georgia, Indiana, Kentucky, Missouri, Oklahoma, Oregon, Rhode Island, Texas, Alaska/Guam (shared), and Washington State. USAF Air National Guard deployments were also discussed for Connecticut, Michigan, Maryland, North Dakota, Ohio and Mississippi. As things stand now, however, many of these states will not get any planes. The C-27Js were set to base with Air National Guard detachments in groups of 4 at:

• Bradley International Airport AGS, Bradley, CT
  
• Martin State AGS, Baltimore, MD
  
• W.K. Kellogg Airport, Battle Creek, MI
  
• Key Field AGS, Meridian, MS (6 planes, incl. 2 training)
  
• Great Falls International Airport, MT
  
• Hector Field AGS in Fargo, ND
  
• Mansfield Lahm Regional Airport in Mansfield, OH

Plus 2 bases to be named later. If there is a later, the National Guard basing angle will have played a prominent role in ensuring the C-27J’s survival.

A Great Big Bunch of You: Contracts and Key Events

C-27J 3-view
(click to view full)

June 17/13: MC-27J. ATK and Alenia Aermacchi have made some progress on their armed variant, successfully completing Phase 1 phase with ground and flight tests of the GAU-23 Roll-On/Roll-Off 30mm Gun System pallet at Eglin AFB, FL. Interestingly, the test events were designed and certified by the USAF, and deemed successful by Air Force Special Operations Command.

SOCOM is the logical agency for this work, and had considered an AC-27J Stinger variant some time ago. One wonders if there’s any more to it than that, given the opportunity to pick up the airframes. Alenia.

May 10/13: The USAF issues a non-binding request to industry about buying more C-27Js, but it’s almost certainly an empty diversion. In response to question from Military.com, USAF spokesperson Ann Stefanek writes that it’s:

“… in accordance with Congressional language that states “the Secretary of the Air Force shall obligate and expend funds previously appropriated for the procurement of C-27J Spartan aircraft for the purposes for which such funds were originally appropriated,”

The most likely outcome for the 21-plane fleet is conveyance to “The Boneyard” at Davis-Monthan AFB, AZ for storage – unless some other service claims them. FBO.gov | Military.com.

July 9/12: MC-27J. Alenia Aermacchi is going ahead with an armed MC-27J variant, creating a competition with EADS’ CN-235 gunship for countries that want a less expensive alternative to the C-130. The MC-27J is a collaboration with ATK, who was involved in Jordan’s CN-235 gunship conversion.

The MC-27J is designed to be a flexible special missions aircraft that can perform surveillance, gunship, command and control, or transport roles. Its RO-RO palletized system integrates enhanced electro-optical/infrared targeting sensors, a trainable 30mm cannon, precision guided munitions, advanced communications, and a networked mission management and fire control system. ATK will integrate precision weapons onto the platform, and developed a roll-on/ roll-off (RO-RO) GAU-23 30mm gun pallet that can be installed or removed in 4 hours.

Alenia has reportedly claimed interest from Australia (who is buying C-27Js) and Britain, and hopes this will add pressure to reverse the cancellation of American C-27J orders. Alenia Aermacchi | ATK | DoD Buzz.

March 13-17/12: Costs & Control Clash. Ohio Air National Guard Capt. Dave Lohrer publicly disputes the USAF’s operating cost figures for the C-27J. His brief argues that early analysis pegged the C-27J’s 25-year lifecycle costs at just $111 million, rather than the final $308 million figures used by the USAF in its justifications, and argues that the USAF both overstated flight-hour costs, and added 53 more airmen to staff and service the planes, pushing the cost up by over $100 million.

The USAF says the personnel numbers came from the Guard, and the Pentagon’s Cost Analysis and Program Evaluation (CAPE) group’s analysis suggests that the difference could stem from the basing of small 4-plane units at so many sites, instead of running much larger units from one base. The difference, if the C-27Js were based like C-130s? Just over $100 million, according to CAPE.

The more fundamental question is one of control. The USAF prefers to have pooled airlift assets, run from a central base, with scheduling several days in advance. That’s efficient from one perspective, but it loses both responsiveness, and the ability to substitute airlift for less efficient helicopter assets. The C-27J was based around a concept that gave control to the ground commander, a concept that was tried with both the C-130 test concept deployment, and the 2 C-27Js subsequently sent to Afghanistan. According to an Army briefing, 52% of planned C-27J sorties in Afghanistan changed within the 96-hour scheduling cycle. Naturally, the USAF doesn’t like this, and wants its go-forward understanding with the Army to give them the option of retaining control. Defense News | DoD Buzz | Gannett’s Air Force Times | Military.com.

March 11/12: USCG? Gannett’s Navy Times reports that Coast Guard Commandant Adm. Robert Papp maybe interested in the C-27Js, and has ordered a business case analysis for a mixed fleet of CN-235s (HC-144), HC-130Js, and C-27Js for maritime patrol. The Spartan’s C-130J commonality will help, but if it wants to mount the Coast Guard’s sensors, integration must be paid for. Still:

“[S]ometimes things fall in your laps and if we can get… basically free from the Air Force, we might be able to come up with the plan that would allow us a mix of the [CN-235s], a mix of the C-27s, and, oh by the way, that might put some extra money in our budget that we could devote to some of these other projects.”

Would the C-27J’s higher operating costs and shorter endurance than the HC-144 allow that happy financial outcome?

Feb 29/12: Air Force Secretary Michael Donley and Chief of Staff Gen. Norton Schwartz are grilled at Congressional hearings over the C-27J and RQ-4B Block 30 Global Hawk cuts. While the Global Hawks are going into “recoverable storage”, the C-27J cancellation and potential sale receives criticism from both sides of the political aisle. The general thrust: the planes are new, they’re capable, why not just use them?

This is likely to become a familiar refrain, given pressures from state delegations to keep their National Guard airlift in state. That pressure would only intensify, if Alenia’s embargo makes it impossible for the USAF to recover costs by selling the planes abroad. A second possibility might involve reassignment to US Special Operations Command, as a free platform for conversion to AC-27J Stinger light gunships, or a combat transport role similar to the MC-130J. Aviation Week.

Feb 27/12: We’re not gonna take it. Alenia Aermacchi CEO Giuseppi Giordo gives an interview at Singapore’s air show, which throws a major wrench in American plans to re-sell the C-27J fleet. The contract itself reportedly has clauses that given Alenia discretion over resales, and if the USAF doesn’t reassign or store the Spartans:

“In fact, we will do our best – not only us, but the Italian government – not to support those planes. They can sell, but as the original equipment manufacturer, I will not give spares, not guarantee configuration control, and so on… First of all, the price that we have with the U.S. government is a very, very, low, low price because to win the competition we had to reduce the price. Second, the volume at the beginning was 145, then 78, then 38, now 21 with firm, fixed price. We are losing money. So, how can I allow the U.S. government to sell 21 airplanes they have in their inventory where I lose money and they also kill my international marketing?”

Alenia is perfectly within its rights here, on all points. It may be possible for a customer to get support anyway, via separate deal with Rolls Royce for the engines, a similar direct relationship approach for avionics, and a combination of locally-engineered and gray market parts. On the other hand, it would be expensive and risky. Giordo mentions South Africa, Nigeria, Ghana (bought C295s), Taiwan, Egypt, Oman, Canada, Saudi Arabia, Indonesia (makes CN-235s bought C-295s), Qatar and the UAE as potential markets for the C-27J. Of this list, only Taiwan seems plausible as a willing customer for a manufacturer-embargoed plane, and then only if a direct sale ran into political difficulties involving Italy and China.

The USAF’s delay of its T-X trainer competition to 2016 weakens its position further, and Giordo explicitly denies any concern about linkage between future M-346 sales and the C-27J dispute. Whether or not this is true, it clearly shows that Alenia has decided to proceed as if that linkage did not exist. Defense News | Lexington Institute.

Feb 23/12: USAF Chief of Staff Gen. Norton Schwartz discusses the C-27J cut, at an AFA conference:

“The C-27 decision was a particularly difficult one for me, because Gen. George Casey, when he was chief of staff of the Army, and I agreed that we would migrate the C-27 to the Air Force and I assured him that I wouldn’t back out… But that was $487 billion dollars ago… In the interim, we have demonstrated, I think convincingly, that the C-130 can do virtually all of the direct, time-sensitive mission critical support that the Army needs… We are committed to doing that or we will die trying… depend instead on the remarkable capability of 318 C-130s and an abundance of airdrop capability and other means to provide time-sensitive, mission-critical support…”

The issue for the Army has always been the USAF’s lower priority given to timely front-line support, which had made planes like the Caribou early targets for USAF budget cuts in the past. Whether the USAF wanted to cut the C-27J’s capability is one question. Faced with the same financial straitjacket, would the Army have made that same cut? DoD Buzz.

Jan 26/12: JCA to End? Preliminary FY 2013 budget materials discuss coming shifts in Pentagon priorities, as the US defense department moves to make future cuts. The USAF’s 38-plane C-27 fleet will now be eliminated entirely, and sold:

“The new strategic guidance emphasizes flexibility and adaptability. The C-­27J was developed and procured to provide a niche capability to directly support Army urgent needs in difficult environments such as Afghanistan where we thought the C­?130 might not be able to operate effectively. However, in practice, we did not experience the anticipated airfield constraints for C-­130 operations in Afghanistan and expect these constraints to be marginal in future scenarios. Since we have ample inventory of C-130s and the current cost to own and operate them is lower, we no longer need – nor can we afford – a niche capability like the C-­?27J aircraft. The Air Force and the Army will establish joint doctrine relating to direct support.”

The USAF will also retire 27 of its oldest C-5A Galaxy planes, and 65 old C-130 Hercules. As for the C-27Js, Australia has a formal sales request for 10 C-27Js, and had wanted to interoperate with the USAF’s JCA. A second-hand sale could guarantee that. Canada has also been touted as an export destination, for its search and rescue needs.

Then again, Congress could look at their states’ National Guards, and decide that they want the local airlift capabilities kept, come hell or high water. The final budget will tell the tale. Pentagon release | “Defense Budget Priorities and Choices” [PDF]

Jan 17/12: DOT&E The Pentagon releases the FY2011 Annual Report from its Office of the Director, Operational Test & Evaluation (DOT&E). The C-27J is included. DOT&E deems the C-27J operationally effective, and it can operate from short (2,000 feet) unimproved or austere runways as promised. It isn’t “operationally suitable” yet, because required reliability and mission availability levels hadn’t been met yet. “Shortfalls in availability and in several subsystems adversely affect safety, situational awareness, or workload,” though correction had been implemented for the Heads-Up Display, and pallet jamming that was happening in the cargo handling system.

As of the report’s last collection date, which is a number of months ago, 10 C-27Js had been delivered, 20 crews had been trained, and 2 deployed to Afghanistan in August 2011.

Nov 8/11: At US Senate Armed Services Committee hearings on Counterfeit Electronic Parts in the DOD Supply Chain, it’s revealed that suspect electronic parts from China have been installed on a variety of military systems and subsystems, including C-27Js. This is, in part, a natural consequences of electronics life cycles vs. military life cycles, which forces the military to purchase parts from independent distributors or brokers. On the other hand, L-3 has a non-trivial problem:

“The Committee traced the counterfeit [display video memory] chips to Hong Dark Electronic Trade in Shenzhen, China, who sold the parts to Global IC Trading Group… which, in turn, sold them to L-3 Displays for use in display units. More than 500 display units containing suspect parts were sold to the Air Force, the Navy, and to defense contractors, intended for installation on the C-27J, C-130J, and C-17 aircraft, as well as on the CH-46… In total, the Committee identified nearly 30 shipments, totaling more than 28,000 electronic parts from Hong Dark to Global IC Trading Group that were subsequently sold to L-3. At least 14,000 of those parts have been identified as suspect counterfeit. Neither the Committee nor L-3 knows the status of the remaining 14,000 parts. L-3 has not yet identified what military systems they might be in.”

See: SASC hearing page | Testimony of L-3′s VP Corporate Procurement, Ralph L. DeNino | Sen. Levin Backgrounder | Boomberg.

FY 2011

C-27J, Monument Valley
(click to view full)

Sept 19/11: L-3 Integrated Systems notifies the USAF that 38 suspect counterfeit Samsung video memory chips were installed in the display units on 8 of the first 11 C-27J aircraft delivered. L-3 Display Systems had notified Alenia in November 2010, but L-3 IS didn’t get the memo until September 2011. The suspect part is a commercial-grade Samsung video memory chip, whose failure could cause a display unit to show a degraded image, lose data, or even go blank. L-3′s VP Corporate Procurement, Ralph L. DeNino later says:

“L-3 IS will take whatever corrective action its customer requests, and the current remedy is to replace the VRAM chips during normal scheduled depot maintenance unless a failure occurs for any reason that would necessitate immediate repairs… The C-27J program tracks avionics performance and failures by means of a Failure Reporting And Corrective Action System (FRACAS). After analyzing the FRACAS history through this past summer, there have been no abnormal failures attributed or noticed for the affected Mission Computers, CMDUs, BAUs or CMDS Test Sets. No degradation to performance has been observed due to these parts.”

August 15/11: Inauguration in Baltimore, MD of the 1st C-27J (of an expected 4, as per the above) in the 175th Wing. The Air National Guard in Maryland had lost its C-130Js in the BRAC process. 175th Wing.

August 5/11: Pending the results of an environmental review, the 120th Fighter Wing of the Montana Air National Guard (MANG) in Great Falls should be the location for a new Target Production Intelligence Group, where 4 C-27s are also scheduled to be transferred. See also Oct. 13/10 entry. Great Falls Tribune.

August 4/11: 2 C-27Js from the Ohio ANG’s 164th Airlift Squadron (part of 179th Airlift Wing) take off from Kandahar for their maiden combat flight. These planes operate within the new 702nd Expeditionary Airlift Squadron (EAS), a joint unit of the Air Force and Army. 451st Air Expeditionary Wing, Flight International | Mansfield News Journal.

July 20/11: L-3 Communications Integrated Systems in Greenville, TX receives a $16.9 million firm-fixed-price delivery order to “incorporate the purchase of deployment labor required to support the deployment of C-27J aircraft to Afghanistan.” The ASC/WLNJ at Wright-Patterson AFB, OH manages the contract (W58RGZ-07-D-0099).

June 27/11: Basing continues to be a hot topic, as Senators and state National Guard Adjutant Generals push to revise the Pentagon’s plans for buying and basing the C-27J.

The current plan is for 38 planes at 9 bases, with 4 planes at 8 Air National Guard bases, and 6 planes in the operational and training base in Meridian, MS. The argument is that 2 of the planes in each state are likely to be overseas, and 1 in maintenance assuming a pretty good 75% readiness rate. That would leave just 1 operational plane in each state to respond to state emergencies, or conduct training.

The Adjutants General in the 7 states named to host C-27Js so far want the USAF to change to 42 C-27Js, basing 5 each in 7 states, with 7 in Mississippi. That would leave one unassigned spare airframe, while 2 states that were to be named for C-27J bases would go without. Great Falls Tribune | Mansfield News Journal.

Dec 6/10: Aviation Week reports that some Italian C-27Js will be fitted with jamming equipment and ground-penetrating radar for the anti land-mine role. The USA’s larger EC-130H “Compass Call” Hercules aircraft can act in a similar jamming role, but lack the accompanying radar. Could a similar equipment set be in America’s future plans as well?

Oct 13/10: The USAF picks Great Falls International Airport, MT, as its preferred alternative to be the 7th operational location for C-27Js, holding 4 aircraft. This final basing decision for the 7th operational base is pending completion of environmental impact analysis, expected by May 2011. A final announcement is expected in June 2011, with aircraft delivery to the airport expected in mid-2014. USAF.

FY 2010

C-27J unloads HMMWV
(click to view full)

Aug 14-15/10: The 179th Airlift wing, based at Mansfield Lahm Airport in Ohio, becomes the first unit to formally convert to C-27J operations. The 179th previously flew C-130s. WMFD.

June 8-9/10: A group of airmen at Scott AB test C-27J aeromedical evacuation capabilities. The effort builds on a February 2010 exercise that tested several patient-carrying configurations, and standardized on 4. Work this time included electromagnetic interference evaluation of the aeromedical evacuation equipment, and timed evacuations of all patients and aircrew through all doors, including one of the emergency escape hatches, and other exercises. The goal was twofold: finishing C-27J MEDEVAC training regulations and operating instructions, and preparing for the C-27J’s Multi-Service Operational Test and Evaluation in summer 2010.

The C-27J’s short field capabilities mean that MEDEVAC shuttle roles may fall on it more heavily, since it can land on smaller strips and get closer to the front lines than a C-130 or C-17, while offering almost 3 times the speed of a helicopter. USAF.

June 7/10: Alenia North America announces a $319 million additional order for 8 C-27J JCAs. These aircraft are scheduled for delivery to Finmeccanica’s US partner L-3 Communications in 2012.

Finmeccanica marks US orders to date at $812 million for 21 C-27Js. The FY 2011 budget, as passed by the House, would include $351 million for another 8 planes. It must still be reconciled with any Senate bill, however, and then signed into law. Finmeccanica [PDF] | L-3 Communications

April 23/10: USAF officials release their C-27J basing choice criteria. After the release of the candidate bases, site surveys will be conducted and the formal environmental impact analysis process will begin. USAF officials expect to announce the candidate bases for C-27J formal training units in May 2010, and C-27J operations in June 2010. USAF | National Guard.

April 1/10: The Pentagon releases its April 2010 Selected Acquisitions Report, covering major program changes up to December 2009. It sketches out the effects of the sharp cut in the C-27J buy:

“JCA (Joint Cargo Aircraft) – Program costs decreased $2,077.3 million (-50.8%) from $4,087.8 million to $2,010.5 million, due primarily to a quantity decrease of 40 aircraft from 78 to 38 aircraft (-$1,370.0 million), and lower support costs associated with the quantity decrease (-$196.3 million). There were additional decreases due to a reduction in the estimate for maintenance training and depot standup costs (-$241.8 million), a reduction in estimated support costs based on a change to a firm-fixed price contract (-$155.1 million), and the application of revised escalation indices (-$89.6 million).”

Dec 9/09: The C-27J Joint Cargo Aircraft Schoolhouse formally opens at Warner Robbins AFB, GA. It will be used to train USAF and US Army pilots and loadmasters. The school actually transferred from Waco, TX and began operations here on Sept 9/10, when the first of 2 C-27J planes arrived, but the school will be under development through 2011. A mockup cockpit has already been installed, but not an operational flight trainer or a fuselage trainer.

Development of the school is a $1.8 million project, which includes $300,000 from the state of Georgia, $125,000 from the city of Warner Robins, GA and the Houston County Development Authority, and $50,000 from the Macon-Bibb Development Authority. At the ceremony, Army Col. Anthony Potts, the project manager for aviation systems, outlines the plane’s core rationale. In reality, the distinction is usually closer to 250 miles vs. 50 miles, but…

“This aircraft will provide the capability to fly in Afghanistan where they do not have the infrastructure to handle our larger aircraft… It will have the capability to get supplies not within 50 miles of our forces but within the last tactical mile.”

Nov 5/09: The front line “direct support” mission CONOP (CONcept of OPerations) test begins, using 2 USANG C-130s as C-27J surrogates since the C-27J won’t be operational until 2010. The concept gives the Senior Army Aviation Authority, or SAAA, tactical control of C-27J Air Force assets, which will be embedded with the SAAA.

According to Col. Gary McCue, the air liaison officer with the 3rd Infantry Division in Iraq, the direct support “squadron” flies 1 aircraft daily, with the 2nd aircraft on standby for immediate response, if necessary. Efforts will continue through December 2009. USAF.

Nov 2/09: A USAF article notes that the Air Force will fund the Army’s completion of the Multi-Service Operational Test and Evaluation, or MOT&E, since the Army lost its FY 2010 monies due to the RMD 802 memo. The MOT&E is scheduled for April 2010.

Air National Guard pilots and loadmasters from the 179th Airlift Wing in Mansfield, OH, and the 175th Wing in Baltimore, MD, will be the first operational C-27J crews to be trained and deployed. Another 2 Army National Guard units, Company H, 171st Aviation Regiment from Georgia and 1st Battalion, 245th Airfield Operations Battalion from Oklahoma, also will participate in the MOT&E.

Air Force officials expect to field 24 C-27Js at Air National Guard units in the following locations: Baltimore, MD; Mansfield, OH; Fargo, ND; Bradley Air Field, CT; Battle Creek, MI; and Meridian, MS.

Oct 26/09: A USAF article offers assurances that despite the program’s transfer to the USAF through the Pentagon’s April 2009 Resource Management Decision 802, work to get the aircraft ready for deployment continues, and expectations for the plane remain positive. Lt. Col. Gene Capone, AMC’s C-27J test manager at the Joint Program Office:

“The program is in transition from an Army-led joint program to a sole Air Force program… Making a switch like this is no small affair, especially at this phase in the acquisition process.”

Oct 19/09: 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 like the AC-27J, programs to add weapons to C-130s beyond the USMC’s KC-130Js, SOCOM programs, etc.

FY 2009

C-27J: takeoff begins…
(click to view full)

Sept 29/09: Flight International reports that 2 Ohio National Guard C-130s will deploy to Iraq in October to pose as surrogate platforms for the C-27J’s “direct support” mission. They will be assigned to a US Army brigade commander, rather than scheduled through a centrally planned transportation network, allowing them to move small amounts of cargo at will like the existing C-23B Sherpas.

Sept 16/09: Georgia’s adjutant general Maj. Gen. Terry Nesbitt isn’t happy with the JCA program cuts:

“If there has ever been a joint program that’s been done right, it’s this one. It went through several years of work. Now, somebody with the stroke of a pen decided to change all of that… [This kind of shift] has been tried a number of times, most notably in Vietnam. There they took the C-7 Caribous the Army was using and transferred them to the Air Force and it did not have a very good outcome. At least one division commander said he lost lives because he could not move troops, equipment and supplies around the battlefield the way he could when he managed that fixed-wing asset.”

Aug 11/09: Lt. Gen. Harry Wyatt III, director of the US Air National Guard, comments on the effects that the reduced C-27J buy will have on ANG units. Issues include more rotation of crews through overseas duties, 4 crews per plane rather than 2, heavier usage to keep al of those crews flight-ready, and higher maintenance and operating costs per plane:

“The concept of employment is that a rather large percentage of the 38 will be employed to theatre… (With 78 aircraft it) allows you to have a lower crew ratio because you have more aircraft to rotate through theatre and you have more crews… Because you’re going to be required to fly more hours, we’re probably going to have to look at increasing the amount of maintenance.”

May 15/09:. 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 is converted from older C-130H aircraft rather than the new “J” version of the Hercules. Read “The Right to Bear Arms: Gunship Kits for America’s C-130s” for the full report.

April 21/08: The Hill reports that the JCA program may become a quiet victim of the FY 2010 budget process:

“The Army, and in particular the Army National Guard, likely will no longer receive the C-27J Spartan, also known as the Joint Cargo Aircraft (JCA), under a new Pentagon plan, according to multiple sources at the Defense Department, in Congress and the defense industry… Instead of purchasing 78 or more C-27Js, the Pentagon could end up buying only 38 [and putting the USAF in charge of them], the sources told The Hill. Those who spoke asked for anonymity because details about the fate of the program have not been made public. Those details will be revealed when the Pentagon submits its budget request for fiscal 2010 in early May.”

Those rumors turn out to be true, via Resource Memorandum Decision 802. This is a somewhat puzzling move for a Secretary of Defense who has killed other programs by arguing that the Pentagon is shortchanging the current needs of troops on the ground. Those comments may be turned around and thrown back during a strong fight from affected state Congressional delegations – especially those whose state Air National Guard detachments have limited or no flying hours left in their C-130E/H aircraft.

April 20/09: L-3 Communications announces a $203 million order from the JCA Joint Program Office for 7 more C-27Js, bringing the current order total to 13. The original $2.04 billion contract included 3 Low-Rate Initial Production years; according to L-3 representatives, this would be the 3rd and final LRIP lot. After that, the 2007 contract for up to 78 planes is supposed to transition into 2 Full-Rate Production years before it ends in June 2012. L-3′s release adds that:

“With the first two C-27J aircraft delivered and crew training under way, the program continues to progress on schedule and on budget. Following the on-time delivery of the first aircraft in 2008, the first C-27J JCA training class commenced in November 2008, preparing pilots and loadmasters to perform multiple mission roles and serve as instructors.”

On the other hand, manufacturing is still taking place in Europe. Defense News reports that Alenia’s on-again, off-again talks with Boeing to run a final assembly line in Jacksonville, FL broke off again in February 2009. Alenia is reportedly prepared to go it alone if necessary, and now plans to have a Jacksonville final assembly plant operational in April 2010 – just in time for the full-rate production orders.

Whether this trans-Atlantic arrangement would immediately be able to handle full-rate production volumes that would have to produce 32 aircraft per year, in order to deliver all 78 C-27Js envisaged under the 2007 contract, is less clear.

Oct 16/08: Florida Governor Charlie Crist witnesses the official signing of an agreement between Jacksonville Mayor John Peyton and executives from Alenia North America. In it, Alenia commits to a C-27J final assembly and delivery center at Cecil Commerce Center in Jacksonville. Alenia plans to add 300 new jobs, and invest about $42 million in manufacturing equipment, technology, infrastructure and furniture, along with $65 million in construction costs.

The project received $1.9 million in state incentives, as well as economic incentives from the city and the Jacksonville Airport Authority (JAA). Local Congressman Ander Crenshaw [R-FL]:

“I worked hard with my colleagues on the House Appropriations Committee to ensure full funding for this vital national security program in the recent Department of Defense spending bill. It was a tough fight, but in the end the needs of our men and women in uniform prevailed… This announcement continues to solidify Jacksonville’s reputation as a military aviation center of excellence and I look forward to working with this team in Jacksonville and Washington.”

Oct 16/08: The first of 78 C-27Js Spartans ordered under the JCA program is delivered in a formal ceremony held in Waco, TX. The aircraft had been presented to the joint program office, on time and on budget, on Sept 25/08. L-3 presentation release | Finmeccanica ceremony release.

Oct 13/08: Gannett’s Air Force Times reports that:

“Two conflicting congressional estimates on the cost of the C-130J and hearty endorsements from the Air Force Chief of Staff are blunting the impact of a congressional recommendation that the Air Force stop buying the JCA…”

FY 2008

JCA C-27J: first flight
(click to view full)

Sept 9/08: DoD Buzz reports that Lt. Gen. Donald Wurster, commander of Air Force Special Operations Command, reiterated his strong support for the C-27J “Stinger II” gunship at the US Air Force Association’s annual meeting. During his presentation, Wurster said AFSOC is looking to field about 16 of these aircraft.

Read “AC-XX Gunship Lite: A C-27J ‘Baby Spooky’ ” for more.

Aug 18/08: The US DoD releases its current Selected Acquisition Reports, and the JCA is included as a new program, adding that “The USD (AT&L) approved the Milestone C Decision in an Acquisition Program Baseline dated April 17, 2008.”

Baseline funding is set at $4.088 billion, which at least establishes the base program as a full joint endeavor for the initially contemplated 145 aircraft. The long-term question is whether that status will last.

July 25/08: Aviation Week’s aerospace daily and defense report notes that the Pentagon’s 2008 budget reprogramming request includes $32 million to turn a C-27J into a small prototype gunship, using “proven/known” weapons and systems. Aviation Week also asserts that negotiations with Boeing to build an American C-27J plant in Jacksonville, FL have restarted.

July 13/08: EADS North America COO John Young is quoted pre-Farnborough, and says that his firm has no plans to assemble the C-27J at the planned Mobile, AL factory. He also says that to his knowledge, no conversations have taken place with Alenia. A Defense News report adds that impromptu talks could still be held at Farnborough, but observes that internal politics and EADS-CASA’s likely objections would make this a difficult sell within EADS. Meanwhile, Finmecanica does need to arrive at a solution:

“The decision has to be made very soon, because if it’s Jacksonville, work must start on building the line by year end,” the Alenia spokesman said.”

July 7/08: Defense News floats rumors that Alenia may seek a partnership with EADS and Northrup Grumman, in order to begin building the C-27J at the Mobile, AL facility that is slated to assemble the A330F and the USA’s KC-45 aerial tanker. This would give the Mobile, AL facility a solid block of orders that would let it staff up and gain experience, while the USA’s tanker selection process is delayed in a renewed selection process and political infighting.

June 16/08: The first C-27J for the Army’s JCA program makes its maiden flight in “poor” weather conditions near turn, Italy. JCA #1 took off from Alenia’s Caselle plant, marking the beginning of a flight test campaign including approximately 70 hours of flight and 180 hours of ground tests. Alenia release [PDF]

June 5/08: Reports indicate that Boeing has pulled out of its partnership with Alenia, after failing to reach agreement on sub-contracting arrangements that would have created a new production facility in Jacksonville, FL. An Alenia official said the C-27J would still be assembled in Jacksonville, and reiterated their commitment to delivering the aircraft on time. The Hill | Forbes

Feb 14/08: Perhaps the forced conversion of the C-27J to a joint program was a serious mistake. Aviation Week reports that studies contend the USAF will have little use for the C-27J, though the US Army needs it. Key excerpts:

“…the reports – including a study by Rand Corp. and the separate Joint Intra-theater Airlift Fleet Analysis Mix – are complete… all the reports contend that the U.S. Air Force should not acquire the two-engine Joint Cargo Aircraft (JCA)… “We operated C-27s in Panama for years and the [benefit] doesn’t justify the cost,” says a long-time airlift commander and acquisition official. “And we know that the Rand report pooh-poohs JCA for the Air Force. The Army needs it, but the Air Force has no business with a two-engine aircraft…

By comparison, the Army vice chief of staff, Gen. Richard Cody, told JCA briefers that he cared far less about efficient airlift, according to a participant in the discussion. “Instead, he wanted effective airlift that is available when he needs it…”

Meanwhile, Air Force Special Operations Command (AFSOC) wants to turn the C-27J into a light gunship that can get in and out of small landing strips, and has placed $74.8 million for 2 C-27Bs in its FY 2008 unfunded requirements list. Gunships can be huge difference-makers in counterinsurgency firefights, and the request would see AFSOC gain new light transports 2 years ahead of schedule. Aviation Week: “Pentagon Withholding Airlift Info.”

Oct 15/07: US Air Force Association’s Daily Report has a blurb about JCA:

“JCA Face-off Coming: Apparently the Army vice chief of staff, Gen. Richard Cody, has made at least one call to further the Army’s push to retain control of its own fixed-wing tactical airlift capability, specifically the new Joint Cargo Aircraft. One call went to Sen. Carl Levin, who responded with some questions in a letter to Cody, a copy of which we obtained. The Army and Air Force jointly have pursued the JCA program, but lawmakers have been at odds over the role of the Army in tactical airlift. Some say the Army should continue to fly its own fixed wing airlifters, while others believe the issue is part of a larger roles and missions creep that has led to duplication of effort. The matter, writes Levin, will be subject of discussion in the conference over the 2008 defense authorization bill. He asked Cody to respond to eight questions by Oct. 12. Levin questions whether the Pentagon will gain greater effectiveness and efficiency from two services performing the same mission and why the Army believes the Air National Guard would provide “reduced support” compared to the Army National Guard if ANG flies the tactical airlift missions for homeland defense and disaster relief. (We’ve reproduced the letter here [PDF].)”

David Axe adds that:

“[The C-27J] a rugged, reliable airplane, and it’ll do wonders for short-range airlift. That is, if the services can stop fighting over the plane and focus on getting it into service. You see, no sooner had the so-called “Joint Cargo Aircraft” program picked up steam than the Air Force started calling into question the very notion of the Army having its own fixed-wing planes. Now Congress has entered the fray, slicing one of the first four C-27s from the budget and asking for more “roles and missions” studies…”

Oct 10/07: GAO decisions may not be released to the public until weeks after the decision date. Aviation Week’s Aerospace Daily & Defense Report says that the U.S. Army picked the C-27J for the Joint Cargo Aircraft (JCA) program, despite its higher cost, because of concerns about the C-295′s ability to meet certain performance requirements. Evaluators decided that the C-27J had a “superior military operational envelope,” and provided superior military utility, demonstrating an ability to exceed many of basic performance requirements by significant margins. The C-295 was able to demonstrate the required performance during the program’s Early User Survey (EUS), but only with caveats, the details of which were withheld by GAO.

One hint from the GAO decision is that the C-295 reportedly raised concerns about its ability to meet the “threshold” requirement to fly at 25,000 feet pressure altitude while carrying a crew of 4, a 12,000-pound payload, and enough fuel for a 1,200-nautical mile mission plus 45 minutes reserve. GAO did disclose that the C-295 could only meet that and certain other JCA requirements through the use of a “new operational mode,” which was not described but was confirmed as not yet certified by the FAA(Federal Aviation Administration). Aviation Week report | Full GAO decision [PDF]

FY 2007

Sept 27/07: The Congressional Government Accountability Office (GAO) dismisses the Raytheon/EADS protest (see June 22/07 item), and reconfirms the selection of the C-27J Spartan for the U.S. Army and the U.S. Air Force Joint Cargo Aircraft program. Alenia North America release [PDF format] | Finmeccanica release [PDF].

June 26/07: Stephen Trimble of Flight International Magazine says JCA should stand for “Just Confusing Aircraft”:

“The plot continues to thicken on the mystery of the Joint Cargo Aircraft contract. As I reported in Flight International magazine this week, I have received three different official estimates for cost and aircraft quantity, The joint programme office says the contract will cost $2 billion to buy 78 aircraft [DID: $26.15M each]. L-3 Communications, the selected prime contractor, claims the $2 billion will buy 55 aircraft [DID: $37.1M each]. The US Air Force, meanwhile, tells me that they’re both wrong and that the whole $2 billion figure is a “misprint”. According to the USAF, the actual cost is $1.5 billion and it’s going to buy 40 aircraft [DID: $37.5M each]. I have not seen a more confusing post-contract award scenario yet.”

June 22/07: The Team JCA partnership led by Raytheon Company and EADS CASA North America files an award protest with the US Congress’ Government Accountability Office.

The protest centers on 3 key claims: (1) That the JCA source selection board rated Team JCA equal to its competitor on all non-price factors in its criteria, including technical, logistics, management/production and past performance. (2) That they beat its competition’s price by more than 15% (3) That there were errors in the specific evaluation of data and the application of the evaluation criteria. Raytheon release.

C-23B Sherpa
(click to view full)

June 12/07: L-3 Communications Integrated Systems, LP of Greenville, TX received a firm-fixed price contract estimated at $2.04 billion for up to 78 Joint Cargo Aircraft (C-27J Spartan). This includes pilot and loadmaster training, and contractor logistics support for the United States Army and Air Force. A total of 4 bids were received under the full and open competition in response to the March 17/06, request for proposals (Team L-3/Alenia’s C-27J; Team Raytheon/EADS-CASA C-295M and C-235; Lockheed Martin’s shortened C-130J).

The contract consists of three 12-month ordering periods for Low-Rate Initial Production, plus two 12-month options for Full-Rate Production. Work in the United States will be performed at Waco, TX. Aircraft manufacture will occur in Pomigliano (near Naples) and Turin-Caselle in Italy; and in The Czech Republic). Work is to be complete by June 30/12. The U.S. Army Aviation and Missile Command at Redstone Arsenal, AL issued the contract (W58RGZ-07-0099). GMAS release [PDF] | Finmeccanica release [PDF format] | L-3 release [PDF format]

March 7/07: In testimony before the House Armed Services Committee Air & Land Forces Subcommittee, Congressional Research Service defense specialist Christopher Bolkcom says, inter alia [PDF format]:

“The C-130 may be too big to adequately support these operations as it generally requires 3,500 – 5,000 feet of runway to operate. In South America and Central America, for instance, only 5% of all airstrips are 5,000 feet or longer. In Africa, only 15% of all airstrips meet this criterion. While the Air Force C-130 community is rightly proud of its ability to operate from unprepared surfaces such as roads or even fields, such operations are the exception, and not the norm.”

His testimony also looks into the issues involved in operating from unprepared runways, the difficulties that can be involved in supplying these remote air bases, UAVs’ potential for very light remote resupply (something SOCOM is already doing), and the tentative nature of the JCA program owing to the USAF’s lack of commitment.

Earlier developments… For an examination of the different levels of urgency and priority in the US Army and US Air Force and the resulting Congressional SNAFUs, and covered early-stage developments leading up to the award, see: “The JCA Program: Key West Sabotage?”

Additional Readings

• Alenia/ L-3/ Boeing JCA Team (C-27J) official site

• EADS-CASA/ Raytheon Team JCA (C-295M) official site. No longer active.

• USAF Air University, Air & Space Power magazine (Summer 2010) – Beddown Options for Air National Guard C-27J Aircraft: Supporting Domestic Response. A key concern of many states, who are faced with losing that capability as their ANG C-130s age out.

• DID – Presidential’s Transport Contracts for the Central Asian Front. Private contractors are hired to use small-airfield light transports – in this case, EADS-CASA’s C212.

• Air Force Technology – C-295M Twin-Turboprop Transport Aircraft, Spain

• FAS – C-23 Sherpa

• The Aviation Zone – Beech C-12 Huron

• Global Security – C-26 Metroliner

• DID – RAND on Counter-Insurgency Airlift. Lots of implications for the JCA in this 2007 report; it mostly serves to make a strong case for the buy.

• DID – DynCorp Receives $30.9M to Upgrade USAF VIP Transports. But the upgrades don’t include defensive systems, whose absence is a problem in theater when these planes are used as light supply aircraft. The JCA will be equipped with defensive systems.

• DID Spotlight – Alenia’s C-27J Wins Romanian Contract. But only after a very similar legal challenge from EADS.

• Military Journalist David Axe (Oct 17/07) – Army to Air Force: Hands Off Our Airlifters!

• US Air Force Link (June 13/07) – C-27J Spartan named as Joint Cargo Aircraft

• Military journalist David Axe (May 3/07) – Airlift Confusion. Neatly sets out the way airlift worked at the beginning of the IRaq war – and why that has broken down.

• US Air Force Link (Jan 15/06) – Hub-and-spoke missions provide tactical airlift in Iraq. The JCA aircraft would be expected to play strong roles in these kinds of missions.

• Inside the Air Force, via USAF Aim Points (March 27/06) – Could nimble JCA become 21st century ‘surrogate’ for C-130 fleet?

In July 2008, an Aviation Week report noted a $32 million budget reprogramming request from Air Force Special Operations Command (AFSOC), in order to buy a C-27J light tactical transport plane and convert it into a small prototype AC-XX gunship, using “proven/known” weapons and systems. Their AC-130 gunships were wearing out, and AFSOC had investigated a number of alternatives [PDF], including smaller aircraft and even stealth designs. The AC-XX option chose an immediate, affordable stopgap that could let AFSOC try some new concepts, without foreclosing future options.

That effort foundered for good when the USAF canceled the C-27J, but programs to turn existing USMC and AFSOC C-130s into light gunships had laid the technical foundations. Italy’s Alenia Aermacchi figured that a C-27J gunship might have a lot of appeal on the international market. Especially if the gunship kit could somehow co-exist with its role as a transport. In 2012, they unveiled exactly that, thanks to a collaboration with America’s ATK.

MC-27J: SpecOps Stinger Platform at a Sale Price

AC-130H Firing
(click to view full)

The proposed AFSOC AC-27J “Stinger II” acquisition came against the backdrop of an AC-130 fleet that is quickly being flown to the limits of the fleet’s airframe flight hours. At present, the AC-130s reportedly need 14 hours of maintenance for every hour in flight, while wing cracks are prompting major center wing box replacement operations 5 years ahead of schedule.

AFSOC aren’t the only C-130 operators having this problem, which opens up a global market for replacement planes instead of C-130 “gunship lite” conversion efforts. Alenia has also noticed the continued popularity of aged Douglas C-47 “Puff the Magic Dragon” gunships, whose updated variants still serve in places like Colombia, Indonesia, et. al. Countries who can’t shell out over $100 million for an AC-130U/J Hercules, or even $70+ million for a KC-130J with a Harvest HAWK armed kit, might be willing to spend $40-50 million for a C-27J that can use shorter runways, plus a roll-on/ roll-off (RO-RO) kit that lets the planes be used in transport roles.

The MC-27J’s RO-RO palletized system includes enhanced electro-optical/infrared targeting sensors, a trainable GAU-23 30mm cannon, precision guided munitions, advanced communications, and a networked mission management and fire control system.The GAU-23 is more about precision shooting in short bursts than the “lead hose” capabilities of the AC-130H/U, but the ability to use precision attack weapons like MBDA’s GBU-44 Viper Strike, laser guided 70-mm rockets, etc. opens up other new possibilities for gunship support.

The MC-27J is positioned to compete against C-130 options by offering lower purchase and operating costs, and against its EADS CN-235 counterpart by offering the ability to transport small helicopters and tactical vehicles for special forces use.

Contracts and Key Events

MC-27J concept
(click to view full)

June 17/13: Phase 1 Testing. ATK and Alenia Aermacchi have made some progress, successfully completing Phase 1 phase with ground and flight tests of the GAU-23 Roll-On/Roll-Off 30mm Gun System pallet at Eglin AFB, FL. Interestingly, the test events were designed and certified by the USAF, and deemed successful by Air Force Special Operations Command.

With the USA’s small fleet of C-27J JCA planes sidelined by the USAF, SOCOM could be a very viable candidate to pick up the planes. If they want them. Alenia.

July 9/12: MC-27J. So what if AFSOC didn’t bite? Alenia Aermacchi is going ahead anyway, creating a competition with EADS’ CN-235 gunship for countries that want a less expensive alternative to the C-130J. The MC-27J is a collaboration with ATK, who was involved in Jordan’s CN-235 gunship conversion.

The MC-27J is designed to be a flexible special missions aircraft that can perform surveillance, gunship, command and control, or transport roles. Its RO-RO palletized system integrates enhanced electro-optical/infrared targeting sensors, a trainable 30mm cannon, precision guided munitions, advanced communications, and a networked mission management and fire control system. ATK will integrate precision weapons onto the platform, and developed a roll-on/ roll-off (RO-RO) GAU-23 30mm gun pallet that can be installed or removed in 4 hours.

Alenia has reportedly claimed interest from Australia (who is buying C-27Js) and Britain, and hopes this will add pressure to reverse the cancellation of American C-27J orders. Alenia Aermacchi | ATK | DoD Buzz.

Jan 26/12: JCA to End. Preliminary FY 2013 budget materials discuss coming shifts in Pentagon priorities, as the US defense department moves to make future cuts. The USAF’s 38-plane C-27 fleet will now be eliminated entirely, and sold:

“The new strategic guidance emphasizes flexibility and adaptability. The C-­27J was developed and procured to provide a niche capability to directly support Army urgent needs in difficult environments such as Afghanistan where we thought the C­?130 might not be able to operate effectively. However, in practice, we did not experience the anticipated airfield constraints for C-­130 operations in Afghanistan and expect these constraints to be marginal in future scenarios. Since we have ample inventory of C-130s and the current cost to own and operate them is lower, we no longer need – nor can we afford – a niche capability like the C-­?27J aircraft. The Air Force and the Army will establish joint doctrine relating to direct support.”

MC-130W Combat Spear
(click to view full)

May 15/09: Plan B. 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 is based on the older C-130H, not the new “J” version of the Hercules.

May 13/09: MC-130W beats AC-27J. Aviation Week reports that the C-27J gunship project appears to be dead:

“…efforts to field a gunship variant of the C-27J, called the Stinger II, appear to have dropped off of the radar. During the official DOD rollout briefing, Adm. Steve Stanley, said the MC-130W will be the platform of choice for gunships. That doesn’t jibe with what AFSOC was pushing in earlier budgets, including the command’s desire last year for a C-27 platform on which to begin weapons testing.”

Meanwhile, SecDef Gates is proposing to cut C-27J buys in favor of C-130s, and take the plane from the Army. Early solicitations from the USAF suggest that they may be moving toward modular roll-on/roll-off solutions for their MC-130 fleet, similar to the US Marines’ “Harvest Hawk” program for their KC-130Js.

Sept 9/08: DoD Buzz reports that Lt. Gen. Donald Wurster, commander of Air Force Special Operations Command, reiterated his strong support for the C-27J “Stinger II” gunship at the US Air Force Association’s annual meeting. During his presentation, Wurster said AFSOC is looking to field about 16 of these aircraft.

July 25/08: Aviation Week reports that AFSOC is looking to reprogram $32 million of its budget to field an AC-27J prototype.

Past proposals to arm AC-130s with precision weapons like GBU-44 Viper Strikes, Hellfire missiles, etc. have always stumbled against the issue of integrating them into an old airframe. Integration into a new-build aircraft may offer a tempting opportunity to give the new gunships new capabilities, at an affordable price. This is the “Stinger II” prototype’s other benefit: its ability to serve as a systems integration platform to help define the current state of the art, without sidelining even more of the in-demand AC-130 fleet for long refit periods. All of which may help to explain why AFSOC, who fields the $100+ million AC-130H/U gunships based on the larger C-130 Hercules tactical transport, still wants $11.5 million to execute an AC-XX feasibility study and engineering analyses. Overall:

“This prototype will serve as a risk mitigation effort to field a new platform to operate in austere locations, with increased operational flexibility and a smaller support tail of manpower and logistics.”

Based on known airframe and conversion costs for the C-27J and other platforms, further funding for the AC-XX effort will almost certainly be required in FY 2010. See also Air Force Association Magazine.

Additional Readings

• DID Spotlight – Joint Cargo Aircraft: We Have a Winner(?) The JCA program chose the C-27J, bringing that type into American service. With the contract’s cancellation, SOCOM could wind up with 21 “free” base airframes.

• DID – The Right to Bear Arms: Gunship Kits for America’s C-130s. SOCOM’s MC-130W is one of them.

• DID – A Spookier Spooky, 30mm at a Time. The experiment sought to install 30mm Bushmaster chain guns in the existing AC-130 fleet, replacing older 25mm and 40mm guns and providing wide commonality with land and naval forces. The 4 concerted aircraft were rolled back to their original weapon set, however, after the Bushmasters displayed accuracy issues when mounted in an aerial gunship.

• DID – Keeping the C-130s Flying: Center Wing Box Replacements

• DID Spotlight – GBU-44 Viper Strike: Death From Above.

• DID (Aug 11/05) – Viper Strike for AC-130s? There have been a number of demonstration contracts, but nothing fielded yet.

France is wondering what to do about its next high-end UAV buy. They bought mini-UAVs off the shelf, but turned to a build-in-partnership approach for their current set of Predator-class Medium Altitude, Long Endurance (MALE) machines. That sacrificed some fielding speed and cost more, in order to build the industrial capabilities of key French firms. Unfortunately, their Harfang/ SIDM IUAV Program to field an IAI Heron derivative hit some snags. Harfangs have been very useful in several conflicts now, but the fleet isn’t keeping up with France’s growing land and naval needs. Which leads to the question: what’s next?

The answers to that question remain unclear, several years after French efforts began. What is becoming clear is that France needs UAVs of this type – very possibly armed UAVs.

Programs and Choices

Luftwaffe: Heron-1
by M. Bertram
(click to view full)

Unmanned Aerial Vehicles have become a must-have item for modern armies, and the pressures of modern campaigns are forcing rapid acquisitions. Mini-UAVs are being bought off the shelf, and leased tactical options like Boeing’s ScanEagles and Aeronautics DS’ Aerostars have carved out their own niche. These days, rent-a-UAS services even include high-end MALE (Medium Altitude Long Endurance) options like IAI’s Heron UAVs.

Instead of renting, however, France decided to buy a fleet of advanced medium UAVs, type unspecified, under a program labeled “DTIA”. Deliveries have been pushed back from 2013-2015 to 2020 or later, and options for France are reportedly rather broad. Their choice may become a joint program with Britain and/or Germany, and may even influence UAV decisions in other countries, but that doesn’t help France much right now.

As DTIA delays increased, France chose to repeat their Harfang approach, and buy modified IAI Heron TP/ Heron-2 UAVs as an interim solution. Or have they…?

France’s Next MALE UAV: Contenders

WK450 Watchkeeper
(click to view full)

Initial reports said that France’s next UAVs would be used only for surveillance and targeting. Britain’s experience with its MQ-9 Reapers, and the realities of modern battlefields, suggested from the outset that however France’s DTIA project begins, the UAVs would wind up carrying weapons. Experiences in Libya and Mali are driving that truth home. France’s UAVs will either be armed, or will operate in conjunction with armed aircraft that offer low operating costs compared to France’s high-end fighters.

With that in mind, France has a number of options.

Harfang systems are one option, at about $25 million each for UAVs and ground stations. The benefit of additional Harfangs is that adaptation and integration have already been handled, costs are known, and deliveries could begin very quickly. On the flip side, EADS would have to show that existing issues with the type have been resolved, and adding weapons would require its own integration effort and costs.

WK450 Watchkeeper UAV. This collaboration between Thales UK and Elbit is another system that would be available quickly, but not immediately. Britain is paying for development and ensuring its tactical relevance, but the system is behind schedule, and the UK MoD is still renting standard Hermes 450 UAVs for now. On the other side of the Channel, co-developer Thales is a French firm, but the UAV would still require some adaptation to France’s systems and needs. A February 2012 announcement confirmed that France intends to field Watchkeeper as a future UAV, but that hasn’t turned into a purchase commitment beyond 1 system for evaluation.

If Watchkeeper does enter French service, it will probably be at a lower tier. Israel has reportedly added weapons to its related Hermes 450 UAVs, but capacity is limited, and the Watchkeeper isn’t being developed as an armed UAV. Elbit also offers the larger Hermes 900, which it could decide to share under the same Thales joint venture if France asked.

MQ-9 at Kandahar
(click to view full)

General Atomics’ MQ-9 Reaper (picked). A battle-proven choice, with higher carrying capacity and costs. The Reaper initially lost to IAI’s Heron TP, but persistent rumors came true in May 2013, when France’s defense minister pledged to buy 2 Reapers for delivery before the end of the year. Its biggest advantage is immediate availability, and there is speculation that the UAVs may even come from the USAF’s active fleet. This is still an interim capability, however, not a long-term program.

The biggest question involves France’s ability to make use of the Reaper’s comparatively huge 3,000 pound/ 1,360 kg carrying capacity. The USAF’s progress with very advanced wide-area sensors like Gorgon Stare and ARGUS-IS adds to the Reaper’s attractiveness, if America will export them, and Reapers are qualified to use JDAM and SDB GPS-guided bombs, Paveway laser-guided weapons, and Hellfire anti-armor missiles. On the other hand, the Americans’ reluctance to allow even key NATO allies like Italy to arm their drones is a stumbling block. Early reports suggest that French MQ-9s will be unarmed, and France’s reputation for pervasive industrial espionage, even during combat operations, may get in the way of advanced sensor exports.

The other unresolved issue involves long-range control. If France wants to operate the Reapers via the preferred satellite link method, they’d need to either spend the time and money to build their own control facility, make arrangements to share Britain’s newly-built RAFB Waddington facility, or co-locate with the USAF at Creech AFB, NV.

Israeli Heron-TP
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Heron TP (out). Also known as the Heron 2 or Eitan, this is a larger and more advanced version of the Heron UAV that formed the basis for EADS’ Harfang. The Eitan project began in 2004, initial flights began in October 2007, and the new Israeli squadron was formally unveiled in February 2010 – but was reportedly operational before that. A French version would involve a number of modifications, plus testing time, and it was thought that by 2015-2016, Thales-Dassault’s derivative SDM could be available for under EUR 1 billion investment.

The drone’s history in France helps to explain why France is having a UAV crisis in 2013. Thales & Dassault were one of the 2 teams that put in French UAV bids in 2010, but the competition hit a cul-de-sac as France stepped back from the proposed buy, and began looking at alternatives. France’s need for an interim UAV replacement revived the competition, and in July 2011, and IAI’s proposed knowledge transfer and workshare with Dassault and Thales made the Heron TP France’s choice as their interim UAV, to enter service around 2014.

Eventually, rising costs, stalled decision-making and very belated acknowledgement that France couldn’t wait for more drones pushed the Heron TP aside. It could still become the basis of a European “Super MALE” UAV project, but it will have to compete anew.

Sagem’s Patroller. On the developmental front, Sagem already supplies France’s Sperwer tactical UAVs, and is working on a Buzard/ Patroller UAV based on Stemme AG’s S15 powered glider. Sagem is advancing Patroller’s flight schedule, and hoped to be able to offer delivery by 2012-13 at a price of EUR 20-30 million per system. Patroller participated in a French government operational trial, but hasn’t been mentioned as a top option.

BAE’s Mantis
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Telemos. BAE’s Mantis also had a reported 2015 fielding date, and BAE and Dassault are using Mantis as the basis for the Telemos MALE UAV partnership. Their design offers a number of benefits. Twin engines are attractive to navies because they’re safer for long over-water flights, and the type’s carrying capacity is expected to be comparable to an MQ-9 Reaper. Like the Reaper, Mantis’ design is very suitable for carrying weapons, or large and heavy sensors.

On the flip side, a new UAV design means higher project risk, and estimated full development costs are in the EUR 1 – 1.5 billion range. The 2 firms were tapped for a future MALE UAV study, which will help define their design and industrial partnerships, but won’t get Telemos anywhere near production. Telemos will undertake flight tests over Australia’s Woomera range in 2013, and its time may come. Italy has belatedly realized that the Americans aren’t a dependable source for armed drones, and France is coming to the same realization. The question is whether the politicians will push for some kind of new development boondoggle that rewards other friends, rather than begin development on a base platform that’s ready for it.

Talarion concept
(click to view full)

EADS’ Talarion. The Talarion Advanced UAV project was rolled out in 2009 as the European MALE (Medium Altitude, Long Endurance) UAV collaboration between France, Spain, and Germany, and was one of the 2 bids submitted to the French in 2010. After that impressive entrance, however, it faded. The reasons boil down to time, cost, and risk.

Unlike the other options here, Talarion is an entirely new design. That increases risk, and ensures that all integration must be done de novo. It’s also the only jet-powered UAV in this set, and seems positioned as a heavy, high-end option somewhere between the MQ-9 Reaper and the USAF’s high altitude, very long endurance RQ-4 Global Hawk. EADS reportedly offered a pre-financed EUR 1.4 billion development deal for Talarion, in return for a purchase commitment beginning around 2017. French parliamentary estimates placed Talarion’s total program costs at around EUR 2.9 billion, including around 12-15 systems of 3 UAVs each.

France didn’t bite. Turkey said yes in principle, but needed others to step forward. Meanwhile, Spain’s ongoing financial crisis, and Germany’s sharp defense budget cuts, stripped Talarion of its original European support. EADS was investing its own funds to continue development, but they officially suspended that work in February 2012.

Contracts & Key Events

Meilleure idee?
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June 16/13: EuroMALE. EADS, Alenia, and Dassault call for a European program along the lines Italy has suggested. They don’t mention armed UAVs, which have shaky political support in Europe. The most significant aspect of their announcement is Dassault’s inclusion and BAE’s exclusion, which appears to flip them out of their Telemos UAV focus with BAE. Note, also, Rheinmetall of Germany’s exclusion despite their UAV agreement with EADS (q.v. Sept 12/12):

“EADS Cassidian, Dassault Aviation and Finmeccanica Alenia Aermacchi, having a common view on the current situation in Europe regarding MALE drones, call for the launch of a European MALE program… through pooling of research and development funding. With a new development, critical requirements around the certification of drones, allowing their safe passage and operation in European air space, would inherently be built into the program from the onset.”

May 9/13: Italy. Aviation Week interviews Italy’s national armaments director Gen. Claudio Debertolis, who reveals that Italy asked to arm its MQ-1 Predator and MQ-9 Reaper UAVs 2 years ago. The USA has refused to cooperate, halting Italian efforts even though Italy is responsible for wide swathes of territory in Afghanistan, and was the point country for NATO’s campaign against Libya in 2011.

Arming the Aeronautica Militare’s UAVs is a high priority, and Debertolis confirms that Italy is in talks with potential European partners to move forward with a covert “Super MALE” weaponized UAV program. The BAE/Dassault Telemos is the most obvious European base platform, but the winner will be decided by politics, not technical judgements. The main question revolves around funding. America may have delayed Italy for so long that it doesn’t have the budget to do anything, even convert its existing UAVs. Aviation Week.

Feb 17/13: Armed UAVs. French experiences in Mali and Libya are pushing them toward armed UAVs. The realities of on-call firepower needs, and the high cost of fighter air cover, are staring them in the face. Unfortunately, there’s no quick fix. There aren’t any armed European UAVs, and EADS/IAI’s formal proposal to extend France’s Heron-derived Harfang rent-a-drone service involves sensor upgrades, but no weapons.

Israeli Herons do carry weapons, and in principle, it would be possible to modify the Harfang UAVs to add RAFAEL’s Spike-LR missiles, or MBDA’s Viper Strike glide bombs. In exchange, the Armee de l’Air would have to become more involved in operations and maintenance, and may even have to take the UAVs in-house.

The MQ-9 Reaper is a more capable option because of its weapon choices and higher payload, and appears to be France’s preference. The bad news is the 2+ year time frame for buying Reapers through the USA’s weapon export bureaucracy, modifying them with European sensors, and then fielding them. A formal letter of request is reportedly being prepared, so it can be ready immediately if and when the French defense minister decides.

Another option would involve manned light planes such as the EMB-314 Super Tucano, which is related to the Armee de l’Air’s EMB-312 Tucano trainers. They would offer less loiter time, and place a pilot at risk. In exchange, they would work alongside UAVs like the Harfangs to provide better situational awareness, more speed, mounted guns, lower loss rates, and faster delivery and fielding. Purchase costs would be similar, and operating costs of $1,000 or less per flight hour could be very competitive if UAV infrastructure and loss costs are factored in. With Brazil pondering its next fighter buy, a conditional Super Tucano purchase might even offer France a negotiating edge. Defense Aerospace | Defense News.

Mantis/Telemos
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May 31/13: French Defense Minister Jean-Yves Le Drian writes an article in Les Echos, committing to a buy of 2 Mq-9 Reapers from the USA, with delivery by year-end. Les Echos.

May 9/13: Italy. Aviation Week interviews Italy’s national armaments director Gen. Claudio Debertolis, who reveals that Italy asked to arm its MQ-1 Predator and MQ-9 Reaper UAVs 2 years ago. The USA has refused to cooperate, halting Italian efforts even though the Aeronautica Militare is responsible for wide swathes of territory in Afghanistan, and was the point country for NATO’s campaign against Libya in 2011.

Arming their UAVs is a high priority, and Debertolis confirms that Italy is in talks with potential European partners to move forward with a covert “Super MALE” weaponized UAV program. The question revolves around funding. America may have delayed Italy for so long that it doesn’t have the budget to do anything, even convert its existing UAVs. Aviation Week.

Dec 19/12: DGA chief Laurent Collet-Billon confirms to reporters that France is discussing the option of buying MQ-9s through the US Foreign Military Sales (FMS) program, then modifying them to carry European sensors and weapons. Collet-Billon believes that this proposition could interest existing operators in Britain and Italy, as well as potential future operators in Germany and Poland.

IAI’s Heron TP also remains in the running. Aviation Week.

Oct 19/12: La Tribune reports that France’s DGA is having informal discussions with General Atomics about their Predator family UAVs. France’s dilemma is that if they want to field UAVs quickly, the MQ-9 may be their best bet. Drawbacks include limited or no access to source codes, and strong American leverage over the drones’ use. They hope to be able to “Europeanize” the drone’s sensors and control software, and the report says that they’re looking to make a decision about their interim MALE UAV by the end of 2012.

DGA chief Laurent Collet-Billon also confirms that France spent EUR 30 million on the Talarion project, but says that the resulting UAV was too large. France didn’t even pursue sensor development for Talarion. La Tribune [in French].

July 25/12: No joy. Following a meeting in London, defense ministers from the UK and France confirm that France will buy 1 WK450B Watchkeeper unmanned system for operational assessments and trials in 2012 and 2013. They also agreed on a joint EUR 13 million (about $15.7 million) UCAV research study by BAE (Taranis) and Dassault (nEUROn lead).

What did not happen, is any kind of collaboration announcement on an Anglo-French medium-altitude, long-endurance (MALE) UAV, like the Dassault/BAE Telemos. Defense News | Thales Group.

July 10/12: No-show. France and Britain cancel a joint press conference at Farnborough 2012, which was scheduled to discuss progress on joint UAV projects. British defense procurement minister Peter Luff, said the announcement of a medium-altitude, long-endurance (MALE) UAV risk-reduction contract and an unmanned air combat vehicle demonstration deal is being delayed as the new French government “is pausing for breath to look at what it can afford.”

Defense News adds that France recently signed a more limited security cooperation deal with Germany, and MALE UAV development is a possible area. Looks like the EADS vs. BAE/Dassault jostling is back on. Defense News.

July 9/12: Mantis Plan B. BAE Systems announces its intention to fly the Mantis UAS Concept Demonstrator again, but this time in UK airspace. BAE touts it as a way to “support the development of future MALE (Medium Altitude Long Endurance) and UCAS (Unmanned Combat Air Systems) operational capabilities… [and] address the associated challenges of airspace integration and safe operation of an airborne system in accordance with UK rules and regulations.”

That might be enough to pick up additional research funding, if Anglo-French cooperation on the derivative Telemos project fails. Their stated goal is as flight in 2013.

June 10-17/12: French elections. France holds legislative elections. The Socialist Party wins again, and its coalition has 331 seats to 229 for its center-right opposition coalition. The Socialist party gains 94 seats, to reach 280 of the total 541 in the National Assembly. As the Feb 17/12 entry notes, this may have consequences for France’s UAV programs.

Feb 20/12: Talarion tails off. Flight International reports confirmation from EADS Cassidian that it has halted work on Talarion, at least for now:

“Cassidian said several times during the last few months that we will only continue to invest in the Talarion programme if we would get a firm commitment from our potential customers,” the company says, referring to France, Germany and Spain. “Unfortunately, we did not get this commitment so far. Therefore we decided to ramp down the programme.”

Note that “ramp down” is not “cancel,” and the 2012 French elections remain to influence Talarion’s future. Meanwhile, EADS is resuming flights of its jet-powered Barracuda UAV, with a focus on civil airspace integration, testing certain technical advances, and UAV autonomy.

Feb 17/12: A study? Britain & France follow up on their Nov 2/10 cooperation statement with an underwhelming announcement: they’ll commission a study about a next-generation UAV, and France will evaluate Britain’s smaller Watchkeeper MK450B:

“Medium Altitude Longue Endurance (MALE) Drone: The Joint Program Office was launched in 2011. We will shortly place with BAES and Dassault a jointly funded contract to study the technical risks associated with the MALE UAV. We look forward to taking further decisions jointly in the light of the outcomes of this risk reduction phase… Watchkeeper drone: France confirms its interest for the Watchkeeper system recognising the opportunities this would create for cooperation on technical, support, operational and development of doctrine and concepts. An evaluation of the system by France will begin in 2012, in the framework of its national procurement process, and conclude in 2013.”

The BAE/Dassault study is expected to be worth EUR 50 million, which isn’t enough to develop a joint UAV. The main production contract is expected by 2013, with a 2020 fielding goal. Defense-Aerospace correctly points out that this structure leaves BAE and Dassault very exposed to an election loss by Sarkozy, whose socialist opponents are expected to have EADS’ outgoing CEO Gallois as a candidate and potential cabinet minister. The DGA is very unenthusiastic about another EADS drone, however, alluding to problems with EADS’ Harfang:

“Collet-Billon was dismissive of a future role for EADS in French UAV programs. When asked if the company and DGA were still talking on the subject, he noted that EADS had provided French forces with the Harfang UAV, “and we are in constant dialogue at least on this subject.”

While it is very easy for new politicians to terminate a study and pick a different platform, like EADS’ Talarion, France cannot develop Talarion alone. If Gallois ascends to Cabinet and insists, the big question is whether Britain would go along with that, or if enough European partners would sign on.

Meanwhile, the Elbit/Thales WK450B Watchkeeper is smaller and less capable than France’s Harfang Heron derivatives, and much smaller than the Heron TP or Telemos, but it is still a MALE class UAV. Depending on what France chooses to do, Watchkeeper could either complement the Harfang & Heron TP fleet after 2013, or become a Heron substitute. UK Prime Minister | Defense Aerospace | Defense-Aerospace re: political risks.

Feb 5/12: Telemos. The UK’s This is Money offers an unconfirmed, unsourced report that:

“Britain and France are expected to sign a [GBP 1 billion] deal to develop a high-tech unmanned aircraft based on the topsecret Mantis project developed by BAE Systems in Lancashire.”

Time will tell.

Jan 16/12: Heron TPs for AGS? Defense News reports that France is offering the modified Heron TP drones as its contribution to NATO’s Alliance Ground System battlefield surveillance program – which wants cash as promised, in order to buy the program’s 5 larger and more capable RQ-4B Global Hawk Block 40 jet-powered UAVs. NATO statements later confirmed that France could join by contributing flight hours from compatible UAVs, and receive AGS intelligence in return.

Their report adds that the bill for France’s Heron-TPs, with additions like satellite communications and de-icing gear, will be even higher than expected, at about EUR 620 million total. The difference from the EUR 320 million budget is said to be an extra EUR 150 million each for Dassault and Thales. French Defense Minister Gerard Longuet reportedly told French journalists that the Heron TP deal would be finalized and signed by the end of 2012, adding that:

“We could have found a cheaper, more efficient, quicker solution, but at the [unacceptable] price of long-term dependence… No proposition was made by Reaper, which did not want to share, nor to adapt to French standards…”

Sharing MQ-9 technology with French competitors might be an issue with both General Atomics and the US government. On the other hand, the magazine’s industry sources say that the proposition remains untested. General Atomics is said to have sent no offer because there was no letter of request for one.

Dec 14/11: EADS’ Italian MoU. EADS Deutschland GmbH/ Cassidian and Alenia Aeronautica S.p.A. sign a Memorandum of Understanding to investigate cooperation in the field of Medium Altitude Long Endurance (MALE) UAVs and Unmanned Combat Aerial Vehicles (UCAV). Talarion is mentioned explicitly in the joint release.

The move is underscored, not-so-quietly, by Senate Intelligence Committee Chair Dianne Feinstein [D-CA], who opposes giving armed UAVs to even key allies. The USA has already done exactly that with Britain’s MQ-9 Reapers. Italy is also a Reaper customer, but does not arm them. It doesn’t really matter if Feinstein succeeds here. The mere fact that she is trying, and that the Obama administration is vacillating on the issue, will cause other countries to step up their own efforts. Alenia | EADS | Wall Street Journal [subscription].

EADS & Alenia MoU

Nov 28/11: Faucheur pour la France? The French Senate adopts its Foreign Affairs and Defense Committee’s recommendation to re-route EUR 109 million in funding from France’s UAV budget line item, dropping it from EUR 318 million to EUR 209 million, and adding a proviso that French industrial policy would (unusually) play no role in UAV selection. Because of the way the French system is structured, the vote is mostly symbolic, unless it can ignite a larger controversy, and either get traction in the Assemblée Nationale, or lever the executive branch or the French DGA into backpedaling on the deal.

The key to understanding the move’s symbolism is to understand the package bids for the Harfang replacement project. Dassault and IAI reportedly bid EUR 320 million for 7 modified Heron TP UAVs, 2 ground stations and 10 years’ maintenance. French sensors, satellite communications gear, and other modifications would be added by Dassault and Thales, bringing total costs to around EUR 370 million. In contrast, General Atomics and EADS proposed – yes, EUR 209 million for 7 MQ-9 Reapers, 2 ground stations, and 10 years maintenance. EADS’ proposed modifications were more expensive, at EUR 88 million, bringing the total to EUR 297 million. That’s still less than Dassault’s bid, but France opted for the Heron TP on the basis of its transfers and workshare for French industries.

Under the Commission des Affaires Etrangères et de la Défense’s proposal, the missing EUR 109 million wouldn’t be cut. EUR 80 million would become R&D funds for France’s long-term drone replacement: Dassault (Telemos/Mantis) and EADS’ (Talarion) are directly mentioned, but this wouldn’t preclude other investments by that program. The other EUR 29 million would pay for Harfang UAV upgrades. That way, the Sénat can argue that it’s actually increasing the net industrial benefits to French industry. Serge Dassault is predictably unhappy with the Senat’s move:

“We proposed the Israeli drone to meet an obvious gap in drones today… while we wait for a French drone. If we buy an American one, well then everything is screwed up and we’ll spend more money, drive up unemployment and reduce exports – if that’s what you want, I don’t understand.”

His math was not clarified, but it’s worth noting that Dassault Group’s head is also a Senator, for President Sarkozy’s UMP party. Article 32, Amt II-104 [in French] | French Sénat release [in French] | Defense News | Reuters.

July 12/11: Telemos. Dassault Aviation exhibits a full-size Telemos mock-up at the 2011 Paris Air Show, confirming its strong Mantis derivation. Dassault Aviation.

June 18/11: Talarion. EADS Cassidian CEO Stefan Zoller confirms that they will offer their jet-powered Talarion UAV for Britain and France’s new-generation MALE UAV competition. He says the drone is very close to the design review stage, and could fly as early as 2014.

He also confirms that Turkey has signed a Memorandum of Understanding for Talarion, and continues EADS push to engineer a political outcome in which 1 favored European UAV is picked in advance. Defense News | Defense News Show Scout.

March 28/11: Talarion. During a financial presentation, EADS Cassidian CEO Stefan Zoller cuts Talarion’s requested initial development funding by 90%, from a complete EUR 3 billion commitment to to EUR 300 million: 100 million each in initial funding from France, Germany and Spain. That would finance a flying prototype by early 2014, putting Talarion on a level field with other flying designs, and also created an initial commitment trap by tying defense careers and local industries to the project. Meanwhile:

“We still go full speed ahead with the development, pre-financed with our own money… We can’t wait any longer, and we can’t self-finance forever.”

So far, the firm has invested EUR 500-600 million in various UAV projects, but Zoeller would not answer questions about Talarion’s share of that. One bright spot is that Turkey has reportedly earmarked funds to participate in Talarion. The question is whether there will be a project to participate in, and if so, whether Turkey will be a 4th partner, or a replacement for one or more existing partners. Bloomberg | Flight International | EADS Financial Statements & Presentations, 2011.

March 3/11: MQ-9. In the wake of Boeing’s $25 billion KC-X aerial tanker win, following the Pentagon’s cancellation of EADS’ KC-45 contract and subsequent recompete, Flight International reports that there may be follow-on effects:

“Newspaper Les Echos published a small article four days after the contract award noting that the USAF’s decision on tankers will make it “very difficult” for Paris to purchase the General Atomics MQ-9 Reaper unmanned air vehicle, which is competing against the EADS Talarion and a Dassault/Thales/Indra consortium offering the Israel Aerospace Industries Heron TP.”

Jan 17/11: Scavenger vs. bi-MALE? Reports indicate some confusion concerning the bi-national Anglo-French future MALE UAV program (bi-MALE?). A Daily Telegraph report appears to confuse that project with the British Scavenger ISTAR deep reconnaissance UAV program, believed to be worth about GBP 600 million ($952 million). Scavenger bidders are believed to include BAE and Dassault (Mantis UAV), Cobham plc and General Atomics (jet-powered Predator-C), and Northrop Grumman (RQ-4 Global Hawk). EADS is reportedly holding Talarion partnership discussions with Thales and MBDA, and considering a bid of its own.

The contracts may remain independent, as the bilateral MALE UAV program has yet to be defined. On the other hand, bidders are all aware that the outcome of Scavenger could affect the Anglo-French project, by locking in a British buy that pulls the subsequent competition toward a common platform, if that’s possible. A win by the Mantis team, for instance, would place it in a very strong position. Meanwhile, the choice of MBDA as a potential Talarion partner is especially interesting. Arming the Talarion has not been a focus to date, but the joint Franco-British project reportedly wants the UAVs to have some offensive capabilities. Meanwhile, EADS is lobbying hard to make Talarion Europe’s sole bet on the future MALE UAV front – thus far, without success. Daily Telegraph | Shephard Group.

Oct 5/10: DGA projections. French Defense Minister Hervé Morin speaks to the National Assembly’s defense committee (translated):

“It seems to me preferable to retain an intermediate system with effectively an off-the-shelf purchase, all the while looking in the medium term for a lasting European solution, allowing France and the United Kingdom to position themselves at a higher level…”

Morin reportedly added the DGA’s assessment of various UAV options for France. EADS’ Talarion option is seen as the slowest project and highest risk, at 8-10 years, with very high costs. BAE’s Mantis also gets good sovereignty marks, with delivery in about 7 years for an undetermined price and high risk. Dassault/Thales Heron TP-based UAV gets medium marks in all areas, with delivery in 4-5 years. They rated an off-the-shelf Heron TP option at 4 years delivery, with no sovereignty benefits, while rating the MQ-9 Reaper as available in 3 years, and closer to a fit within the EUR 139 million in available MALE(Medium Altitude Long Endurance) UAV funds from 2010-2014, under the current budget law.

Oddly, Thales’ Watchkeeper Mk450 is not mentioned in the reports, nor is Sagem’s Patroller. Their common denominator seems to be a lack of weapons. The delivery times for both the MQ-9 and Heron TP both seem rather high, but taken together, it seems likely that France will look to field MQ-9 Reaper UAVs as their immediate option (or possibly MQ-1/ MQ-1C Predators if the USA won’t sell MQ-9s), while leaning toward the Mantis UAV as their future surveillance and counterinsurgency platform. AN CNDFA transcript [in French] | Defense News | UPI.

Sept 15/10: Barracuda/ Talarion. EADS has run another set of test-flights of its Barracuda jet-powered UAV at Goose Bay AFB, Canada, in order to test technologies for its proposed Talarion UAV. Foci included Sense & Avoid capabilities, Auto Taxi Systems, a Structure Integrated Antenna, and Automatic Target Detection Systems. The firm has been adamant that Talarion remains its focus, saying they do not wish to develop the Barracuda and its stealth features into a UCAV(Unmanned Combat Air Vehicle). Flight International.

Sept 14/10: Sagem/Elbit MoU. Safran Group subsidiary Sagem Defense Securite signs a Memorandum of Agreement with Israel’s Elbit Systems Ltd., to form a 50/50 Joint Venture company by early 2011. The joint venture company would offer current UAVs, as well as “derivative products” and newly developed products, to France and “designated international markets” as a French corporation, located in Eragny and Montlucon.

Joint ventures seem to be emerging as a preferred strategy for Elbit’s bids in advanced markets, with partnerships in Britain (Thales UK), the USA (General Dynamics), and now France. There are several obvious possibilities for cooperation here, as well as several pitfalls, if the Sagem joint venture is actually established. The most obvious pitfall is the potential to undercut Elbit’s existing UTacS JV with Thales UK, to produce and export the Watchkeeper derivative of its Hermes 450.

Potential cooperation seems promising in several areas. French special forces already use Elbit’s Skylark mini-UAV. Elbit’s Hermes 90 UAVs can be offered as a battalion level option. Sagem’s Patroller UAV could benefit from Elbit’s technologies and development experience, and Elbit’s own Hermes 900 or Hermes 1500 could also form the basis of a bid to replace the Harfang. DID asked Elbit Systems about the potential for conflicts, whether any UAV types had been excluded from the JV, and whether the Patroller was included. Elbit’s response was that the JV company has not been formed yet, and so these details remain unsettled.

Sagem Patroller, pre-test
(click to view full)

Aug 12/10: Patroller. Safran Group subsidiary Sagem Defense Securite will conduct a series of operational trials of its Patroller UAV for the civil security division of the French Ministry of the Interior, from Aug 16-31/10. Their Patroller system will offer complete image surveillance services in the southern Provence-Alps-Cote d’Azur region, and will be fitted with Sagem’s Euroflir gyrostabilized optronics pod. The Patroller ground station will be located at the Canjuers military camp, and connected via radio and satellite links to the French Civil Security Division’s command centers. Units in the field will also be equipped with a Sagem RVT portable remote video terminal.

The test is not a prelude to anything, militarily, but it may accomplish 3 objectives. One is continued funding and encouragement for development. The second is greater familiarity and comfort within the French government for Sagem’s slightly unusual approach. The third benefit could involve positive media coverage, if the Patroller features in wildfire efforts or successful search-and-rescues. Sagem DS | Defense News | Shephard Group | UPI.

June 25/10: No decision yet. A ministerial investment committee meeting [in May 2010] determined that EADS’s [Talarion] and Thales-Dassault Aviation’s [SDM Heron-TP variant] development options for meeting the MALE requirement are too uncertain, and the likely cost would be well beyond the [EUR] 139 million ($171 million) currently budgeted… “How can we develop a MALE UAV while funding the A400M [and other priority programs]?” [French defense minister] Morin asks. Aviation Week:

“French industry officials say they expect the DGA to release a request for information for development of a joint tactical UAV system toward year-end, with a request for proposals to follow in early 2011 and a selection in late 2011 or early 2012. Originally known as SDT and now called DTIA, the system will be designed to meet both army and navy needs, although definition of navy specifications is well behind the curve. The notional requirement is 60 air vehicles for the French army, to be delivered starting in 2015-16, and 15 for the navy, with first deliveries in 2019. According to a new doctrine released in May, the requirement will include target-designation and damage-evaluation capabilities, a multisensor payload and a real-time data link. Autonomy will be 6-8 hr., radius 80-100 km. (50-62 mi.) and fielding time 30 min.”

June 16/10: Talarion. Dow Jones reports that the German government will decide whether it can finance Talarion as it draws up the 2011 budget, which will implement EUR 11.2 billion in austerity measures, including a EUR 1 billion cut in defense spending. Meanwhile, at Eurosatory 2010, EADS DS CEO Stefan Zoller reverses course, and tells the Associated Press that EADS will continue to invest its own funds to develop the Talarion UAV:

“The Talarion is the solution to stay in military airborne systems… You give that up you would lose the industry thereafter. Once you lose airborne military systems, what will be the consequences for sensors, avionics, for ground stations, for data links and so on? That’s why I say we are at a crossroads… The shortage of budgets is a reality, it’s something we have to accept… Therefore I have to envisage for still a while EADS has to pre-finance further.” He said he hopes for a political commitment from the three governments – and possibly Turkey which has expressed an interest – but declined to set a deadline.”

A June 14/10 Aviation Week article made similar points, via an interview with EADS Military Air Systems head Bernhard Gerwert. EADS’ offer involved corporate “pre-financing” of development costs, in return for confirmed orders by 2017:

“While German government officials have indicated support for an initiative to build home-grown UAV capacity… France and Spain have been less enthusiastic… bidders there argue that the governments should focus on system and payload development, not the air vehicle… Workshare also has been a point of discussion; Thales, for example, is unhappy with its role and the level of radar work. But Gerwert argues that… work allocation is now equally split… EADS had hoped to secure a program commitment by now to ramp up staffing to more than 400 engineers, from around 150… development efforts will continue for now without financial backing, but at the lower staffing level – which effectively means the in-service date will start slipping… [EADS] would still want to be paid… not just attempt to recoup the development bill during the production run… too financially risky.”

March 30/10: Next-gen UAV study. The UK’s Labour Party Minister of Defence Quentin Davies says that the U.K., France and Italy have commissioned a set of firms including Dassault Aviation SA to study a multinational project for an armed UAV with surveillance capabilities. The goal is “an improvement on [MQ-9] Reaper, the next generation,” and the report is due in June 2010.

BAE’s Mantis UAV project is one possible basis for an effort of this type, and the UK MoD has confirmed that “Mantis will be one contender in the assessment phase [but] no firm commitments have been made.” Other possibilities might include widening the current French/ German/ Spanish Talarion UAV project, or merging the UK’s stealthy Taranis UCAV project into the similar nEUROn consortium, which already includes France and Italy. A great deal depends on the specifications laid out for the new UAV. BusinessWeek.

Jan 18/10: Talarion. EADS warns that it may freeze the Talarion program, unless it can receive orders. Der Spiegel:

“In an interview with the Financial Times Deutschland newspaper published on Monday, EADS defense chief Stefan Zoller said the Talarion project would have to be frozen by this summer if Germany, France and Spain do not place concrete orders for the drone. Developing the drone will cost the three countries an estimated total of [EUR] 1.5 billion, plus a further [EUR] 1.4 billion to procure 45 models. So far the countries have invested [EUR] 60 million into the project.”

The comments come amidst a funding crisis and negotiations surrounding EADS’ A400M large tactical transport aircraft.

Barracuda
(click to view full)

Oct 10/09: MQ-9. Reports surface in the French media that France is considering an urgent purchase of 2 MQ-9 Reaper systems (4 MQ-9s, 2 ground stations) for use in Afghanistan at a cost of up to $100 million, because 2 of its 3 deployed EADS SIDM/ Harfang UAVs are grounded for repairs, and have had issues with human error and contractor support.

France has advanced UAV programs in development, in collaboration with other European countries, at the medium, heavy, and UCAV levels. A recent test of the jet-powered Barracuda UAV demonstrator in Canada, and ongoing progress on the multinational Talarion and nEUROn UCAV underscores the seriousness of those efforts, but they are not realistic near-term fielding options. Assuming that France does not wish to lease a UAV service as the Australians, British, Canadians, and Dutch have done, the MQ-9 offers commonality with the American, British, and Italian contingents in theater, as well as a UAV with strong weapons options that set it apart from the rest. Reuters || In French: Le Point magazine EXCLUSIF | France-Soir | TF 1.

Sept 9/10: Talarion. EADS DS CEO Stefan Zoller urges Britain to consider joining the Talarion program, in an interview at Britain’s DSEi 2009 trade show. Flight International reports:

“EADS hopes to secure a production commitment by year-end from the three partners on its Talarion unmanned air vehicle project… Zoller says EADS “will target something” by the end of the year to have a commitment from France, Germany and Spain… Zoller says the European capability has already attracted interest from Turkey… he said: “I can hardly see a standalone UK approach: it’s a huge investment. If we were to discuss with the UK, the requirements and the missions would be very much the same.” ADS has already spent more than [EUR] 500 million ($728 million) of its own money on the pursuit of the Talarion system, which it says is capable of performing 20 different mission types.”

July 27/09: Ooooh, Barracuda! EADS Defence & Security announces a successful series of 4 flight tests for its jet-powered Barracuda UAV at Goose Bay AFB, Newfoundland, Canada. During the test campaign, the demonstrator flew completely autonomously along pre-programmed flight profiles. The new system is a further development of the first Barracuda technology test bed, which performed its maiden flight in April 2006. Since that time the software, systems and solutions have been continuously developed under the Agile UAV program.

Barracuda is not currently envisioned as a serving UAV, but is seen as risk reduction for advanced projects like Talarion and nEUROn. EADS.

June 15/09: Talarion. EADS DS offers a full-scale mockup of the tri-national Advanced UAV project at the Paris Air Show. The UAV is now named “Talarion.” The name comes from the winged sandals of Hermes in the Greek mythology. EADS adds that:

“Talarion, with it’s 27,90 m wing span, is a joint endeavour of DS in France, Germany and Spain… Given a governmental go-ahead for development in 2009, the maiden flight of “Talarion” would be in 2013, and with first series deliveries in 2015. The industry proposal to the three partner nations contains six Talarion systems for France and Germany each, and three for Spain, respectively. One system consists of three Talarion units plus ground segment. In addition to the three partner nations, there is also an growing interest on the advanced UAV programme Talarion in the international markets.”

See: EADS | Flight International.

May 28/09: Euro study done. The concluding review meeting of representatives from France, Germany and Spain marks the end of the “tri-national Advanced UAV” (Talarion’s) risk reduction study, after almost 2 years of work. Thales electronics led the radar partners team, and with EADS Defence Electronics, and Indra in Spain. EADS DS Military Air Systems SVP Nicolas Chamussy:

“The twin-jet propulsion system of the Advanced UAV will not only supply ample on-board energy for the satellite communications, sensors and data links, but also safeguard secure flight conditions in the densely populated skies over Europe… I firmly believe that we fully understood our customers’ requirements, including their tight timeframe…”

May 28/08: Heron TP bid. Dassault Aviation, Thales and Indra submit a joint MALE UAV offer in Franco-Spanish cooperation to the French and Spanish Ministries of Defence. Their bid is based on IAI’s Heron-TP. Dassault.

Additional Readings

• DID – France’s Harfang/SIDM IUAV Program

• EADS – Harfang

• Air Force Technology – Heron / Machatz 1 Unmanned Aerial Vehicle (UAV), Israel

• Air Force Technology – Mantis Unmanned Aerial Vehicle (UAV), United Kingdom

• Flight International (May 11/10) – Sagem advances Patroller UAV flight tests

• DID – MQ-9 Reaper: The First Operational UCAV?

• Air Force Technology – Talarion MALE UAV, France

• EADS – Talarion

• BAE – Telemos. Its Dassault partnership, using the Mantis as the base.

• DID – The UK’s Watchkeeper ISTAR UAV

• The US DoD Comptroller published a report [PDF] on the financial impact of sequestration on DoD’s discretionary budget authority in Fiscal Year 2013. That boils down -$20.3B for Personnel, -$9..8B for Operations & Maintenance, -$6B in procurement, and -$820M in RDTE, for a total $37.2B shortfall.

• If you’re a small business or subcontracting to small businesses, the Defense Contract Audit Agency (DCAA) and the DoD Office of Small Business Programs are hosting a training seminar for you on June 21 in Alexandria, VA. Topics: accounting systems, contract briefings, provisional rate structures and subcontract monitoring of small business contracts.

• DARPA’s Strategic Technologies Office (STO) will host an industry meeting on July 16/17 to describe its areas of interest: Battle Management, Command and Control (BMC2), Communications and Networks, Electronic Warfare, Intelligence, Surveillance, and Reconnaissance (ISR), and Positioning, Navigation, and Timing (PNT). There will also be a presentation on the Air Dominance Initiative (ADI).

• The industry-backed Lexington Institute has a paper [PDF] on when defense contracting should be competitive, and when competition doesn’t work so well.

• Meanwhile the Center for Strategic and Budgetary Assessments (CSBA) briefed [PDF] congressmen on what should be the drivers and framework that guide US force structure planning.

• The Manila Standard quotes an anonymous source saying the Philippines is considering buying surface-to-air missiles and multiple launch rocket systems from Israel.

• The video below provides a glimpse of how USAF weapons crews load up bombs, missiles and ammo on A-10s:

Ed. note: we continue our coverage of last week’s NDIA’s National Logistics Forum.

Lt. Gen. Brooks L. Bash, Director for Logistics at the Joint Staff, centered his presentation on the constraints that logistics has and will always impose on warfighting. From that perspective, for the US to pivot to the Pacific only makes things harder with the huge distances involved. New threats to the US supply routes, which by and large have not been challenged since WWII, come in varied shapes from missile profileration to swarms of small ships. From a broader macro perspective, logistical chokepoints such as the straits of Hormuz or Malacca could severely damage the economy if they become hotspots.

Bash made a compelling case for the ability to break self-reinforcing patterns that lead to hard-to-sustain situations. Insurgents use IEDs, you develop MRAPs in response, insurgents use bigger IEDs, you build heavier MRAPs, rinse and repeat. Keep doing this and you’re facing a logistics and maintenance nightmare. Case in point: fuel use is currently at about 23 gallons/soldier/day in Afghanistan. How about using motorcycles? They don’t trigger newer IEDs set to blow only under heavy loads, can go offroad, and are agile and fast.

We asked Lt. Gen. Bash whether he thought recent logistics innovations such as K-Max unmanned helicopters or JPADS – as great as they are – weren’t taylored to fight an insurgency and might fare poorly against a future peer competitor. Bash disagrees that any potential adversary is really on track to be a peer competitor from a technological perspective, and restated his case for agility in the Pacific, involving less fuel, less weight, and fast technology iteration.

Dancing with the Stars Panel Wants to Get Slim

DoD logistics post-sequester: as seen by allies

Brooks Bash’s point happened to be a good segue into the following “fireside chat” from the entire military logistics community: the Joint Staff, DLA, TRANSCOM, and each of the 4 services. Panelists agreed that quality of life expectations had grown significantly. The words “frugal” and even “spartan” came up several times. Of course it’s easy to say from the comfort and safety of a conference hall in Crystal City, but both past US operations, and the current state of allied resources, do show much more sparse deployments than what US troops are currently experiencing in Afghanistan.

MajGen Michael Dana from the Marine Corps in particular was lively and engaged in his advocacy of a lighter, truly expeditionary Corps whose purpose is “get there first and kick butt.” In order to do that, the Marines need to “lighten up” (literally, not as a figure of speech). As Bash noted, with 60+% of convoys in Afghanistan carrying fuel, and most of that fuel being used on generators, the gyms, bars, and other quality-of-life facilities add up and have a real impact on the overall logistical footprint. Suddenly repealing the Big Flat TVs Everywhere Act sounds like the right thing to do.

US Army Lt. General Raymond Mason violently agreed with Dana, then exposed the rationale for a retrograde (as opposed to abandoning/gifting a lot of gear in Afghanistan). Out of $25B worth of USA materiel there, he estimated at $19B the part that is needed back. That tends to be the “latest and greatest” equipment too. Compare these $19B to $3-$5B to ship the equipment back plus a $9B reset, and you’re still in the black by billions of dollars. Besides, would procurement funding (under a “different color of money”) be available to buy that stuff anew? Not to speak of lead time issues.

Here are some of the other takeaways:

• In its dialogue with the COCOMs and services, TRANSCOM tries to offer a choice of parameters to work out the best time/cost trade-off: is a or 2-day delay acceptable to the mission if it can lead to big savings?

• DLA realizes that fuel infrastructure needs improvements. As the USAF is trying to transition away from JP8 towards commercial fuel, an opportunity will open up to phase out WWII-era milspec fuel storage infrastructure, whose maintenance costs go in the hundreds of millions of dollars.

• With the number of existing Army depots and arsenals, there is not only the room but the need for a BRAC process because of significant overcapacity. More generally, marginal improvements can always be done, but big savings cannot be achieved without a BRAC. The panelists where acutely aware of resistance on the Hill to base closures, a subject broached in more detail in subsequent sessions.

• As the panel with the heaviest military/civilian ratio, words of caution on efficiency pushed too far abounded. Mason phrased it thus: if being efficient is “killing the last guy with the last bullet… what if you miss?” There is a level of inventory slack and “inefficiency” inherent to effective military operations.

• The mandated 50/50 split between government and the private sector in maintenance depots seems to be universally reviled. “Wrench turning is not an inherently governmental function.” The lack of competition between the government and contractors to see who will be most cost-effective also was thought as infuriating. “The rulesets are counter-intuitive and counter-capitalistic” got a fair amount of applause.

• Combat configured loads (CCLs) assembled before shipping could see more use.

• US military logistics tend to be better at getting in than out.

See also

• DID – NDIA Logistics Forum 2013 Industry Keynote: Program Commonalities Good; Long Term Contracts Hard to Pull Off Domestically
  
• DID – NDIA Logistics Forum 2013 Government Keynote: Logistics US Undersecretary Can’t Fake Enthusiasm
  
• DID – US Defense Logistics by the Numbers: The Cheatsheet

Raytheon’s AIM-120 Advanced, Medium-Range Air to Air Missile (AMRAAM) has become the world market leader for medium range air-to-air missiles, and is also beginning to make inroads within land-based defense systems. It was designed with the lessons of Vietnam in mind, and of local air combat exercises like ACEVAL and Red Flag. 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.

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 that required a constant radar lock on one target. To make matters worse, 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…

Some MRAAM History, and AMRAAM’s Design Approach

Before 1991, the combat record of all air-air missiles was generally poor – and most of the kills scored in combat belonged to short-range heat-seeking missiles. The USA entered Vietnam expecting that 70% of AIM-7 Sparrow missile shots would result in a kill. The real-world total was 8%, even though the USA faced older MiG 17-21 aircraft, rather than the newest Russian fighters.

That trend began to shift somewhat in the 1980s. The Falklands War had no aircraft on either side that could use medium-range air-air missiles, but Israeli F-15s and F-16s used AWACS and poor Syrian tactics to produce an 88-0 kill ratio in 1982. The F-15s’ medium-range AIM-7F Sparrow missiles performed better in terms of fire:kill ratios than they had in past conflicts, but the vast majority of kills were still made with Sidewinder or Python short-range missiles. Further afield, the Iran-Iraq War saw Iran’s F-14 Tomcats demonstrate good performance with their long-range Phoenix missiles, against Iraqi aircraft that often lacked radar warning receivers, and never saw the missiles coming. A reprise of sorts took place in 1991, when exceptional situational awareness and poor Iraqi tactics allowed US aircraft to score around 80% of their Iraqi air-air kills in 1991 with modernized AIM-7 Sparrow medium-range missiles.

The lessons that had led to the AMRAAM program still applied, however, and the conflicts in Lebanon, Iran, and Iraq demonstrated the potential value of longer-range missiles and some of their enabling technologies. That helped AMRAAM retain its support, despite initial development glitches and rising costs. It still aimed to remove the shortcomings that made the AIM-7 a somewhat dangerous weapon for its own side. The key lay in its new approach to guidance.

AIM-120A cutaway
(click to view full)

In beyond-visual-range engagements, AMRAAM is guided initially by its inertial reference unit and microcomputer, which point it in the right direction based on instructions from the targeting aircraft or platform. A mid-course target location update can be transmitted directly from the launch radar system to correct that if necessary, an approach that may avoid triggering enemy radar warning receivers. In the final phase of tracking, however, the internal active radar seeker becomes completely independent and guides the missile through its own active lock-on. Most sources place its reported range at about 50 km/30 miles[1].

F/A-18C, loaded for bandits
(click to view full)

When coupled with modern radars, AMRAAM’s guidance approach allows a fighter to launch and control many missiles at once, avoiding a dangerous fixation on one target. Its autonomous guidance capability also provides a pilot with critical range-preserving launch and leave capability, improving survivability and helping to avoid “mutual kill” situations. Even more advanced technologies are emerging that go one step further, and allow secure “hand-off” of a fired AMRAAM to another friendly fighter.

All of these abilities, of course, assume an air environment in which it is possible to use IFF (Identification, Friend or Foe), AWACS (Airborne Warning & Control Systems) aircraft, Link 16/MIDS, etc. to safely distinguish enemy aircraft from friendlies. This has been a problem in past conflicts, resulting in rules of engagement that force the use of visual identification before firing. Obviously, that negates many of the tactical advantages of having beyond-visual-range (BVR) missiles.

Customers & Performance

Launch from F-22
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AMRAAM is a joint U.S. Air Force and Navy program that achieved initial operational capability in 1991, and is still in brisk production over 20 years later. At least 28 other countries have also bought AMRAAM variants, which can be fitted to F-15s, F-16s, the F/A-18 family, F-22s, F-35s, EADS Eurofighters, and Saab’s JAS-39 Gripen. Germany’s aging F-4 Phantom IIs, the British/German/Italian Panavia consortium’s Tornado aircraft, and Britain’s Harriers can also carry them.

Dassault’s Mirage 2000v5 and later have been advertised at times as having this capability, but confirmation is weak, and no current Mirage 2000 customer flies with this option. The reports probably represented offers to add this capability. Dassault’s 4th generation Rafale aircraft is also listed in some venues as having AMRAAM capability, though Raytheon has never said so, and all Rafales currently operate with MBDA’s MICA missiles instead.

Even so, AMRAAM’s record of sales success has made it the global standard for medium-range AAMs, and the number of beyond visual range kills as a percentage of total air-to-air victories has risen sharply during the “AMRAAM era.”

What does this mean in practice for missile performance?

To date, RAND’s Project Air Force notes that AIM-120 missiles have demonstrated 10 kills in 17 firings, for a 59% kill rate. That’s a significant improvement over the AIM-7′s record, and AIM-120A and AIM-120C missiles split these kills equally. Victims have included an Iraqi MiG-25 and MiG-29, 6 Serbian MiG-29s, a Serbian J-21 Jastreb trainer/light attack jet, and the accidental downing of a US Army UH-60A helicopter. The last of these incidents occurred in 1999.

One caution regarding these figures is that both AMRRAM missiles, and electronics used for electronic countermeasures, have both advanced considerably in the dozen-plus since the missile’s last combat kill. A second set of cautions involves the circumstances of these victories. There are no reports of electronic countermeasures being used by any AMRAAM victim, none of these victims were equipped with beyond visual range weapons of their own, the Iraqi MiGs were fleeing and non-maneuvering, and the Serbian MiGs reportedly had inoperative radars.

These difficulties in assessing true BVRAAM (beyond visual range air-air missile) performance in the modern era are magnified by a corollary fact: None of AMRAAM’s competitors have been able to compile much of a performance record, either. With the end of recurring full-scale Arab wars against Israel, the globe’s top trial venue for full-scale warfare has evaporated, leaving few opportunities to put modern anti-aircraft systems to a real test.

AMRAAM: Upgrades & Derivatives

AIM-120C

The Pentagon’s Defense Acquisition Board (DAB) approved AIM-120A AMRAAM Full Rate Production (Milestone III B) in April 1992. Subsequent modifications have produced improvements in a number of areas, but the AIM-120D is likely to be the first really large jump in AMRAAM capabilities from version to version. It should be noted, however, that incremental upgrades add up over time. An AIM-120C-6, for instance, is a generation beyond an AIM-120A in terms of its overall capabilities.

• AIM-120B was first delivered in late 1994. It had a number of electronics upgrades, from the guidance section to hardware modules and processor. Its hardware was also reprogrammable, which is not possible with the AIM-120A.

• AIM-120C missiles featured a change in shape, with smaller fins that would allow 3 missiles to be carried inside the F-22A Raptor‘s stealth-maximizing internal weapons bays. A number of incremental updates brought it to AIM-120-C6 status, including guidance section upgrades, smaller control electronics, a slightly larger rocket motor, an improved warhead, and a target detection upgrade. The AIM-120-C7 is currently in production for almost all export customers, with an improved seeker head, greater jamming resistance, and slightly longer range. At present, the AIM-120-C7 is also the most advanced AMRAAM approved for export beyond the USA.

• US-only AIM-120D missiles will feature the C7 improvements, but the D version reportedly adds a very strong set of upgrades. Pentagon documents confirm the use of smaller system components; with an upgraded radar antenna, receiver & signal processor; GPS-aided mid-course navigation; an improved datalink; and new software algorithms. The new hardware and software is rumored to offer improved jamming resistance, better operation in conjunction with modern AESA radars, and an improved high-angle off-boresight “seeker cone,” in order to give the missile a larger no-escape zone. Less-publicized improvements reportedly include a dual-pulse rocket motor, for up to 50% more range and better near-target maneuvering. At present, the AIM-120D is still in testing, and is not available for export.

Other AMRAAM-Related Systems

Other AMRAAM variants exist.

NCADE. The most interesting AMRAAM modification is an R&D program designed to see if AMRAAMs modified with an AIM-9X Sidewinder’s infrared seeker and a 2nd stage rocket booster could be forward-deployed on fighters, and used to shoot down ballistic missiles during their lift-off phase.

With the coming addition of IRST system options, NCADE would also offer a long-range, no-warning option for American fighters that would give them an effective weapon against enemy stealth fighters. To date, however, the US military and Congress have failed to take an interest in NCADE beyond initial development work. Raytheon has also declined to pursue a self-funded approach.

CLAWS out
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SAM/GBAD. A parallel set of modifications and enhancements have seen AMRAAM missiles pressed into service in a surface-air missile role. Programs like Norway’s NASAMS, the USMC’s CLAWS (ended in 2006), etc. are often referred to by the umbrella term SLAMRAAM, for Surface Launched AMRAAM. SL-AMRAAM contractors include Raytheon, as well as Kongsberg Defence and Aerospace of Norway, and Boeing.

Kongsberg has sold its related Norwegian Advanced Surface-to-Air Missile System (NASAMS) system to Norway, Finland, The Netherlands, Spain, and the USA. There are rumors that a SLAMRAAM type system has been deployed in Egypt, and such systems have drawn official buying interest from Chile, Oman, and the UAE. The key to effective deployment is integrating the system, and its accompanying IFCS control system and AN/MPQ-64F1 Improved Sentinel radars, with a country’s wider air defense command and control systems.

The US Marines killed their own CLAWS program in 2006, the same year the US Army’s SLAMRAAM passed its System Critical Design Review. The Army eventually teed up SLAMRAAM for cancellation in January 2011. Even so, the USA has a deployed system to protect the Washington DC area, and exports keep the surface-launched AMRAAM option alive and well.

The 3 surface launchers for AMRAAM at present include the 8-missile “universal launcher” which can be mounted on medium trucks, the 5-missile CLAWS for smaller vehicles, and the 6-missile fixed NASAMS. All 3 launcher types provide 360 degree coverage, with a 70 degree off boresight capability – i.e. a 140 degree target acquisition cone. In June 2007, Raytheon announced more SLAMRAAM upgrades via options to add SL-AMRAAM-ER extended range variants (likely via a rocket booster on the missiles), and an AIM-120 variant with an AIM-9X infrared seeker. The latter would allow a mix-and-match combination of radar/infrared SAM sets, similar to the Spyder, VL-MICA, etc. being fielded by international rivals. On which topic…

AMRAAM’s International Competitors

R-77/AA-12 on MiG-29
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The AMRAAM’s most prominent global competitors, in declining order of prominence, include:

Russia’s Vympel R-77, also known as the AA-12 Adder and colloquially called the ‘AMRAAMski’. It is a larger missile with a similar guidance approach, and reportedly offers a slightly longer range, varying from 60-90 km (36-54 miles) depending on assessments of its drag coefficient. It looks a bit like the French MICA missiles, but its “screen door” or “potato masher” tail fins are its most distinguishing characteristic. Comparisons of its maneuverability, electronics, and hence its fire:kill effectiveness ratio remain a matter of speculation in public-domain circles, and there are also reports that the R-77 can be launched and ‘handed off’ to another aircraft. This has tactical implications, as discussed by one DID source:

“The ‘cobra’ maneuver… where the Flanker pitchers [vertically] to over 100 degrees is not a stunt, it is a missile launch maneuver for a over-the-shoulder launch on a passing head-on target by an IMFIL missile, as briefed to me by the Director of TsAGI. German Zagainov.”

The R-77 can equip modern SU-30 fighters like the SU-30MK2, modernized SU-27s, and some of the most modern MiG-29/35 offerings as well. There are also reports that India has even fitted the missile to its upgraded MiG-21 ‘Bisons,’ leveraging their new Phazotron Kopyo radars and upgraded avionics.

There are reports that the coming RVV-MD upgrade may extend the missile’s range to 110 km. A R-77M ramjet version has reportedly been developed with 150+ km range, but confirmation of the ramjet program’s success and status remain sketchy. Firmer reports[2] now exist re: Russia’s ongoing development of the Novator K-100-1, which is based on the KS-172 missile instead; it will have a reputed range of 200-400 km.

Meteor BVRAAM

MBDA’s Meteor, which also includes Saab in the development group and adds Boeing as its American partner. The Meteor stems from Europe’s different fighter design philosophy and acquisition timing. Their 4th generation fighters were introduced in the 1990s, and feature less stealth than the F-22A or F-35. The Eurofighter, Gripen, and Rafale can be fitted with existing missiles like AMRAAM or MICA, but ultimately the Euro vision was that air supremacy against threats like the SU-30/R-77 combination required a long range (100 km/ 60 miles or more) missile – one with extreme maneuverability and ramjet propulsion that gives it Mach 4 powered flight to the very end of its range, rather than the “burn and coast” approach of most missiles. The Meteor is that missile, and it is currently undergoing testing and evaluation; it’s expected in-service around 2011.

Initial platforms for the Meteor BVRAAMs will include Saab’s JAS-39 Gripen, EADS/BAE Eurofighter, and Dassault’s Rafale. MBDA has announced that it will be modified in future to fit the F-35′s stealth-enhancing weapon bays, and given its characteristics, it also seems like a natural future upgrade for older planes like Tornados and F/A-18s. Forecast International sees MBDA as Raytheon’s biggest overall air-air missile competitor in the coming years.

Rafale w. MICA-RF & IR
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MBDA’s MICA family. MBDA inherited MICA from the French firm Matra. It uses a guidance philosophy similar to AMRAAM’s, and has very good maneuverability. MBDA posts its range as 60 km. What’s different is that it comes in 2 versions, and is designed for use at all engagement distances. The MICA IR version uses infrared homing, like many short-range AAMs. This allows it to be used at close range, or used to conduct no-warning attacks at longer ranges, using advanced IRST (InfraRed Search and Track) type optronics that have become common on 4+ generation fighters. The MICA RF uses active radar guidance like AMRAAM, and is in service with France, Qatar and Taiwan.

MBDA’s truck-mounted air defense version is imaginatively named the Vertical Launch MICA, and its ability to carry IR-guided MICA missiles allows effective operation in environments where turning on one’s radar will attract enemy strikes.

RAFAEL Derby
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RAFAEL’s Derby. Derby 4 looks a lot like AMRAAM, but it’s actually based on Israel’s own well-developed missile technology. It lists a 50 km effective range like AMRAAM, but this is questionable given its size and commonalities with the shorter-range Python 4; some observers place its range closer to 30 km. Derby 4 has been updated with a new seeker, has lock-on after launch capability for snap employment in short-range aerial engagements, and features its own programmable ECCM (Electronic Counter-Countermeasures) technologies. Apparently, it still lacks an in-flight datalink, and must rely on last-reported position before switching to active mode. Derby has been exported to a few countries, but is not yet in what one might call widespread use. This detailed review may prove useful.

Derby has a ground-launched air defense system too: the Spyder combines 4 truck-mounted Derby and short-range 5th generation IR/imaging-guided Python 5 missiles, to create a versatile system adapted for use against a wider range of threats. A new Spyder 6×6 truck version was unveiled at Eurosatory 2006 that offered 8 missiles in any mix and puts boosters on all missiles to improve their range and performance. Customers include India’s order for 18 SPYDER systems of 5 vehicles each, and Peru’s buy of 6 systems.

AMRAAM: Program

AMRAAM continues to be funded in the USA as a joint USAF/ Navy effort, based on proportional contributions, and AIM-120C/D missiles are in active production for the US military and allied countries. The USA alone was expected to account for nearly 18,000 AMRAAMs bought, but as of the FY 2014 budget submission, expected orders would be 16,153: 11,792 for the USAF, and 4,461 for the US Navy.

The AMRAAM family of missiles has also chalked up significant export success from foreign air forces and armies. Those sales aren’t part of American budgets, but their boost to sales and production volumes does lower costs for the missile’s American customers. Obviously, export orders vary widely by country and year, and it can be many years between repeat AMRAAM buys from foreign air forces. In aggregate, however, foreign orders represent a very significant source of demand, which keeps production lines active, improves volume, and helps lower costs for the Pentagon. Indeed, the Pentagon’s cost per missile estimates in its budgets are dependent on at least 200 missile orders per year from foreign sources.

AMRAAM prices vary depending on the year, and their production quantity. The current average cost for AIM-120Ds seems to be somewhere around $1.5 million per missile. Which isn’t cheap, but if it blows up even a bargain-basement $25 million fighter, it’s a very good exchange ratio.

AMRAAM Program: Technical Challenges

“Heave!”
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Delivery Halt. Consistent problems with cold-temperature testing of AMRAAM rocket motors halted all AMRAAM deliveries to all customers from 2010 – 2012, and created almost a 2-year inventory backlog. Raytheon and ATK were puzzled, because the rocket motor’s design was the same, but subtle reformulations in the rocket motor’s fuel were to blame. Norway’s NAMMO stepped into the breach as the new primary rocket motor supplier, and Raytheon is slowly resuming AMRAAM deliveries.

DMSMS. During the May 2010 AMRAAM International Users’ Conference, the USAF’s 649th Armament Systems Squadron raised the issue of “Diminishing Manufacturing Sources and Material Shortages (DMSMS).” In English, it means that companies who manufacture some parts are either going out of business, or ceasing production. The 649th ARSS said component shortages would begin as soon as 2012, unless AMRAAM customers built up spare stocks, or paid for missile redesign and retrofit work that would solve the problem. Time will tell.

AIM-120D. The AIM-120D is still in developmental testing by both the US Air Force and US Navy at Eglin AFB, FL, and China Lake Naval Weapons Station, CA. Funding was issued to prepare the manufacturing line for full production, and production orders are well over 350 missiles. The first production set of AIM-120D missiles was scheduled to be delivered from December 2007 – January 2009, but “continuing delays in resolving developmental hardware issues and less-than-expected effectiveness in flight test execution” have stymied the program.

The AIM-120D is now more than 4 years behind its 2008 target date for operational testing, due to technical failures that include missile lockup and aircraft integration problems. Some of those issues seem to be resolved now, but operational testing won’t be done until FY 2014, and a System Improvement Program will be needed afterward.

AMRAAM: Contracts & Key Events

CATM training
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Unless otherwise specified, The Headquarters Medium Range Missile System Group at Eglin Air Force Base, FL issued the contract, and Raytheon Missile Systems in Tucson, AZ was the contract recipient.

Some definitions of terms are useful. AMRAAM All-Up Rounds (AURs) include the missile and its storage container. Air Vehicles Instrumented (AAVIs) are fully functional missiles with telemetry electronics instead of a warhead, and are used to support free flight testing. If the order says “Telemetry missiles” or “Warhead Compatible Telemetry Instrumented System (WCTIS)” configured AAVIs, on the other hand, the missile is meant to support live fire warhead testing. Captive Air Training Missiles (CATM) have seeker heads but no rocket motor or warhead; they are used in testing, training – and in combat exercises, where they can help keep score without any risk of real casualties.

AMRAAM delivery
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June 14/13: FY 2013. A $534.8 million firm-fixed-price contract for AMRAAM Production Lot 27. The FY 2013 totals are supposed to be up to $332.3 million to buy 180 AIM-120D missiles for the USAF (113) and Navy (67), and the other 51% of this order is AIM-120C-7s for Oman (F-16C/Ds) and Saudi Arabia (F-15C/D/S/SA). The cost ratios make it very likely that there are more than 180 missiles headed abroad, and their combined recent DSCA requests involve 27 for Oman and 500 for Saudi Arabia.

Given a 2-year delivery lag, it’s likely that we’re looking at all of Oman’s request, and part of Saudi Arabia’s. The USA depends on a minimum of 200 AIM-120C orders to keep per-missile prices at their estimates, and this order should cover that.

Work will be performed at Tucson, AZ, and is expected to be complete by Jan 31/16. USAF Life Cycle Management Center/EBA at Eglin AFB, FL manages the contract (FA8675-13-C-0003).

FY 2013

June 6/13: F-35. First full launch of an AMRAAM from the new F-35 fighter. In this case, it was an AIM-120-C5 AAVI from an F-35A, #AF-01. It isn’t a targeted launch yet, which depends on the Block 2B software. They just want to be sure that it can be launched from the internal bay without blowing up the plane. USAF | LMCO F-35 site | AFA Air Force Magazine.

Nov 19/12: Support. Raytheon in Tucson, AZ is being awarded a $6.4 million cost-plus fixed-fee contract to provide AMRAAM flight support.

Work will be performed in Tucson, AZ, and will run to the end of the fiscal year on Sept 30/13. The AFLCMC/EBAD at Eglin AFB, FL manages the contract (FA8675-13-C-0052).

NASAMS launch
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Sept 6/12: NASAMS USA. Raytheon IDS in Tewksbury, MA receives a $9.65 million cost-plus-incentive-fee contract for maintenance and sustainment services in support of the Norwegian Advanced Surface to Air Missile System. There is a NASAMS system guarding the USA’s National Capital region.

Work will be performed in Redstone Arsenal, AL, with an estimated completion date of Aug 30/13. One bid was solicited, with 1 bid received by US Army Contracting Command in Redstone Arsenal, AL (W31P4Q-12-C-0276).

May 10/12: An $11.4 million cost-plus-fixed-fee contract for “central processing unit, circuit card assembly spike extension” in Production Lot 24 (FY 2010) AMRAAMs. Work will be performed in Tucson, AZ, and will run until July 31/13 (FA8675-10-C-0014, PO 0021).

March 23/12: AIM-120D. Bloomberg reports that the USAF is now withholding a total of $621 million in payments to Raytheon for the AIM-120D: $419 million in FY 2010 payments, and $202 million from FY 2007-2009.

Since January 2011, Raytheon has met or exceeded planned monthly delivery goals just 3 out of 14 times, and the AIM-120D production line is 193 missiles behind schedule as of Feb 29/12, according to Air Force data. Part of the problem is that ATK “has had difficulty for the past year consistently producing rocket motors to specification”. ATK says they’ve committed their top talent to the issue, and look forward to resuming deliveries to Raytheon “in the near future.” Raytheon would hope so, since the accumulating delays already cost them about $180 million in FY 2012 budget cuts, and could cost them again in FY 2013.

Jan 26/12: The Pentagon offers releases concerning its 2013 budget, including some news about program cuts, but the Comptroller doesn’t have the full budget documents up yet.

One encouraging piece of news for Raytheon is that one of the areas designated for protection or budget increases involves “Improved air­ to air missiles.” Despite its problems, the AIM-120D may be safe, for now. Pentagon release | “Defense Budget Priorities and Choices” [PDF]

Jan 26/12: A $17.4 million cost-plus-fixed-fee contract to provide test integration of software that’s intended to update and improve the US-only AIM-120D missile. Work will be performed in Tucson, AZ, and is is expected to be complete by Dec 31/13 (FA8675-09-C-0201, PO 0013).

Jan 17/12: DOT&E. The Pentagon releases the FY2011 Annual Report from its Office of the Director, Operational Test & Evaluation (DOT&E). The AMRAAM is included, specifically the ongoing problems with the AIM-120D. The report says that there is still no date set for its operational testing readiness review, which was supposed to happen in 2008. Why not?:

“The four key deficiencies include missile lockup, built-in test (BIT) failures, aircraft integration problems, and poor GPS satellite acquisition… Raytheon has solved the BIT fail problem and has developed a pending solution to the GPS failure problem… The Air Force accomplished the final DT/OT(developmental testing/ operational testing) shot successfully in August 2011, but Raytheon has not yet resolved missile lockup or aircraft integration problems.”

SLAMRAAM from FMTV
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Aug 31/11: FY 2011 order. A $569 million firm-fixed-price contract modification fr the FY 2011/ Lot 25 AMRAAM order, divided 77%/ 23% between US government sales and Foreign Military Sales.

USA & General: 234 AIM-120D All-Up-Round (AUR) missiles; 101 AIM-120D CATMs; 4 AIM-120D AAVIs; 8 integrated test vehicles; Air Force AIM 120D guidance section; 103 non-developmental item-airborne instrumentation units; test equipment; Personnel Reliability Program Phase IV.

Exports: 203 AIM-120C7 Foreign Military Sales AURs; warranty for 100 CATMs; warranty for 25 AIM-120C7 AURs (Bahrain); and Foreign Military Sale software and contractor logistics support (FA8675-11-C-0030).

FY 2011

June 29/11: Raytheon Missile Systems in Tucson, AZ receives a $10.5 million cost-plus-fixed-fee contract modification for the “Processor Replacement Program Foreign Military Sales software extension probability of weapon effectiveness.” The AAC/EBAC at Eglin Air Force Base, FL manages the contract (FA8675-09-C-0052, PO 0032).

June 16/11: FY12 zero-out? Flight International reports that the USA may cut Lot 26 AIM-120D production from the FY 2012 budget:

“Raytheon’s production line for the [AIM-120D] is more than 100 weapons behind schedule and operational testing has yet to begin…[so] the House appropriations committee’s defence panel wants to eliminate funding [for all 379 missiles] in the AIM-120D production account… in the fiscal year 2012 defence budget. Such a move, if approved by the Senate, would gut Raytheon’s production line for one year. Since its AIM-120D and export AIM-120C7 missiles are produced on the same line, the price of the latter could rise as order quantities are reduced. That could leave foreign buyers with a larger bill or fewer missiles next year.”

Asked about this, the USAF told DID that the AIM-120D is almost finished combined developmental and operational test phase. The next significant program milestone is the Operational Test Readiness Review (OTRR) in August 2011, to determine if the program is ready for dedicated operational testing.

As of the end of May 2011, the US military has taken delivery of 225 AIM-120Ds, vs. a contract delivery requirement of 361. That’s a backlog of 136 missiles, which are only paid for after they are delivered and signed for via DD250 documentation.

Feb 14/11: FY 2012 budget. The Pentagon releases its FY 2012 budget request, even as it waits for the new 112th Congress to pass the FY 2011 budget that its predecessors failed to enact. The $579.5 million request would buy 379 missiles (218 USAF, 161 Navy), and provide $80.7 million in R&D for “product improvements such as fuzing, guidance, and kinematics.”

Jan 31/11: Support. A $15 million contract for AMRAAM technical support: systems engineering, small software enhancements, test support, maintenance and modification of special test assets, support to the Navy hardware in the loop simulation, aircraft integration, and other technical engineering requirements. At this time, no money has been committed – task orders will be issued if needed (FA8675-11-D-0050).

Dec 13/10: SLAMRAAM. Raytheon announces the 2nd test firing of an unguided SLAMRAAM from its new carrier platform, an FMTV truck. Details and purpose are the same as the 1st firing, discussed in the Sept 9/10 entry.

AIM-120D into F-22A
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Sept 28/10: Support. A $10.2 million contract modification which will extend the period of performance of the AMRAAM aircraft integration support effort contract through Sept 30/13. $1,815,268 has been committed (FA8675-08-C-0050; PO0016).

Sept 10/10: More radomes, please! A $25.8 million contract modification to restart the AMRAAM Radome “Phase II Pyroceram” project. At this time, the entire amount has been committed (FA3002-09-C-0003; AO0017).

A USAF representative explained that Raytheon had produced a large number of missile radomes before the line shut down, and it was thought that they would cover all future requirements. Since then, AMRAAM orders have surged ahead of those estimates, and stocks of radomes have been drawn very low. Production has to begin again, and this contract modification asks Raytheon to qualify the factory to build the same design radome as before. Production of new radomes will occur under the AMRAAM production contract, awarded separately, beginning in 2012.

Sept 9/10: SLAMRAAM. Raytheon announces that an unguided version of its ground-launched SLAMRAAM had a successful test firing from an FMTV truck at Eglin Air Force Base, FL. SLAMRAAM was initially mounted on Humvees, but it has become clear that those weren’t tough enough, so the Army will be using FMTV medium trucks instead. An FMTV derivative called the Caiman is even up-armored with a V-hull to survive mine blasts.

Missiles won’t launch exactly the same way from a different vehicle, however, because the launching itself creates different turbulence effects. That can have effects on nearby soldiers, and even on subsequent missiles if they’re ripple-fired. Understanding these “dynamic launch effects” was the goal of this test, and Raytheon adds that it will “reduce risk on future potential FMTV missile integration efforts, such as the AIM-9X.” Many other ground-launched air-to-air missile conversions use a dual setup of infrared and radar guided missiles, from Israel’s Spyder to France’s VL-MICA; adding AIM-9X to SLAMRAAM would give it the same versatility.

April 28/10: Alternate rocket motor. Raytheon announces that it’s working with Norway’s NAMMO to begun qualifying an alternative rocket motor for the AIM-120 AMRAAM that would be interchangeable with current motors, and maintain the same performance as the current rocket engine. ATK is currently the primary rocket motor provider. Raytheon Missile Systems Air Warfare Systems VP Harry Schulte says that this is simple prudence for a key product, which has been bought by 36 countries, with more than 1.8 million captive-carry hours and more than 2,900 live firings:

“A second source of rocket motors ensures Raytheon will meet its commitment to the U.S. and international warfighter by providing a continual supply of AMRAAMs.”

NAMMO has a long-standing relationship of its own with Raytheon, and has delivered more than 40,000 rocket motors for the AIM-9 Sidewinder short range air-air missile program. It also seems like an good move if rocket motors are creating a problem for AMRAAM, which turns out to be the case. NAMMO ends up as the new supplier before all is said and done, with ATK free to pursue supplier certification without affecting deliveries. Raytheon release.

April 2/10: Support. A $13.5 million contract which provides support for 4 months of AMRAAM system engineering and program management, due to delay of Lot 24 (FY 2010 production), which would otherwise have covered those funds. At this time the entire amount has been obligated by the 695ARSS/PK at Eglin Air Force Base, FL (FA8675-09-C-0052). When asked about the delay, the team at Eglin AFB has this to say:

“The Air Force has changed contracting policy, departing from the more streamlined, “review-discuss-concur” (sometimes know as “alpha contracting”) approach of recent years, in favor of a traditional contracting approach that requires considerably more cost information and independent auditing by the Defense Contract Audit Agency.

This policy change has extended the schedule for negotiating and awarding our contracts. The Lot 24 contract, planned to be awarded in March/April originally, is now forecast for a June/July award. The four-month “bridge” contract was awarded to protect the program’s critical engineering and management workforce… [but] does not increase the ultimate cost of the Lot 24 contract.”

March 16/10: R&D. A $19.5 million contract to continue funding the AMRAAM system improvement program. At this time, the $2.8 million has been committed by the 696th ARSS at Eglin Air Force Base, FL (FA8675-10-C-0105).

March 9-11/10: AIM-120D. The new AIM-120D AMRAAM takes the first 2 Developmental Test/ Operational Test (DT/OT) live shots, at Eglin AFB, FL. Eglin officials tell DID that “Performance appeared to have been as predicted, but the [full] test data is still under review. The March 9 shot from a Navy F/A-18E Super Hornet resulted in a “lethal intercept” of the target, presumably due to proximity detonation. The March 11th shot from a USAF F-15C resulted in a direct hit.

The AIM-120D Engineering and Manufacturing Development (EMD) phase is complete [and] fielding will follow the completion of an extensive operational testing effort that is currently underway. The 3rd and final DT/OT shot is planned for early-May 2010, and all missiles for the testing programs have been delivered.

March 2/10: SLAMRAAM. Raytheon announces that the USA’s Surface Launched Advanced Medium Range Air-to-Air Missile (SLAMRAAM) program has received approval from the U.S. Army for long-lead purchases, not to exceed $18 million, leading to low rate initial production. The step toward LRIP status is an important milestone for that program.

Oct 29/09: Rocket boost? Alliant Techsystems (ATK) announces a nearly $10 million contract to improve rocket motor technologies for the Advanced Medium Range Air-to-Air Missile (AMRAAM), and well as future air-to-air missile systems. The scope of the work being performed under the Counter Air/ Future Naval Capabilities program is to develop technologies that will extend missile range, decrease time-to-target, improve end-game maneuverability, and improve the rocket motor’s response to insensitive munitions stimuli.

There are 4 main areas that ATK will concentrate on: high burn rate propellants for improved kinematics; improving case stiffness for reduced weight and agility; low erosion nozzles for improved performance; and multi-pulse propulsion for better end-game maneuverability. The Naval Air Warfare Center Weapons Division at China Lake, CA manages the contract. ATK expects to complete the work by June 2013.

F-18F launch
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Sept 16/09: Testing. Raytheon Co. in Tucson, AZ received a $22.2 million modification, which changes a previously awarded unfinalized contract (N68936-09-C-0097) to a cost-plus fixed-fee contract. Raytheon will design, build, and integrate an all-inclusive AMRAAM hardware-in-the-loop simulation system for military construction project P710, at the Naval Air Warfare Center Weapons Division in China Lake, CA. Work will be performed in Tucson, AZ (75%) and China Lake, CA (25%), and is expected to be complete in September 2011. The Naval Air Warfare Center Weapons Division in China Lake, CA will manage this contract.

The hardware-in-the-loop simulation facility includes hardware mounts, a flight table that can mount the core seeker assembly etc., and an anechoic chamber, in order to create simulated missile firings. It can test the missile’s radar seeker and ECCM (electronic counter-counter-measures) against simulated targets and threats, from a variety of imagined speeds and angles, and produce Monte Carlo simulations that explore hundreds of “firings” and create statistically useful results, without using up hundreds of missiles and expensive airframe time. It can also test the signals being sent to the rest of the missile, and make sure the software and mechanics are doing what they’re supposed to do.

The move from Point Mugu was prompted by changes mandated in the USA’s 2005 Base Realignment and Closure Act, and the new facility is expected to begin operations in September 2011 with AIM-120C7 capability. By September 2012, the facility is expected to be fully operational, with the ability to handle AIM-120C3-C7 models. See also NAVAIR release | Thanks to NAWCWD China Lake for clarification.

Aug 18/09: R&D. A $20.1 million cost-plus fixed-fee contract for the AMRAAM system improvement program. At this time $2.5 million has been committed. The 696th ARSS at Eglin Air Force Base, FL manages the contract (FA8675-09-C-0201).

Feb 13/09: Newer chips. The USAF issued a $21.7 million modification to a cost plus fixed fee contract with performance incentives. Raytheon of Tucson, AZ will conduct the AMRAAM Processor Replacement Program, Phase II. At this time, the entire amount has been committed (FA8675-07-C-0055, P00022).

Some sources cite 30 MHz as the original speed for AMRAAM’s processor, in a world where computer chips that were cutting edge midway through the AMRAAM program’s lifespan are now museum pieces. Newer chips definitely offer the potential for performance improvements, but the most important benefit in this case may be the newer chips’ continued availability from manufacturers.

Jan 12/09: A $6.7 million modification to the AMRAAM Lot 22 Production contract (see May 28/08 entry). At this time, the entire amount has been committed (FA8675-08-C-0049, P00008).

Dec 10/08: Greece. Raytheon in Tucson, AZ receives a $7.9 million contract modification to administer AMRAAM-related industrial offset programs in Greece, as a modification to the Production Lot 21 contract. See also the July 1/08 entry, covering the addition of 130 AIM-120C7s to Greece as part of the Lot 21 production run.

At this time the entire amount has been obligated. 695 ARSS at Eglin Air Force Base, FL manages this contract (FA8675-07-C-0055, modification P00020).

Nov 25/08: AIM-120D. The Air Force is paying $6 million to modify a firm fixed price contract with Raytheon Missile Systems in Tucson, AZ. This contract will upgrade 2 guided weapons test sets to AIM-120D Capability, including spares, and additional GPS. At this time, all the money has been committed (FA8675-07-C-0055, Modification P00019).

Oct 20/08: Turkey, Denmark & Finland. Rocket motors have shelf lives, too. The USAF issues a contract modification for $12.9 million. In exchange, Raytheon will supply 436 propulsion sections (baseline rocket motors) that will be installed in AIM-120B missiles. This effort supports foreign military sales to Turkey, Denmark, and Finland, and all funds have been committed (FA8675-08-C-0049, P00005).

Oct 15/08: Testing. The AIM-120C7 AMRAAM enters the U.S. Navy’s Weapon System User Program (WSUP) evaluations, fired from Super Hornets of the U.S. Navy’s VFA-143 squadron against a BQM-167A target drone. The Navy fighters also fired one of the new short-range AIM-9X Sidewinder missiles during the joint mission, which included USAF F-15Cs from Eglin Air Force Base’s 60th Fighter Squadron.

Raytheon’s release adds that “All missiles guided within lethal range of the target and were assessed as 100 percent successful.”

F-15C fires AMRAAM
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Sept 26/08: Turkish request. The US Defense Security Cooperation Agency announces [PDF] Turkey’s official request to buy 107 AIM-120C7 AMRAAM missiles, 2 missile guidance sections, missile containers, spare and repair parts, support and test equipment, and various support services. The estimated cost is $157 million.

Raytheon Electronic and Missile Systems of Tucson, AZ is the prime contractor. The Turkish Air Force uses AMRAAMs, and will have no difficulty absorbing these missiles into its armed forces. Implementation of this sale will not require the assignment of any additional U. S. Government or contractor personnel in country.

DSCA Turkey: 107

Sept 10/08: R&D. A cost plus fixed fee contract for $7.4 million, in return for work on AIM-120C3 through AIM-120C7 Counter Advanced Electronic Attack (EA) Risk Reduction and Concept Refinement (RR/CR). In English, this work will make it harder to jam most of the AMRAAM missiles in current service. At this time all funds have been committed by the 328th Armament Systems Group at Eglin AFB, FL (FA8675-08-C-0247).

July 1/08: Processor replacement. A $13.2 million modification to a cost plus fixed fee contract for the Processor Replacement Program, Phase I. This project will replace the data processor module that’s common to both AMRAAM and the new Standard Missile 6 (SM-6) naval ship defense missile. The problem is that the AMRAAM Data Processor (ADP) and the Input-Output application specific integrated circuits (I/O ASIC) in the guidance section electronics aren’t manufactured any more. The electronics industry has much shorter life cycles than the military does, so the USAF is looking to replace these obsolete parts and do any redesign required.

This effort supports the US military and foreign military sales to Greece and Taiwan. All funds have already been committed (FA8675-07-C-0055, P00012).

June 6/08: The USAF is modifying the firm-fixed-price Lot 21 production contract with Raytheon Missile Systems of Tucson, AZ by $44.8 million, in order to provide AIM-120C-7 Software Tapes 18A/20 to Greece and Taiwan. At this time, $17.4 million has been obligated (FA8675-07-C-0055, P00010).

May 21/08: AIM-120D. A modified cost plus contract for $9.8 million, required because the Phase IV AMRAAM SDD program to develop the AIM-120D is experiencing turbulence. “Continuing delays in resolving developmental hardware issues and less-than-expected effectiveness in flight test execution are the primary reasons for the SDD program being behind schedule.” DID asked for clarification, and the program office explained:

“The AMRAAM Phase IV SDD program has experienced unexpected delays during the transition from POD (proof of design) to POM (proof of manufacture) hardware design and integration for a variety of reasons. The hardware delays varied from late deliveries from subcontractors to minor redesigns of CCAs culminating in delayed production of POM units and a corresponding schedule slip. The program has also experienced less-than-expected effectiveness over the past year in flight test execution due to weather, aircraft and target maintenance delays(such as the recent extended F-15 Fleet grounding), and POM missile hardware availability for flight test. The POM hardware issues have been resolved and Raytheon Missile Systems is now successfully producing POM missiles for aircraft integration and test efforts.”

The current forecast date for the functional configuration audit has slipped about 10 months, from June 30/08 to April 30/09. That schedule extension increases the contract’s cost by about 10%, which is available with the existing program budget. Technical requirements have not changed, and at this time $6.8 million has been obligated (FA8675-04-C-0001, P00047).

Feb 12/08: SLAMRAAM. The Project on Government Oversight watchdog group issues a December 2007 report from the US DoD’s Office of the Inspector General, which was obtained via the Freedom of Information Act. It discusses, and faults, the US Army and Defense Contracting Management Agency’s handling of the $623 million SLAMRAAM ground-launched anti-aircraft missile program. DID includes more complete excerpts and summaries from the report, including program manager and DCMA responses, and adds more details regarding the SLAMRAAM system.

AIM-120A launch
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Sept 26/07: Sub-contractors. A contract modification for $7.8 million, which buys 309 replacement baseline rocket motors to be installed into AIM-120A, AIM-120B, and AIM-120C Air Vehicles. Raytheon actually buys these from ATK. At this time all funds have been obligated. The 695th ARSS at Eglin Air Force Base, FL issued the contract (FA8675-07-C-0055, P0004).

Sept 25/07: Sub-contractors. Harris Corp. Government Communications Systems Division of Melbourne, Fla. received a modification to a firm fixed price contract for $9.3 million. This action provides 86 sets of Warhead Replacement Tactical Telemetry (WRTTM) applicable to AIM-120 AMRAAMs. Also, line items are included for Data, Interim Contractor Support (ICS) required to maintain and repair the WRTTM, ICS required to maintain and repair the WRTTM Test Sets and Support Equipment, ICS required to perform services in support of approved Engineering Change Proposals, ICS services and materials required for Program Management, ICS Services and Materials required to provide Quarterly, 5 days on-the-job training sessions for Tyndall AFB, FL, personnel for the operation and maintenance of the WRTTM Test Set and Support Equipment.

At this time all funds have been obligated. The 542nd Combat Sustainment Wing at Robins Air Force Base Ga. issued the contract (F09603-03-C-0006-P00018).

June 19/07: SLAMRAAM Plus? Raytheon announces SLAMRAAM upgrades via options to add SL-AMRAAM-ER extended range variants (likely via a rocket booster), and a variant with AIM-9X infrared seekers to match the combination radar/infrared surface-to-air sets like Spyder, VL-MICA, et. al. being fielded by international rivals.

AIM-120A: preparing for a swap

Jan 29/07: Rocket switch. U.S. Air Forces in Europe (USAFE) officials and 435th Munitions Squadron airmen recently moved to shift serviceable rocket motors from older AIM-120A AMRAAMs and put them in unserviceable AIM-120B and C models, creating viable AIM-120 B/C missiles. The systems involved are part of USAFE’s war reserve assets, but also serve as a forward-positioned stockpile for the U.S. Central Command and elsewhere. The in-house weapon overhaul of 63 missiles saved the Air Force more than $31 million and approximately 3 years of time, and was the largest field retrofit in the AMRAAM’s history.

Nov 8/06: AIM-120D & AFSO-21. A USAF article discusses how the AIM-120D Production Program Manager was a bit skeptical when he was asked to be team leader on an Air Force Smart Operations for the 21st century rapid improvement event. By the time they were done, however, they had cut the acquisition-delivery time down from 11 months (48 weeks) to 4.5 months (20 weeks) using AFSO process improvement tools. Maj. Charles Seidel was impressed – and so were other weapons programs. Here’s what they did.

Nov 2/06: A $5.7 million firm-fixed-price contract modification for AIM-120D production transition, with all funds already obligated. This work will be complete March 2007 (FA8675-06-C-0003/P00005).

Oct 31/06: SLAMRAAM. Raytheon announces that its AMRAAM-based Complementary Low Altitude Weapons System (CLAWS) air defense system finished 14 month Limited Technical Inspection in just 12 months and exceeded performance expectations, clearing the way for Marine Corps acceptance of the final 2 fire units. The tests took place at Raytheon Integrated Defense Systems’ Integrated Air Defense Center in Andover, MA.

CLAWS is a SLAMRAAM/HUMRAAM variant, and despite test success, the USMC decided that US air superiority made it an acceptable cancellation. Time will tell if that is wise.

Oct 17/06: SLAMRAAM. Raytheon Fires Surface-Launched AMRAAM to Test New Command Destruct/Self Destruct Capability. The successful tests took place in Sweden, following successful SLAMRAAM tests in Norway.

F-16 launches AIM-120
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Sept 29/06: Singapore & Saudi order. A $65.8 million firm-fixed-price contract modification, exercising an option to purchase 123 Advanced Medium Range Air-to-Air Missile (AMRAAMM) Air Vehicles (AAVs) Air Intercept Missile (AIM)-120C-5 missiles: 9 are for the USAF and 114 are foreign military sales to Singapore and Saudi Arabia (DefenseLINK did not break that out by country). The contract also includes 51 warranties and foreign military service software configuration management. Work will be complete November 2008 (FA8675-05-C-0070, PO 0026).

Singapore & Saudi

July 26/06: AIM-120D. A $25.4 million cost-plus contract modification. This action provides for AMRAAM AIM-120D system demonstration development contract re-baseline. At this time, $7.4 million has been committed. Solicitations began April 2006, negotiations were complete July 2006, and work will be complete in June 2008. The Headquarters 328th Armament Systems Group, Eglin Air Force Base, FL issued the contract (FA8675-04-C-0001/P00028).

May 9/06: Contract. a $21.8 million firm-fixed-price contract modification for advanced medium range air-to-air missile (AMRAAM) lead time away material, and systems engineering performance responsibility (SEPR). The lead time material will cover 12 operational test missiles (AIM-120D) and 40 initial operational capability missiles (AIM-120D and AIM-120C7). Work will be complete in October 2007 (FA8675-06-C-0003/P0002).

April 21/06: Testing. Most people don’t think about the effect that all those nifty aircraft maneuvers have on the weapons it’s carrying – but weapons developers have to, and so does the USAF. This article describes April 2006 tests of the AIM-120D missile in an F-22A Raptor weapons bay, in order to check the effect of noise and vibration on the missile. Previous tests with the AIM-120-C7 had determined that vibration levels in certain frequencies were harmful to the missile’s electronics, and the AIM-120D has a different navigation system as well as a different arrangement of electronics cards. The test was used to validate Raytheon’s modeling and assumptions, and the results are fed back into ongoing development.

March 13/06: Support. A $5.5 million firm fixed price contract option, exercised as a separate contract for a 11 month repair capability and a 11 month Service Life Prediction Program for non-warranted Advanced Medium Range Air-to-Air Missile (AMRAAM) Air Intercept Missile-120 components consisting of the AMRAAM Air Vehicle missiles, airborne instrumentation units, common field level memory reprogramming equipment, missile built-in test sets, containers, Navy captive air training missile, foreign military sales AMRAAM air vehicle instrumented missiles and repairable components of these items for the Air Force, Navy and 26 foreign military sales countries. This work will be complete in January 2007 (FA8675-06-C-0073).

Feb 17/06: Industrial. A $35.4 million firm fixed price contract for production transition (1 Lot), test equipment/tooling (1 Lot), unique identification, non-recurring expense (1 Lot), and software trouble reports (USN) (1 Lot). Solicitations were complete in April 2005, negotiations were complete in February 2006, and work will be complete by March 2007 (FA8675-06-C-0003).

AMRAAM on LAU-129 rail
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August 23/05: Singapore request. The US DSCA announces Singapore’s request to buy 200 AIM-120C Advanced Medium Range Air-to-Air Missiles (AMRAAM) and 6 CATM-120C AMRAAM Captive Air Training (CAT) Missiles, as part of a “provisional” $741 million weapons order.

Singapore soon makes its accompanying choice official: the F-15SG Strike Eagle is its next-generation attack aircraft.

DSCA Singapore: 200

Footnotes

fn1. It’s worth noting that “missile range” is an extremely variable number – obviously, a missile’s effective range for 2 aircraft closing head on is much greater than a situation where one aircraft is fleeing and the missile must catch up. Most missile ranges are posted for head-head engagements. See the “Air-Air Missile Non-Comparison Table” for a fuller explanation, with diagrams, and key figures for most international missiles.

fn2. Jane’s Defence Weekly, July 11/07.

Additional Readings & Sources: Current Missiles

• RAND Pacific View 2008 briefing – Full document. Includes significant coverage of AMRAAM’s history of combat performance, and the missile/countermeasures race.

• The Boresight – The Future of Air Combat? Includes an account of AIM-7 Sparrow armed USAF F-15s facing off against Iraqi MiG-23 and MiG-25 aircraft during Operation Desert Storm in 1991.

• US Air Force Factsheets – AIM-120 AMRAAM

• Designation Systems – Raytheon (Hughes) AIM-120 AMRAAM

• Wright-Patterson AFB Museum – Hughes AIM-120 AMRAAM

• Air Power Analysis: AIM-120 AMRAAM

• Ground Based Air Defense – SLAMRAAM – Surface Launched Advanced Medium Range Air to Air Missile

• Army Technology – Surface-Launched AMRAAM (SLAMRAAM / CLAWS) Medium-Range Air Defence System, USA. Also includes Norway’s NASAMS, which is AMRAAM-based.

• Air Defense Artillery Magazine (July-August 2005) – PDF of Magazine Issue. See “SLAMRAAM is coming to a Theater Near You!,” pp. 10-11, which includes discussion of fielding plans and units.

• MBDA – Meteor Beyond Visual Range Air-to-Air Missile (BVRAAM)

• Flight International (Dec 6/11) – IN FOCUS: MBDA close to completing Meteor development work

• DID (May 27/05) – Meteor Missile Will Make Changes to Accommodate F-35. Describes the different fighter design philosophies that led to the longer-range Meteor project for European fighters, and the gradual convergence of missile compatibility and capabilities happening across the Atlantic.

• Answers.com – Vympel R-77. also known as the AA-12 Adder by NATO, and colloquially referred to as the “AMRAAMski”. Ramjet versions are reportedly under development, which would give the missile longer range and fully powered maneuvering to the very edge of its range. When coupled with aircraft like the widely-exported SU-30s and their powerful radars, the R-77 is seen as a significant potential threat to western air dominance.

• Aviation Week (aug 13/09) – R-77, R-73 Missile Upgrades Emerge

• MBDA – MICA Multi-mission Air-to-Air missile system

• Israeli Weapons – Derby Beyond Visual Range Air-to-Air Missile

• ACIG (Jan 9/03) – Kfir C.10, By Iain Norman. This in-depth analysis spends a fair bit of time on the Derby missile. Summary? Derby is not a true MRAAM, but it is a useful and capable option for many air forces, with coverage out to the ranges at which most air combats have actually taken place.

Additional Readings & Sources

• DID – T3: DARPA Looks for a Triple Target Terminator. That effort, and the USAF’s similar next-generation Dual-Role Air Dominance Missile (DRADM) with MRAAM and anti-radar capabilities, were canceled. AMRAAM remains.

• DID (June 14/06) – $13.8M for AMRAAM & Sidewinder Launcher Components (updated). Explains the role of the LAU-127/128/129 launchers.

• DID (Feb 7/06) – EDO’s AVEL Missile Ejection System: Extending the Raptor’s Claws. Covers the F-22′s specially-designed AMRAAM launchers for its internal weapons bays, designed to operate at supersonic speeds.

• Forecast International (Jan 30/06) – MBDA and Raytheon Battle for Air-to-Air Missile Market Dominance. This recent analysis by Forecast International estimates that the market for air-to-air missiles will be worth $15.4 billion over the next 10 years, with Raytheon and MBDA sharing the lead.

• Raytheon (April 4/05) – Raytheon Awarded $200 Million Contract for Advanced Medium-Range Air-to-Air Missiles.

• Forecast International (Jan 30/04) – Air-to-Air Missile Market to Generate $12 Billion in Sales Through 2013. Key ‘graf? “There is a direct relationship between fighter aircraft sales and those of air-to-air missiles. If Europe cannot offer its missiles on American fighters, it could relegate its AAM companies to second place in this market for the next 10 years or more.” See also the release for their 2007 air-air missile market assessment.

• Aerospace Power Journal (Winter 1989) – The BEKAA Valley Air Battle, June 1982: Lessons Mislearned?

• Australian Aviation (September 1986) – Quo Vadis – AMRAAM? “Conceived as the ultimate standoff air to air missile the sophisticated and deadly Amraam has the distinction of being the subject of political bickering unseen since the sixties’ F-111 programme…”

The US Coast Guard’s massive $25 billion Deepwater meta-program (really Deepwater-II given post-9/11 changes) has endured more than its share of ups and downs. Nevertheless, Congressional support has remained strong, and efforts are being made to restructure the program and get it back on track. Yet the USCG’s Island Class cutter modification program, and the Deepwater Fast Response Cutter supposed to replace it, have faced many difficulties.

The Legend Class National Security Cutters are the largest ships in the Deepwater program, and represent the program’s flagship in more ways than one. The 418 foot, 4,400 ton ships will be frigate-sized vessels with a 21 foot draughts [1], and are rather larger than the 379 foot, 3,250 ton Hamilton Class High Endurance Cutters (HECs) they will replace. Controversies regarding durability and potential hull fatigue, as well as significant cost overruns, have shadowed the new cutter’s construction. rhe program has survived, and is pushing toward its end in a few years – but will the number of ships bought be enough to help the USCG? This DID FOCUS Article covers the Legend Class cutters’ specifications, program history, and key events.

Quick Background: The Deepwater Program

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The US Coast Guard is currently operating vessels that date from the 1950s and 1960s, and a fleet-wide recapitalization had become an urgent priority given its new domestic security responsibilities. That effort is being handled as an integrated, multi-year $25 billion meta-project called Deepwater that encompasses everything from long-range patrol aircraft and UAVs, to new communications and computing backbones, to new ship designs.

Deepwater has been fraught with difficulties since the program’s inception. The Coast Guard was guaranteed a rough ride due to the issues with its existing fleet, and lower status than the military services. In fairness, the events of 9/11 changed the Coast Guard’s perceived role, leading to widespread re-evaluation of designs and specifications that have complicated several programs, and raised Deepwater’s overall cost from $17 billion to over $25 billion. With that said, the Coast Guard’s choice of program structure has also received negative reviews (as well as some official reports of improvement) for some time, culminating in a series of failures and scandals that have deeply wounded the overall program. Integrated Coast Guard Systems (ICGS), a joint venture between Lockheed Martin and Northrop Grumman, has been serving as the program’s overall system-of-systems integrator but will be replaced in that role by US Coast Guard personnel. See “US Coast Guard’s Deepwater Effort Hits More Rough Sailing” for more in-depth background.

The National Security Cutters are built by Northrop Grumman Ship Systems in Pascagoula, MS. Lockheed Martin is building and integrating the command, control, communications, computer, intelligence, surveillance and reconnaissance (C4ISR) systems.

The Legend Class National Security Cutters

WMSL 750 Bertholf,
Sea trials
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More akin to a full-fledged warship than a Coast Guard cutter, the 418-foot NSC is designed to be the USCG’s flagship vessel, capable of meeting all maritime national security needs. It will routinely carry a small boat and will be outfitted with an aviation detachment, whose composition will depend on individual mission requirements. The Legend Class cutters will displace 4,400 tons fully loaded, with a 21 foot draught and a crew of 110.

The NSC is powered by a combined diesel and gas turbine power propulsion plant known as Combined Diesel and Gas Turbine (CODAG). A pair of 9,925 hp medium speed MTU 20V 1163 TB93 diesel engines will provide regular propulsion, with GE’s ubiquitous LM2500 gas turbine available to offer 29,500 hp for high speed and intercept operations. The ship’s 14 foot controllable pitch propellers will turn at 231 rpm, and can drive the ship to a sustained top speed of 29 knots. A trio of 1360 Kw Ship Service Diesel Generator Sets will also be on board, to power the ship’s electrical and communications systems. With all three engines working together the total combined output of the plant is 36,800 kW (49,350 hp). The propulsion plant and its auxiliaries are all controlled and monitored by an MTU provided automation system. When operating at most efficient speed, the ships will have a range of up to 12,000 nautical miles.

Onboard sensors will include surface search & navigation radars in X & S Band, EADS’ TRS-3D Air Search Radar and the SPQ-9B Fire Control Radar, complemented by a Mk46 Electro-Optical Infrared Sensor for long-range passive surveillance. Legend Class ships will also use an advanced Deepwater communications suite that will allow Legend Class ships act as a flagship and command vessels, HF, VHF & UHF Communications, a radio direction finder, and multiple sensors on board for intelligence collection and sharing. A Sensitive Compartmented Information Facility (SCIF) aboard ship makes it easy to process and receive data in place.

Given the kinds of industrial accidents and terrorist aftermaths the Coast Guard is tasked to deal with, it isn’t surprising that sensors to detect chemical, biological and radiological attacks will also be included in the NSC’s package, and a Collective Protection System (CPS) will serve to keep such contaminants out of the ship’s interior. As a greatly appreciated side benefit, CPS systems provide excellent air conditioning.

Mk 110 MOD 0 concept
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Legend Class ships will carry several weapons systems, including BAE Systems’ 57mm Mk 110 naval gun. The Mk110 also outfits the Navy’s new Littoral Combat Ship, and will equip its DDG 1000 Zumwalt Class destroyers and the Coast Guard’s smaller Offshore Patrol Cutters. Its 6-mode programmable ammunition can be used against air threats as well as surface targets, and its offensive and defensive punch will be complemented by the same Mk15 Phalanx Block 1B 20mm gatling gun that offers US Navy ships their last-ditch defense against anti-ship missiles. The Phalanx Block 1B model adds the ability to destroy surface targets as well; its 4,500-7,000 rpm firing rate should give fast attack boats pause. Ancillary .50 cal machine gun mounts and/or remotely-operated weapons can also be expected. A “Slick 32″ AN/SLQ-32 system provides electronic jamming, just as it does for the US Navy’s high-end destroyers, and the US-Australian Mk53 Nukla automated decoy system rounds out the NSC’s protective fittings.

A series of ancillary systems will enhance the NSC cutter’s capabilities over its lifetime. The ships are eventually expected to deploy with a multi-mission MH-65 Dolphin helicopter (2 slots each) and 2 vertical unmanned aerial vehicles (1 slot each), though different mixes are possible. The H-60 family of helicopters can also be embarked.

Eventually, the ships are expected to carry aerial UAVs and sea-going UUV/USV unmanned craft. The Deepwater program specified Bell Textron’s tilt-rotor Eagle Eye as the full-size UAV of choice, but that program died without a replacement. The Navy MQ-8B Fire Scout helicopter UAV could easily step into that role, but the Coast Guard is in no rush to make a decision. Smaller UAVs like Boeing’s ScanEagle/ Integrator families should also be expected on board eventually.

The NSC cutter’s Stern Launch Ramp for small boats is a vital part of any large Coast Guard ship. The Legend Class can carry up to 2 rigid hull inflatable boats (RHIBs): The Deepwater Short-Range Prosecutor (7m RHIB, speed up to 33 knots) and Long-Range Interceptor (11m RHIB, speed up to 45 knots, can be armed) are currently forecast as typical load-outs, and a starboard davit also exists for the SRP. These slots could also be occupied by future Unmanned Surface Vessels, some of which are based on existing RHIB hulls.

Ships of class include:

• WMSL 750 – USCGC Bertholf
  
• WMSL 751 – USCGC Waesche
  
• WMSL 752 – USCGC Stratton
  
• WMSL 753 – Hamilton
  
• WMSL 754 – James
  
• WMSL 755 – Munro
  
• WMSL 756 – Kimball

The Legend Class Program: Contracts & Key Events

Waesche, Java Sea
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June 14/13: #7 long-lead. HII announces a $76.8 million fixed-price contract from the U.S. Coast Guard to purchase long-lead materials for WMSL 756 Kimball, the company’s 7th NSC ship. Materials will include steel, the main propulsion systems, generators, electrical switchboards and major castings.

This is actually the 1st of 2 long lead-time contracts. Construction and delivery of the ship will be performed at the company’s Pascagoula, MS facility. USCG | HII.

May 17/13: #5 keel. Keel-laying/ authenticating the keel of WMSL 754 James. USCG.

Feb 2/13: Commandant of the Coast Guard Adm. Bob Papp is joined by Commandant of the Marine Corps Gen. James Amos and Chief of Naval Operations Adm. Jonathan Greenert to discuss maritime strategic issues during the WEST 2013 Luncheon Town Hall Address in San Diego, CA. Papp makes this point about the NSC fleet:

“Many years ago the Coast Guard rebalanced its high endurance cutter fleet to the Pacific due to the longer transit distances and harsher weather. But the 12 high endurance cutters are slated to be replaced by only eight national security cutters. “Regardless of how advanced those eight ships are, they can’t be in all the same places that 12 could be, so I’m very hopeful we can continue the construction of all eight and then get into acquisition of our offshore patrol cutters because we need those as well. The Pacific is a big part of what we do.”

Fewer of its largest ships combined with an expanding mission space in the Arctic is making it more challenging for the Coast Guard…”

Well, yes. The program may even end at 6 ships (q.v. Feb 20/12). Wouldn’t the time to think of this sort of thing be before the program begins? US Coast Guard Compass.

Bertholf & Waesche
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Sept 26/12: #3 accepted. The USCG announces formal acceptance of USCGC Stratton. The ship had already been commissioned, but some defects were found during the shakedown period.

Sept 17/12: Arctic. USCGC Bertholf crosses the Arctic Circle, in the class’ first patrol excursion into the Arctic waters. The waters around Alaska are famously treacherous, and operations in this region face a number of unique challenges as well. USCG.

Sept 5/12: #4 keel. HII and the USCG lay the keel for WMSL 753, the future Coast Guard Cutter Hamilton, at Ingalls Shipbuilding in Pascagoula, MS. USCG.

May 8/12: Holy Stratton! Gannett’s Navy Times reports that:

“Capt. Charles Cashin… called in engineers last month when his crew discovered a trio of ‘pinholes’ and a fourth hole ‘slightly smaller than a golf ball’ in the ship’s hull [...] in mid-April while the ship was working off the coast of Los Angeles [...] patched for now but the Stratton soon will head to a dry dock… The intent is to get out of the water [...] We are literally just waiting for a contract.”

The Coast Guard has reportedly concluded that it’s not a design problem, since Bertholf and Weasche haven’t had this issue. Estimated time for dry-dock repairs is 4-6 weeks.

April 1/12: Rescue me. CGC Bertholf rescues a pair of sailors 250 miles off the California coast, after their yacht got in trouble during an around-the-world race. Bertholf’s executive officer, Cmdr. Dave Ramassini, offers some insight into the Legend Class’ differences from previous HECs:

“All that lay between us and the distressed sailing vessel was about 300 nautical miles and a low pressure system harboring 40 to 50-knot winds and 20 to 30-foot seas… Bertholf landed a Jayhawk helicopter out of Air Station San Diego and then proceeded overnight into the next day directly into the heart of the storm. While unthinkable in our nearly 50-year-old high endurance cutters the national security cutters are replacing, we proceeded with a medium range helicopter secure on our large flight deck making full speed dead into the 20-foot seas… The Bertholf, in this case, proved an extreme endurance cutter giving us the ability to travel twice as fast in howling gale while carrying a larger helicopter that could fly twice as far…”

March 30/12: #6 long-lead. HII’s Ingalls yard receives a $76 million fixed-price contract to buy long-lead materials for a 6th National Security Cutter. If recent budget submissions come to pass, this would be the last. WMSL 755 will be built at the company’s Pascagoula, MS facility, and a 2nd second phase of this advance buy contract could bring the overall value to $87.9 million. The US Coast Guard touts the fact that they saved $1.7 million by executing the contract within 1 year of that for the 5th National Security Cutter, Joshua James. The increased value of the U.S. dollar to the euro also helped.

The contract will buy critical main propulsion and navigation systems, generators, electrical switchboards, and major castings, using $75.9 million in FY 2012 funds appropriated for this purpose. Two sub-contract line item numbers will be established for valves ($2.8 million) and Ships Integrated Control System ($9.1 million). Funding requested in the president’s FY 2013 budget request supports this remaining $12 million, unless funding is made available sooner. USCG | HII.

Feb 20/12: Just 6? The US Department of Homeland Security’s FY 2013 budget documents ask for $658 million to build a 6th National Security Cutter, but they also show an intent to end the program at 6 ships, instead of 8. Congress will decide whether or not they wish to agree to this. Defense Daily Network | Washington Post.

Jan 30/12: Frigate derivatives. HII unveils a pair of Navy patrol frigate designs, derived from the Legend Class. This is a concept the firm has been considering for some time, but the possible early end of the NSC program adds additional motivation. Even so, positioning and sales will be challenging.

Patrol Frigate 4501 are very similar to current NSC ships, though they would displace 4,600 tons instead of 4,400. They are better suited to nations who want long-range coast guard type ships, but may be challenged to compete against sales of used USCG High Endurance Cutters (vid. recent Philippines transfers), or nearly-free transfers of used US Navy FFG-7 Oliver Hazard Perry frigates (vid. Pakistan’s “Almagir Class”).

Patrol Frigate 4921 adds improved anti-aircraft, anti-submarine, anti-surface and mine-warfare capabilities. The 57mm gun becomes a 76-mm gun, a 12-cell vertical launch system is added to hold a wide variety of missiles and ASROC torpedoes, an anti-ship missile launcher and torpedo tubes give it naval strike punch, a sonar dome helps it detect submarines, and models have shown it with an improved CEAFAR active array radar system. The overall package is reasonable, but the NSC’s base price will place them head to head against high-end frigate options like the Franco-Italian FREMM, Britain’s Type 26, the modular Dutch Sigma Class, etc. All are highly capable ships, built by shipyards whose technology levels make it challenging to compete with them on price. See also Defense Media Network.

Stratton sea trials
(click to view full)

Sept 9/11: #5 ordered. The US Coast Guard formally awards the rest of the contract for the 5th NSC ship, to be named the Joshua James [WMSL 754]. Huntington Ingalls receives a $482.8 million fixed-price incentive contract, raising totals so far to $576.8 million (vid. Jan 17/11 entry). This is the 2nd NSC production contract awarded outside of the original “Deepwater” project’s Lead Systems Integrator framework, under direct management by the USCG’s Acquisition Directorate. Construction and delivery will be performed at HII’s Pascagoula, MS shipyard. The official “start of fabrication” milestone is expected in Q2 2012, with delivery expected in mid-2015.

Captain Joshua James (1826-1902), served in the USCG’s predecessor service, the U.S. Life Saving Service, for nearly 60 years. During his career in Massachusetts, James was credited with saving more than 600 people. USCG | USCG Compass re: Joshua Jones | HII.

NSC 5 order

Sept 2/11: Stratton delivered. Huntington Ingalls Industries, Inc. delivers USCGC Stratton [WMSL 752] to the U.S. Coast Guard, via a shipboard transfer of ownership ceremony. She is the 3rd ship of class to be transferred to the USCG. HII.

Aug 30/11: #4. Huntington Ingalls Industries, Inc. marks the official “start of fabrication” for the 4th NSC ship, Hamilton [WMSL 753]. The shipbuilding milestone signifies that 100 tons of steel have been cut and fabricated at Ingalls’ steel fabrication complex, using a robotic plasma arc cutting machine.

Ingalls only received the contract for this 4th National Security Cutter in November 2010, and says that the ship isn’t scheduled for delivery to the U.S. Coast Guard until the fall of 2014. That’s about 3 years after the 3rd ship of class, Stratton. HII.

Aug 12/11: #3 INSURV. Stratton [WMSL 752], returns to her Pascagoula shipyard after successfully completing INSURV acceptance sea trials in the Gulf of Mexico. She received just 2 “starred card” issues, compared to 8 for Bertholf, and 3 for Waesche. USCG | HII.

July 1/11: Testing. Northrop Grumman spinoff Huntington Ingalls Industries announces that the 3rd NSC ship, Stratton [WMSL 752], has successfully completed 3 days of builder’s sea trials in the Gulf of Mexico, testing basic operations and electronic systems.

Jan 17/11: #5 long-lead. An $89 million long-lead materials contract for WMSL 754, the 5th National Security Cutter. The contract is actually an option that was part of the Nov 30/10 contract for WMSL 753, and this firm fixed-price contract has options of its own that would increase its potential value to $94 million. US Coast Guard | Northrop Grumman

Jan 12/11: C4ISR for #4. Lockheed Martin announces a $66 million contract from Northrop Grumman to provide the Command, Control, Communications, Computers, Intelligence, Surveillance and Reconnaissance (C4ISR) system for the 4th National Security Cutter, WMSL 753.

Lockheed Martin also provides the C4ISR systems for the Coast Guard’s HC-130J Hercules and HC-144A Ocean Sentry aircraft, which will work with the cutters.

Bertholf & HC-144
(click to view full)

July 23/10: #3 christened. First Lady Michelle Obama christens the Stratton [WMSL 752]. Stratton is the 3rd NSC ship, and is named in honor of Captain Dorothy C. Stratton (1899-2006), the U.S. Coast Guard’s first female commissioned officer and director of the SPARS (“Semper Paratus – Always Ready”), Women’s Reserve during World War II. SPARS mainly replaced men in shore stations, but as the war progressed SPARS began to work in jobs like parachute riggers, aviation machinists’ mates and air control tower operators. NGC.

April 30/10: SCIF secures secrets. USCGC Bertholf’s Sensitive Compartmented Information Facility (SCIF) gets Authority To Operate. That makes it the service’s 1st onboard SCIF, and indeed the 1st SCIF certified outside of the US military. As the Coast Guard puts it:

“The events of Sept. 11, 2001, caused the nation, as well as the Coast Guard, to dramatically review its security posture. As a result, Coast Guard leadership took a close look at the intelligence capabilities of the yet-to-be-constructed first National Security Cutter (NSC).

Leadership recognized the imperativeness of reserving a space with electrical and air conditioning requirements on the NSC for the [SCIF]. Knowing the requirements and funding for this new initiative were still being developed, it was recognized that the SCIF installation would occur post-delivery of the first NSC, the USCGC Bertholf. The addition of SCIF technology would require a dramatic increase in Coast Guard communications technology…

In September 2009, Bertholf began the last phase of the rigorous installation and testing of the SCIF and its dependent system… including both visual and instrumented Tempest inspections. On April 8, 2010, Certification, Test and Evaluation approval was granted by the Department of Homeland Security. This enabled the Bertholf to have a one-year authority to operate the SCIF’s core capabilities, known as Ship’s Signals Exploitation Equipment (SEEE) and the Sensitive Compartmented Information network systems. By next March, 2011, SEEE upgrades will enable Bertholf’s SCIF authority to operate to be upgraded to a three-year approval.”

mid-January 2010: #2 C4ISR. USCG Waesche is granted Authority to Operate its Command, Control, Communications, Computers, Intelligence and Surveillance (C4ISR) systems, which lets it share communications and data with other local and federal law enforcement agencies, U.S. Coast Guard ships, air and shore stations, and the Department of Defense (DoD), including the U.S. Navy. USCG Director of Acquisition Programs Rear Adm. John H. Korn says that “In nearly all aspects, Waesche is far ahead of where Bertholf was at the same point in time.” Waesche’s ATO authorization was accomplished in just over 2 months after preliminary acceptance, whereas Bertholf, took a year to obtain ATO certification. USCG.

Nov 12/09: #2 INSURV. Gannett’s Navy Times reports that the Waesche [WMSL 751] received only 3 “starred cards” (deficiencies that could affect mission performance) during Navy/Coast Guard INSURV acceptance trials, vs. 8 for the CGC Bertholf. Coast Guard acquisition directorate chief Rear Adm. Ron Rabago told reporters that almost every system showed improvement, saying that the quality of the workmanship has improved, and lessons learned from WMSL 750 are being incorporated. The report adds that:

“Work to complete and certify for operation the new cutter’s complex command-and-control suite, known as TEMPEST assurance, also will be finished significantly sooner than on the Bertholf. That work, which includes requirements for the Navy to install and certify equipment, took about 18 months on the Bertholf. That same work will be done in about eight months on the Waesche… The third ship in the class, the Stratton, is nearly 30 percent complete, Rabago said, with that ship’s christening by First Lady Michelle Obama set for next summer.”

Oct 1/09: Testing. Waesche [WMSL 751] completes a successful Coast Guard acceptance trial, paving the way for her delivery in early November 2009. NGC release.

WMSL 751 Waesche, trials
(click to view full)

Aug 17/09: Testing. Waesche [WMSL 751] completes successful Builder’s Trials, after undergoing rigorous testing in the Gulf of Mexico. The trials featured extensive testing of propulsion, electrical, damage control, and combat systems. The ship will return to sea in September 2009 for her acceptance trials, and will be delivered to the Coast Guard in 2009.

Waesche’s keel was laid Sept 11/06, and she was christened on July 26/08. NGC release.

June 2/09: Lawsuit. Deepwater whistleblower and former Lockheed Martin engineer Michael DeKort files a qui tam False Claims Act lawsuit against Integrated Coast Guard Systems, a joint venture of Lockheed Martin and Northrop Grumman Corp. He claims that a series of known deficiencies by the contractors, and acquiescence in the deficiencies of other contractors, has led to major safety, security and national security problems with the entire Deepwater acquisition program. This includes the critical area of communications security, which reportedly extends to the new National Security Cutters due to system re-use. Read “US Coast Guard’s Deepwater Effort Hits More Rough Sailing” for more.

April 2009: Costs. In this month’s issue of the US Naval Institute’s Seapower Magazine, “Economic Realities” reports that the National Security Cutters will cost an addition $60-90 million per ship over their baseline cost, which was expected to be $500 million. High commodity costs in 2008, when materials were purchased, are blamed for the 12-18% increase.

As an example, the Deepwater program appropriated $357.3 million for NSC 4 Hamilton, but actual costs are expected to come in at $560-590 million, leaving the service over $200 million short. Instead of beginning in FY 2009, therefore, an additional FY 2010 funding request will be required in order to begin construction.

The Coast Guard’s HC-144 Ocean Sentry, an EADS-CASA CN-235MPA variant, is also facing sharp cost hikes. That aircraft has been affected by a weakening US dollar exchange rate versus the Euro, and the $1.7 billion program for 36 planes looks set to rise to $2.2 billion. The plane contains 65% American-made parts, but all parts are bought by EADS-CASA, and final assembly takes place in Spain.

March 4/09: USCG Bertholf [WMSL 750] returns to her Alameda, CA homeport, after a successful 8-week underway period that included Combat System Ship Qualification Trials (CSSQT). The crew tested the ship’s weapon systems’ ability to engage surface and aerial targets, as well as delivering warning shots and disabling fire on target vessels. They also ran full power trials of the propulsion system, and performed the ship class’ first fueling at sea and towing exercises. US Coast Guard, incl. CSSQT YouTube videos.

Nov 16/08: 1st patrol. USCG Bertholf returns to its homeport in Alameda, CA, marking the completion of the cutter’s first operational patrol. Bertholf’s crew conducted a shakedown of the ship’s systems and carried out flight operations, small-boat operations and weapons testing. US Coast Guard.

Bertholf & HH-65, Miami
(click to view full)

Aug 15/08: Radars. EADS Defence & Security (DS) announces a follow-on order from Lockheed Martin MS2 for its TRS-3D radars, bringing the number employed in the Deepwater program to 5. So far, 3 radars have been delivered on time, with 2 more deliveries planned for end of 2008 and summer 2009.

The TRS-3D is a 3-dimensional multimode naval radar for air and sea surveillance, and can correlate target information with the MSSR 2000 I identification system for automatic identification of vessels and aircraft. With this order, the radar has sold 50 units worldwide for ships including the new K130 corvettes of the German Navy, the “Squadron 2000″ patrol boats of the Finnish Navy and the Norwegian Coast Guard “Nordkapp” and “Svalbard” icebreakers.

July 26/08: Waesche christened. Christening of the Waesche [WMSL 751]. Waesche is named for Adm. Russell R. Waesche, who was the first Coast Guard commandant to achieve the rank of admiral. He led the Coast Guard from 1936 to 1946, which is the longest tenure of any USCG commandant. NGC release.

Meanwhile, Bertholf is undertaking a publicity tour along the eastern seaboard.

May 8/08: “Preliminary Acceptance.” The U.S. Coast Guard accepts delivery of the National Security Cutter Bertholf [WMSL 750], via “preliminary acceptance”. USCG Brief [PDF] | NGC release | Defense News’ article “New U.S. Coast Guard Cutter Delivered” includes a detailed list of key issues remaining, and proposed measures.

April 2008: Bertholf INSURV. A Navy Board of Inspection and Survey team (INSURV), went aboard the Bertholf to give the cutter a top-to-bottom assessment. InSurv identified 2,816 points on the ship, listed as “trial cards,” that were incomplete or needed attention; that’s actually a pretty good number for a first-in-class ship. INSURV also highlighted 8 major systems that needed improvement, but reported that overall, Bertholf “was found to be a unique and very capable platform with great potential for future service.”

One issue worth noting is a computer software problem with its Wonderware system, which has forced the ship to rely on backup station control for the main engines, auxiliaries and pumps’ primary controls. Wonderware has been dismissed, and a new contractor, Matrikon, is working to fix the situation by end of May 2008.

The key unresolved issue remains the security of the Bertholf’s command, control, communications, computers, intelligence, surveillance and reconnaissance suite, commonly known as C4ISR. Much of the information systems gear was not yet installed when INSURV came onboard. The Navy says this issue will be fixed after the ship moves to its homeport of Alameda, CA. Navy Times | Defense News.

March 11/08: GAO on Deepwater. The US Government Accountability Office releases report# GAO-08-270R: “Status of Selected Aspects of the Coast Guard’s Deepwater Program” [Report page | Plain text | PDF, 20 pages]. Key passages related to the NSC program include a very useful cost growth table (reproduced above), and:

Changes to the NSC have had cost, schedule, and performance ramifications. The estimated costs for the first three ships have generally doubled from the initial projected costs due to a number of contributing factors, including requirements changes as a result of September 11, Hurricane Katrina damages, and some program management actions by the Coast Guard. Delivery of the ship could be delayed. An aggressive trial schedule leaves little time for dealing with the unexpected, and most certifications have yet to be completed. Coast Guard officials expect the ship to meet all performance parameters, but will not know for certain until the ship undergoes trials. Further, Coast Guard engineers have concerns that most of the ship’s available weight margin has been consumed during construction, meaning that subsequent changes to the ship will require additional redesign and engineering to offset the additional weight. We have closed two of the five open recommendations from our previous report… Coast Guard has taken actions on the three recommendations that remain open… at this time, the actions are not sufficient to allow us to close them.

…Of the 987 certification standards, ICGS was to submit documentation on 892 for review and acceptance by the Coast Guard Technical Authority. Almost all remain outstanding… Coast Guard officials told us that they requested the [TEMPEST-related] test be done earlier than usual so that issues could be identified and corrected sooner… Coast Guard officials noted, however, that a mitigation strategy is in place and adjustments are being made that will increase the service life weight margin.”

March 11/08: Bertholf issues. In a telephone news conference, USCG Chief Acquiistion Officer Rear Adm. Gary Blore, assistant commandant for acquisition, and Program Execurtive Officer Rear Adm. Ronald Rabago discuss allegations rearding the Bertholf. [vid. Federal computer Weekly | Gannett's Navy Times]. Key contentions include:

• The Bertholf was preliminarily scheduled for acceptance at the end of February 2008 [DID: originally 2006, revised twice to get to Feb 2008, see above] but the date was pushed back to late April or early May due primarily to problems with launch-and-recovery apparatus and safety equipment, not C4ISR.

• It is routine for the Coast Guard to accept delivery of a ship and then take several weeks or months to test for and correct, C4ISR-related problems before granting the ship certification for full mission capability [DID: our sources agree re: Navy ships as well].

• Contractors have fixed 80 percent of the problems discovered to date, and final certification of the C4ISR suite is expected “within weeks or months” after the ship is accepted in late April or early May 2008.

• C4ISR certification is unlikely to cause further delays [DID: note that full operational status, which is the only thing TEMPEST could delay, is not planned until March 2010]

• The C4SIR electronics systems on the Bertholf are different from those on the patrol boats. [DID: doesn't really answer, absent specifics explaining the lack of commonality with the flawed systems in question].

March 3/08: Deepwater choices. After receiving the service’s formal “Deepwater alternatives analysis” in February 2008, USCG Chief Acquisition Officer Rear Adm. Gary Blore forwards recommendations to Coast Guard senior leadership in a formal decision memorandum. Commandant Adm. Thad Allen is expected to approve Blore’s decision in the near future – which includes approval of the way forward for the NSC ships. Part of the Deepwater AoA report, however, suggests that if the Coast Guard can buy more capability in Deepwater’s smaller Offshore Patrol Cutters, it might consider reducing the number of National Security Cutters by 2. Inside the Navy’s March 10/08 report [PDF] offers more details, see also Gannett’s Navy Times.

March 3/08: Systemic problems? Writing in World Politics Review, defense journalist David Axe says in “Cutter Delay is Latest Evidence of Systemic Problems with Coast Guard Ships” that:

“…last week at the Bertholf’s scheduled acceptance, the Coast Guard declined to sign the “DD250″ forms that accompany any handover of major defense items from the manufacturer. The refusal to sign is apparently related to the discovery that Bertholf’s electronics are, as predicted by critics, vulnerable to leaks. This was a problem originally identified on the 123-foot boats by Lockheed whistleblower Mike DeKort and initially denied by the Coast Guard, then later acknowledged in the course of congressional and internal investigations… Ron Porter, a civilian Coast Guard employee, four years ago issued waivers to paper over known network problems with the 123-foot boats, according to [April 2007] Senate testimony by Jim Atkinson, a senior engineer with Massachusetts-based consulting firm Granite Island Group. Atkinson is one of the handful of engineers trained to inspect electronics equipment for compliance with the National Security Agency’s “Tempest” emissions standards. Tempest ensures that enemy snoopers can’t tap into U.S. communications…”He waived – accepted – systems with critical security failures that were pointed out by the Navy,” DeKort said of Porter. “Since this is a system of systems design, that meant the NSC had to use common designs, systems and equipment as the 123s. The 123s set the pattern.”… Atkinson likewise told World Politics Review. “As the Coast Guard accepted the flaws in the 123s, the contractor feels that they do not have to resolve the problem that the Coast Guard has already accepted and certified.”

Coast Guard spokeswoman Laura Williams said the Navy will return to do a 3-week inspection on Bertholf before its rescheduled acceptance in April 2008.

Feb 25/08: C4ISR security. USCG Assistant Commandant and Technical Authority for C4IT Rear Adm. David T. Glenn, and Capt. Leonard L. Ritter Jr. from the Office of Cyber Security & Telecommunications, post to the Coast Guard Journal blog re: Bertholf info-security certifications [see also Gannett's Navy Times article]:

“Before the BERTHOLF becomes part of the Coast Guard’s fleet it must go through a standardized Information Assurance (IA) process based on Federal and Department of Defense (DOD) policies, wherein delivered equipment and installation procedures are certified for compliance by the Coast Guard. This process includes such activities as TEMPEST [DID: Telecommunications Electromagnetic Performance and Emission Standards] testing and inspections of emission security requirements… initial approval is called an Interim Authority to Operate (IATO), which is a “qualified” certification to operate designated C4&IT systems. As Technical Authority, we anticipate authorizing BERTHOLF a limited authority to operate some or all of its systems prior to its special commissioning status to facilitate the vessel’s transit to its new homeport in Alameda, CA.

While the Coast Guard is eager to deploy with the new technological capabilities of the NSC class of vessels, they recognized early on that as a “first in class” they would need to pay close attention to IA issues… began testing and evaluating the systems as early as possible, often before installations were even complete… Full instrumented TEMPEST surveys along with IA scans of the BERTHOLF’s networks and systems will be performed after Acceptance Trials (AT) with TEMPEST and IA status highlighted and documented on our acceptance agreement with the shipbuilder (DD250)… Similar to the process undertaken by the U.S. Navy for its own ships of comparable size and complexity, the Coast Guard has formed a dedicated government-industry working group to resolve or mitigate IA discrepancies aboard BERTHOLF.”

Dec 14/07: Weapons. BAE Systems in Minneapolis, MN received a $7.7 million firm-fixed-price modification under previously awarded contract (N00024-05-C-5117), exercising an option for a 57mm MK 110 MOD 0 gun system. Its primary mission is to deliver high rates of fire, with extreme accuracy, against surface, airborne and shore-based threats with proven effective six-mode programmable, 57-mm Mk 295 ammunition.

Work will be performed in Louisville, KY (78%); Karlskoga, Sweden (21%); and Minneapolis, MN (1%), and is expected to be completed by December 2009. Contract funds in the amount of $88,898, will expire at the end of the current fiscal year. The Naval Sea Systems Command, Washington Navy Yard, D.C., issued the contract.

Dec 4/07: Testing. The first-of-class National Security Cutter Bertholf [WMSL 750] sails away from Northrop Grumman’s Pascagoula, MS facility under its own power for the first time, to begin its sea trials in the Gulf of Mexico. Initial reports from the first 2 days are positive.

The ship will complete 3 sets of trials, including these initial Machinery Trials which will last for about a week. Builder’s Trials are scheduled for early 2008, and Bertholf is scheduled to be delivered to the Coast Guard following Acceptance Trials in spring 2008. NGC release.

WMSL-750 Bertholf,
final fitting
(click to view full)

Sept 11/07: Northrop Grumman announces the completion of a pair of construction-related milestones. On Bertholf [WMSL 750], which stands at 90% complete, the two main propulsion diesel engines completed a successful light-off. Following this accomplishment, the stern assembly was erected onto Waesche [WMSL 751], which now stands at 33% complete. NGC release.

Sept 3/07: Costs. A Defense News report mentions both the Bertholf’s expected delivery date, and its final cost. The new delivery date is Feb 26/08; it was set as part of the major program agreement with the Coast Guard announced Aug 8/07. The contract also fixed the total price for the new ship at $641 million – a figure that includes $441 million to build the ship, money to buy government-furnished equipment such as weapons, and future costs for structural improvements and modifications.

See “USCG National Security Cutters: Bad News, Good News” for further details regarding ongoing process improvements, and an explanation of the connections between the two releases.

Turbine Light-Off
(click to view full)

Aug 7/07: Testing. The Coast Guard fires up the USCGC(US Coast Guard Cutter) Bertholf’s General Electric LM 2500 gas turbine engines for the first time, as Coast Guard Chief Warrant Officer 3 Walt Probst presses the switch. The procedure was an initial operational test of the ship’s combined diesel and gas (CODAG) turbine propulsion system, and the next test will be a diesel engine light-off. NGC release | ICGS Deepwater release | Gannett Navy Times article.

July 19/07: Mast stepping. Northrop Grumman Corporation observes a traditional naval custom known as “mast stepping” during the construction of the U.S. Coast Guard National Security Cutter Bertholf (WMSL 750). “Stepping the Mast” is an ancient custom of placing coins under the step or bottom of a ship’s mast during construction that dates back to Greek mythology. It was thought that if the ship wrecked at sea, the coins would help the sailors pay the wages for their return home. Northrop Grumman and Coast Guard officials permanently affixed $7.50 in coins – to represent the hull number of Bertholf – under the mast. Each coin commemorated a significant date in the life of this ship and its namesake, the USCG’s first Commodore Ellsworth Bertholf.

Other activities related to the Bertholf included removing and re-installing the LM2500 gas turbine engine to demonstrate that those activities could be accomplished within 48 hours, and installation of a Mk15, Block 1B Phalanx 20mm Close-In Weapon System (CIWS) that can target incoming missiles, helicopters, or even surface boats. NGC’s release adds that Bertholf is 86% complete, with Main Engine Light-Off as the next major test.

March 14/07: Infrastructure. The U.S. Coast Guard today formally opens its new Deepwater shipboard operations training facility at Coast Guard Training Center Petaluma. The $26 million facility was equipped by Lockheed Martin with state-of-the-art simulators, radars and electronics equipment to train Coast Guard crews assigned to the new Legend Class National Security Cutters.

In addition to National Security Cutter crews, the facility will train U.S. Navy crews to operate and maintain the TRS-3D air search radar. In exchange, the Navy will train Coast Guard crews to operate the 57mm medium caliber deck gun. Lockheed Martin release, via GlobalSecurity.org.

Feb 14/07: Report. The US House of Representatives Committee on Commerce, Science & Transportation holds its “Oversight Hearing on Recent Setbacks to the Coast Guard Deepwater Program.” The NSC is discussed.

Jan 23/07: Report. The US Department of Homeland Security, Inspector General’s Office releases its report: Acquisition of the National Security Cutter, US Coast Guard.

Bertholf construction
(click to view full)

Sept 22/06: #1 launch. Northrop Grumman Ship Systems launches the U.S. Coast Guard’s first National Security Cutter, Bertholf [WMSL 750]. NGC release.

Sept 11/06: #2 keel. Keel laying for the NSC 2 Waesche [WMSL 751] takes place.

Nov 11/06: #1 christened. The first Legend Class ship, Bertholf, is christened. Rep. Gene Taylor [D-MS] reminds all present that it will take more than technology:

“In the course of your career, you are going to have some tough times… see another Hurricane Katrina… and generals and admirals have convinced me that you are going to see a major attack on the heartland of America – and you are going to be called upon to respond… So it is fitting that our nation is providing you with a great ship and great training, but at the end of the day it’s going to take the great people that you are, to make those things work.”

Nov 22/05: Naming. NGC relays the U.S. Coast Guard’s announcement that the first Deepwater National Security Cutter (NSC) will be named Bertholf in honor of the organization’s first Commandant, Ellsworth Price Bertholf (1866-1921). NGC release.

Footnotes

fn1. A ship’s draught measures how deep the water must be for the ship to float, rather than resting on the bottom. Return

fn2. Hurricane Katrina caused considerable damage to the shipyard, but more important, it caused an exodus of experienced workers, forcing contractors to use more overtime hours and disrupting the traditional learning curve. [Return]

Appendix A: The Pitfalls of Being a Legend – NSC Issues & Action

Boutwell HEC in
Iraqi waters, OIF
(click to view full)

The Legend Class National Security Cutter’s transition from drawing board into service was not smooth, and matters eventually reached a point that put the entire program in doubt. With the passage of legislative bill HR 2722 in July 2007, however, the US Congress decided to move forward with the Legend Class cutters. in exchange, they demanded more stringent monitoring and certification procedures. Barring further difficulties, it appears that the 8 planned NSC ships will in fact be built.

The question is, “at what cost and timeline”?

First-of-class ships are often more expensive, post 9/11 changes did add 1,000 of the final design’s 4,300 tons, and the NSC program compares favorably in many respects with past programs like the US Navy’s current core of AEGIS DDG-51 destroyers and CG-47 cruisers. Even so, that National Security Cutter’s $641 million per ship price tag begins to place the Bertholf Class in the same realm as the new Fridtjof Nansen Class AEGIS air defense frigates that form the high end core of Norway’s navy. In every respect, this is a very high-end ship.

Price tags often decline as more ships are built, but there are also cases like the LPD-17 San Antonio Class, whose $1.7 billion cost and 100% overrun on the first ship appear to have perpetuated throughout the build cycle. The Coast Guard’s existing High Endurance Cutters (HECs) are wearing out, which only adds urgency to the key question: which example will this new NSC ship class follow?

A table from the GAO’s March 11/08 report is instructive. Note that all figures are in millions, that “Economic changes” include, for example, escalation of material/labor following the departure of many shipyard workers post-Katrina, and some costs associated with settling the REA. “Other GFE” includes certifications, tests, and training, and also additional government oversight for NSC 3:

Timing is also important. The original 2006 delivery date for the first-of-class USCGC Bertholf [WMSL 750] slipped. Post-9/11 design changes pushed the date back to August 2007, then a revised 2007 program agreement moved the timeline back to February 2008. Bertholf was delivered via a “preliminary acceptance” procedure in August 2008. The second ship, Waesche [WMSL 751], was commissioned in May 2010.

That’s a long gap, and there’s a reason for that. First-of-class ships often have issues that require fixing before full operational certification is granted, and sea trials frequently last a year or more. After acceptance of WMSL 750, the Coast Guard planned to conduct operational testing at sea for approximately 2 years; March 2010 became the target date for full operational status, but key features like the SCIF only received Authority to Operate in April 2010, and some capabilities like UAVs remain works in progress.

Speculations concerning further progress, or regress, need to consider the program’s history.

As far back as 2002, technical experts for the Coast Guard raised doubts about the ship’s hull, contending that significant flaws exist in its structural design. In 2004, assistant commandant Rear Adm. Errol Brown sent a memo detailing more than 5 design deficiencies to Rear Adm. Patrick Stillman, urging the program officer to resolve any disputes over engineering before proceeding with construction of the first cutter. That apparently did not happen; a 2007 Office of the Inspector General report revealed that hull fatigue was still a concern, and that some USCG specifications still had not been met, even as the ship’s cost had increased by more than 33% since the Deepwater program began.

Worse revelations followed. In 2007, Rep. Henry A. Waxman [D-CA, chairman of the House Oversight and Government Reform Committee], was quoted in the Washington Post saying that a Navy engineering report in December 2005 included “bottom-line” warnings. Red ink on a pair of Navy engineering briefing slides concluded the cutters would not last the required 30 years. But the warnings were allegedly deleted in a copy of the report given by Coast Guard officials to Department of Homeland Security auditors, and altered in an edited version included in a wider briefing. See “Additional Readings & Sources” for more documents and reporting.

In 2007 testimony to the US Congress, the US Department of Homeland Security’s Inspector General said that:

“On the NSC acquisition, the cutter’s performance specifications were so poorly worded that there were major disagreements within the Coast Guard as to what the NSC’s performance capabilities should actually be… The cost of NSCs 1 and 2 is expected to increase well beyond the current $775 million estimate, as this figure does not include a $302 million Request for Equitable Adjustment (REA) submitted to the Coast Guard by ICGS on November 21, 2005 [DID: this and other REAs were resolved in July 2007]. The REA represents ICGS’s re-pricing of all work associated with the production and deployment of NSCs 1 and 2 caused by adjustments to the cutters’ respective implementation schedules as of January 31, 2005… The current $775 million estimate also does not include the cost of structural modifications to be made to the NSC as a result of its known design deficiencies. In addition, future REAs and the cost of modifications to correct or mitigate the cutter’s existing design deficiencies could add hundreds of millions of dollars to the total NSC acquisition cost…

The NSC, as designed and constructed, will not meet performance specifications described in the original Deepwater contract. Specifically, due to design deficiencies, the NSC’s structure provides insufficient fatigue strength to achieve a 30-year service life under Caribbean (General Atlantic) and Gulf of Alaska (North Pacific) sea conditions… The Coast Guard’s technical experts first identified and presented their concerns about the NSC’s structural design to senior Deepwater Program management in December 2002, but this did not dissuade the Coast Guard from authorizing production of the NSC in June 2004 or from its May 2006 decision to award the systems integrator a contract extension. Due to a lack of adequate documentation, we were unable to ascertain the basis for the decision to proceed with the production of the first two cutters, knowing that there were design flaws…”

NSC-class Cutter Concept
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In response, Northrop Grumman Ship Systems President Philip Teel outlined the issues as NGSS saw them:

“The NSC is designed to meet a 30 year service life and many of the structural items raised by the Coast Guard have been addressed and were incorporated in the Bertholf and Waesche (NSC 1 and 2) prior to production. For example, upgraded steel, thicker steel, modifications to Fashion Plates and Re-entrant Corners, and the addition of 2 longitudinal Hovgaard bulkheads to provide increased stiffness at the stern were incorporated into the design.

With regard to NSC fatigue life, even the best engineers will have different opinions. Analysis has been performed on the NSC utilizing a relatively new model developed by Naval Surface Warfare Center, Carderock Division (Carderock) utilizing two different approaches. The difference in the two approaches is whether or not the model is benchmarked by calculating the fatigue strength of proven ship designs with similar operational characteristics and hull form that has been at sea for the desired time. This enables the calculation of permissible stress levels that can be applied to test the new design. The results of these two analyses have generated a responsible dialog between the engineers which will lead to final agreement about enhancements to fatigue structure… The American Bureau of Shipbuilding (ABS) certified 14 Systems Level drawings, including structural design drawings. ABS will also certify 35 ship systems during this acceptance process… During the design process, there will be a total of 46 independent third party certifications prior to or as part of the USCGC Bertholf (NSC 1) delivery process… The US Navy’s Board of Inspection and Survey (INSURV) will conduct the Ship’s Acceptance Trials (AT) when the cutter gets underway later this year.

Cost growth has also been mentioned in the media. Two elements have led to the majority of cost growth on the NSC – increased post 9/11 requirements and the impact of Hurricane Katrina. The NSC that will be delivered to the Coast Guard this year is not the same ship that was first proposed in 1998. Today’s NSC has greatly improved operational capabilities that address post 9/11 requirements including Chemical, Biological & Radiation (CBR) protection, a Sensitive Compartmented Information Facility (SCIF) and more robust aviation installations so that the NSC, in addition to its normal embarked Coast Guard aviation complement, will be able to launch, recover and operate US Navy, US Government Agency and partner nation manned and unmanned rotary wing aircraft. These enhancements have added approximately 1000 tons to the displacement, including a one third increase in electrical power systems, a tripling of air conditioning and ventilation capacity (HVAC), the addition of 25 antennas and a 26% growth in the size of the berthing spaces.

It is true that Katrina delayed the delivery of Bertholf by several months and added cost to the program… Even taking into account Katrina, Bertholf continues to set new lead ship standards in quality and efficiency with, higher performance to standards than both the first or second Arleigh Burke Class (DDG 51) destroyer and labor utilization measures that routinely out perform other programs in our shipyard. Much of what has been done on the NSC program is being transitioned to the rest of the shipyard to other construction programs. In addition to the specific actions as they relate to the NSC program, we are investing $57.3 million dollars of our own money in a new suite of management tools that will increase our visibility, work sequencing capability, material and engineering modeling and capacity and resource planning. These tools will enable the reduction in the number of units we construct to build the NSC. Currently we build the vessel in 45 units and integrate these sub assemblies into 29 erection lifts on the ship. The new tool set will allow us to plan and construct the vessel in less lifts, our target is 16, and as we know the less number of lifts the less cost. We are investing in our human capital, process improvement, and our facilities to reduce the cost associated with building future ships.”

WMSL-751 Waesche
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As that last sentence notes, NGSS is taking action to improve the ships over time, as part of a structured improvements process. As each milestone is met, personnel involved in the ship’s construction meet to discuss “lessons learned.” Good practices, as well as opportunities for improvement, are noted and applied to the construction process of the next ship in the series. Through lessons learned on Bertholf, work on the Waesche improved significantly, moving thousands of hours of work out of the integration area where ship sections are joined, and into the shop areas. This allows work to be accomplished earlier in the process, more efficiently, and at a reduced cost to the Coast Guard. As an example, the engine and propulsion install took 8 days on Bertholf, but just 1.5 days on Waesche.

These kinds of lessons and improvements are typical in ship-building programs.

In addition, the Bertholf is the first ship to be constructed using a new shipyard configuration in Pascagoula. The Bertholf and the Waesche were built side by side, making it easy for personnel to access both ships for comparison and/or referencing activities. The new shipyard configuration also allows tests and trials to be conducted on the ships without relocating them. Over time, Northrop Grumman also aims to reduce the number of “block lift” sections required to finish the ship, by improving each block’s level of final readiness and avoiding tricky post-lift installs that may force rework, or encounter difficulties because it’s harder to get access to key areas.

The success of the process improvements outlines above, and resolution of outstanding design issues, will play a large role in determining whether the coast guard’s flagship cutters can make the next transition. A transition from ‘rescued program,’ to a good program that delivers acknowledged value, and begins to place the troubled $25 billion Deepwater modernization program back on track.

Appendix B: Additional Readings

• US Coast Guard – Integrated Deepwater System

• Integrated Coast Guard Systems (ICGS), the Lockheed/N-G partnership that served as Deepwater’s systems integrator until the USCG announced that it was taking back control of the program.

• ICGS Deepwater – National Security Cutter (NSC) Spec Sheet [PDF]

• ICGS Deepwater – Long-Range Interceptor (LRI) and Short Range Prosecutor (SRP) Spec Sheet [PDF]

• DID (updated) – US Coast Guard’s Deepwater Effort Hits More Rough Sailing. Describes recent issues with the program, and includes a wealth of external resources and reports.

• IBM Center for the Business of Government – The Challenge of Contracting for Large Complex Projects: A Case Study of the Coast Guard’s Deepwater Program. This report was also discussed in USCG Rear ADM. Blore’s Dec 31/08 blog post. The report rates the National Security Cutter program as a “mixed” success/ failure.

• USCG Compass (Feb 2/13) – Adm. Papp discusses maritime strategic issues with Adm. Greenert and Gen. Amos.

• Plant Automation (Feb 14/08) – MTU Powers Deepwater National Security Cutter. Offers details re: the propulsion system.

• Washington Post (Feb 9/07) – Waxman Sees Potential Coverup in Ship Contract

• NY Times (Dec 14/06) – Lawmakers Say Coast Guard Withheld Warning of Flaws in Cutter Design

Official Reports & Testimony

• US Congressional Government Accountability Office (#GAO-08-270R March 11/08) – Status of Selected Aspects of the Coast Guard’s Deepwater Program

• Inside the Navy, via USCG Acquisitions Directorate (March 10/08) – Re-Analysis Validates Coast Guard’s Way Ahead With Deepwater [PDF]

• US House of Representatives Committee on Commerce, Science, & Transportation; Oversight Hearing on Recent Setbacks to the Coast Guard Deepwater Program (Feb 14/07) – Statement of DHS Inspector General Mr. Richard L. Skinner. See also Statement of Phillip Teel, President of Northrop Grumman Ship Systems for their position re: the NSC; and statements made by other invitees.

• Committee On Oversight And Government Affairs, US House Of Representatives (Feb 8/07) – Statement Of Admiral Thad W. Allen, Commandant, On The Procurement Practices Of The Department Of Homeland Security: Integrated Deepwater Systems [PDF]. This is a key document regarding the future of Deepwater, and of USCG acquisitions. An almost identical submission was made to the United States Senate Committee on Commerce, Science & Transportation on February 14, 2007.

• USCG, Admiral Thaad Allen (?) – Commandant’s All Hands Message – National Security Cutter Update

• US Department of Homeland Security, Inspector General’s Office (Jan 23/07) – Acquisition of the National Security Cutter, US Coast Guard. [Full report, PDF]

• Gannett’s Navy Times (Feb 1/07) – IG report shows early concerns over cutter

• US Congressional Government Accountability Office (#GAO-06-546, April 28/06) – Coast Guard: Changes to Deepwater Plan Appear Sound, and Program Management Has Improved, but Continued Monitoring Is Warranted

• US Congressional Government Accountability Office (#GAO-05-757, July 22/05) – Coast Guard: Progress Being Made on Addressing Deepwater Legacy Asset Condition Issues and Program Management, but Acquisition Challenges Remain

In the 1970s, fighter aircraft began to appear with Head-Up Displays (HUD) that projected key information, targeting crosshairs etc. onto a seemingly clear piece of glass. HUDs allowed pilots to keep their eyes in the sky, instead of looking down at their instruments. In the 1990s, another innovation appeared: helmet-mounted displays (HMDs) put the HUD inside the pilot’s helmet, providing this information even when the pilot wasn’t looking straight ahead. The Israelis were already pioneering a system called DASH (Display And Sight Helmet) when a set of former East German MiG-29s, equipped with Soviet HMDs, slaughtered USAF F-16s in NATO exercises. Suddenly, helmet-mounted displays became must-haves for modern fighters – and a key partnership positioned Elbit to take DASH to the next level.

This DID Spotlight article offers insights into the rocky past, successful present, and competitive future of a program that has experienced its share of snags and controversy – but went on to become the #1 helmet-mounted sight in the world. It also details the game-changing effects of Joint Helmet Mounted Cueing Systems on air combat, its production sets and known customers, and all contracts since full-rate production began.

JHMCS: A Combat Multiplier

The HMD Revolution

Wir haben euch
ge-pwn-t
(click to view full)

Early infrared-guided air-air missiles had poor kill probabilities because they had to be launched from the rear, where the enemy engine’s heat source provided a clear enough target. Subsequent improvements allowed SRAAMs to be launched head-on, as improved sensors and computer processing allowed the missiles to detect and target the heat created by air friction. The AIM-9L Sidewinder’s new capabilities gave British Harriers a clear combat advantage over the Falklands in 1982, and arguably kept Britain from losing that war.

Computer processing and seekers have continued to improve. A number of the most modern SRAAMs use a form of infrared imaging that sees pictures rather than just heat sources, and can ignore many flares and other countermeasures. At the missile’s other end, improvements to maneuverability and motors enable a missile to make several maneuvers at g-force levels that manned fighters can’t even approach. As a result, close-in combat has become a much deadlier enterprise, where the winner may well be the aircraft that shoots first.

In that environment, improvements designed to make that “shoot first” outcome more likely become very valuable.

One way to improve one’s odds is to fly a plane with excellent pitch and slew capabilities, allowing the pilot to point at enemy aircraft and quickly get off a shot without having to engage in lengthy maneuvering. The forward canard & delta designs of 4+ generation European fighters, and Sukhoi’s advanced SU-30 family aircraft, are no accident. Neither is the F-22A Raptor’s thrust vectoring capability, a trait shared by Russian SU-30MKI/M, SU-35, and MiG-35 fighters.

Another approach is to add a helmet-mounted display (HMD). If the missile seeker has a wide enough cone, the pilot can simply use his head for the point maneuver, confirming lock-on and firing a SRAAM even at angles that would seem to be outside any threat range based on the position of his aircraft. While aircraft with excellent ‘slew and point’ capabilities + HMDs offer the best combination, older aircraft with HMDs and better missiles can also become extremely effective.

Air combat exercises held shortly after the fall of the Soviet Union, in which German MiG-29s with helmet-mounted displays and AA-11 missiles slaughtered American F-16s by the dozens, drove that point home with brutal clarity.

JHMCS

High Off-Boresight
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It shouldn’t be surprising that Israel had also been working on helmet-mounted displays for some time, and was already flying a system from Elbit called DASH (Display And Sight Helmet). Vision Systems International, LLC is a joint venture between Elbit Systems Ltd. Subsidiary EFW Inc. and Rockwell Collins; when the USA went looking for a “Joint Helmet Mounted Cueing System” of its own, VSI won the contract in 1996.

JHMCS projects visual targeting and aircraft performance information on the back of the helmet’s visor, including aircraft altitude, airspeed, gravitational pull, angle of attack, and weapons sighting, enabling the pilot to monitor this information without interrupting the field of view through the cockpit canopy. The system uses a magnetic transmitter unit fixed to the pilot’s seat and a magnetic field probe mounted on the helmet to define helmet pointing positioning. A Helmet Vehicle Interface (HVI) interacts with the aircraft system bus to provide signal generation for the helmet display. This offers significant improvements to close combat targeting and engagement.

A 1998 Air Power International article explains:

“Unlike the embedded DASH, the JHMCS is a clip-on package, which can be latched into position with one hand in flight, on a modified HGU-55/P, HGU-56/P or HGU-68/P helmet. The JHMCS is a much more advanced design than the DASH, and builds on the collective technology base of Elbit and Kaiser. It employs a newer, much faster digital processing package, but retains the same style of electromagnetic position sensing as the older DASH does. The CRT package is more capable, but remains limited to monochrome presentation of calligraphic symbology. While the manufacturers have declined to comment, it would appear that the JHMCS will provide support for raster scanned imagery to display FLIR/IRS&T pictures for operations in poor visibility or at night. The photograph of the helmet separated from the Display Unit clearly illustrates the high voltage coaxial and discrete/serial connections via the umbilical, which is embedded in the helmet. Unlike the DASH series, the high voltage supply is not embedded in the helmet and feeds up via the umbilical, through a quick disconnect inline high voltage rated connector. An attachment is provided to allow a NVG package to be clipped on during flight. The JHMCS will provide a 20 degree FoV (Field of view) for the right eye, with an 18 mm exit pupil.”

As a nice additional feature, the helmet has a camera that records the JHMCS targeting display on videocassette for post-mission debriefing.

Precision air to ground weapons can’t be fired with JHMCS targeting alone, because the system’s accuracy requirements weren’t set that high. That hasn’t stopped the helmet from becoming extremely useful for ground engagements, however, due to its ability to point the aircraft’s more precise FLIR or targeting systems toward any target the pilot is looking at. This eliminates the long and difficult “soda straw view sync-up” process with the pilot’s view out the window, which can easily take 30 seconds or more, and tends to result in predictably targetable flight patterns. Instead, JHMCS-equipped planes can fly much more freely as they run through a quicker “look, sharpen, shoot” process.

Doing all of this without killing the pilot would be nice, and so the JHMCS helmet system has been ejection-tested using full sled tests. This was one of the system’s most challenging design requirements, but their success ensures that the extra weight on top of the pilot’s head won’t create neck injuries during the violent, rocket-assisted blast-out that characterizes modern ejection seats.

JHMCS helmets have become the de facto global standard for fighter helmet-mounted displays. They currently equip US F-15 Eagle family, F-16, and F/A-18 Hornet Family aircraft, and have become popular export items for countries buying these American “teen series” fighters.

After a long period with limited competition beyond Russia’s Shchel-3UM and Elbit’s own DASH, other modern fighters and manufacturers are beginning to catch up. BAE is offering an HMSS/Striker helmet for Eurofighter Typhoon customers, and its Q-Sight has become part of a backup HMD option for the F-35 Joint Strike Fighter program if VSI’s own next-gen HMDS system fails. Saab/BAE’s Cobra helmet has begun equipping JAS-39 Gripen customers. The French Rafale still has no serving HMD, which is a real weakness, but Thales’ TopSight is qualified on French Mirage 2000-5s, and on India’s new MiG-29K carrier-borne fighters.

JHMCS Improvements & Upgrades

JHMCS-II/h
(click to view full)

No system remains static, and JHMCS has continued to improve since its introduction.

NVCD: The night vision package now offers JHMCS 40-degree night vision cueing and display (NVCD) units, which give pilots JHMCS symbology in their night vision goggles. These 2-tube or 4-tube options offer a lower weight display option that nonetheless depends on a JHMCS helmet to make it work. The US Navy has chosen the 40 x 40 degree field of view 2-tube option at the moment, rather than the 100 x 40 degree QuadEye.

JHMCS-II: In October 2011, VSI unveiled a new JHMCS-II system, based on Elbit Systems’ new Targo helmet. The formal product debut was June 2013, offering a lighter and simpler, night-vision capable, all-digital HMD, which replaces the current bulky connecting wire with a much thinner tether. The daytime display offers a full color LCD that highlights friendly and enemy forces. For night operations, the visor is replaced with a modular, snap-on night vision goggle (NVG) that preserves the full-color symbology.

A Digital JHMCS (D-JHMCS) version still uses the standard JHMCS magnetic helmet tracker, and the same gear hooked into the plane, but adds the thinner tether, color symbology and improved day/night capabilities. D-JHMCS is designed as a drop-in upgrade to fighters that already have the original system.

The full JHMCS II is for new platforms like the F-15SE Silent Eagle, and can also be added to existing qualified platforms as a new installation or full replacement. It uses Targo’s new optical-inertial tracker, moves more processing to the helmet, and replaces the standard JHMCS aircraft integration with a lightweight Aircraft Interface Unit (ACIU) that doesn’t need cooling, a mounting tray or cockpit mapping. That makes for a lighter overall system, and faster initial integration with the pilot’s fighter.

JHMCS: The Program to Date

The total value of all JHMCS production contracts since the beginning of low-rate production is over $550 million – a figure that excludes minor contract modifications and unannounced sales. As of June 2013, JHMCS had 26 customers, but it seems likely that VSI counts the US Air Force, Air National Guard, and Navy as separate customers. Customers that DID has been able to verify include:

F-15s: USAF, US Air National Guard, South Korea (F-15K).
F-16s: USAF, Chile, Denmark, Greece, Iraq (F-16IQ block 52), The Netherlands, Norway, Oman, Pakistan, Poland, Taiwan, Turkey. UAE (F-16E/F) confirmed via a social media search.
F/A-18 A-D: Australia, Canada, Finland, Switzerland. USMC and USN presumed.
F/A-18 E/F: US Navy; Australia likely.

Foreign Military Sale requests that haven’t yet turned into verified customers include:

F-15s: Singapore (F-15SG, possible but could also use DASH), Saudi Arabia (F-15SA, not delivered yet).
F-16s: Morocco (F-16C/D block 52).
F/A-18s: Kuwait (F/A-18C), Malaysia (F/A-18D, modifications underway).

In addition, note that VSI partner Elbit Systems is an Israeli company. Sales to Israel might not need to be announced by the Pentagon if Israel were to buy JHMCS systems direct from Elbit, to supplement the DASH (Display And Sight Helmet) on Israeli Air Force F-16s and F-15s.

Announced production stages, amounts, and customers include:

Back in 2007, Boeing predicted that the final number of JHMCS units produced will exceed 2,800 for all customers, including those produced during their 4 Low-Rate Initial Production runs. By June 2013, Elbit was touting 6,000 customer units sold.

JHMCS: FRP Contracts & Key Events

Unless otherwise stated, all contracts are issued by the Headquarters Air Force Materiel Command at Wright-Patterson Air Force Base, OH, to Boeing in St. Louis, MO. While the system itself is from the Rockwell Collins/Elbit joint venture Vision Systems International, Boeing is the prime contractor for the JHMCS program. VSI then receives sub-contracts from Boeing. Note that this list presently includes only contracts and events since the beginning of Full Rate Production; the Low Rate Initial Production phase had some bumpy moments, which are detailed in Appendix A.

JHMCS-II display
(click to view full)

June 13/13: JHMCS II. Elbit Systems formally announces the JHMCS II’s product launch availability to purchase, beginning at the 50th Paris Air Show on June 17/13. The helmet comes in 2 versions.

Digital JHMCS (D-JHMCS) still uses the magnetic helmet tracker, and the same gear hooked into the plane, but adds the same color symbology and improved day/night capabilities. D-JHMCS is designed as a drop-in upgrade to JHMCS-equipped fighters.

JHMCS II is for new platforms like the F-15SE Silent Eagle, and can also be added to existing qualified platforms as a new installation or full replacement. It uses the new optical-inertial tracker and replaces the JHMCS aircraft system with a lightweight Aircraft Interface Unit (ACIU) that doesn’t need cooling, a mounting tray or cockpit mapping. Elbit Systems | JHMCS II site.

JHMCS-II/ D-JHMCS launched

May 17/13: Support. Vision Systems International LLC in Fort Worth, TX receives a maximum $31.1 million firm fixed price, sole source contract for various aircraft spare parts, new aircraft installs, and support equipment.

Work will be performed in Texas, Oregon, and Israel, and is scheduled to be complete by Jan 31/15. The contract covers the US Navy, USAF, Belgium (F-16 MLU), Iraq (F-16IQ), Kuwait (F/A-18C/D), Taiwan (F-16+), and Chile (F-16 var). FY 2014 through 2015 Foreign Military Sales funds will be used, alongside USAF and US Navy budgets. The contracting will be managed by the Defense Logistics Agency Aviation at Robins AFB, GA (SPRWA1-11-D-0007-0005).

Dec 19/12: F-18 Retrofits. Boeing in St. Louis, MO receives an $8.9 million firm-fixed-price delivery order against a previously issued Basic Ordering Agreement for 285 Joint Helmet Mounted Cueing System (JHMCS) retrofit kits in support of F/A-18C and F/A-18F aircraft.

Work will be performed in St. Louis, MO (56%); Meza, AZ (37%); and El Paso, TX (7%), and is expected to be complete in June 2015. All contract funds are committed immediately, of which $1.35 million will expire at the end of the current fiscal year, on Sept 30/13. US NAVAIR in Patuxent River, MD manages the contract.

May 17/13: Support. Vision Systems International LLC, Fort Worth, TX receives a maximum $31.1 million firm fixed price, sole source contract for various aircraft spare parts, new aircraft installs, and support equipment.

Work will be performed in Texas, Oregon, and Israel, and is scheduled to be complete by Jan 31/15. The contract covers the US Navy, USAF, Belgium (F-16 MLU), Iraq (F-16IQ), Kuwait (F/A-18C/D), Taiwan (F-16+), and Chile (F-16 var). FY 2014 through 2015 Foreign Military Sales funds will be used, alongside USAF and US Navy budgets. The contracting will be managed by the Defense Logistics Agency Aviation at Robins AFB, GA (SPRWA1-11-D-0007-0005).

Oct 16/12: Typhoon HMSS. Eurofighter GmbH touts the new “Head Equipment Assembly (HEA), developed by BAE Systems’ Electronic Systems, [which] comprises the aircrew helmet and all the sub-system elements needed to display a real world overlaid picture on the helmet visor.” The accompanying video has a Typhoon pilot explaining why this is so powerful, and expressing his belief that it’s impossible to beat an enemy if they have a system like this and you don’t.

“Once you’ve had this helmet on, you don’t ever want to be without it.”

All well and good. The fact is, American fighters have had these capabilities for almost a decade now, via JHMCS. Something they’ve used to their advantage in international competitions against the Typhoon, and against other fighters like the French Rafale that lack an accompanying HMD.

Equipped.
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Summer 2012: Split. The VSI joint venture is restructured to create 2 product centers. Elbit Systems of America leads the group in Fort Worth, TX, responsible for JHMCS and NVCD.

Rockwell Collins leads the group in Cedar Rapids, IA, which is responsible for the F-35′s challenging (and, to date, problematic) HMDS. Source: Elbit Systems of America.

VSI split in 2

July 30/12: F-15SE. Boeing announces that they’ve validated the integration of the next-generation JHMCS II/h on the company’s F-15SE Silent Eagle demonstrator aircraft. The new HMD is designed to be lighter, easier to maintain, and more self-sufficient, making it easier to integrate into new aircraft. Integrating this enhanced system onto the Silent Eagle took less than 3 months between ‘go-ahead’ and first flight.

All this is important to Boeing, because its F-15SE with JHMCS-II is the offer on the table for South Korea’s F-XIII competition, against EADS Eurofighter and Lockheed Martin’s F-35.

June 28/12: Kuwait. The US DSCA announces [PDF] Kuwait’s Foreign Military Sale request for 43 JHMCS Cockpit Units, along with their accompanying Single Seat Electronic Units and Helmet Display Units for the pilots of its F/A-18C Hornet fighters. It complements their February 2012 DSCA request [PDF] for an initial batch of 80 operational AIM-9X-2 short range air-air missiles, whose wide seeker cones make them the perfect complement to JHMCS’ look and launch capabilities.

Kuwait will also be buying related spare and repair parts, support equipment, tool and test equipment, personnel training and training equipment, publications and technical data, and other U.S. Government and contractor support. The latter will include some travel to Kuwait on a temporary basis for program and technical support, and management oversight.

The estimated cost if a contract is negotiated is up to $51 million, and the principal contractor will be the fighter’s manufacturer, Boeing Aerospace in St. Louis, MO. VSI in San Jose, CA will, of course, supply the JHMCS equipment.

Feb 14/12: NVCD. A $19.8 million firm-fixed-price contract for NVCD standard field night vision devices for the US Air Force and Navy. Work is expected to be complete by September 2013 (FA8607-11-C-2795, P00002).

Dec 12/11: Iraq. The US DSCA announces Iraq’s request for what amounts to a 2nd operational squadron of F-16IQs, plus weapons. The request for 18 more fighters would bring Iraq’s total to 36, but unlike their initial December 2010 request, the figure given is up to $2.3 billion, instead of $4.2 billion; 1st-time sales are always more expensive.

The most attention-grabbing item in the request, however, is 120 JHMCS helmets. Looks like Iraq is planning on buying a lot more American planes.

Nov 28/11: Malaysia. Boeing in St. Louis, MO receives a $17.3 million firm-fixed-price order for the design, development, and installation of engineering change proposal (ECP 618) retrofit kits for Malaysia’s 8 F/A-18D Hornet fighters, under the Foreign Military Sales Program. This contract action also includes installation of systems that are part of the Malaysian upgrade, and training for ECP 618 and ECP 624. Conversations with Boeing explain that:

“The majority of work to be performed under this contract is within the scope defined in the baseline Foreign Military Sales case and not the May 2011 Defense Security Cooperation Agency announcement for the Advanced Targeting Forward Looking Infrared [targeting pods, see DID coverage] which itself was an amendment to the existing baseline FMS case.”

That scope includes GPS improvements, a colored moving-map cockpit display, changes to IFF, and the addition of the JHMCS helmet-mounted sight. Work will be performed in St. Louis, MO (70%), and Butterworth, Malaysia (30%), and is expected to be complete in April 2015. US Naval Air Systems Command in Patuxent River, MD will manage the sale on behalf of its FMS client. See also Boeing.

Helmet & JHMCS
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Aug 25/11: Vision System International, LLC in San Jose, CA receives a maximum $36.1 million, firm-fixed-price contract for various A/24A-56 JHMCS spares and support equipment. Work will be performed in San Jose, CA and in Oregon, on behalf of the US Navy, USAF, and the US Defense Logistics Agency, until Dec 31/15. The Defense Logistics Agency Aviation, Warner Robins at Robbins AFB, GA manages this contract (SPRWA1-11-D-0007).

Aug 25/11: Vision System International, LLC in San Jose, CA in San Jose, CA receives a maximum $10.6 million, firm-fixed-price contract for JHMCS cable assemblies and transmitter subassemblies. Work will be performed in San Jose, CA and in Oregon, on behalf of the USAF, until March 26/13. The Defense Logistics Agency Aviation, Warner Robins at Robbins AFB, GA manages this contract (SPRWA1-11-D-0007, PO 001).

Oct 20/10: Saudi Arabia request. Saudi Arabia includes 338 JHMCS and 462 JHMCS Helmets in a DSCA request, as part of a drive to upgrade its 71 F-15S 2-seat Strike Eagles, and buy another 84 even more advanced F-15SA Strike Eagles. Read “A 2010 Saudi Shopping Spree” for full coverage.

Aug 3/10: Oman request. Oman submits a DSCA request for 40 Joint Helmet Mounted Cueing Systems, as part of a drive to upgrade its 12 F-16C/D fighters, and buy 18 more. Read “Oman Looks to Replace Its Jaguar Jets” for full coverage.

April 29/10: NCVD. Vision Systems International, LLC in San Jose, CA received a $22.6 million modification to a previously awarded firm-fixed-price contract (N00019-10-C-0007) for 100 JHMCS 40-degree night vision cueing and display (NVCD) unit hardware and associated support equipment for the US Navy (53) and the US Air Force (47); 500 step-in visors for the Navy (359) and the Air Force (141); 25 aviation night vision (ANV-126) night vision goggles test set adapter kits for the Navy; and associated engineering services for the Navy and Air Force. This contract combines purchases for the Navy ($12.3 million; 54%) and the Air Force ($10.3 million; 46%).

Work will be performed in San Jose, CA, and is expected to be complete in January 2012. The Naval Air Systems Command in Patuxent River, MD manages the contract.

March 19/10: FRP-6. A $14.4 million contract which will provide JHMCS full rate production systems for the US Air Force, US Navy and Foreign Military Sales for Belgium. Belgium flies F-16A/B MLU fighters, which were upgraded part-way through their service life. At this time, all funds have been committed (F33657-01-D-0026).

Feb 08/10: A FedBizOpps solicitation pinpoints a JHMCS component supplier:

“This requirement is for the purchase of 7 each cable assemblies applicable to the F-15C/D/E Joint Helmet Mounted Cueing System. NSN 6150-01-504-5576FX P/N 178-6384-2. Note 22 applies. The proposed contract action is for supplies or services for which the Government intends to solicit and negotiate with only one source, Teledyne Reynolds (CAGE 99747), under authority of FAR 6.302.”

Oct 26/09: NCVD. Vision Systems International, LLC in San Jose, CA received a $6.8 million firm-fixed-price contract for 20 US Navy JHMCS 40-degree night vision cueing and display (NVCD) units, including hardware and associated support equipment. The NVCD units will give pilots JHMCS symbology in their night vision goggles (2 or 4-tube options), offering a lower weight display option that nonetheless depends on a JHMCS helmet to make it work. The US Navy has chosen the 40 x 40 degree field of view 2-tube option at the moment, rather than the 100 x 40 degree QuadEye.

This initial contract is mostly about getting support items in place, and other preparation for a new program. NVCD is a separate contract from JHMCS, and production has just started. If customers like the US Navy, USAF, et. al. want these upgrades, they will place additional contracts, and this order will become the thin edge of a much larger wedge.

Work will be performed in San Jose, CA and is expected to be complete in April 2011. Contract funds in the amount of $4.6 million will expire at the end of the current fiscal year, on Sept 30/10. This contract was not competitively procured by the Naval Air Systems Command in Patuxent River, MD (N00019-10-C-0007).

JHMCS
(click to view full)

Sept 30/09: Vision Systems International of San Jose, CA received a $7 million contract for the repair of A/A24A-56 joint helmet mounted cueing systems, 24 repair contract line items, and one contract line item for data. At this time, no money has been obligated; orders will be issued as needed. The WR-ALC/PKHCB at Robins AFB, GA manages the contract (FA8522-09-D-0012)

July 20/09: Vision Systems International, LLC in San Jose, CA received a $17.3 million indefinite-delivery/ indefinite-quantity contract to provide Fast Characterization Tool (FACT) hardware, integration, and validation and software upgrades for the F/A-18 JHMCS systems used by the U.S. Navy ($11 million, 58%) and the Governments of Australia ($2.8 million, 15%), Canada ($1.2 million, 9%), Finland ($1.2 million, 9%), and Switzerland ($1.2 million, 9%).

Work will be performed in San Jose, CA and is expected to be complete in October 2014. Contract funds in the amount of $8 million will expire at the end of the current fiscal year. This contract was not competitively procured by the Naval Air Warfare Center Aircraft Division in Lakehurst, NJ (N68335-09-D-0106).

Sept 9/08: Finland request. The US DSCA announces Finland’s official request for the 3rd phase of the Mid-Life Upgrade Program for its 63 F/A-18C/D Hornet fighters. The request includes 1 Lot of JHMCS Spares, and 70 JHMCS Laser Helmet Shields – presumably a protective addition, as Finland is already a JHMCS customer.

See “Finland Requests 3rd Upgrade Phase for its F-18s” for more.

Aug 2/08: Elbit Systems announces that VSI has received a $17 million contract from Boeing to supply helmets and visors. The Reuters report cites “145 F-15E Strike Eagle fighter jet pilots,” but each F-15E has 2 pilots.

It is possible that the deal is for 145 aircraft per the Globes Israel report, which would be 280 pilots. In any event, the contract definitely includes the new dual-seat capable JHMCS hardware and pilot equipment. Initial deliveries have already commenced and will continue through mid-2009. Reuters UK | Globes Israel.

July 8/08: Neck exercises needed. StrategyPage reports that an investigation concluded that the crash of a U.S. F-16, during a March 2007 air combat training exercise, was due to the pilot blacking out from the high g-forces generated by tight turns.

Since a 4.3 pound JHMCS feels like 30.1 pounds at 7g, vs. about half that weight for a regular helmet, the growing use of helmet mounted sight systems is seen as a contributing factor to these kinds of accidents. In response, the publication reports that the USAF has introduced a new neck muscle exercise machine in some air force gyms.

May 12/08: Small business qualifier Vision Systems International in San Jose, CA received a $6.2 million firm-fixed-price, definitive-contract. They will set up of a JHMCS repair depot at Naval Surface Warfare Center (NSWC) Crane that allows in-house repair of failed Display Units.

Work will be performed in Crane, IN and is expected to be complete by April 2013. This contract was not competitively procured, though a solicitation was posted on Federal Business Opportunities website and the NSWC Crane website. NSWC Crane in Crane, IN received only 1 offer (N00164-08-C-JQ41).

Feb 29/08: FRP-4. Boeing received a contract for $23.9 million for JHMCS Full Rate Production lot four (FRP 4) for USAF F-15E Strike Eagles. At this time $25 million has been committed (F33657-01-D-0026, Delivery Order 006604).

A March 24/08 Boeing release refers to a $49.5 million U.S. Air Force contract to integrate the Joint Helmet-Mounted Cueing System (JHMCS) into 145 F-15E aircraft, including hardware and installation services on the aircraft, as well as initial pilot equipment, such as helmets and visors. Installation in the first F-15E is expected in October 2008, with contract completion in December 2010.

Feb 7/08: Vision Systems International of San Jose, CA received a firm fixed-price contract modification for $9 million for JHMCS equipment. At this time all funds have been obligated. The 752nd CBSSS/GBKAB at Robins Air Force Base, GA issued the contract (FA8522-08-C-0003).

Dec 19/07: Morocco. The US DSCA announces Morocco’s formal request for 24 F-16C/D Block 50/52 aircraft as well as associated equipment and services. 6 JHMCS helmets are included.

Adjusting
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Sept 12/07: FRP-4. A contract for $16.1 million, covering Full Rate Production 4 (FRP4) F-15E Strike Eagle retrofit kits and Group B Hardware for the F-15E Strike Eagle. At this time, all funds have been obligated (F33657-01-D-0026, Delivery Order 0066).

Feb 3/07: “New helmet gives pilots the edge” describes the JHMCS’ induction at Eiselson AFB, Alaska with the 18th Fighter Squadron (F-16s):

“The upgrade, which runs at around $1,000 per helmet, also holsters a camera and a projector that assist pilots with air operations. The camera is embedded in the helmet and sits over the left eye, allowing American servicemembers on the ground to see exactly what the pilot sees, said Staff Sgt. Jeremy Burton, an 18th FS aircrew life support technician. The projector at the top of the helmet displays information on the inside of the visor over the right eye… Another feature that will soon be implemented in these new helmets is the capability to employ high off-bore sight with air-to-air missiles, said the captain, who has four years experience flying F-16s.”

DID presumes that this means the induction of new AIM-9X Sidewinder missile to the squadron, rather than a new capability for the helmet.

Jan 3/07: Hill AFB’s “Life support section works to keep pilots safe” describes a successful program that helped the USAF improve training for the fitters and technicians who work on gear like JHMCS. As part of the successful effort described, Senior Airman Mark Fredrickson, 4 FS life support technician, spent 2 months developing a guide for the Joint Helmet Mounting Cuing System that is fitted to F-16 CCIP (Common Configuration Implementation Program) jets. “The guide is like a ‘JHMCS for dummies. It is an easy way to teach the technicians how to perform the new duties with the new helmets.”

Airman Fredrickson also explained this program was taken back with the inspectors to be implemented for other Air Force bases in USAF Air Combat Command.

“The reactions of the inspectors were very positive,” said Sergeant Freeman. “They were surprised at the vast improvements in the program over the past six months. Two of the three inspectors have been to the 388 FW in the past year and were very pleased at the improvements in the equipment, morale and the program in general.”

Sept 29/06: Vision Systems International, San Jose, CA receives a $10 million firm-fixed-price contract for replenishment spare parts and organic depot stand-up equipment applicable to the Joint Helmet Mounted Cueing System (JHMCS). “Specific components and pricing are set forth by attachment hereto.” At this time, total funds have been obligated. The Headquarters 542nd Combat Sustainment Wing at Robins Air Force Base, GA issued the contract. (FA8522-06-C-0029)

Sept 28/06: Turkey request. Turkey requests 36 JHMCS to go with its proposed $1.8 billion order for 30 new F-16C/D aircraft. See: “Turkey Orders 30 F-16C Block 50s et. al. for $2.9B”

Sept 28/06: Teledyne Wireless Inc., Rancho Cordova, CA is being awarded a $370 million firm-fixed-price, time and materials and cost-reimbursable without fee contract. This action provides for spare (nine items), remanufacture/ modernization/ repairs (57 output items), associated Engineering Services, and Logistics Sustainment/Modification Services and Data which are sole source to Teledyne within the authority of the approved SAF/AQ Class J&A #06-JA-013 (11 July 2006).

The Class J&A covered supplies and services supporting Communications and Electronics items for the ALQ-131, ALQ-161, ALQ-135, ALQ-172 and the Joint Helmet Mounted Cuing Systems. At this time, no funds have been obligated. This work will be complete October 2017. The Headquarters Warner Robins Air Logistics Center at Robins Air Force Base, GA issued the contract (FA8536-06-D-0002).

June 28/06: Pakistan request. Pakistan requests 36 JHMCS as part of a $3 billion, 36-plane order for F-16 C/D aircraft, plus up to 60 more as part of an F-16 mid-life upgrade kit deal for their existing fleet worth another $1.3 billion. See: “$5.1B Proposed in Sales, Upgrades, Weapons for Pakistan’s F-16s”

June 16/06: An $8.2 million cost-plus-fixed-fee and firm-fixed-price contract modification, finalizing the JHMCS’ CPU/IO (Computer Processing Unit, Input/Output) Obsolescence Redesign Alternate Display Implementation, as placed on delivery order modification F33657-01-D-0026-003505. This acquisition benefits the F-15, F-16, and F-18 Platforms.

This contract action also incorporates an additional 14 each, fight test modules. At this time, $600,000 has been obligated. Solicitations began September 2005, and negotiations were complete May 2006 (F33657-01-D-0026/003513)

June 2-7/06: Finland. First flights of the JHMCS system take place in Finnish F/A-18C/D Hornets. Finland operates 63 Hornet fighters. The delivery brings the number of international JHMCS customers to 10, and first flights in Canadian F/A-18s are scheduled for September 2006. Source.

May 30/06: Switzerland. The first flight of a JHMCS system in a Swiss Hornet (F/A-18C) takes place. Switzerland operates 35 F/A-18 C/D Hornet fighters. Source.

May 23/06: Australia. The first fleet aircraft delivery of JHMCS to the Royal Australian Air Force occurs in Williamtown, New South Wales, Australia. Boeing Australia and the Hornet Industry Coalition (a collaborative arrangement between Boeing, BAE Systems and L-3 Communications of Canada) will equip 71 Australian F/A-18s with JHMCS by 2008. Boeing release.

Nov 03/05: Rear crew, too. Boeing announces that tests have begun at Naval Air Warfare Center China Lake, CA as part of the Joint Helmet Mounted Cueing System (JHMCS) integration into the aft cockpits of the U.S. Navy’s F/A-18F Super Hornet. The testing marks the first time both the pilot and weapon systems officer have used the helmet in an F/A-18F during flight. Flight testing of the helmet in the aft cockpit of the 2-seat F/A-18D Hornet began in January 2005 (see Jan 31/05 entry).

This flight test coincides with the Navy awarding Boeing a $4.4 million addition to the current F/A-18E/F Super Hornet multi-year contract to provide aft-cockpit helmets in F/A-18F and EA-18G aircraft, scheduled for delivery beginning in October 2007 (q.v. Oct 9/07 entry, above). F/A-18F aircraft to be used for validation and verification testing will be retrofit with the aft-cockpit capability beginning in late summer 2006.

Oct 25/05: Greece request. Greece requests 42 more JHMCS helmets for its F-16 C/D fleet, as part of a larger $3.1 billion DSCA request. See: “Greek F-16 & Weapons Sale Taking Off”

HAF Maj. Mikos
“Mach”
Machalias

Sept 22/05: Boeing in St. Louis, MO has received a $7.6 million firm fixed price contract modification to redesign the electronic unit central processor unit input/output for use on the Joint Helmet Mounted Cueing System (JHMCS) for F-15, F-16, and F/A-18 platforms. This action definitizes Phase 1a and 1b ($3,773,900 not-to-exceed) and incorporates Phase 2.

For this modification, the Central Processing Unit & Input-Output (CPU/IO) Module within the JHMCS Electronics Unit (EU) is being redesigned to eliminate obsolete parts. Boeing will be able to produce the current system’s EU (with current CPU/IO Module) for another 2.5 years. After that, they will need to have a new EU design and qualification for the JHMCS system.

Solicitation began in January 2005, negotiations were complete in September 2005, and work will be complete by December 2006 (F33657-01-D-0026/P003506). Foreign military sales countries will also benefit from this effort.

Sept 7/05: NVCD. The first dual-seat flight of their Night Vision Cueing and Display (NVCD) was completed earlier this month in a demonstration at the Naval Air Warfare Center, China Lake, CA. For this demonstration, an F/A-18F Super Hornet was equipped with JHMCS in both cockpits, and the pilot’s and weapons systems officer’s independent lines of sight were integrated into the aircraft weapons and sensors. VSI’s release adds that:

“The JHMCS with the NVCD modules allowed both pilots an unprecedented wide field of view night visual scene and the ability to cue the Super Hornet’s weapons/sensors via the JHMCS interface… The NVCD capability allows both crew members to independently and simultaneously survey the battlefield, designate ground or airborne targets of opportunity and exchange information during historically high work-load night operations. This is made possible through the automatic transfer of data to the aircraft’s forward-looking infrared (FLIR) pod.”

July 27/05: NVCD. VSI announces that its Night Vision Cueing and Display (NVCD, see May 3/05 entry) has made a successful first flight on board an F/A-18F Super Hornet.

“The mission profile included two sorties of an F/A-18 two-ship formation. As part of the familiarization process, the pilots performed various air-to-ground, air-to-air, low level and formation maneuvers. The system provides added cueing and display capabilities and an expanded 100-degree field of view over the current 40-degree NVGs. Additional flights are scheduled to take place over the next few months.”

May 3/05: NVCD. VSI announces a $3.3 million contract from the U.S. Navy for the development of the Night Vision Cueing and Display system (NVCD). VSI says that ” The history of U.S. Naval Air operations in recent theaters of conflict has demonstrated that a majority of naval air combat missions were, and continue to be, night missions.” The NVCD is based on a proprietary Night Vision system known as QuadEye; it provides the much needed JHMCS capability at night by leveraging existing technology, without modification to the aircraft’s installed JHMCS hardware.

The goal is to provide war fighters with image-intensified night vision, integrated with standard HMD symbology and Line of Sight (LOS). Projected information includes weapons status and aiming, target cueing and aircraft state parameters embedded in the night vision scene. VSI’s NVCD QuadEye is fully a lightweight, well-balanced, modular package that provides a 40- by 40-degree night field-of-view (FOV) in standard configuration, or optionally can be easily expanded to 100- by 40-degree FOV. As JHMCS is a modular “day” system, the current Display Unit can be quickly exchanged with NVCD’s QuadEye Night Vision Display Unit to support round-the-clock missions.

April 26/05: Turkey request. Turkey requests an indeterminate number of JHMCS systems as part of $1.1-billion Letter of Acceptance for the modernization of 117 Turkish Air Force F-16s to a common avionics configuration. See “$1.1B to Upgrade Turkish F-16 fleet.”

March 30/05: Greece. Vision Systems International (VSI) announces that the Hellenic Air Force has added the JHMCS capability to its new fleet of F-16D block 52 aircraft as part of the Peace Xenia 3 order.

The first JHMCS flights on an Hellenic F-16D were performed by Major Machalias “Mach” and Major Tolis. The JHMCS flights are the highlight of a multi-disciplinary fielding effort involving avionics, software, life support and pilot training. During the flights, JHMCS operation and functionality were evaluated both in air-to-air and air-to-ground profiles. JHMCS reportedly performed beyond specification in all areas including display symbology, precise sensor slaving and target cueing.

Jan 31/05: Testing. Boeing starts flight tests at Naval Air Warfare Center China Lake, CA as part of the integration of the Joint Helmet Mounted Cueing System (JHMCS) into the aft cockpits of the U.S. Navy’s F/A-18D Hornet.

While the helmet has been used extensively for F-15, F-16, and F/A-18 pilots in the forward cockpit, today’s flight marks the first time both the pilot and weapon systems officer have used the helmet during flight. This flight is a first step in a flight test program that will include integration tests for F/A-18D Hornet and F/A-18F Super Hornet aircraft. Boeing release.

July 20/04: JHMCS for simulators, too. Boeing announces that it has added JHMCS capability to simulators. The F-15C Mission Training Center at Elmendorf Air Force Base, Alaska, was the first training center to receive this capability and began using it for training operations in late May 2004.

In addition to the F-15C Mission Training Center at Elmendorf AFB, the JHMCS capability will also be added to the Boeing-operated F-15C facility at Eglin AFB, FL. Each mission training center includes 4-ship sets of F-15C full-mission trainers with high-fidelity, 360-degreee visual integrated display systems. They also include a virtual environment of simulated threats as well as friendly and neutral forces. These training centers, as well as the facility at Langley AFB, VA are part of the Air Force Distributed Mission Operations concept, allowing pilots and aircrews in one location to train with others at locations hundreds, even thousands of miles away.

The Air Force and Boeing have applied an innovative acquisition approach to these Mission Training Centers, using a commercial-fee-for-service contracting method that pays for training time received and avoids large up-front investments in simulators. Boeing also is responsible for ensuring that the training devices are concurrent with the latest upgrades being made to the actual aircraft, hence the JHMCS modifications. Using the same DMO technology and acquisition approach, Boeing is establishing additional F-15C facilities are for Kadena AFB in Okinawa, Japan and at RAF Lakenheath. F-15E Strike Eagle mission training centers will be placed at Mountain Home AFB, ID; Seymour-Johnson AFB, NC; Elmendorf AFB, AK; and Royal Air Force Base Lakenheath in the United Kingdom. Boeing release.

Footnotes

fn1.

• = German translation of the L337 slang phrase “we pwned you” ['L337' = Leet, or Elite, a hacker/gamer text messaging slang set; 'pwn' = lit. to own, alt. dominate or crush, esp. in a competition]. Thanks to DID’s readers for the German translation help.

Appendix A: JHMCS History & Challenges

Ready!?!
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The JHMCS program has evolved over the years, and confronted a number of issues. GlobalSecurity.org notes that:

“…several years ago, an operational assessment of the systems for the F/A-18C/D and F-15C found the JHMCS potentially effective, but potentially not suitable due to numerous breaks in the helmet vehicle interface. Initial F-15C flight tests revealed that the legacy computer was slow in providing necessary data to JHMCS. This slow data input to the helmet, coupled with normal aircraft buffet during air combat maneuvering, made it difficult for the pilot to designate the target.”

Those initial tests kicked off several rounds of modifications, but they did not improved reliability to a certifiably acceptable level:

“Based on MOT&E data collected from June 2001 to June 2002, DOT&E and the commanders of AFOTEC and OPTEVFOR determined that JHMCS was operationally effective, but not operationally suitable. Both the Navy and Air Force recommended delaying full-rate production until deficient areas are fixed and verified. DOT&E delayed its assessment to allow the Services time to fix the deficiencies.”

Yet GlobalSecurity.org’s account essentially ends there. In September 2005, the original version of this article was able to fill in some of the missing details, thanks to some additional research and Boeing’s help.

In September 2002, the Pentagon’s chief tester upped the ante with a memo to then Secretary of the Navy (and current acting Deputy Secretary of Defense) Gordon England. Thomas Christie, Director of Operational Test and Evaluation for the Department of Defense, wrote:

“I am concerned about an apparent trend by the Navy to deploy an increasing number of combat systems into harm’s way that have not demonstrated acceptable performance,” he wrote. The JHMCS was not specifically mentioned by name, but the seriousness was clear. Chris Haddox of Boeing noted that:

“…The “Not Operationally Suitable” rating was also partially based on some internal service issues like training and technical publications. The Air Force and Navy aggressively addressed these issues during 2003, and has since eliminated the concerns in these areas that were raised during operational testing.”

With respect to Boeing’s own activities during that period, he adds:

“During 2003, JHMCS embarked on a number of reliability and maintainability improvements to the system, correcting both hardware and software shortfalls. These R&M improvements were identified by performing Highly Accelerated Life Testing (HALT) on the JHMCS EU, forcing many failures to occur through thermal and vibration stress, and then incorporating improvements to eliminate these failures.

The JHMCS program also instituted an enhanced environmental stress screening process to screen units, thereby eliminating many infant mortality problems from reaching the fleet. We also added a system test process to catch EU failures that cannot be detected by the acceptance test procedure alone, further screening units that may be marginal and would have failures in a full-up system. The net result of these R&M and quality improvements has been a significant improvement in JHMCS reliability, and the system today is achieving its operational requirements for reliability, maintainability, and availability.”

When asked directly whether the U.S. government had ever formally certified the JHMCS as “operationally suitable and effective” in an official report following these improvements, however, Mr. Haddox responded:

“You will have to get that answer from the government.”

Additional Readings & Sources

• Boeing – Joint Helmet Mounted Cueing System (JHMCS)

• Elbit Systems – JHMCS II site

• Belgian Military – JHMCS – Joint Helmet Mounted Cueing System. Good overview.

• GlobalSecurity.org – USAF FY01 Annual Report: Joint Helmet Mounted Cueing System (JHMCS). Describes testing problems.

• Flight International (Oct 21/11) – SEOUL AIRSHOW: Is That a New F-15 Helmet? Yes, it’s JHMCS-II.

• DID (Aug 14/08) – Heavier Fighter Helmets Require Improved Ejection Research

• StrategyPage (July 8/08) – Fade to Black. Is the weight of helmet-mounted sights becoming a safety issue? Then again, being without these sights in combat is a different kid of safety issue.

• Crosstalk Journal of Defense Software Engineering (July 2003) – The JHMCS Operational Flight Program Is Usable on Three Tactical Aircraft.

• Boeing All Systems Go Magazine (Vol. 1 #6, 2003) – Boeing Wins Joint Helmet Mounted Cueing System Contract

• Military Aerospace Technology (Aug 1/02) – See and Destroy.

• Air Power International, via Air Power Australia site (August 1998) – Helmet Mounted Sights and Displays. A detailed look at the fundamentals of Helmet Mounted Sights and Displays, examining the operational issues and technology base, and looking at likely future directions and representative designs. At the time, Elbit’s DASH was the only game in town, aside from Russian equipment.

• Lockheed Martin Code One Magazine (July 1995) – Schlemming With the Fulcrum. A very good explanation of how HMDs and airframe/avionics limitations interact. Once pilots fly against HMD-equipped enemies, tactics to reduce the effectiveness of enemy HMDs are possible – but they’re specific to the opponent aircraft type.

• Elbit Systems of America – Helmet Mounted Systems Includes DASH and JHMCS.

• Australian Aviation (April 1997) – Fourth Generation AAMs – The Rafael Python 4. Excellent explanation of short-range air-air missile evolution, and the implications of advanced SRAAMs + HMDs on air combat and planning.