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    General Dynamics UK Wins British FRES-SV Contract

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    The British Ministry of Defence has selected the UK division of General Dynamics (GDUK) to provide the Future Rapid Effect System (FRES) Scout Vehicles, as a first phase of the £4 billion (about $6.08 billion) land forces modernization program. GDLS proposed the ASCOD Scout Vehicle, based on the ASCOD 2, designed under an Austrian-Spanish cooperation. The losing bidder, BAE Systems proposed the Swedish designed CV90 vehicle.

    GD UK asshured that 80% of the vehicles destined for the British Army will be produced in the U.K., in existing sites GDUK plans to operate, engaging over 10,600 employees in production and support of the new program. Full rate production of the vehicles will be transferred to Defence Support Group (DSG) in Donnington, Hampshire. General Dynamics UK has sub-contracted Lockheed Martin UK INSYS to produce the turret of the Scout variant of ASCOD SV.

    The MOD plans to acquire 270 scout vehicles of the FRES SV category. British MOD plans to buy three ‘blocks’ of ‘reconnaissance and support vehicles’ totaling 580 vehicles, plus one block of Medium Armor and Maneuver Support vehicles. In total up to 1,300 could be required over the lifespan of the program. The first vehicles are expected to enter service in about 2015, to replace the older Scimitars and Spartans.

    ASCOD


    “Preferred bidder status has been awarded to General Dynamics UK for the demonstration phase of the specialist vehicle program, subject to successful completion of contractual negotiations,” Britain’s defence secretary Bob Ainsworth said in a statement. The award does not ensure the full contract is within GD’s hands, since the company has already selected as the preferred bidder for the ‘Utility Vehicle’ – the
    previous segment of the program (FRES UV), but was withdrawn six months later, after failing to come to terms with the ministry on the commercial terms of the program.

    Lockheed Martin UK will integrate the CTA 40mm Case Telescopic Weapon System to be used on the vehicle. The vehicle is powered by an MTU 600 kW 8V engine coupled to a Renk 256B transmission. Suspension is of the torsion bar and trailing arm type with seven dual rubber-tired road wheels either side, drive sprocket at the front, idler at the rear and three track-return rollers. Gross vehicle weight is about 34 tons. The drive train supports weight growth potential up to 42 tonnes, enabling the British Army to add more armor and systems to sustain growing requirements and increasing threats to be encountered over the vehicle’s expected 30 year life, without the need to upgrade its engine or transmission during that time.

    General Dynamics UK has sub-contracted Lockheed Martin UK INSYS to produce the turret of the Scout variant of ASCOD SV, and will transfer full rate production of the entire ASCOD SV programme to.

    ASCOD

    Based on a common chasis, FRES SV family of tracked vehicles will comprise four types of vehicles – armored personnel carrier, command vehicle, armored scount and an Medium Armor and Maneuver Support vehicle – all are depicted in this ‘family photo’, provided by GD UK.

    ASCOD

    ASCOD

    Exocet Block III Anti-Ship Missile Modernizion

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    Above: Exocet MM40 Block 3 on its first test flight at sea. Photos: DGA 

    First A first firing of an Exocet MM40 Block 3 anti-ship missile took place March 18, 2010 at the missile test site operated by the Directorate General Armaments (DGA) the Ile du Levant, in the Mediterranean Sea, off the port city of Toulon. The missile was fired by the Horizon type frigate Chevalier Paul, recently delivered to the French Navy. The Exocet manufacturer, MBDA is converting 45 Exocet MM40 Block 2 missiles into block 3 configuration improve their operational capability, particularly in the littoral area.

    An Exocet MM40 Block 3 being fired from a land-based launcher on a test flight. On launch the booster accelerates the missile, and after few seconds, the turbojet kicks in, sustaining the missile's high subsonic speed throughout the flight. Photo: MBDA.

    According to MBDA, the new configuration extends the weapon’s over-the-horizon capability from 70 km to a maximum range of 180 km, utilizing on-board GPS, and the introduction of land-attack mode, enabling operators to set target coordinates in longitude, latitude and elevation. This new capability significantly enhances the missile’s anti-ship capability, as the new Block 3 can approach the target through a preplanned 3D flight trajectory, performing the terminal attacks from the least predictable direction, at very low sea skimming altitude. For the terminal phase guidance, the missile utilizes a J-band active radar seeker with adaptive search patterns which selectively discriminates between targets at sea and GPS designated coastal based targets.

    an artist impression of the Exocet MM40 Block 3 fired from a FREMM frigate.

    The missile are complemented by a new version of the mission planning system, enabling operators to maximize the use of the new features exploiting the missile’s capability to penetrate the target’s defenses.

    The Block 3 airframe design is optimized with low signature characteristics. Its extended range is derived by a new propulsion system that includes a booster and turbojet sustainer, feeding from four air intakes which provide high maneuverability at the terminal phase.

    A composite image taken by the test center's high speed camera, shows the Exocet MM40 Block 3 performing the initial turn maneuver, as the booster still burns, setting the missile on course for the midcourse flight toward teh target. Photo MBDA

    MBDA was developing the Block III since 2004, but only in 2008 DGA and the French Navy officially embarked on the program. First deliveries are expected to begin this year and continue through 2013, to equip the French Navy FREMM frigate. Besides the French Navy, the Block 3 has been ordered by the navies of the UAE, On April 22, 2010 the Qatari Emiri Navy announced plans to equip the four Vita class patrol boats with the MM40 Block 3 missiles. Oman and Morocco are also buying the missile. At present the Block 3 is designed only for the replacement of Block 2 missiles on surface ships.

    Exocet MM40 Block 3 on its first test flight at sea. Photos: DGA
    French Navy Frigate Chevalier Paul. Photo: French Navy
    An Exocet MM-40 Block 3 fired on a development test flight. At this stage the missile's booster is burning. Three of the air intakes feeding airflow to the tuirnojet propulsion system are also visible. Photo: MBDA.

    F-35B Demonstrates Hover, STOVL Capability

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    The first Lockheed Martin F-35B Lightning II demonstrated its short takeoff, and vertical landing (STOVL) capability, during a series of test flights conducted over the test center at the Naval Air Station Patuxent River, Md. On March 18, 2010. These tests were a significant milestone leading in the verification of the aircraft STOVL capability, considered critical for future marine corps and international users. A first flight on that day verified the aircraft hovering capability with a follow-on mission completing vertical landing on the 95 foot pad. In the hovering test the F-35B confirmed predictions of the jet’s vertical thrust, stability and control in hovering flight.

    Through this hovering test flight the pilot, Graham Tomlinson, initiated conversion to STOVL mode at 200 knots airspeed. He then slowed the aircraft to 60 knots and flew a decelerating approach to a zero airspeed hover at 150 feet above the runway. “This flightshowed that we have the thrust and the control to maneuver accurately both in free air and in the descent through ground effect” Tomlinson commented, adding that the low workload in the cockpit contrasted sharply with legacy short takeoff/vertical landing (STOVL) platforms. Doug Pearson, Lockheed Martin vice president of F-35 Test and Verification added that this first flight test is one of many such tests to be conducted through the further expansion of the aircraft’s operational flight envelope.

    F-35 STOVL

    F-35 bottom
    The F-35B STOVL capability is supported by the Rolls-Royce LiftFan coupled to the single Pratt & Whitney F135 engine. The LiftFan system comprises a 3-bearing swivel duct that vectors engine thrust and under-wing roll ducts that provide lateral stability.

    The hover flight that preceded the vertical landing marked the first free air hover and landing in the F-35B Lightning II aircraft. Upon reaching zero airspeed, the pilot executed test points to confirm the controllability of the aircraft in the hover. After completing all hover test points, the pilot executed a STOVL landing at 70 knots airspeed. Few hours later the BF-1 aircraft performed the first F-35 short takeoff, employing STOVL mode lifted off enabled the aircraft to take off at an airspeed of only 100 knots, using less than 1000 feet of runway.

    F-35 STOVL

    The F-35B STOVL capabilities are critical to support operations from unprepared, forward operational airbases and amphibious ships, employed by Marine Corps aviation groups. Today, sofar the AV-8B and V-22 have STOVL performance.

    (Photos by Andy Wolfe, Lockheed Martin)

    Elbit Systems, Harris to Equip Australian BattleGroups with Advanced Radios and C3 Systems

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    Elbit Systems was awarded a major contract for the supply of command, control and communications system for the Australian Defence Forces over a period of three years. The value of the new contract is over US$298 million. The Israeli company has been selected by the Defence Materiel Organisation (DMO) following a world-wide competitive open tender. The Harris corporation has also announced it has won A$132 Million to provide radio communications systems for the Australian Military.


    “The introduction of this new capability which will increase the ADF’s battle space awareness, automate combat messaging and assist in the successful conduct of operations,” said Greg Combet, Australian Minister for Defence Personnel, Materiel and Science. “Importantly, this capability will significantly reduce the possible risk of casualties resulting from friendly fire. Under the new program, known as LAND 75/125 program, Elbit Systems will provide the next generation of command, control and communications capability to elements of the Army, Special Operations Command and the Air Force’s Combat Support Group. As part of the program the company supply and integrate the new tactical networking, command and control systems supporting Australian Army battle-groups. This high priority acquisition will assure improved protection and coordination for Australian Defence Forces personnel, allowing missions to be carried out more efficiently, safely and effectively.

    “The Battle Group And Below Command, Control And Communications System (BGC3) will assist Army in achieving the Defense network centric warfare milestone of a networked brigade in 2012, with state-of-the-art battle management and terrestrial communications systems.” Comber added. The new capabilities will also support the Royal Australian Air Force to reach longer-term milestones of a networked combat support force by 2016.

    The Battle Group and Below Command, Control and Communications (BGC3) system comprises a Battle Management System (BMS) for soldiers, Vehicle Mounted Commanders and Headquarters/Command Post Staff. BGC3 will enable the Australian Army to achieve a major portion of its goal of operating a ‘networked brigade‘ under an all-connected ‘network centric warfare’ type of operation. As part of the new program, communications systems will be integrated into over 1,000 vehicles and supplied to equip more than 1,500 soldiers. Through the automation of combat messaging, and delivering improved situational understanding and control to field commanders, a networked battle group will be able to operate more effectively and decisively, while improving operational safety by reducing the risk of casualties resulting from friendly fire.

    Under a separate contract awarded in parralel to the BGC3 award, the Harris Corporation will deliver advanced communications equipment to the Australian Army and Air Force, as part of the ‘Battlespace Communications’ acquisition program supporting the ‘networked brigade’ by 2012. The Royal Australian Air Force to reach longer term milestones of a networked combat support force by 2016.

    The radios to be supplied by Harris will offer secure, interoperable voice and data communication among Australian forces and with other coalition partners. The new radios will also support increased battlespace awareness at the Brigade level and above. The contract is worth up to A$135 million.

    Boeing unveils a new B767 Derivative ‘NewGen Tanker’ for U.S. Air Force Competition

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    NewGen Tanker. Boeing

    Boeing has unveiled today the ‘NewGen Tanker’, the aerial refueling aircraft being proposed for the U.S. Air Force KC-X tanker competition. According to Dennis Muilenburg, president and CEO of Boeing Defense, Space & Security, the Boeing NewGen Tanker will satisfy all mandatory Air Force requirements and offer an American-made tanker that will be capable, survivable, and combat-ready at the lowest cost to the taxpayer.

    NewGen Tanker. Boeing

    Boeing considers the NewGen Tanker to be the optimal airframe size, to deliver the most capability for the lowest cost to own and operate. A wide body, multi-mission aircraft based on the proven Boeing 767 commercial aircraft, it is  updated with the latest and most advanced technology and capable of fulfilling the Air Force’s needs for the transport of fuel, cargo, passengers and patients.

    The NewGen Tanker will use a fly-by-wire controlled refuelling boom with higher capacity. The distinctive blended winglets are also a new feature, expected to save over 4% in fuel consumption. (Boeing photo illustration)

    The multi-mission aircraft is named NewGen because it includes several state-of-the-art systems to meet new requirements, including a digital flight deck,  featuring electronic displays derived from the new Boeing 787 Dreamliner, featuring a display area 75% larger than the commercial A330, considered to be the competing platform on the KC-X bid. The new Boeing aircraft will also be fitted with new-generation fly-by-wire boom, with an extended refueling envelope and increased fuel offload rate, expected to meet the Air Forces’ requirement for increased efficiency and higher refueling rate, compared to the KC-135. NewGeb will be providing simplified refueling operations, reduced workload for the aircrew and improved safety and reliability. While being computer-controlled through the fliy-by-wire system, Boeing stresses that “the new tanker will be controlled by the aircrew, which has unrestricted access to the full flight envelope for threat avoidance at any time, rather than allowing computer software to limit combat maneuverability.”

    The Boeing NewGen Tanker/ (Boeing photo illustration)

    Boeing argues its new NewGen Tanker will have an advantage over the larger and heavier Airbus airplane, as it will be cost-effective to own and operate. Since the lighter B767 platform burns 24 percent less fuel than the Airbus, the NewGen Tanker is expected to save more than $10 billion in fuel costs over its 40-year service life. The Air Force released its final KC-X Request for Proposal on Feb. 24. Boeing will deliver its proposal by May 10, within the 75-day period set forth in the terms of the solicitation. The Air Force is expected to announce its decision later this year.

    The new blended winglets introduced in this model will improve the aircraft performance by reducing drag. These winglets were first introduced on the Boeing Business Jet (BBJ) and Next-Generation 737-800 in 2001 and were certified on the B767-300ER in 2009. Flight test data demonstrated, that blended winglets lower block fuel and carbon dioxide (CO2) emissions by 4.4 percent on the 767. Blended winglets also improve takeoff performance, allowing deeper takeoff thrust derates,  resulting  in lower emissions and lower community noise. An airline that recently began flying 767-300ERs with blended winglets anticipates that each airplane equipped with the winglets will save up to 500,000 U.S. gallons of fuel annually, depending on miles flown. The airline plans to install winglets on its entire 58-airplane fleet of 767-300ERs, which could result in a total savings of up to 29 million U.S. gallons of fuel per year and a reduction of up to 277,000 tons of CO2 emissions annually.

    Blended winglets such as those added to the NewGen Tanker are expected to save fuel, reduce carbon dioxide emisions and improve takeoff performance. (Boeing photo illustration)
    he 767 platform widebody tanker carries full height and weight 463L military cargo pallets on the main deck. It is fully FAA certified as a convertible freighter for passenger or cargo carriage. Photo: Boeing

    Northrop Grumman announced on Monday (March 8th, 2010) its decision to pull out from the Department of Defense for the KC-X program. The company claim the structure of the source selection methodology defined in the RFP clearly favors Boeing’s smaller refueling tanker and does not provide adequate value recognition of the added capability of a larger tanker.  “We have decided that Northrop Grumman will not protest.” Wes Bush, Chief Executive Officer and President of Northrop Grumman Corporation stated.

    Japan 1, the first KC-767J aerial refueling tanker for the Japan Air Self-Defense Force, departs on its ferry flight to Japan in February 2008. Photo: Boeing

    “While we feel we have substantial grounds to support a GAO or court ruling to overturn this revised source selection process… but taking actions that would further delay the introduction of this urgent capability would also not be acting responsibly.” Bush added. The decision paves the way for DoD to proceed awarding Boeing the sole source contract for the +50 billion multi-year program. But Bush calls DoD to bargain and play it tough despite having no alternative but buying from Boeing. “We call on the Department to keep in mind the economic conclusions of the prior round of bidding as it takes actions to protect the taxpayer when defining the sole-source procurement contract. In the previous round, the Air Force, through a rigorous assessment of our proposal, determined that it would pay a unit flyaway cost of approximately $184 million per tanker for the first 68 tankers, including the non-recurring development costs.  With the Department’s decision to procure a much smaller, less capable design, the taxpayer should certainly expect the bill to be much less.” Bush concluded.

    A KC-767 tanker in final assembly in Boeing's Everett, Washington, main factory building. Photo: Boeing

    Following Northrop Grumman’s decision, the Pentagon is assessing its plans and could accelerate the selection. The Pentagon was expecting the bids by mid-May, and planned to make a decision and award the contract by September. This schedule could now be shorten by several months.

    BAE Systems Ordered to Pay $400 Million Criminal Fine in the U.S.

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    March 1, 2010: U.K. based BAE Systems plc (BAES) pleaded guilty today in U.S. District Court in the District of Columbia to charges of violating the U.S. Foreign Corrupt Practices Act (FCPA) compliance program, the Arms Export Control Act (AECA) and International Traffic in Arms Regulations (ITAR). The company was sentenced to pay a $400 million criminal fine, one of the largest criminal fines in the history of the U.S. Department of Justice’s ongoing effort to combat overseas corruption in international business and enforce U.S. export control laws. The lawsuite has not involved the actions of BAE Systems Inc. subsidiaries based in the USA.

    “Providing false statements to circumvent U.S. export laws and to defraud the U.S. government must be vigorously prosecuted,” said John Morton, assistant secretary of Homeland Security for U.S. Immigration and Customs Enforcement (ICE). “Competition is one of the foundations of our economic system,” said Shawn Henry, Assistant Director in Charge of the FBI’s Washington Field Office. “Corporations and individuals who conspire to defeat this basic economic principle not only cause harm but ultimately shake the public’s confidence in the entire system.”


    According to court documents, from approximately 2000 to 2002, BAES represented to various U.S. government agencies, including the Departments of Defense and Justice, that it would create and implement policies and procedures to ensure its compliance with the anti-bribery provisions of the FCPA, as well as similar, foreign laws implementing the Organization for Economic Cooperation and Development (OECD) Anti-bribery Convention. According to court documents, BAES knowingly and willfully failed to create mechanisms to ensure compliance with these legal prohibitions on foreign bribery. According to court documents, the gain to BAES from the various false statements and failures to make required disclosures to the U.S. government was more than $200 million.

    The FCPA makes it illegal for certain businesses and individuals, or anyone taking action within U.S. territorial jurisdiction, corruptly to make payments to foreign government officials for the purpose of obtaining or retaining business. In addition, the FCPA prohibits corruptly making payments to a third party, while knowing that all or a portion of the payments will go directly or indirectly to a foreign government official for the purpose of obtaining or retaining business. Despite BAES’s representations to the U.S. government to the contrary, BAES knowingly and willfully failed to create sufficient compliance mechanisms to prevent and detect violations of the anti-bribery provisions of the FCPA.

    According to court documents, BAES made a series of substantial payments to shell companies and third party intermediaries that were not subjected to the degree of scrutiny and review to which BAES told the U.S. government the payments would be subjected. BAES admitted it regularly retained what it referred to as “marketing advisors” to assist in securing sales of defense items without scrutinizing those relationships. In fact, BAES took steps to conceal from the U.S. government and others its relationships with some of these advisors and its undisclosed payments to them. For example, after May 2001, BAES contracted with and paid certain advisors through various offshore shell companies beneficially owned by BAES. BAES also encouraged certain advisors to establish their own offshore shell companies to receive payments from BAES while disguising the origins and recipients of these payments. BAES admitted that it established one company in the British Virgin Islands (BVI) to conceal its marketing advisor relationships, including who the advisor was and how much it was paid; to create obstacles for investigating authorities to penetrate the arrangements; to circumvent laws in countries that did not allow such relationships; and to assist advisors in avoiding tax liability for payments from BAES.

    Through this BVI entity, from May 2001 onward, BAES made payments totaling more than £135 million plus more than $14 million, even though in certain situations BAES was aware there was a high probability that part of the payments would be used to ensure that BAES was favored in foreign government decisions regarding the purchase of defense articles. According to court documents, in many instances, BAES possessed no adequate evidence that its advisors performed any legitimate activities in justification of the substantial payments.

    In addition, according to court documents, BAES began serving as the prime contractor to the U.K. government in the mid-1980s, after the U.K. and the Kingdom of Saudi Arabia (KSA) entered into a formal understanding. According to court documents, the “support services” that BAES provided according to the formal understanding resulted, in part, in BAES providing substantial benefits to a foreign public official of KSA, who was in a position of influence regarding sales of fighter jets, other defense materials and related support services. BAES admitted it undertook no adequate review or verification of benefits provided to the KSA official, including no adequate review or verification of more than $5 million in invoices submitted by a BAES employee from May 2001 to early 2002 to determine whether the listed expenses were in compliance with previous statements made by BAES to the U.S. government regarding its anti-corruption compliance procedures. In addition, in connection with these same defense deals, BAES agreed to transfer more than £10 million plus more than $9 million to a bank account in Switzerland controlled by an intermediary, being aware that there was a high probability that the intermediary would transfer part of these payments to the same KSA official.
    Also as part of its guilty plea, BAES admitted to making and causing to be made certain false, inaccurate and incomplete statements, and failing to make required disclosures to the U.S. government in connection with the administration of certain regulatory functions, including statements and disclosures related to applications for arms export licenses, as required by the AECA and ITAR. The AECA and ITAR prohibit the export of defense-related materials to a foreign national or a foreign nation without the required U.S. government license, and the Department of State has the power to approve or deny such applications. As part of the licensing scheme, applicants are required to identify associated commissions to the State Department- whether they are legitimate commissions or bribes – paid to anyone who helps secure the sales of defense materials.

    BAES admitted that, as part of the conspiracy, it knowingly and willfully failed to identify commissions paid to third parties for assistance in soliciting, promoting or otherwise securing sales of defense items in violation of the AECA and ITAR. BAES failed to identify the commission payments paid through the BVI entity described above, in order to keep the fact and scope of its external advisors from public scrutiny. In one specific instance, BAES caused the filing of false applications for export licenses for Gripen fighter jets to the Czech Republic and Hungary by failing to tell the export license applicant or the State Department of £19 million BAES paid to an intermediary with the high probability that it would be used to influence that tender process to favor BAES.

    As part of its guilty plea, BAES has agreed to maintain a compliance program that is designed to detect and deter violations of the FCPA, other foreign bribery laws implementing the OECD Anti-bribery Convention, and any other applicable anti-corruption laws, and that is designed to detect and deter violations of the AECA and ITAR, as well as similar export control laws. Under the terms of the plea agreement, BAES has agreed to retain an independent compliance monitor for three years to assess BAES’s compliance program and to make a series of reports to the company and the Justice Department.

    Survey Forecasts Tactical UAS Programs Worth $2.6 Billion

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    A new research note from G2 Solutions predicts two U.S. Army acquisition scenarios for the RQ-7 UAS considering the system will remain in the delivery phase. The scenarios developed by the G2 forecast depict a partial recapitalization and a full-system recompete of a tactical UAS, although both assume a level of standardization and backfit/reuse with existing RQ-7. According to G2 Solutions Research Director Ron Stearns, the Army will “likely look for a high Technical Readiness Level (TRL) platform to be fielded quickly, in an effort to manage risk perceptions and move capability quickly to theater.”


    “During our research Army announced the cancellation of the Future Combat Systems Class IV UAS, with many in industry wondering how funds would be reallocated, which missions would be prioritized and how these systems would work together” said Stearns. G2 Solutions believes that the Army will require a tactical UAV with payload, range and endurance greater than what RQ-7 or system enhancements will be able to provide. The rotary-wing UAS assumes a larger platform optimized for missions such as resupply, communications, ISR and others. Stearns predicts nearly half of the acquisition revenues derived from these projected programs will be delivered within ten years in the 2018-2021 timeframe.

    Product Improvements planned for the Shadow UAS are currently being considered for inclusion in the next increment of Brigade Modernization Program, slated for 2013-2014 timeframe. These capabilities will be tested next year, as the Future Force integration Directorate and Army Evaluation Task Force (ATEF) are expected to move into brigade level testing of Brigade Modernization Systems at Ft. Bliss. Among the new capabilities will be the integration of all unmanned tactical assets including the Class 1 UAV, RQ-11B and the future ‘common controller’, currently employed with or developed for the battalion level, with brigade level assets such as the improved Shadow and ‘One System’ ground control element.

    As for a future tactical complement for the Shadow, the Army is closely following the Navy/USMC highly mobile Small Tactical UAS (STUAS) program, currently competing four systems. The systems developed for the STUAS are likely to be considered for the Product Improved Shadow – including a lightweight EO payload, payloads, new radio relays, and improved avionics.

    Marine Aviation has no Other Option but Wait for JSF

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    The U.S. Navy and Marine Corps are running out of fighters. Heavy wear and tear over nearly a decade of war in Iraq and Afghanistan has depleted the two services’ combined fighter force. Purchases of new planes have been delayed by controversial planning decisions. As a result, U.S. maritime forces operate at elevated risk. Robotic systems could help mitigate this risk, but the Navy has resisted adopting pilot-less aircraft.

    The U.S. Navy also has shortage of fighters, primarily F/A-18C/Ds. Together, both services are currently short by around 50 aircraft, but this so-called “fighter gap” could deepen to an estimated 125 aircraft by 2017 before the new Lockheed Martin F-35 enters service in large numbers. The naval fighter gap first appeared around 2006, when the Marines decommissioned two fighter squadrons flying F/A-18D and AV-8B, owing to unexpected fatigue issues. The Hornets, in particular, were worn out from repeated deployments to western Iraq, where the two-seat jets were in high demand for forward air-control missions. The Marines planned to recommission the squadrons once their F-35Bs fighters become operational.


    Some analysts argue that the drones could represent a radical improvement over existing capabilities. A Unmanned Combat Aerial System (UCAS) like the X-47, scheduled to perform carrier deployment evaluation in two years could deliver more firepower over greater range and with fewer losses than the F-35 – and could do it sooner, and potentially more cheaply. The Air Force has already realized this advantage – in 2010, the Air Force will buy more armed drone aircraft than it buys fighters.

    To help the Navy through the widening fighter gap, Congress doubled F/A-18E/F production for 2010, to 18 copies. More new Hornets could follow as older planes are decommissioned or transferred to the Marines. Some analysts have proposed the Navy advance plans for unmanned fighters, as another alternative to the F-35. The Marines don’t fly the E- and F-model Hornet, and have no concept of operations for drone fighters. Realistically, the Marines can only wait for the F-35, while their existing fighter force continues wasting away.

    For the full story see: David Axe article on ‘War is Boring.com‘

    Defense Update and War is Boring (WIB) have recently embarked on editorial exchange. We welcome WIB and its founder David Axe and are looking forward for further cooperation in the future. Defense Update readers are welcome to explore the interesting features published by WIB.

    BAE Systems, Northrop Grumman Team for the GCV

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    BAE Systems and Northrop Grumman Corporation have announced a teaming agreement to pursue the Ground Combat Vehicle (GCV) program. BAE Systems will serve as the prime contractor in this partnership. This is the first teaming announced for the program. The Army intends to award contracts to as many as three competitors this fall with production expected to begin in 2017.

    BAE Systems along with General Dynamics Land Systems were the two developers responsible for the now cancelled Mounted Ground Vehicle (MGV), which the GCV will succeed. The company is the top supplier to the U.S. Army’s Heavy Brigades. Northrop Grumman will serve as the lead for vehicle electronics and C4ISR.

    “Together we bring an experience level of combat platform production and C4ISR integration capabilities to the GCV program that is unsurpassed by our competitors.” Said Maj. Gen. (Ret.) Joe G. Taylor, Jr., vice president, ground combat systems at Northrop Grumman. Northrop Grumman’s role in the team will be responsible for integration of command and control hardware and software, computers and communications equipment, sensors and sensor suites for intelligence gathering and force protection, and other functionality that requires ‘plug and play’ with the internal network or provides situational awareness across external networks.

    Army Experiment Highlights Advanced VTUAV Capabilities

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    Participating in the U.S. Army Expeditionary Warrior Experiment (AEWE) at Fort Benning, Ga. Last month, Northrop Grumman’s MQ-8B Fire Scout unmanned system demonstrated new mission capabilities provided by rotary-wing UAVs. Among the missions demonstrated by the Fire Scout were cargo delivery, force protection, area surveillance reconnaissance, and target acquisition (RSTA), broadband networking and communications relay. AEWE is an annual Army exercise designed to give soldiers a look at emerging battlefield technologies and concepts of operation.

    Hovering 4,000 feet above the battlefield, Fire Scout offered soldiers both high fidelity video imagery produced by its electro-optical/infrared (EO/IR) sensor, and assured, Internet-like chat, file sharing and data transfers enabled by a Raytheon-produced communications payload.


    One of the missions combined autonomous aerial and ground surveillance, performed by the Fire Scout and a Small Unmanned Ground Vehicle (SUG-V). On one such mission the Fire Scout flew to a specific area of interest, surveyed the area to ensure it was clear, and landed autonomously within its pre-planned landing point. When Fire Scout’s on-board skid sensors detected contact with the ground, a command was sent to release the unmanned ground vehicle. Once the SUGV deployed, the Fire Scout ascended and then loitered at a higher altitude to observe and provide a relay for commands between the UGV and its controller.

    “Use of an unmanned system to carry other unmanned systems into battle could improve the speed of operations while protecting U.S. lives,” said Al Nikolaus, program manager of land-based Fire Scout at Northrop Grumman’s Aerospace Systems sector. “This demonstration provides another example of Fire Scout’s maturity, reliability, flexibility, and its ability to operate successfully with currently deployed systems.” said Nikolaus.

    In addition to Fire Scout’s communications relay demonstration, the VUAS was used to support cargo resupply missions and to ferry other types of unmanned systems to troops operating in remote areas. For the communications relay missions, Fire Scout was equipped with a Mobile Ad hoc Interoperability Network GATEway (MAINGATE) communications payload. Installed in a pod attached to Fire Scout, the payload relayed communications among ground troops, allowing them to share high quality video, voice and data communications in real time.  EO/IR surveillance imagery from the Fire Scout sensors was also fed into the MAINGATE network in real time, allowing soldiers to benefit from the VUAS’ “perch and stare” view of the battlefield.

    On of the most significant aspects of the communications relay demo was how fast the payload was integrated on Fire Scout and flown successfully on multiple AEWE missions: ‘from start to finish, the process took less than three months; installation, check-out and first flight of the MAINGATE hardware at AEWE took just one day. The success of the MAINGATE demo reinforces the maturity and versatility of Fire Scout’s modular design” said Nikolaus.

    Unmanned Weight Lifters – UAVs Assume Cargo Delivery Role

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    The autonomous K-MAX unmanned helicopter will provide air transportation of the UGV and will also provide an aerial watch of the target area. Photo: Lockheed Martin

    The Marine Corps is nearing a decision about the deployment of unmanned air systems to resupply forward units in Afghanistan, replacing some of the convoys moving on the dangerous roads there. The Marines are evaluating three platforms – the Kaman K-MAX helicopter or Boeing A160 Hummingbird. The MQ-8B, which was not included in the preliminary evaluation, could also be considered, given the platform’s maturity with the U.S. Navy. The cargo carrying capability of the FireScout was recently performed by Northrop Grumman, demonstrating an autonomous resupply capability for the army.

    The three platforms differ considerably in their cargo lifting capability. Hummingbird has the largest payload capacity, lifting over one ton of cargo (1,134kg). As a manned helicopter, K-MAX has demonstrated track record operation in high altitude (it is commonly used in the forestry industry) where it can lift over half a ton (690 kg. at an altitude of 12,000 ft). The FireScout will be able to lift about 400 kg cargo. Yet, the MQ-8B will have the advantage that, being a program of record with the Navy and Marine Corps, it will have all the logistical support in place, therefore reducing life cycle cost. The Army has recently cancelled the planned procurement of MQ-8B as part of the future ‘Brigade Modernization Program’, leaving the Navy and Marine Corps the only future users for the FireScout.

    A Bigger BAT is on the Loose

    By
    admin
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    Following its plan to expand the former Killer-Bee platform it acquired from Swift Engineering in 2009 into a family of UAVs, last month Northrop Grumman flew the first in a new series of BAT unmanned aircraft systems (UAS). The unmanned vehicle that flew in January 2010 was the BAT-12, a new, 12-foot wingspan (3.65 m’) version powered by a German engine made by Göbler-Hirthmotoren, originally designed for ultra-light aircraft. The BAT-12 uses a five-blade propeller, contributing to low acoustic signature of the platform. The system was also tested with a new mission payload, comprising stabilized Short Wave Infrared (SWIR) and miniature Synthetic Aperture radar (NanoSAR).

    The BAT 12 cought in the arresting net after at the completion of the mission. Given the BAT's robust blended Wing Body (BWB) design, net recovery is considered a viable option, unlike conventional UAVs, where multiple net recoveries caused excessive damage to the wing, tails and props. Photo: Northrop grumman

    Recently, the BAT has been integrated and tested with new payload comprising the T2 Delta dual payload micro-gimbal from Goodrich Corporation’s Cloud Cap Technology Inc, mounting the short wave infrared (SWIR) camera from Goodrich and the Sentient Vision Systems’ Kestral real-time moving target indicator. In February 2010 payload integration and testing was expanded to include ImSAR’s Nano-SAR-B fused with Cloud Cap’s T2 gimbal in a cursor-on-target acquisition mode.

    During recent testing, the 12-foot and 10-foot (3.04 m’) wingspan Bats were successfully launched from a transportable launcher used for the AAI Shadow. The BATs were autonomously operated from a single ground control station before recovery via net. As a communications relay using Northrop Grumman’s Software Defined Tactical Radio, BAT has also demonstrated its capacity to provide beyond line-of-sight tactical communications relay for ground forces in denied environments, a critical role in irregular warfare.

    Diehl BGT Team with Tata Industrial Services

    By
    admin
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    The agreement between Diehl BGT and Tata Industrial Services strengthens the German technology transfer offering weaponry associated with the European Typhoon, considered by India as one of the leading contenders for the Medium Multi-Role Combat Aircraft (MMRCA) and its weapons. Photo: Tata Industrial servcies

    Tata Industrial Services of India and the German defense manufacturer Diehl BGT Defence have signed a Memorandum of Understanding (MoU) for industrial cooperation and offsets support in defense and security. The agreement paves the way for Tata Industrial Services to develop supply solutions for major aerospace and defense projects, supporting the Indian offset requirements. For the German side, the MoU established a channel allowing Diehl BGT Defence to introduce relevant technology and products in the strategic Indian market, strengthening their position for cooperation with Indian partners, participating in key domestic programs.

    The agreement between Diehl BGT and Tata Industrial Services strengthens the German technology transfer offering weaponry associated with the European Typhoon, considered by India as one of the leading contenders for the Medium Multi-Role Combat Aircraft (MMRCA) and its weapons. Photo: Tata Industrial servcies

    The agreement opens technology transfer opportunities associated with the European Typhoon, considered by India as one of the leading contenders for the Medium Multi-Role Combat Aircraft (MMRCA) and its weapons.

    The product spectrum ranges from guided missiles for Army, Air Force and Navy, intelligent munition solutions up to reconnaissance, self-protection and training systems.

    Signing the agreement were Mr. Kamesh Gupta, the Chief Operating Officer of Tata Industrial Services and Mr. Christian Haun, Vice President International Sales at Diehl BGT.

    By Way of Deception thou Shalt Make War

    By
    David Eshel
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    WHO DUNNIT in DUBAI? – Does it really matter?

    Viewed within the many actions against the “war on global terror”, there is now one less arch-terrorist among the living. No one in his right mind should cry over the demise of this mastermind in murderous terrorism. Of course Mossad was immediately “credited” with the hit, same as it was blamed by Hezbollah in assassinating the notorious “most wanted” terrorist, Imad Mughniyah in central Damascus a few years ago.

    Archi-terrorist and businessman, Mahmoud al-Mabhouh. Above, as a member of Hamas paramilitary groups, he was the Co-founder of Izz ad-Din al-Qassam Brigades.

    Both operations were carried out by professionals, and whether Israeli Mossad, or others, is of little importance. The fact is that none of the suspects remained on the scene in Dubai, while the target Mahmoud al-Mabhouh, was eliminated quietly, without fuss in a luxury Dubai hotel room, a mere five hours after arriving in the Arab Gulf State.
    Israeli officials say that Mabhouh, a veteran Hamas operative well versed in operating clandestinely, was in charge of procuring weapons and explosives for Hamas, which receives arms and funding from Iran.

    In spite of his melodramatic TV appearances, Dubai’s Police Chief, General Dahi Khalfan Tamim, has sofar nothing definite to show, apart from the display of surveillance camera photos of “suspects” seen present on the spot. In fact, nor has General Tamim resolved how Mabhough actually died – thus unable incriminating Mossad, or any other organization of the assassination. The continuous presentation of faked passports and names can prove nothing, but speculation, on this still mysterious ‘who-dun-it’ soap opera, which the Arab general is offering daily on TV.

    As chief procurement officer of Hammas. Targeted and eliminated in Dubai, 2010.

    No doubt, that Mabhough’s death sparked bitter recriminations among the rival Palestinian factions. Astonishing is that Hamas and Fatah are actually blaming each other for security breaches, which led to the killing in Dubai. This fear and confusion should stem from the possibility that someone in the upper ranks and close to the victim may have leaked valuable information on Mabhough, either willingly or by negligence.

    So ‘who-dun-it? Well, from the right perspective, no one should really care. The fact is that a bad person, with lots of innocent blood on his hands is not with us anymore. Of course there are others, no less dangerous than the late Mabhough, but his death should ring an alarm bell among the terrorists – that they are not immune to a similar fate.

    Of course the assassination of such a senior Hamas leader,  the co-founder of Izz ad-Din al-Qassam Brigades, the notorious paramilitary wing of the Islamist Palestinian group Hamas was blamed on Israel’s Mossad intelligence service may well trigger a surge of eye-for-an-eye bloodshed – and not only in the Middle East. The fundamentalist Hamas, the Palestinian group controlling the Gaza Strip, has vowed to retaliate against Israel for the killing of Mahmoud al-Mabhouh in the Gulf emirate of Dubai.

    Lebanon’s Hezbollah is also still bent on avenging the 2008 killing in Damascus of its leader, Imad Mughniyeh. The Mossad was blamed for that, too. Israeli sources claim that Hezbollah has already made 10 attempts to attack Israeli targets inside and outside the Jewish state since Mughniyeh was blown up by a booby-trap inside the high-security zone in central Damascus. Israeli security authorities expect Hezbollah to try again marking the second anniversary of the death of Mughniyeh, who until Osama bin Laden came along was the most wanted terrorist fugitive on the planet.

    Imad Mughniyeh seen during the TWA hijacking in 1985.

    It is a common “secret” that Israeli and many foreign intelligence services are thought to cooperate closely in a variety of areas of common interest – including on the Iranian nuclear program, and in the fight against Sunni ‘Global Jihad’ organizations. So the warnings of major diplomatic fallout may probably be blown out of proportion.
    Retired general Jacob Amidror, a veteran intelligence officer has given a rare insight into the general decisions taken to mount such an operation.

    Imad Mughniyeh, Targeted and eliminated in Damascus, 2007

    According to Amidror, the first starting point is to have sufficient reliable intelligence of the target, which remains effective for the time, required for in-depth preparation of the mission. The “hit team” should arrive on the scene, without being detected and without danger to the participants – at best, leave the scene undetected, before the victim has actually been identified. Collateral damage avoidance – or casualties among innocents – are paramount in making a decision to mount such a highly sensitive and dangerous operation. Finally, keeping the mission under a dense cloak of secrecy, before, during and after, is of utmost importance. Most important: the decision-makers, if in doubt that these criteria cannot be met in full, should not attempt ordering such an operation at all.

    General Amidror stresses that in the War on Global Terrorism, eliminating high-ranking terrorist leaders or top professionals preemptively becomes imperative, if innocent lives be saved, before the terrorists can carry out their plans. Terror and counter terror are fought under remorseless conditions, leaving little over for niceties by either side in this dangerous game.

    Whether Mossad was involved, or not, may never be known. Like so many of the mysterious deaths that occur in this never-ending war against global terrorism, the executioners of Mabhouh and Mughniyeh may never be known. But it should be noted that Mossad’s old motto: “By way of deception thou shalt make war” is still striking fear among the “bad guys” around the Arab world.

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