JSF’s F135 Engine Meeting Milestones

Lockheed Martin and Pratt & Whitney have successfully performed the first start of an F-35 Joint Strike Fighter aircraft test engine, using an integrated power package (IPP) that the functions traditionally performed by the auxiliary power system, emergency power system, and environmental control into a single system. The system was used to start a Pratt & Whitney F135 short-takeoff/vertical-landing (STOVL) engine at the company’s advanced test facility in West Palm Beach, FL. The IPP is a subsystem of the F-35 Power and Thermal Management System (PTMS).

The JSF program has targeted the successful IPP engine start as a major milestone since the beginning of the System Development and Demonstration phase of the program in 2001. The achievement paves the way for additional development testing in preparation for the F-35’s first flight in 2006, and comes about a month after the Pratt & Whitney F135 System Development and Demonstration (SDD) program successfully completed the post test Critical Design Review (CDR) by the Joint Strike Fighter (JSF) Joint Program Office (JPO). The JPO review found that the F135 propulsion system has met all review objectives and is on track to deliver the first flight test engine later this year.

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.

The F-22 Raptor: Program & Events

The 5th-generation F-22A Raptor fighter program has been the subject of fierce controversy, with advocates and detractors aplenty. On the one hand, the aircraft offers full stealth, revolutionary radar and sensor capabilities, dual air-air and air-ground SEAD (Suppression of Enemy Air Defenses) excellence, the ability to cruise above Mach 1 without afterburners, thrust-vectoring super-maneuverability… and a ridiculously lopsided kill record in exercises against the best American fighters. On the other hand, critics charged that it was too expensive, too limited, and cripples the USAF’s overall force structure.

Meanwhile, close American allies like Australia, Japan and Israel, and other allies like Korea, were pressing the USA to abandon its “no export” policy. Most already fly F-15s, but several were interested in an export version of the F-22 in order to help them deal with advanced – and advancing – Russian-designed aircraft, air-to-air missiles, and surface-to-air missile systems. That would have broadened the F-22 fleet in several important ways, but the US political system would not or could not respond.

This DID FOCUS Article tracks continuing maintenance and fleet upgrade programs, contracts, and timely news. A separate public-access feature offers a profile of the USAF’s most advanced fighter, and covers both sides of the F-22 Raptor program’s controversies.

AMRAAM: Deploying & Developing America’s Medium-Range Air-Air Missile

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.

JLTV: Oshkosh Wins, Lockheed Protests

In an age of non-linear warfare, where front lines are nebulous at best and non-existent at worst, one of the biggest casualties is… the concept of unprotected rear echelon vehicles, designed with the idea that they’d never see serious combat. That imperative is being driven home on 2 fronts. One front is operational. The other front is buying trends.

These trends, and their design imperatives, found their way into the USA’s Joint Light Tactical Vehicle (JLTV) program, which aims to replace many of the US military’s 120,000 or so Humvees. The US military’s goal is a 7-10 ton vehicle that’s lighter than its MRAPs and easier to transport aboard ship, while offering substantially better protection ad durability than existing up-armored Humvees. They’d also like a vehicle that can address front-line issues like power generation, in order to recharge all of the batteries troops require for electronic gadgets like night sights, GPS devices, etc.

DID’s FOCUS articles offer in-depth, updated looks at significant military programs of record. JLTV certainly qualifies, and recent budget planning endorsements have solidifed a future that was looking shaky. Now, can the Army’s program deliver?

Raytheon’s APG-79 AESA Radars

The AN/APG-79 Active Electronically Scanned Array (AESA) radar began life as a replacement. Initial F/A-18 E/F Super Hornet production batches installed Raytheon’s all-weather, multimode AN/APG-73, but the APG-79 has intrinsic technical features that offered revolutionary increases in capability, reliability, image resolution, and range.

Unlike the APG-73 that equipped the first Super Hornets, the APG-79’s AESA array is composed of numerous solid-state transmit and receive modules that are fixed in place, eliminating a common cause of breakdowns. To move their beams, they rely on electronic changes in each module’s transmissions, creating useful interference patterns in order to aim, focus and shape their output. Other system components include an advanced receiver/exciter, ruggedized commercial-off-the-shelf (COTS) processor, and power supplies. With its open systems architecture and compact COTS parts, it changes what both aircrews and maintenance staff can do with a fighter radar – and does so in a smaller, lighter package.

DDG Type 45: Britain’s Shrinking Air Defense Fleet

The 5,200t Type 42 Sheffield Class destroyers were designed in the late 1960s to provide fleet area air-defense for Britain’s Royal Navy, after the proposed Type 82 air defense cruisers were canceled by the Labour Government in 1966. Britain built 14 of the Type 42s, but these old ships are reaching the limits of their operational lives and effectiveness.

To replace them, the Royal Navy planned to induct 12 Type 45 Daring Class destroyers. The Daring class would be built to deal with a new age of threats. Saturation attacks with supersonic ship-killing missiles, that fly from the ship’s radar horizon to ship impact in under 45 seconds. The reality of future threats from ballistic missiles, and WMD proliferation. Plus a proliferation of possible threats involving smaller, hard to detect enemies like UAVs. Overall, the Type 45s promise to be one of the world’s most capable air defense ships – but design choices have left the cost-to-value ratio uncertain, and limited the Type 45s in other key roles. A reduced 6-ship program moved forward.

New Nukes: Britain’s Next-Gen Nuclear Missile Submarines

“We are committed to working towards a safer world in which there is no requirement for nuclear weapons… However, the continuing risk from the proliferation of nuclear weapons, and the certainty that a number of other countries will retain substantial nuclear arsenals, mean that our minimum nuclear deterrent capability, currently represented by Trident, is likely to remain a necessary element of our security.”     — UK SDSR, 1998

Britain has a big decision to make: do they remain a nuclear weapons power, or not? In an age of collapsing public finances and an uncertain long-term economic future, the money needed to design new nuclear missile submarines is a huge cost commitment that could crowd out other needs. Then again, in an age of collapsing non-proliferation frameworks, clear hostility from ideologies that want nuclear weapons, and allies who are less capable and dependable, the downside of renouncing nuclear weapons is a huge risk commitment. Pick one, or the other. There is no free lunch.

This article covers that momentous decision for Britain, and the contracts and debates associated with it.

AMDR: Raytheon Wins Dual-Band Radar, Pending Protest

The US Navy’s Dual-Band Radar that equips its forthcoming Gerald R. Ford class super-carriers replaces several different radars with a single back-end. Merging Raytheon’s X-band SPY-3 with Lockheed Martin’s S-band VSR allows fewer radar antennas, faster response time, faster adaptation to new situations, one-step upgrades to the radar suite as a whole, and better utilization of the ship’s power, electronics, and bandwidth.

Rather than using that existing Dual-Band Radar design in new surface combatant ships, however, the “Air and Missile Defense Radar” (AMDR) aims to fulfill DG-51 Flight III destroyer needs through a new competition for a similar dual-band radar. It could end up being a big deal for the winning radar manufacturer, and for the fleet. If, and only if, the technical, power, and weight challenges can be mastered at an affordable price.

NH90: Europe’s Medium Helicopter Gets New Order Despite Issues

The NH90 emerged from a requirement that created a NATO helicopter development and procurement agency in 1992 and, at almost the same time, established NH Industries (62.5% EADS Eurocopter, 32.5% AgustaWestland, and 5% Stork Fokker) to build the hardware. The NATO Frigate Helicopter was originally developed to fit between light naval helicopters like AW’s Lynx or Eurocopter’s Panther, and medium-heavy naval helicopters like the European EH101. A quick look at the NFH design showed definite possibilities as a troop transport helicopter, however, and soon the NH90 project had branched into 2 versions, with more to follow.

The nearest equivalent would be Sikorsky’s popular H-60 Seahawk/ Black Hawk family, but the NH90 includes a set of innovative features that give it some distinguishing selling points. Its combination of corrosion-proofing, lower maintenance, greater troop or load capacity, and the flexibility offered by that rear ramp have made the NH90 a popular global competitor.

As many business people discover the hard way, however, success can be almost as dangerous as failure. NH Industries has had great difficulty ramping up production fast enough to meet promised deliveries, which has left several buyers upset. Certification and acceptance have also been slow, with very few NH90s in service over a decade after the first contracts were signed. Booked orders have actually been sliding backward over the last year, and currently stand at around 500 machines, on behalf of 14 nations.