The C-130J: New Hercules & Old Bottlenecks

The C-130 Hercules remains one of the longest-running aerospace manufacturing programs of all time. Since 1956, over 40 models and variants have served as the tactical airlift backbone for over 50 nations. The C-130J looks similar, but the number of changes almost makes it a new aircraft. Those changes also created issues; the program has been the focus of a great deal of controversy in America – and even of a full program restructuring in 2006. Some early concerns from critics were put to rest when the C-130J demonstrated in-theater performance on the front lines that was a major improvement over its C-130E/H predecessors. A valid follow-on question might be: does it break the bottleneck limitations that have hobbled a number of multi-billion dollar US Army vehicle development programs?

C-130J customers now include Australia, Britain, Canada, Denmark, India, Israel, Iraq, Italy, Kuwait, Norway, Oman, Qatar, Saudi Arabia, South Korea, Tunisia, and the United States. American C-130J purchases are taking place under both annual budgets and supplemental wartime funding, in order to replace tactical transport and special forces fleets that are flying old aircraft and in dire need of major repairs. This DID FOCUS Article describes the C-130J, examines the bottleneck issue, covers global developments for the C-130J program, and looks at present and emerging competitors.

JAGM: Joint Air-Ground Missile Again

The AGM-114 Hellfire missile remains a mainstay for the US military and its allies around the world, and efforts to replace it have repeatedly stalled. The Joint Common Missile (JCM) was meant to offer new guidance options, and use on fast jets as well as helicopters and UAVs. It performed well, but was canceled. It returned from the procurement dead as JAGM, a program that has undergone several major changes within itself. While other air forces field fast-jet solutions like MBDA’s Brimstone, JAGM will initially be limited to helicopters and UAVs, as a dual-mode guidance upgrade to current model Hellfire missiles.

From Dolphins to Destroyers: The ScanEagle UAV

ScanEagle’s base Insight UAV platform was originally developed by Washington state’s Insitu, Inc. to track dolphins and tuna from fishing boats, in order to ensure that the fish you buy in supermarkets is “dolphin-safe”. It turns out that the same characteristics needed by fishing boats (able to handle salt water environments, low infrastructure launch and recovery, small size, 20-hour long endurance, automated flight patterns) are equally important for naval operations from larger vessels, and for battlefield surveillance. A partnership with Boeing took ScanEagle to market in those fields, and the USMC’s initial buy in 2004 was the beginning of a market-leading position in its niche.

This article covers recent developments with the ScanEagle UAV system, which is quickly evolving into a mainstay with the US Navy and its allies. Incumbency doesn’t last long in the fast-changing world of UAVs, though. Insitu’s own RQ-21 Integrator is looking to push the ScanEagle aside, and new multiple-award contracts in the USA are creating opportunities for other competitors. Can Insitu’s original stay strong?

CH-53K: The U.S. Marines’ HLR Helicopter Program

The U.S. Marines have a problem. They rely on their CH-53E Super Stallion medium-heavy lift helicopters to move troops, vehicles, and supplies off of their ships. But the helicopters are wearing out. Fast. The pace demanded by the Global War on Terror is relentless, and usage rates are 3 times normal. Attrition is taking its toll. Over the past few years, CH-53s have been recalled from “boneyard” storage at Davis-Monthan AFB in Tucson, AZ, in order to maintain fleet numbers in the face of recent losses and forced retirements. Now, there are no flyable spares left.

Enter the Heavy Lift Replacement (HLR) program, now known as the CH-53K. It aims to offer notable performance improvements over the CH-53E, in a similar airframe. The question is whether its service entry delay to 2018-2019 will come too late to offset a serious decline in Marine aviation.

Snakes and Rotors: The H-1 Helicopter Program

The US Marines’ helicopter force is aging at all levels, from banana-shaped CH-46 Sea Knight transports that are far older than their pilots, to the 1980s-era UH-1N Hueys and AH-1W Cobra attack helicopters that make up the Corps’ helicopter assault force. While the tilt-rotor V-22 Osprey program has staggered along for almost 2 decades under accidents, technical delays, and cost issues, replacement of the USMC’s backbone helicopter assets has languished. Given the high-demand scenarios inherent in the current war, other efforts are clearly required.

Enter the H-1 program, the USMC’s plan to remanufacture older helicopters into new and improved UH-1Y utility and AH-1Z attack helicopters. The new versions would discard the signature 2-bladed rotors for modern 4-bladed improvements, redo the aircraft’s electronics, and add improved engines and weapons to offer a new level of performance. It seemed simple, but hasn’t quite worked out that way. The H-1 program has encountered its share of delays and issues, but the program survived its review, and continued on into production and deployment.

DID’s FOCUS articles offer in-depth, updated looks at significant military programs of record. This article covers the H-1 helicopter programs’ rationales and changes, the upgrades involved in each model, program developments and annual budgets, the full timeline of contracts and key program developments, and related research sources.

LPD-17 San Antonio Class: The USA’s New Amphibious Ships

LPD-17 San Antonio class amphibious assault support vessels are just entering service with the US Navy, and 11 ships of this class are eventually slated to replace up to 41 previous ships. Much like their smaller predecessors, their mission is to embark, transport, land, and support elements of a US Marine Corps Landing Force. The difference is found in these ships’ size, their cost, and the capabilities and technologies used to perform those missions. Among other additions, this new ship is designed to operate the Marines’ new MV-22 Osprey tilt-rotor aircraft, alongside the standard well decks for hovercraft and amphibious armored personnel carriers.

While its design incorporates notable advances, the number of serious issues encountered in this ship class have been much higher than usual, and more extensive. The New Orleans shipyard to which most of this contract was assigned appears to be part of the problem. Initial ships have been criticized, often, for sub-standard workmanship, and it took 2 1/2 years after the initial ship of class was delivered before any of them could be sent on an operational cruise. Whereupon the USS San Antonio promptly found itself laid up Bahrain, due to oil leaks. It hasn’t been the only ship of its class hurt by serious mechanical issues. Meanwhile, costs are almost twice the originally promised amounts, reaching over $1.6 billion per ship – 2 to 3 times as much as many foreign LPDs like the Rotterdam Class, and more than 10 times as much as Singapore’s 6,600 ton Endurance Class LPD. This article covers the LPD-17 San Antonio Class program, including its technologies, its problems, and ongoing contracts and events.

LCAC Hovercraft: US Navy’s Champion Schleppers Get SLEPped

The US military calls them Landing Craft, Air Cushion (LCAC). They’re high-speed, fully amphibious hovercraft capable of carrying a 60-ton payload (75 tons in overload) over water and land at speeds in excess of 40 knots and a nominal range of up to 200 nautical miles. Carrying equipment, troops, and/or supplies, the LCAC launches from inside the well deck of an amphibious warship, then travels the waves at high speed, runs right through the surf zone near the beach, and stops at a suitable place on land. Its cargo walks or rolls off. The LCAC returns to the surf to pick up more. Rinse. Agitate. Repeat.

A total of 91 LCACs were built between 1984-2001, and their design itself dates back to the 1970s. They require regular maintenance, refurbishment, upgrades, and even life extension programs to keep them operational into the future. This free-to-view Spotlight article will covers the program from 2005 forward, tracking contracts and key events.

Double-Jointed & Popular: The Bv Family of Infantry Support Vehicles

The BvS10 is the successor to the wildly popular Bv206, 11,000 of which have been sold to 40 countries around the world – including the USA (M978). Readers may have seen these vehicles elsewhere, too, as a number of Bv206s have post-military careers at ski resorts, in industries like mining and logging, etc. The new BvS-10 is larger and more heavily armored; it’s in use in Britain, France and the Netherlands as a key armored vehicle for their respective Marines, has been bought by Sweden, and is under evaluation elsewhere. International interest includes imitators: Singapore’s Bronco ATTC is a BVS10 competitor, and Finland and Norway have their own local Bv206 variants.

What makes this unusual-looking vehicle family and design so popular? They aren’t like Humvees or similar wheeled mainstays. They aren’t full armored personnel carriers, either – they’re armored, but Bv family vehicles can’t take the kind of punishment that a Bradley or LAV can absorb. Instead, the secret to their success lies in a remarkable all-terrain capability, and their ability to fill a rare and critical role: air-portable and amphibious infantry enhancement. These success factors are discussed below, along with contracts and key developments related to this vehicle family.

Marine APCs: Peregrinations of the EFV to ACV to MPC to ACV 1.1

The US Marine Corps’ AAVP7 Amtracs have been their primary ship to shore amphibious armored personnel carrier for a long time; the AAV7A1 was initially fielded in 1972, and underwent a major service life extension program and product improvement program from 1983-1993. The Expeditionary Fighting Vehicle was the USMC’s plan to replace the aging AMTRACS (lit. AMphibious TRACtorS), which saw extensive service deep inland during Operation Iraqi Freedom.

The personnel version of the new EFVs would carry a crew of 3, plus a reinforced rifle squad of 17 combat-loaded Marines. A high-tech weapons station would provide firepower, via a stabilized ATK 30mm MK 44 Bushmaster cannon with advanced sights to replace the AAV’s unstabilized .50 caliber machine gun. A command variant would carry an array of communications and computer systems and staff personnel. The EFV remained the U.S. Marine Corps’ top land acquisition priority, even as its price tag and development issues cut its buy sharply. Push finally came to shove in 2010, however, as the USMC realized that it simply couldn’t afford the vehicle, or its performance.

That begat a new program called the Amphibious Combat Vehicle (ACV), designed to be a more realistic version of the EFV. A Marines version designed for only light water use was called the MPC, which was iced in June 2013. That program was resurrected under increased capabilities pressures as the APC 1.1, which had its coming out party during an industry day in July 2014. A draft RFP was released in November, with hopes that a final RFP would be issued in spring 2015.

$105.7 million was requested for ACV 1.1 research, testing and evaluation.

The APC 1.1 has been examined by the Congressional Research Service, producing this report, which – in a nutshell – says that the program has a few issues, the primary one being the strategic lack of “connectors” allowing equipment onshore. Current options (LCAC, JHSV and LCU 1600) are relatively unprotected.

Oshkosh’s M-ATV

“The Government plans to acquire an MRAP All-Terrain Vehicle (M-ATV). The M-ATV is a lighter, off-road, and more maneuverable vehicle that incorporates current MRAP level [bullet and mine blast] protection. The M-ATV will require effectiveness in an off-road mission profile. The vehicle will include EFP (Explosively Formed Projectile land mine) and RPG (Rocket Propelled Grenade panzerfaust) protection (integral or removable kit). The M-ATV will maximize both protection levels and off-road mobility & maneuverability attributes, and must balance the effects of size and weight while attempting to achieve the stated requirements.”
— US government FedBizOpps, November 2008

Oshkosh Defense’s M-ATV candidate secured a long-denied MRAP win, and the firm continues to remain ahead of production targets. The initial plan expected to spend up to $3.3 billion to order 5,244 M-ATVs for the US Army (2,598), Marine Corps (1,565), Special Operations Command (643), US Air Force (280) and the Navy (65), plus 93 test vehicles. FY 2010 budgets and subsequent purchases have pushed this total even higher, and orders now stand at over 8,800 for the USA, plus another 800 for the UAE.