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    Elbit Systems

    Elbit Systems Ltd. is an international defense electronics company engaged in a wide range of programs throughout the world. The Company, which includes Elbit Systems and its subsidiaries, operates in the areas of aerospace, land and naval systems, command, control, communications, computers, intelligence surveillance and reconnaissance (“C4ISR”), unmanned aircraft systems (“UAS”), advanced electro-optics, electro-optic space systems, EW suites, airborne warning systems, ELINT systems, data links and military communications systems and radios. The Company also focuses on the upgrading of existing military platforms, developing new technologies for defense, homeland security and commercial aviation applications and providing a range of support services.

    Yemen’s al Qaeda Power Base Alarms the World

    The Al Qaeda wing in Yemen claimed responsibility for the attempted bombing last week of a Northwest Airlines flight. The group, known as Al Qaeda in the Arabian Peninsula (AQAP) is the latest reincarnation of Islamist militant cells that have been active in Yemen for years. With an estimated 2,000 militants and sympathizers exploiting the country’s economic and political chaos AQAP has created a powerful training and operations base, for jihad activities at the edge of the Persian Gulf and the Horn of Africa.

    The growth of Al Qaeda’s wing in Yemen and its selection of high-profile targets are partly the result of militants regrouping in the Arab world’s poorest country as the U.S. military has put pressure on Al Qaeda in Afghanistan and Iraq. Indeed, as the United States steps up the hunt for Al Qaeda in Afghanistan and Pakistan, some of the terrorist network’s veteran operatives are leaving the region and flocking to Yemen, where an escalating civil war is turning the nearly lawless Arab nation into an attractive alternative operational base.

    Yemen’s unrest, including a secessionist movement in the south and a civil war in the north, has given Al Qaeda an ideal hub, especially in rugged rural and tribal regions where the government reach is limited. For five years, Shia fighters from the powerful Houthi clan have led an armed rebellion against the Sunni government in Sana’a. Dug into mountain bases, the rebels, estimated at between 5,000 to 10,000, have waged guerrilla insurgency in a conflict which has killed thousands and displaced more than 175,000. The so-called, Tehran sponsored ” Houtis war” has not only turned the already mostly lawless nation into an economic chaos, but also created an inter-religious clash between Iranian Shiites against Sunni Yemen, even drawing Saudi Arabia, the self-proclaimed “Guardian of Sunna” into the turmoil. Analysts warn that the Houti War in Yemen could become the prelude of Shia-Sunni conflict over Iraq, once President Obama’s strategy to withdraw US forces will leave that country in bloodshed.

    But there is more at stake. Al Qaeda in the Arabian Peninsula has already transformed itself from a regional threat into what western intelligence see as the network’s most active affiliate outside Pakistan and Afghanistan with global ambitions. The botched attack on the Detroit bound Northwest Airline, could signal the start of a new offensive by al Qaeda.

    An imminent danger is building up at one of the most strategic waterways in the Middle East. Yemen, at the tip of the Arabian Peninsula, straddles a strategic maritime crossroads at the Red Sea and Gulf of Aden, the Bab el Mandeb strait – the access point to the Suez Canal. Across the gulf is lawless Somalia, an even more tumultuous nation where the United States has said al-Qaeda militants have been increasing their activity.

    A rather strange development has actually helped to build al Qaeda’s power base in Yemen. Following President Obama’s orders to dismantle the Prison in Guantanamo Bay, Cuba some of the world’s most notorious terrorist leaders were set on free foot. Several of these did not waste time and flew to the new safe haven in Yemen, joining their comrades, having escaped the NATO hunters in Afghanistan and Pakistan.

    Several of the leading Al Qaeda figures now in Yemen were released from Guantanamo. An example is Ibrahaim Suleiman Al Rubaish (seen in the image on the left), one of the groups’ leading religious ideologues, who is affectionately known as the “poet of Guantanamo’. Rubaish was captured by the Pakistanis in 2001 and transferred to the Americans.

    He was detained in Guantanamo for five years, until December 2006, when he was retured to Saudi Arabia for a ‘ rehabilitation for Jihadists’ program. As could be expected, Rubaish escaped and fled to Yemen where he is now operates. Another Guantanamo detainee, Said Ali al Shihri, is now the deputy of al Qaeda in the Arabian Peninsula. (Shihiri is seen in the photo below)

    Yemen’s location next to oil-rich Saudi Arabia, where Al Qaeda has been trying to overthrow a government it sees as illegitimate protectors of Islam’s holiest sites, is also a central attraction for jihadists.

    Since then, the organization has joined extremists situated in Yemen and Saudi Arabia under the leadership of Nassir Abdel-Karim Wahishi (photo on the left), a Yemeni with close ties to Osama bin Laden. Wahishi’s second in command is Saeed Ali Shehri, a Saudi national who, who upon his release from the U.S. military prison at Guantanamo Bay, Cuba, in 2007, already went through a rehabilitation program in the kingdom.

    As for the Northwest Airlines flight incident. This foreshadowed the jetliner plot by revealing al Qaeda’s focus on using concealed explosives to circumvent security measures. In a little publicized incident, that happened last August, the group used an elaborate ruse, with an extremist cell plotting to assassinate Prince Muhammad bin Nayef, Saudi Arabia’s security chief.

    But then, the Pentagon should not have been surprised. Yemen’s Al Qaeda wing had already startled Washington back in 2000 when a motorboat packed with explosives slammed into the U.S. destroyer Cole in the port of Aden, killing 17 sailors. Al-Qaeda has attempted to use PTEN compounds to blow-up airplane for several years. This type of explosive material was used in 2001 by Al-Qaeda member Richard Ried, in an attempt to blow up American Airlines Flight 63 from Paris to Miami. Ried concealed the explosive device in his shoes. More recently this compound was integrated into a new device known as the ‘underwear bomb’, where explosives and primers are sewn into pockets concealled inside the bomber’s intimate areas. It was first used by a Saudi militant, who flew from Yemen to Jidda, Saudi Arabia, for a meeting with the prince. The assassin got through airport and palace security with the device undetected. Some reports claimed the explosive device was inserted into his body, similar to drugs being smuggled through airports. The explosive was triggered by a telephone call from Yemen as he was meeting his target, killing him but only wounding the prince. PTEN was also the material that Umar Farouk Abdulmutallab of Nigeria is accused of concealing in his underwear in the plot to destroy the Detroit-bound Northwest plane.

    Yemen’s government, meanwhile, appears to be mounting a serious and aggressive campaign against al-Qaeda after years of treading carefully with the militants. Last week’s attack targeted a meeting of Yemeni and foreign al-Qaeda operatives believed to include the top leader of al-Qaeda in the Arabian Peninsula, Naser Abdel-Karim al-Wahishi, and his deputy, Said al-Shihri. Although reports indicated that several top al Qaeda leaders were among the victims, among them al-Wahishi and al-Shihri, however, their demise has yet to be confirmed. While al-Qaeda’s planning and operations epicenter still remains the Afghanistan-Pakistan mountain borderlands. But the hard truth, that western counter-terrorist agencies will have to face, is that the fight against Islamic extremism will have to be waged on multiple fronts.

    France Acquires Vikings to Equip its Rapid Intervention Forces

    the BvS10 Viking, successfully operated by the Dutch Marines in Tchad in the winter of 2008. Photo: BAE Systems

    The French government has selected the latest version of the BAE Systems BvS10 MkII Viking all-terrain tracked vehicle to equip its rapid intervention combined-arms battle group. The BvS10 MkII is produced by the company’s Swedish based Hägglunds AB subsidiary. France is already operating a lighter version of the Small Unit Support Vehicle BvS 206S optimized for in mountainous areas, over snow, bog land and over wet terrain.

    the BvS10 Viking, successfully operated by the Dutch Marines in Tchad in the winter of 2008. Photo: BAE Systems

    “The MkII version of the BvS10 completely fulfils the French Army’s requirements in terms of protection, mobility and payload while maintaining the flexibility to perform across the spectrum of military operations,” said Jan Söderström, managing director for BAE Systems’ Vehicles business. The vehicles will be protected against small arms, improvised explosive devices (IED), mines and Rocket Propelled Grenades (RPG).

    The latest BvS10 MkII recently ordered for the French Rapid Intervention Forces. Photo: BAE Systems.

    The fully amphibious BvS10 is heavier, capable of carrying of up to five tons. It was developed for the British Royal Marines, and has been fielded by the Dutch Marines as well. Although the British forces have used the Viking extensively in Afghanistan, the British MoD has favored the heavier, more protected Singaporean Warthog all-terrain tracked vehicles to equip the Marines in Afghanistan. France has ordered 53 vehicles, part of a total of 129 worth over £220 million. The French have considered both the Singaporean and Swedish vehicles and selected the Swedish design. The vehicles will enhance the capabilities of French Army rapid intervention battlegroup, and be delivered in three versions – troop carrier, command and utility (logistics support) vehicle. Three prototypes will be delivered to France in 2010 for qualification and testing, followed by production deliveries from 2011 to 2014, equipping a rapid deployment battle group.

    “The contract  acknowledges the high performance and strong market position of our battle-proven BvS10 and secures the continued development of the vehicle” Söderström added.

    Although the majority of the work will be done in Sweden, the British AeroSpace, Defence and Security trade organization A|D|S has expressed satisfaction from the French decision. “UK industry is pleased to see signs of greater Government openness and cooperation between the UK and France in the defence sector” said Ian Godden A|D|S Chairman. “The UK and France have very significant capabilities in technology but similar budget pressures, which makes further cooperation essential.” He added, noting that joint procurement by the two governments has waned over the last two decades. According to BAE Systems, the project will be run in close cooperation with French partners, such as Panhard and EADS.

    A Bv206S all terrain armored vehicle operated by the French Army alpine units. Photo: SIRPA Terre.

    Next-Generation FBCB2 JCR on the Test Bench

    Northrop Grumman Corporation has delivered the next version of Force XXI Battle Command Brigade and Below (FBCB2) software to the U.S. Army to begin formal government testing. The new software, called Joint Capabilities Release (JCR), provides a common FBCB2 platform solution for both the Army and U.S. Marine Corps.

    FBCB2 is the key situational awareness and command-and-control system used by U.S. and coalition forces in Iraq and Afghanistan. More than 85,000 FBCB2 systems have been deployed worldwide. The company was awarded the first FBCB2 development contract in January 1995 and introduced the system in the early 2000s. Offering comprehensive situational picture showing updated positions of friendly forces, FBCB2 was one of the main contributors to the U.S. victory in the land campaign of the second Iraq War in 2003. The system links communication devices, sensors, vehicles, rotary-wing aircraft and weapons platforms in a seamless digital network to provide a clear, continuous and common picture of the battlefield. Most FBCB2 systems communicate via a satellite-based network; about 30 percent use the Enhanced Position Location Reporting System, or EPLRS, tactical radio network.

    A screen view of an early version of FBCB2 JCR displayed at the AUSA 2009 exhibition. Photo: Defense Update

    After 10 years in service FBCB2 is still useful but the current version of Blue Force Tracker (BFT), the core element of the system takes minutes to refresh friendly force position locations. JCR will solve that by fielding a new transceiver (BFT-2) and network upgrade, capable of updating friendly positions in seconds. Other new JCR features and functions include a commercial joint mapping tool kit; Type 1 encryption for relaying classified information; and an over-the-air “self descriptive situational awareness” (SDSA) capability. SDSA will eliminate inflexible fixed databases – one of the biggest complaints of the old system – and allow FBCB2-equipped units to change task organizations in the field to meet new mission requirements. The new FBCB2 also enables live streaming ‘picture in picture’ to be integrated on the display; it also provides for color marking of specific elements – a unit formation or vehicles in a convoy, obtaining better situational awareness in complex situations, where multiple friendly forces clutter the screen.

    Future JCR releases will provide additional services including open office file transfers, image downloads, chat and instant messaging. Furthermore, the new system architecture is based on modular, reusable, upgradable and interoperable elements of the ‘Battle Command Product Line’ (BCPL) architecture developed by Northrop Grumman to extend the system through all users – combat command, aviation, dismounted soldiers, logistics and fires.

    Weaponized RipSaw-MS2 UGV Evaluated for Convoy Security & Support

    RipSaw MS2. Photo: H&H

    Most UGV programs are utilizing vehicles that move rather slowly and require relatively complex control, lacking effective 360 degrees situational awareness. Consequently, they can be easily outmaneuvered and disabled by an enemy that could get close or out run the robot. The U.S. Army is evaluating a much larger, powerful, agile and lethal robot developed by the Howe & Howe (H&H) company, known as ‘RipSaw Military Specification 2’, that offers many advantages that minimize such vulnerabilities. The RipSaw-MS2 is being tested as a convoy security and support vehicle.

    RipSaw MS2. Photo: H&H
    RipSaw MS1. Photo: US Army.

    The RipSaw Military Spec 1 (MS1) unmanned tracked vehicle provided a test platform for advanced off-road capabilities. Its capability to rapidly move off-road has triggered the Army to evaluate it as a convoy support ‘guardian angel’. The vehicle can rapidly move alongside the convoy, without obstructing the convoy movement, rapidly securing suspected IEDs sites or responding to enemy fire from ambushes, suppressing enemy fire sources or towing immobilized vehicles out of the line of fire. The RipSaw-MS1 has recently demonstrated such capabilities during the ‘Robotics Rodeo’ at Ft. Hood. Beyond the convoy support mission, RipSaw has other potential missions, including perimeter defense, surveillance, rescue, border patrol, crowd control and explosive ordnance disposal roles.

    RipSaw MS2 negotiating a verical obstacles. Photo: H&H

    The RipSaw uses multiple cameras to gain continuous, 360 degrees coverage, providing the operator an ‘always on’ full situational awareness. Furthermore, the vehicle is large enough to support an effective perimeter defense system which can stop anyone from getting close. This active self-protection system utilizes multiple M5 Modular Crowd Control Munitions (MCCM) charges mounted on a belt around the vehicle. Relying on this deterrent weapon, RipSaw can break into crowds employing the MCCM’s flash-bang effect or use the non-lethal rubber bullets to repel hostiles from approaching the vehicle. Similar weapons can also be used as offensive weapons. Other payloads accommodated already been tested with the platform, include counter-IED devices and mines.

    H&H RipSaw MS1 shown with light tan camouflage pattern

    The Ripsaw MS2 is tele-operated from a nearby M113. However, as a semi-autonomous vehicle, many of the control functions are computer assisted via ‘drive by wire’ controls. It is designed as a highly adaptive platform that can be integrated with multiple weapon systems and different mission payloads.

    The RipSaw MS2 is only 1.77 meter high, thus capable to effectively blend in the terrain, and mask itself from enemy observation. The low silhouette is also beneficial when moving forward as an advanced fire base; RipSaw-MS2 has already been tested with the 7.62mm and .50 Cal machine guns. The vehicle was also demonstrated carrying Javelin missiles, but none were fired sofar. The vehicle was weaponized by the Armys Armament Research, Development and Engineering Center (ARDEC) at Picatinny Arsenal, NJ. The kit included the installation of a remotely controlled M240 machine gun operated from a separate console installed in the control vehicle.

    The RipSaw Origins

    The RiSaw MS1 is applied with a unique 'perimeter defensive system' employing M5 modular crowd control munitions. Photo: U.S. Army

    Originally the Ripsaw ‘unmanned tank’ was developed as a ‘one of a kind’ backyard garage project. The developer, Howe and Howe Technologies received the attention of the U.S. military as they submitted the vehicle for the first DARPA Challenge of 2005.

    Two years later the small developing company received their first contract from the U.S. Army Research, development and Engineering Command (REDCOM) Tank and Automotive Division which modified the vehicle into an ‘unmanned ground vehicle capability demonstrators’.

    The current version, called RipSaw MS2 was designed to be bigger, faster and more modular, than the MS1. The vehicle can take significant combat damage and still be rapidly repaired in the field, to be ready to fight another day. According to the manufacturer, unlike other vehicles that are usually damaged beyond repair by mine blast or IEDs, as damaged RipSaw could be ‘cannibalized’ in the field for its undamaged modules and assembled into a fully capable vehicle overnight.

    Born to be Wild…

    he control panel inside the mobile command and control M-113 APC. Photos: H&H.
    RipSaw MS2 traversing rough terrain on a demonstration test. Photo: U.S. Army.

    Weighing 4.5 ton (9,000 lbs) the RipSaw MS2 vehicle is sized like a HMMWV. It can carry about one ton (2,000 lbs) of payload and be controlled remotely or operated by a driver and a crewman. The vehicle uses a lightweight tubular chassis design, derived from NASCAR race cars, powered by a 6.6 liters duramax diesel engine, developing 600 hp and 1000 ft/lb of torque, providing exceptional power to weight ration for vehicles at this class. Fully weaponized and loaded, the RipSaw MS2 can accelerate from 0 to 50 mph in 5.5 seconds (!) reaching a top speed of about 60 mph. “Ripsaw is very quick and agile, it can easily outmaneuver a human” Michael Howe told Defense Update, indicating this is not trivial for a UGV.

    The high power-to-weight ratio, efficient suspension and low ground pressure are providing RipSaw MS2 with exceptional maneuverability. Its center of gravity is located 70 cm (30″) above, contributing to the high stability in steep gradient (50degrees) and side slope (45 degrees). High ground clearance (60cm – 24″) and relatively low weight, wide tracks and the suspension’s long travel maintain low ground pressure of 2.8 lbs/square inch. This attribute enables the vehicle to traverse rugged terrain at high speed, negotiate vertical obstacles up to 1.5 meter (60″) high or rip through barriers like a heavy tank.

    The innovative mechanical clutching system that controls the hydrostatic transmission with the power, speed and simplicity of a mechanical drive system is responsible for the vehicle’s rapid acceleration, maneuverability and control.

    For a detailed review of the RipSaw MS1, check this 2008 Defense Review article by David Crane.

    The manned -inmanned team comprising the unmanned RipSaw MS1 vehicle (left) and the M-113 command vehicle at right (Photo: H&H).

    Prophet Enhanced – a New Tactical SIGINT for the U.S. Army

    The industry team led by General Dynamics C4 Systems has been working since May 2009 integrating the Prophet Enhanced Signal Intelligence (SIGINT) into the new Panther Medium Mine Protected Vehicle, (MMPV). So far the GDC4 led team has been awarded $74 millions as part of the Prophet Enhanced six-year program which has a total value of $866 million. The production of the first MMPV based system was completed in December 2009.

    Operating from MMPV and HMMWV vehicles, Prophet Enhanced enable tactical commanders to securely and accurately detect, identify, locate and deter a wide range of signal emissions on the battlefield. The new SIGINT system is empowered by advanced, software-defined systems offering rapid and flexibility and response to changing threats and battlefield requirements.

    Prime contractor General Dynamics C4 Systems has teamed with L-3 Communications and Northrop Grumman Information Technology for this program. To meet the goal of reducing overall cost of future system upgrades and enhancements, the Prophet Enhanced design incorporates pre-planned upgrades and technology insertions and standardized training.

    Helios 2 – the French Reconnaissance Satellite

    The Helios 2B satellite. Photo by: CNES

    Helios 2B is scheduled to replace the Helios 2A launched in 2004. These ‘second generation’ Helios satellites weigh 4.2 tons. It will orbit the earth at a sun-synchronous orbit at an altitude of 700 km and is designed for useful mission life of five years.

    The French military reconnaissance satellite was built by EADS Astrium, its high resolution imaging payload was developed by The Thales Alenia. The Helios satellites were developed in partnership with Belgium, Spain, Italy and Greece. Germany and Italy are also provided access to the Helios 2 system, under bilateral exchange agreements which also include e Cosmo-SkyMed SAR-Lupe radar imaging satellites.

    The Helios 2B satellite. Photo by: CNES

    December 10, 2009: Helios-2B was launched December 18, 2009 after a delay of several days. The satellite was launched on an Ariane 5 GS rocket oriuginally scheduled for launch on Flight 193 on December 9, 2009 from the French Guiana space centre at Kourou.

    Tactical Uses for Commercial Satellite Network

    Iridium:

    In June 2009 the Navy awarded Iridium a five-year development contract valued at up to $21.7 million for Phase Two of the DTCS program, also known as “Netted Iridium”, to provide in-orbit upgrades to the satellites and ground infrastructure to expand the footprint of DTCS nets from 100 to 250 miles, and to permit more than 2,000 nets to be activated simultaneously on the satellite network. The upgrades are expected to be completed by the end of December 2009.

    ITT Wins $9.7 Million to Supply “Netted Iridium” Tactical Radio Handsets

    The ITT Corporation has received a $9.7 million U.S. Navy contract to supply 1,450 Iridium-based handheld tactical satellite communication devices for use by U.S. forces in Iraq and Afghanistan. The wireless transceivers are providing push-to-talk communications utilizing the Iridium satellite network. The devices, designated Distributed Tactical Communications Systems – Radio Only (DTCS-RO), will be delivered by March 2010. According to Lt. Gen. John Campbell, USAF (Ret.), executive vice president for government programs at Iridium, the DTCS fulfills an immediate mission-critical requirement for beyond-line-of-sight and over-the-horizon communications in mountainous terrain. The new handsets will provide such capability. I

    AIM-9X Demonstrates Precision Attack Capability

    The AIM-9X Sidewinder infrared-guided air-to-air missile could be used to attack surface targets. The company demonstrated this capability in a field test conducted on Sept. 23, 2009 as the AIM-9X fired from a U.S. Air Force F-16C fighter sank a rapidly moving target boat in the Gulf of Mexico. In similar demonstrations performed in April 2008 and March 2007, AIM-9X missiles were used against a maneuvering boats and an armored personnel carrier.

    Unlike previous generations of the Sidewinder, that used highly sensitive infrared seekers to home in on the target’s hot spots, the AIM-9X uses an infrared focal plane array providing the missile a clear image of the target. This image can be used to acquire, designate, track and guide the missile with high precision. “AIM-9X now has the potential to take on an additional mission at a very affordable cost” Says Harry Schulte, Raytheon Missile Systems vice president of Air Warfare Systems, adding that modifying the missile for the new mission requires only software changes, which could be performed as part of the missile’s routine maintenance.

    F-35 Electro-Optical Targeting System Enters Low-Rate Production

    The first production configuration of the Electro-Optical Targeting System (EOTS) was recently delivered for integration onto the F-35A aircraft. The systems are embedded into the F-35’s fuselage using innovative faceted sapphire window that reduces drag and preserves the aircraft low observability (stealth) characteristics. The company expects to produce more than 3,000 units, with production ramping up to deliver up to 200 units per year.

    EOTS is first sensor to combine forward-looking infrared and infrared search and track functionality. With this capability EOTS will provide Lightning II pilots with significant air-to-air and air-to-ground situational awareness in a single compact and completely passive sensor. The latest generation infrared sensor technology, the F-35 EOTS builds upon the success of Lockheed Martin’s Sniper Advanced Targeting Pod to provide high-resolution imagery, automatic target tracking, infrared-search-and-track, laser designation and range finding, as well as laser spot tracking – all at greatly increased standoff ranges. Modular components allow the F-35 EOTS to be maintained on the flight line for true two-level maintenance.

    A400M Takes Off!

    The newest European Military Transport Aircraft, Airbus A400M took off on its maiden flight today from Seville Airport in Spain, with Airbus Chief Test Pilot Military, Edward “Ed” Strongman at the controls and Experimental Test Pilot Ignacio “Nacho” Lombo in the right-hand seat.

    Today’s long awaited first flight lasted 3 hours 47 minutes embarks on an extensive test program that will include about 3,700 hours of flying by an eventual five aircraft conducted between now and entry-into-service at the end of 2012.

    an inflight photo of the A400M on its first flight, taken by A. Doumenjou Exm Company.

    The A400M will receive both civil certification by the European Aviation Safety Agency (EASA) and military certification and qualification.

    Airbus is planning on an initial production of 184 aircraft that have so far been ordered by Belgium, France, Germany, Luxembourg, Malaysia, Spain, Turkey and the United Kingdom with initial deliveries planned for late 2012.

    the aircraft takes off from Seville. Photo by A. De Pablo, Mango Producciones. Photos provided via Airbus Military.

    The A400M has a gross take-off weight of 127 tons. For the test flight configuration it carries 15 tons of flight-test equipment including two tons of water ballast. Its performance is being monitored in real-time by teams of engineers in Seville and Toulouse using state-of-the-art air-ground telemetry. On the first flights the crew will explore the aircraft’s handling characteristics in the various flap configurations, check the powerplant operation and make initial evaluations of the aircraft’s systems. (more on the A400M program)

    The aircraft is powered by four Europrop International (EPI) TP400D turboprop powerplants producing 11,000shp (8,200kW) each. These are the most powerful propeller engines ever fitted to a Western aircraft. The A400M features the same proven fly-by-wire controls technology as Airbus’ highly successful airliner family and an advanced cockpit that has evolved from that of the A380. Carbon-fibre reinforced plastic (CFRP) wings and other large structures bring weight and strength advantages and cut the risk of corrosion.

    Airbus A400M shown at the Faranborough 2010 Air Show

    Hermes 900 UAS

    Photo: Elbit Systems

    Medium Altitude, Long Endurance (MALE) UAV from Elbit Systems

    Addressing the growing demand for tactical, medium altitude long endurance (MALE) UAV platforms, Elbit Systems is unveiling a new ‘mid-size’ platform called Hermes 900. Positioned between the successful Hermes 450 and the long endurance Hermes 1500 twin engine craft, the new Hermes 900 will weigh 970 kg (Maximum takeoff weight) and a wingspan of 15 meters. While offering all Hermes 450 capabilities, the new aircraft features larger multi-payload configurations (up to 300 kg), higher flight altitude and extended flight time without the need for external fuel tanks.

    Photo: Elbit Systems

    The Hermes 900 system supports numerous missions and specialized applications such as electro-optics, IR imaging laser range finder and laser designation as well as SAR/GMTI, Comint DF and ELINT. The system maintains secured redundant Line of Sight (LOS) data link as well as redundant a satellite communication Beyond Line of Sight (BLOS). Initial Hermes 900 photos indicate a clean wing configuration, and no indication of external stores or weapons is given. However, given that Hermes 450 has such capbility, it can be assumed that the ‘900 model can do the same. In fact, a similar platform, such as the Predator MQ-1A UAV can accomodate two mission paylaods (such as two EOs balls or one EO ball and a SAR) in addition to four Hellfire missiles or a pair of GBU-12s laser guided bombs.

    Photo: Elbit Systems

    Designed for maximum endurance, the aircraft uses retractable gear to reduce drag. The wing has full length flaperons, optimizing wing profile for different flight conditions and further economizing flight economy and fuel consumption during the flight transition phases. The Hermes 900 uses an IATOL (Independent Auto Takeoff and Landing) system enables auto-landing even in alternate non-instrumented runways. The nose can be configured to carry an integral satellite communications terminal for missions beyond line of sight. Like the Hermes 450, the new UAV features full redundancy and fault tolerant avionics and electronics architecture. The Hermes 900 has outgrown beyond the power levels offered by the UEL rotary engines powering the Hermes 450. The ‘900 model uses a more powerful, fully-certified Rotax 914 100 hp engine. The new UAV is well-equipped with advanced features including built-in autonomous emergency procedures, ATC (Air Traffic Control) radio, radio relay and IFF transponder.

    Hermes 900 will have full compatibility the current Hermes 450, in mission control and support infrastructure. It is controlled by Elbit Systems’ UGCS (Universal Ground Control Station). This enables control of two UAVs at any given time from a single ground station (with allocation of two ground data terminals), while a single operator operates the air vehicle and payloads for each UAV.

    First Flight of the Elbit Systems Hermes 900 UAV

    The Hermes 900 unmanned aerial vehicle (UAV) designed and built by Elbit Systems, made its first flight December 9, 2009. (Official Elbit-Systems video)

    The Hermes 900 unmanned aircraft made the first flight from an airfield in the western Negev desert on December 9, 2009. The developer, Elbit Systems plans to conduct more test flights soon, commencing with serial production of the UAV. Current users of Hermes 450 type, including the Israel Defense Forces (IDF) have expressed interest in the new capability. Unlike other Medium Altitude Long Endurance (MALE) UAV systems, such as the MQ-1 Predator, MQ-9 Reaper and Heron I, the Hermes 900 can be operated as part of existing, tactical UAV units currently operating the smaller Hermes 450 and Hermes 90. Such capability can dramatically extend mission endurance, payload capacity and operational capabilities of operational units, without fielding additional infrastructure and support.

    The Hermes 900 on its maiden flight, December 9, 2009. The large payload bay is clearly visible, providing direct access to larger payloads, and rapid reconfiguration of the aircraft to different mission requirements. Photo: Elbit Systems.

    Weighing 1.1 tons on takeoff, Hermes 900 is more than twice heavier than the current Hermes 450. It has a wing span of 15 meter and fuselage length of 8.3 meters. The aircraft is powered by a single Rotax 914 engine certified engine, modified forunmanned high altitude operation. The larger platform is based on the successful track record of the Hermes 450 system that has accumulated over 170,000 flight hours. The new Hermes 900 offers additional capabilities. It can operate on missions up to 36 hours, at altitude up to 30,000 ft, carry payloads up to 300kg capacity). Furthermore, the modular design allows fast payload replacement and flight capabilitiesin adverse weather conditions. The vehicle is designed for maximum speed of 120 knots, its typical loiter speed is 60 knots.

    The Hermes 900 unmanned aerial vehicle (UAV) designed and built by Elbit Systems, made its first flight December 9, 2009. (Official Elbit-Systems video)

    The Hermes 900 uses built-in satellite communication channel providing beyond-line-of-sight link to the universal command & control ground station (UGCS), enabling the aircraft to operate at long distances and descend to lower altitude even inmountainous terrain. The autonomous system is also supported with advanced mission management, automatic taxiing, autonomous flight and automatic takeoff and landing systems common to all the UAVs and in the Hermes family.

    The Hermes 900 on seen on its maiden flight, December 9, 2009. On the left photo the large payload bay is clearly visible in thebelly. Also visible are the retracting landing rear, The satellite antenna is located in the bulge above the nose section. The aircraft is powered by a Rotax 914 engine, providing reduced acoustic signature, compared to current UAVs. Photo: Elbit Systems.

    The Hermes 900 also includes innovative avionics and electronic systems and a new fully certified engine, as well as systems required for flight in a combined civil and unmanned aviation area. The new UAV offers additional cutting edge technologies and applications such as electro-optic systems, laser designators and electronic intelligence sensors (ELINT, COMINT).

    “Hermes 900 broadens out the Elbit Systems UAS portfolio, offering customers a variety of mission capabilities” said Haim Kellerman, Co-General Manager of Elbit Systems UAS Division. “The fact that the Hermes 900 builds on existing applications and similar infrastructure of the Hermes 450, allows us to transfer the new UAV directly into serial production.” He added, noting the company is enhancing its production abilities in anticipation for a growing demand of the new capabilities offered by the larger platform. Elbit has been the primer supplier of UAVs for the Israel Defense Forces, with Hermes-450 based systems becoming operational in the mid 1990s, the Skylark 1 mini-UAVs fielded in the early 2000s and operated by the artillery corps and newly developed Skylark LE recently selected to support the IDF land forces at battalion level. The company is also offering the Hermes 90 as a brigade-level small UAV. The extensive operational experience gained by the Hermes community in operations in the Middle East and elsewhere triggered many improvements that can be implemented throughout the operational fleet of Hermes UAVs.

    LEMIR Offers Additional Protection Against IEDs

    The French Command and Support Battalion (BCS) operating in Afghanistan has introduced a new countermeasure designed to pre-detonate improvised explosive devices and mines that are not effected by radio-electronic jammers. The system, designated ‘LEMIR’ (abbreviation in French for “Leurre Massique mécanique InfraRouge”) is operated by escort vehicles.

    They are designed to pre-detonate pressure activated devices, by employing mechanical cutters to eliminate trip-wires, The apparatus also presents a ‘bait’ ahead of the vehicle, presenting the mass and heat of the vehicle to deceive mines and IED activation devices operating by mechanical pressure, trip-wires or heat sensors.

    The systems were developed and produced by the French company ECA, under a €6 million development contract awarded by the DGA in March 2008. In total, the French forces will receive 30 such systems.

    LEMIR is extended in front of the vehicle by a metal frame kit, which is adjustable in length and width to fit all types of vehicles. The systems are currently installed on armored personnel carriers and Buffalo counter-IED vehicles. It can be used on and off-road.

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