The armored, blast protected capsule designed by Granite Tactical Vehicles for the HMMWV. Photo via: Textron Marine & Land Systems
In February 2010 Textron Marine & Land Systems and Granite Tactical Vehicles Inc. have won the first order for three modified High Mobility Multipurpose Wheeled Vehicles (HMMWVs) for evaluation by the Marine Corps Warfighting Lab. The three vehicles will demonstrate upgraded configurations of HMMWVs with armored, blast-protected capsules mounted on an M1114, M1151-A1/REVB and M1165. The Marines will test the vehicles’ mobility, thermal and durability performance in March 2010. The corps have already completed blast and ballistic testing on the vehicle.
The armored, blast protected capsule designed by Granite Tactical Vehicles for the HMMWV. Photo via: Textron Marine & Land Systems
The vehicles are modified with blast-protected armored capsules developed by Granite, to increase the vehicle’s survivability, while maintaining the high mobility and payload capabilities, the HMMWV had in the past. The Granite capsule for the HMMWV was designed by former Navy S.E.A.L. Christopher Berman, founder of Granite Tactical Vehicles. Berman’s idea is to retrofit existing HMMWVs with the armored, blast-protected V-shaped capsule.
Since the fully protected monocoque capsule replaces the passenger compartment of the HMMWV, including the add-on armor, the weight distribution and gross vehicle weight are within the vehicle’s limits, maintaining the HMMWV’s mobility and stability. As can be seen from the photos on this page, the modufied vehilce is slightly wider and higher than a standard unprotected HMMWV.
Textron Marine & Land Systems and Granite Tactical Vehicles Announced their teaming agreement in January 2010.
February, 2010: As U.S. military operations in Iraq are winding down, the services are considering what to do with those assets, specially developed for Operation Iraqi Freedom, that cannot be ‘ported’ to other theaters of operations- like Afghanistan. The High Mobility, Multi-Role Wheeled Vehicle (HMMWV) and Mine Resistant Ambush Protected (MRAP) vehicles are two examples. Both are too heavy for real military missions, since add-on armoring was added layer onto layer, to endure through years of escalating threats, exhausting the vehicle’s automotive systems and payload-carrying reserve. The latest, most protected configuration of the Up-Armored HMMWV is over-weight, under-powered, and under performing even on the least demanding missions.
As a result, HMMWV are directed to missions where troops are exposed to low threat levels. Nevertheless, the Army and marine Corps are always looking for protection enhancements, and are currently evaluating a new armored, blast protected capsule developed by Granite as a potential improvement for the HMMWV. Eventually, the Joint Tactical Light Vehicle (JLTV), when fielded in few years, will introduce a highly maneuverable and more protected alternative to the HMMWV.
The MRAP is the heaviest armored wheeled vehicle in the U.S. inventory. While providing excellent protection to the crew, passengers and mission systems, MRAP is too heavy to travel off-road. The high ground-pressure of the 19 ton vehicles (either 4×4 and 6×6 wheeled configurations) causes mobility issues when traveling on soft terrain (deep sand, mud, bridges etc), limiting the vehicle’s movement to hard (paved) roads. Difficult steering, rigid suspensions (rigid axles), and high center of gravity, negatively affecting vehicle stability even in slow speed, limiting turn rate, turn speed, movement on narrow roads and traveling on side slopes. In short, this vehicle must be fixed before it is sent out of the Middle-East.
A number of new platforms, recently introduced in Europe and India, are pushing the limit of the MRAP concept – from the RG-35 8×8 monster vehicle, the all-protected British Ranger, developed by a British industry consortium as a solution for future requirement, for an all protected combat vehicle, and new concepts like the Ocelot from Force Protection or the new British Total Mobility Vehicle (TMV) – both highly protected, yet versatile and efficient vehicles. A different approach to a modular design is represented by the French Aravis all-protected vehicle, while mine and blast protection is still being implemented with a wide range of vehicle families, among them the Indian developed mine protected combat support vehicles (MPV). All these designs could be available for production within the next year or two, anticipating the growing requirements by military users from all armies, considering mine, blast and armor protection a basic and mandatory requirement for a military vehicle.
Two years ago the Pentagon was spending over $15 billion on buying the MRAP vehicles. Billions more are still invested in operating and maintaining the vehicles in the Iraq and Afghan theaters. As U.S. troops begin to withdraw from Iraq, more billions are spent on reconstituting and repairing these vehicles, primarily adding independent suspensions enabling the vehicles to travel off road in Afghanistan. The three manufacturers of MRAP vehicles – Force protection, Navistar Defense and BAE Systems have each received contracts to upgrade existing MRAP vehicles with independent suspensions.
Last week Navistar Defense was awarded a $752 million contract to produce 1,050 enhanced ‘MaxxPro Dash’ 4×4 Mine Resistant Ambush Protected (MRAP) vehicles. Force Protection has already converted hundreds of Cougars adding independent suspensions to prepare them for Afghanistan. More recently, General Dynamics Land Systems-Canada has also announced a contract of over $220 million to deliver 250 new RG-31A2 vehicles. The company will also upgrade over a hundred existing RG31Mk5EM, installing TAK-4 independent suspensions form Oshkosh.
The US Army plans to maintain these MRAP in service for many years, and is currently looking into different operational and organizational frameworks to integrate these vehicles into the order of battle of the combat brigades. Unlike the HMMWV, which was designed as a tactical vehicle and outgrew its mission and capacity, MRAP was never intended to operate as a fighting vehicle. The name reflects its rather passive nature – protecting troops from mines and ambushes, rather than an ‘infantry combat vehicle’ that should fight the enemy. This differentiation is not merely semantic.
The requirements set for the MRAP were to protect the passengers at all cost – mobility, weight, ergonomics, while, dismounting and access, supportability, recovery – all were dwarfed by the sheer mass used for protection. Converting this Behemoth into a combat vehicle will not be a simple task. Nevertheless, with over 15,000 vehicles in service, and as the Army is expecting a short supply of combat vehicles, in absence of the new Ground Combat Vehicle, the military is expected to be using MRAP vehicles for many years to come.
If they stay in service, what roles could these vehicles be used for? As converting them into combat vehicles seems highly unlikely, MRAP could be useful for missions benefiting from their high-level of protection, like secured transport, where the armor will contribute to the survivability and safety of combat support elements, such as, combat engineers, MEDEVAC teams, essential network support (signal) elements, even ammunition resupply vehicles, capable of supporting forward elements over unsecured routes. Despite their challenged space, MRAP could become important vehicles for forward command elements, protecting critical command and control nodes, operating in the combat zone.
Offering crews a relative safe operating-environment, within a chaotic combat zone, MRAP vehicles could also become useful for operators of unmanned systems, which are now common within the tactical land forces elements. Some of these missions could require reconfiguration and adaptation of the basic MRAP, trimming the internal space for cargo, loaded on flat bed, or introducing external mounts for mission systems. Typical examples are the MRAP recovery vehicles and Tactical Support Vehicles, already introduced by Navistar and Force Protection.
And, what will be the fate of the Up-Armored HMMWV? The US Army is preparing for a projected March 2010 release of a draft Request For Proposals (RFP) for the recapitalization of thousands of Up-Armored High Mobility Multipurpose Wheeled Vehicles (HMMWVs). Recapitalization of some 60,000 Up-Armored HMMWV worth over $1 billion will be open for industry participation. The first phase was a request for information distributed to industry in December 2009. The formal request for proposals is expected this month (March 2010).
A major issue with the Up-Armored HMMWV is the extremely limited payload and deteriorated mobility available with these vehicles, and insufficient protection they provide, leave the military no other choice but to phase them out for the two newcomers – MRAP All Terrain Vehicle (M-ATV), which is a beefed-up interim solution for an all-terrain, mobile and survivable vehicle, and the JLTV – the future vehicle that will introduce true, all-terrain mobility, survivability and versatility (load capacity, access, reconfiguration) at a size and performance the Army could be comfortable with.
A new option currently being evaluated by the Marines is to replace the HMMWV’s cab with an armored, blast protected capsule developed by Granite Tactical Vehicles. Three such capsules are being prepared for testing with the Marine Warfighting Lab, following ballistic tests performed earlier in 2010. The new capsule is marketed by Textron Marine & Land Systems, under cooperation with Granite announced in January.
The increased availability of C-17 air transports, and rapid sea-lift and ship-to-shore transfer capability, will also contribute to the Army’s and Marine Corps content with heavier vehicles. In the past, weight and size limits, imposed by C-130 air mobility, have dictated the maximum weight of armored vehicles transportable, which significantly challenged their survivability.
MATV Utility vehicle. Below Right: MATV Ambulance derivative. Both vehicles were unveiled at the AUSA Winter exhibition, February 2010. Photos: Oshkosh Defense.
Ft Lauderdale, Feb 24, 2010: Oshkosh Defense has unveiled today two new variants of the M-ATV – an ambulance and a utility vehicle. The vehicles are on display at the AUSA Winter exposition in Ft. Lauderdale. The utility and ambulance M-ATVs were developed to allow military operations to provide critical casualty care and resupply services in unforgiving landscapes where tactical missions must operate. The M-ATV has provided superior off-road mobility for harsh mountainous terrain and unimproved road networks in places like Afghanistan.
MATV Utility vehicle. Below Right: MATV Ambulance derivative. Both vehicles were unveiled at the AUSA Winter exhibition, February 2010. Photos: Oshkosh Defense.
The company will deliver 625 add-on armor kits worth $84 million, to defend the M-ATVs against explosively formed penetrators (EFP). These kits are derivatives of armor modules battle tested on MRAP and MTVRs in Iraq. The other contract, worth $24 million provides for assemblies of electronic equipment and modifications of the electrical to support ‘silent watch’, allowing the vehicles to operate the radios, computers and jammers for extended periods of time with reduced noise and heat signatures from the vehicle.
Oshkosh Corporation also announced it will deliver additional 1,460 M-ATV vehicles under a new $640 million contract awarded by the U.S. Army. With this recent award the company’s order book for M-ATV is valued at more than $4.74 billion for 8,079 M-ATVs, add-on armor and spare parts kits and aftermarket in-theater support.
In addition, Oshkosh unveils the medium truck produced under contract for the U.S. Army. The Army awarded Oshkosh with the FTMV competitive rebuy contract on Aug. 26, 2009, which was sustained by the Army on Feb. 12 following a GAO directed review. The FMTV is a series of vehicles consisting of up to 23 variants and 17 different models, ranging from 2.5-ton to 5-ton payloads. Oshkosh now has a five-year, firm fixed-price requirements contract for the production of up to 23,000 vehicles and trailers, as well as support services and engineering. Oshkosh is currently working on an initial FMTV delivery order valued at $280.9 million for the production and delivery of 2,568 trucks and trailers. Oshkosh already produces the Army’s Family of Heavy Tactical Vehicles (FHTV).
BAE Systems has unveiled today the RG Outrider, an all-terrain armor protected vehicle based on the successful RG series, in service with the US special operations, Swedish forces and Spanish forces operating in Afghanistan. Outrider is a follow-on to the RG32M designed and built in South Africa. A light armored vehicle, RG Outrider is designed for first response situations and extreme off-road driving to meet special operations needs.
Photos: BAE Systems
This mine-resistant armor protected (MRAP) vehicle weighs 9.5 tons and features a widened and higher hull. The vehicle can be used for command, liaison and scouting roles, offering a spacious load bay and good all-round visibility through the blast and bullet proof windows.
The vehicle has a V shaped monocoque welded steel hull to deflect mine blast while externally mounted armor kit provides improved side-blast protection while also freeing up space inside the cabin. “Although the vehicle is a fully fledged light armoured vehicle it sacrifices none of the mobility, agility and ground clearance of its predecessor.” Says BAE Systems Global Tactical Systems president Dennis Morris.
The vehicle was first unveiled last month at the Nevada Automotive Test Center’s Vehicle Systems Demonstration Technology Rodeo at Carson City, Nevada.
Terrier Combat Engineer vehicle carrying fascines during the two-month performance trial conducted November-December 2009. Photo: BAE Systems
February 2009: The future combat engineer vehicle of the British Army has entered production at BAE Systems last month. The Army plans to field 60 Terriers. The first Terrier hull will be used for mine blast trials to demonstrate that the vehicle meets the designed protection levels. According to BAE Systems, the Terrier’s armor was improved based on experience gained on other vehicles during operations in Iraq and Afghanistan. The complete hull will be available for trials towards the end of 2010. Assembly, integration and test of the first production vehicle is scheduled to commence in the first half of 2011.
Terrier Combat Engineer vehicle carrying fascines during the two-month performance trial conducted November-December 2009. Photo: BAE Systems
In December 2009 two Terrier demonstrator vehicles finished a two-month performance trial designed to demonstrate the system’s reliability. During these trials the vehicles traveled 3,300km, on road, track and cross country, excavated over 170 pits and Warrior infantry fighting vehicles, and AS 90 self-propelled howitzers, and moved over 15,500 tons of spoil. The vehicles operated in manned and unmanned configurations, performing a range of route clearance and denial operations and placement of ditch-crossing fascines.
The new Intelligence Management System from Elbit Systems. All Photos: Noam Eshel, Defense Update
Elbit Systems is developing multi-sensor fusion and display system, integrated in a new ‘Intelligence Management Center’ (IMC), enabling users of unmanned systems to control missions involving multiple sensors. Elements of the new center have already been ordered by several customers, to enhance operational management of UAV assets, improve training and development of operational doctrine, and better integrate UAVs with other missions.
The new Intelligence Management System from Elbit Systems. All Photos: Noam Eshel, Defense Update
The IMC offers unique mission control capabilities, by providing the mission commander with presentation tools, that dynamically access data from multiple sources, formatted, rectified, fused and correlated to present sensor feeds within an integrated situational picture. The system is designed for operation by a single operator, drawing situational awareness and take tactical decision based on all the relevant sources and assets under his control.
As the mission unfolds, images from synthetic aperture radar (SAR), high and low altitude electro-optic (EO), as well as land observations, COMINT and SIGINT are displayed over a wide-area interactive scene, displaying the situational picture, as well as detailed views of the target, showing different views of the same target as seen by various sensors. Such presentation offers the mission commander capability to assess alternative scenarios of every view, avoiding tactical mistakes resulting in missed opportunities, or risk of inflicting collateral damage or fratricide.
The IMS is improving the flow of intelligence to and from the forward combat elements, streaming clear and detailed mission orders, dispatched from the user and mission commander, directly to the UAS operators, while video intelligence is displayed simultaneously on the mission-station screens and at the management center, in both two and three-dimensions. All data received from the UAS can be used by the ground forces’ C4I systems.
Above: One of two displays of the IMS, showing a composite view of different sensors (bottom line), teh main sensor being watched (upper right) and the situational picture with (upper left).
Below: the fused situational picture superimposed on an aerial image, with multiple sensor views embedded into the ‘footprints’ of each sensor, and targets and assets taking part in the mission depicted in red and blue.
February 25, 2010: The US Army TACOM Life Cycle Management Command (LCMC) released today the Request for Proposal (RFP) for the Technology Development (TD) phase of the Ground Combat Vehicle program, designed to develop the next generation Infantry Fighting Vehicle (IFV) for the U.S. Army. The Army has set aside $645 million in this year and FY11 budget to fund the program.
The development phase will span over seven years and include three phases. Through the 27 months first phase (TD) the Army will be able to test, evaluate and demonstrate Critical Technology Elements (CTE’s) and formalize a set of requirements, for the subsequent full system design phase. Later this year, the Army is planning to issue up to three cost-plus contracts for the TD phase, to be selected, used on ‘best value’ contracting strategy. This phase will evaluate three concurrent developments, designed to meet the Army’s requirements, based on relatively mature technologies (TRL 6+); prototypes of specific subsystems will also be evaluated. This phase will culminate with the preliminary design review and Milestone B scheduled for early 2013.
The next phase will be Engineering & Manufacturing Development (EMD), screening out one of the three TD contractors, based on ‘best value’ represented by the three proposals. This phase will include the prototype fabrication, ballistic survivability testing of armor coupons, turret and hull, followed by the delivery of first prototypes by the end of 2014. These vehicles will go through extensive safety, mobility and limited user tests, providing operational insights about the new platform’s performance.
By early 2016 the prime contractor for the Production and Deployment phase (P&D) will be selected. First production vehicles are scheduled to be delivered 7 years from the initial award of the TD contracts.
Initial operational capability of the first battalion, fielding 29 IFVs is expected by mid 2018, with a full brigade fielded within a year. In total, about 62 vehicles will be produced through the Low Rate Initial Production (LRIP) to equip combat units by the time the GCV enters full rate production in mid 2019.
The Army hasn’t limited the participation of international companies, although traditionally the Pentagon requires domestic prime contractors for programs of such magnitude. It is anticipated that at least some international cooperation could be achieved, at least regarding the survivability suite of the vehicle. While the Army has spent hundreds of millions on the development of advanced, lightweight armor for the FCS family of vehicles, these armor solutions have not yet reached maturity level required for the TD phase, at least regarding the threat levels considered for contemporary conflicts. Therefore, U.S. manufacturers could be relying on foreign technology to achieve the required protection. In past programs, including the Bradley reactive armor, the Stryker’s RPG protection and some of the MRAP vehicles, the U.S. is relying on foreign armor solutions, and the GCV could follow suit as well.
In its directives for industry about the GCV survivability suite, the Army has not specified a mandatory to of hit avoidance (soft and hard kill systems – APS) or advanced lightweight armor, developed by the Army, except for the Base Level EFP armor, Level 1 kinetic armor for front, skirts and roof and Level 1 EFP armor. All other protection means are open for suggestion by industry. The Army has recently completed the evaluation of seven APS systems – three domestically developed systems and four provided by international suppliers. This evaluation was mandated by congress.
the JAMMA vehicle configured as an all terrain MEDEVAC vehicle. Photo: Force protection Inc.
This light vehicle is an armor-ready hybrid vehicle, designed to transport four-occupant, designed for off-road mobility, and is transportable inside the V-22 Osprey helicopter. The vehicle is designed with power reserves providing excellent off-road and on-road performance, plus payload reserves for applying armor protection when required. The vehicle can perform reconnaissance, rescue/recovery, medevac and mobile security missions.
A utility transport version of the JAMMA, demonstrating off-road mobility. Photo: Force Protection Inc.
Ft. Lauderdale, FL – february 24, 2010: Force Protection Inc. has launched today the Joint All-Terrain Modular Mobility Asset (JAMMA) all-terrain Internally Transported Vehicle (ITV) at the AUSA Winter convention in Florida.
JAMMA satisfies the requirements of special operations user groups. It has optimized rollover protection and an attachment system that can be fitted with threat-specific armor to be easily attached or removed in virtually any environment. The vehicle includes stadium seating that protects the driver while allowing 360-degree return fire.
JAMMA all-terrain vehicle configured as an all-terrain MEDEVAC vehicle. Photo: Force Protection Inc.
“We believe there is an ongoing need for our U.S. troops and allied forces to have access to lighter, highly mobile vehicles,” said Michael Moody, Chairman and CEO of Force Protection, Inc. “The JAMMA vehicle has been designed from the ground up to be the new standard in light tactical vehicles and its light weight, high strength structure provides a wealth of multi-role mission configurations for its end-users. The JAMMA represents a different type of survivability solution focused on speed, mobility and concealment.”
Originally developed by North Hollywood based TAC-V corporation, the JAMMA family of vehicles claim to offer new performance levels over existing armored, all-terrain vehicles. The JAMMA platform was designed from the beginning as an internally transportable vehicle. The vehicle was developed to fit the unique dimensions of the and offer the Special Operations user an armor ready, four occupant, hybrid powered, high performance off road vehicle, capable of being internally transported inside that aircraft. The vehicle uses a unique rollover protection and modular, threat-specific reconfigurable armor adaptable to specific mission – reconnaissance, rescue/recovery, medevac or mobile security. The driver’s seat is designed to maintain optimal protection to the driver while maintaining the fire arcs of the other vehicle occupants. The arc also optimizes occupant roll-over protection with full fields of fire on the move.
the JAMMA vehicle configured as an all terrain MEDEVAC vehicle. Photo: Force protection Inc.
This vehicle offers enhanced off-road performance and load carrying capabilities. At a Gross Vehicle Weight of 7,500 pounds JAMMA can carry 3,000 lbs of Payload. The four wheel drive vehicle is equipped with 6 cylinder turbo diesel engine, or, with a hybrid driveline developing a combined power of 314 hp, accelerating the fully loaded vehicle to a speed of 90 mph on highway. The hybrid propulsion also optimizes the vehicle’s fuel consumption maintaining fuel efficiency of 21 miles per gallon extending maximum road range to 450 miles. The hybrid engine optimizes vehicle efficiency and generates 22kW of continuous exportable power.
JAMMA is measures for internal transportation inside the V-22 Osprey. Photos: Force protection Inc.
In a third attempt in nine years to replace its current 50-year-old planes, the U.S. Air Force will release the Request for Proposal (RFP) for the USD$35 billion aerial tanker competition. The Air Force is hopeful both the Boeing Company and Northrop Grumman/EADS will bid for the work. The Northrop/ EADS team won the Air Force contract in the last competition, but following a Boeing protest, the government cancelled the contract. Northrop has said the team will not bid again unless changes are made to the draft RFP released in September. The RFP, scheduled for publication today, lists 372 requirements the bidders should address within 75 days. The Pentagon will announce its decision by September this year.
For EADS, competing for the KC-X is a strategic goal and one that it wasn’t ready to give up easily. On March 31, 2010 the Pentagon partly agreed to EADS’ request for extension, pushing back the bidding deadline by 60 days. At present the bids are due by July 9, 2010. The Air Force plans to flex its process expediting the bid evaluation process to ensure production of the tanker begins in early fall.
After failing to find a local prime for the KC-X bid, the European conglomerate decided to pit its U.S. subsidiary EADS North America to compete against Boeing in this bid. EADS is likely to submit a derivative of its Airbus 330 Multi-Role Tanker Transport aircraft, currently undergoing flight testing. Five customers have already selected the MRTT as their future tanker. Boeing is proposing the B767 NewGen tanker, that uses elements from other aircraft, such as the P8 and B777 that still has to be tested and refined through the development program.
Both competitors argue that the Air Forces’ orders will support and protect around 50,000 jobs across the USA, regardless of the origin of the aircraft itself. (EADS’s proposal is based on the Airbus airframe, designed by Airbus in Europe) Boeing support rely on Kansas, Iowa, Connecticut, Illinois, Maine, Missouri, Oregon and Utah while Northrop Grumman’s supporting states include Alabama, where it had planned to assemble its tankers, as well as its neighboring states of Georgia, Florida, Mississippi, and Louisiana. Support for a split buy of Boeing and Airbus tankers is also a possibility, although such a decision is claimed to most expensive to the taxpayer.
Responding to EADS’ decision to compete, and the Pentagon’s decision to revie its schedule to accommodate tem, Boeing officials stated their concern about “the ability of a heavily subsidized Airbus/EADS to accept levels of financial risk that a commercial company such as Boeing cannot. We regret that these concerns will not be addressed in the bid evaluation, even when the U.S. government has proven in a world court that those subsidies are illegal and directly distort competition between Airbus and Boeing.”
In general terms, the two platforms – Boeing 767 and Airbus 330 represent two different approaches to the mission, one aimed at lower cost per platform and higher versatility of the fleet while the other capitalizing on more economical use of the entire air refueling assets.
In the previous round the Air Force opted for the larger Airbus, that offered better economy over the program’s entire life cycle. Boeing argued its could offer larger aircraft but the Boeing 767 provided a lower cost platform that better conformed with the requirements set by the Air Force for the competition. Boeing said it could offer the 777 with similar capabilities to the A330 if this was the type of aircraft the Air Forces require.
The announcement of the winner to provide the next generation fighter for the Brazilian Air Force has been postponed for at least a month, and could be delayed for a year, after the ministry of interior and prosecution have agreed to open an inquiry into the multi-billion-dollar tender in which France, the United States and Sweden are competing. The French news agency Agence France-Presse quoted sources in the spokesman office of the Brazilian interior ministry mentioning the inquiry could last as long as a year. Two days earlier the Brazilian president Luiz Inacio Lula da Silva cancelled the planned announcement on the winner. Originally scheduled for February, the announcement was delayed twice, and now, it has been postponed at least until mid-May.
The selection process drew much criticism in Brazil, due to the conflict between the President Luiz Inacio Lola and Air Force commander General Juniti Saito. Lola has personally negotiated with French president Nicolas Sarkozi who agreed to grant Brazil generous technology transfer, to produce the Omnirole Rafale in-country. The Air Force has preferred the smaller, lighter and cheaper Gripen NG, which was also proposed with generous local production terms that could contribute more to the Brazilian industry.
Saab argued that Gripen produced in Brazil could be more attractive to other Latin American countries, while Rafale could be too costly for most countries in that region. Therefore, Brazil should have to decide between the Rafale, that could maintain Brazil’s technological leading edge, addressing potential threat by Venezuelan Su-30s, and the Gripen which offers a smart, agile fighter that can be used in relatively large numbers, meeting most contemporary threats and, beyond its contribution to Brazil’s armed forces, could also establish its position in the developing Latin American market, thus generating revenues that could offset the initial investment.
One of the primary considerations for the Ministry of defense and presidency is technology transfer and export potential, leaning toward the French Rafale while the Air Force considers life cycle cost, and operability, is favoring the Gripen. AFter the AIr Force selected the three candidates and determined that they all meet the operational requirements, the Ministry of Defense and President consider the final selection to be based on broader national interests, rather then pure economical terms.
Unconfirmed sources published by the Brazilian Folha de S. Paulo daily newspaper claims that France has initially offered 36 Rafales for $8.2 billion, but sweetened its offer to $6.2, while the Gripen was still priced $4.5 billion. Maintenance costs for the aircraft were proposed separately, with Rafale estimated at $4 billion, more than twice the Gripen’s $1.5 billion. The third contender and least likely winner is the Boeing F/A-18E/F which offers a deal for $5.7 with $1.9 billion maintenance and support. France has already established a strategic pact with Brazil, signing deals worth over $12 billion for military helicopters and submarines.
A view of the the unique Gondola fairing that can be added to the Heron TP, rapidly configuring the unmanned aircraft with specific mission packages. The forward payload is a long-range, highly stabilized high-power electro-optical paylaod. Photo: Noam Eshel, Defense Update
Israel’s Air Force (IAF) has formally accepted today the Eitan (Heron TP) unmanned aircraft – the largest UAV built in Israel, and the second largest operational UAV in the world. 210 Squadron operating from Tel Nof Air Force base was established specifically for this unique new aircraft. While Eitan is a new aircraft, considered to be among the world’s most ophisticated unmanned aircraft, it is answering an operational specification, defined by the IAF over 15 years ago.
The prototype of Eitan seen comes to a land at the IAF base at Tel Nof. Several of these strategic UAVs have recently been delivered to the new Squadron 210 operating at the base. Photo: Noam Eshel, Defense Update
“The launching of this airplane is another, substantial landmark in the development of unmanned aerial vehicles. From the humble beginning of their development, with initial operational results during the first Lebanon war, the substantial and professional apparatus now accompanies almost any air force operational frame-work” said Major General Ido Nehushtan, Commander in Chief of the Israel Air Force said during the inauguration ceremony.
The IAF cooperated closely with the industry team in developing the aircraft, headed by IAI as the system development and prime ontractor. The aircraft made its maiden flight in June 2006, three years after the official program ‘kickoff’.
A view of the the unique Gondola fairing that can be added to the Heron TP, rapidly configuring the unmanned aircraft with specific mission packages. The forward payload is a long-range, highly stabilized high-power electro-optical paylaod. Photo: Noam Eshel, Defense Update
The aircraft adds significantly to the operational capabilities of the IAF, primarily in long endurance, long-range missions, offering new capabilities in carrying heavy payloads, on higher and longer missions than most contemporary UAVs. The IAF never confirmed the combat use of weapon-carrying UAVs, although such missions using U.S. weapons are performed by U.S. forces in Iraq, Afghanistan and Yemen. One of the UAVs built by the Israelis for the U.S. Army – the Hunter, has already been configured to use weapons and is believed to have been operating on combat missions in Iraq and Afghanistan.
Eitan (Heron TP) can be configured to fly 'basic ISR' missions without the Gondola. Photo: Noam Eshel, defense Update
Whether the Eitan is capable of carrying weapons has not been officially confirmed though an IAF officer briefing on the new aircraft commented, that “Eitan has the potential to introduce new missions profiles and capabilities, as operators gather more experience with the new aircraft”. Such missions could include aerial refueling of other UAVs, extending the missions of unmanned aircraft to weeks, when necessary. Potential future missions could also include airborne early warning against missile attack, using electro-optical and electro-magnetic sensors. An extension of the missile-defense mission, could also assume the ‘boost phase intercept’ task, attempting to destroy ballistic missiles on their ascent phase, when they are most vulnerable. Israel considered this mission of UAVs equipped with air-to-air missiles known as Missile Optimized Anti-Ballistic Missile System (Moab) back in the 1990s, before embarking on the Arrow missile defense system.
A lower front view of the Heron TP Eitan showing the flat belly, designed to offer large surface for payloads and add in generating body lift. The 'mouse' provides an air intake airflow for cooling. Photo: IAF
Although Eitan has officially entered service this year, this UAV has already contributed its ISR services during Operation Cast Lead in January 2009. The IAF is currently operating the first batch of aircraft, with more units expected to be delivered after the new system reaches full operational capability.
With maximum takeoff weight of five tons, the turbo-prop powered Eitan can be loaded with multiple payloads and enough fuel for mission endurance exceeding 24 hours, at an altitude over 41,000 ft (above civil aviation flight routes), at ranges exceeding 1,000 km. The top speed at the operational altitude is 200 knots, but the aircraft can also fly slower when required. The length is 15 meters, wing span is 26 meters and height is 3 meters.
A Heron TP Eitan prototype takes off on a test flight. This aircraft is equipped with the Gondola fairing. Photo: IAI Below:
Everywhere you look at this aircraft there is something new that hasn’t been done before” says an IAF officer briefing Defense Update about the aircraft, adding that the Eitan is designed to carry out a wide range of missions, from those similar to other UAVs, to brand new missions that are exclusive for this vehicle, given its unique combination of range, endurance and payload.
“The aircraft is designed around an ‘open architecture’, enabling operators efficiently to introduce new systems and payloads without requiring major changes on the platform.” An IAI official told Defense Update, “the airframe combines several payloads located throughout the aircraft, in the fuselage and under the wings, and in a removable ‘gondola’-shaped fairing, located under the belly and around the center of gravity (CG), enabling rapid reconfiguration of aircraft for specific missions. Eitan can fly without the Gondola, on ‘pure ISR’ missions, or perform multifarious missions with multiple payloads, as the mission requires. A distinctive payload is the high power electro-optical system, mounted ahead of the nose landing gear, offering unobstructed hemispherical view for the telescopic thermal camera. This highly stabilized payload, unique to the IAF, offers unprecedented long-range and high altitude performance, sofar provided only by fixed wing aircraft.”
one of the operational EItans, operated by Squadron 210. Photo: Noam Eshel, Defense Update.
Unlike multi-mission jet fighters, designed to perform in a wide operational envelope, Eitan was designed to excel in a specific domain – relatively low speed, medium to high altitude, and long endurance. The aerodynamic design selected for the aircraft has matched these attributes – twin tail with large horizontal stabilizer, the large, unswept wing’s airfoil and profile, are optimized for cruising at high altitude. The wide fuselage, contributing to body lift, is further adding to extending endurance in cruising speed.
According to IAF personnel, the large payload capacity of Eitan enabled the IAF to equip the aircraft with sophisticated defensive systems, similar to modern combat aircraft. Some of the systems are visible in different locations around the aircraft. The aircraft has built-in features supporting safe operation in controlled airspace, including several video cameras, on the wing and tail, providing wide field of view for ‘see and avoid’ flight. Other sensors like the Interrogator Friend and Foe (IFF) already introduced in the basic platform, provide part of the functionality required for ‘sense and avoid’ capability. Both sensors are considered mandatory for future flight certification in civil-controlled airspace, currently being formulated by civil aviation authorities in the U.S., Europe and Israel. Furthermore, the payload reserves available in the aircraft also provide for installation of TCAS systems, if required.
Two different Heron TP ‘Eitan’ UAVs demonstrating the two configurations – with and without the missionspecific Gondola. Photos: IAI and IAF.
As the campaign in Helmand faces tough opposition from outnumbered and outgunned Taliban, NATO is facing a new threat – this time an internal one. The alliance is fearing a domino effect could follow the Dutch planned pullout from Uruzgan, following the resignation of the Dutch government, announced by Prime Minister Jan Peter Balkenende yesterday (20 February 2010). About 2,000 Dutch military personnel stationed in Uruzgan are expected to withdraw from Afghanistan by August, if the decision is not reversed.
The two-year Dutch military mission began in 2006 and was due to end in July 2008. Thereafter in 2008, it was extended by additional two years and will officially end by August 1, 2010. All troops should be back before next year. Sofar NATO has made no preparations for a change of command in Uruzgan. As the Netherlands have previously suffered from problematic change of the guard in Srebrenica, Bosnia, where NATO left the 3rd Dutch Battalion (Dutchbat III) without relief after their mission ended, the Dutch are now worried this could happen again. Sources in NATO said they respect the Dutch debate over the mission in Uruzgan, butconsider the best way forward would be a small Dutch presence in Uruzgan.
While the Uruzgan province, located north of Helmand is generally quiet, the alliance fear a domino effect could evolve of the Dutch decision, drawing other countries where public opinion is turning against the Afghan campaign to pull back as well. Of particular concern is Canada, which suffered the biggest proportional casualty rate in the conflict, and is committed to withdrawing its 2,800 troops by the end of 2011. Australia, which has more than 1,000 Australian troops deployed, sofar refused to take over the lead role in Uruzgan. The decision comes at a time when NATO is demanded to share the burden of increased operations in the country, sending 10,000 additional troops to support 30,000 troops sent by the U.S.
Another blow to NATO’s war effort happened today in Uruzgan, after 27 Afghan civilians were killed in a NATO air strike on a convoy. NATO officials said the attack was directed at a suspected insurgent convoy. Following the attack the troops realized there were wemen and children among the dead. The convoy was suspected to contained Taliban insurgents on their way to support military activities in the area. Uruzgan is located north of Helmand, where the battle rages between Taliban and NATO forces, around the village of Marjah.
Defense Update thanks VHJM van Neerven, editor-in-chief, VNC communication counsel for this timely update.
Photo above: One of two S-400 fire units arriving to joint the air defense regiment at Elektrostal, in the Moscow Region. Photo: Novosti
The Russian S-400 Triumph air and missile defense system was officially inducted into Russian army service – the first two systems have entered operational service with the air defense regiment stationed at the Military Space Defense joint command in Elektrostal, the Moscow Region with additional two scheduled to be deployed by the end of 2010. More systems will be delivered later, along with next generation S-500 currently in early development stage. The Russian Air-defense command is hopeful to achieving full operational capability protecting strategic sites throughout Russia with the new systems by 2015.
The S-400 started its way in 1999 as the S-300PMU3, developed by Almaz Science and Production Association. Russian defense officials claimed in 2006 the missile has been inducted in late 2006 and was due to become operational later in 2007. Suffering from teething problems, this milestone has been delayed three years, allowing designers to work on the ‘baseline system’, awaiting the completion of the full capability version, by early 2010. Russia plans to buy up to 200 launchers (each with four missiles) by 2015, and phase out the older S-300 and S-200 systems. This would mean deploying at least 18 battalions in the next six years, and perhaps more than twenty.
Triumf, a new air defense missile system based on the heritage of the S-300 is considered one of the world’s most advanced SAM, is capable of destroying any air target, manned and unmanned, as well as cruise and ballistic missiles, within a range of 400 kilometers (250 mi) and an altitude up to 30 kilometers. It is capable of intercepting medium range ballistic missiles (fired from distances up to 3,500km). According to James Dunnigan at Strategy Page, the missile weigh 1.8 tons and is eight meter (26 feet) long and about 50 cm (20 inches) in diameter. The missile can hit targets as high as 100,000 feet. It has a 145 kg (320 pound) warhead. The S-400 system actually has two missiles, one of them being a smaller, shorter range (120 kilometers) one and the other, designed for long range engagement and missile defence.
One of two radar systems supporting the new S-400 formation deployed in Elektrostal. Both are employing advanced active, plannar electronically steerable phased array tehnology, resulting in significantly smaller and lighter applications, compared to past air defense radars. The radar in the photo above seems to be the target acquisition radar, functioning similar to the Grill Pan radar that supports the S-300P. Another radar is functioning as a fire control radar, in place of the Flap Lid radar that supports the S-300V. Photos: Novosti
The S-400 is considered effective against all types of manned and unmanned aerial targets, including ‘stealth’ aircraft and Early Warning and Control (AWACS) and other electronic support platforms flying hundreds of kilometers from the protected sites. The system is claimed to be three times more effective than its domestic or international counterparts. Since Moscow have added the S-400 to its export portfolio last year, several countries expressed interest in the system, among them Saudi Arabia, Turkey and Gulf countries.
Field transportable, the S-400 Triumf can be rapidly deployed. The system comprises two radars – an area search and target acquisition radar and separate fire control radars. Other elements include the command and control vehicle, communications segment and fire units, carrying four missiles each. The missiles are vertically launched from the launch containers. The S-400 radar, command and control and support vehicles share similar automotive platforms with the S-26 Iskander M while the fire unit employs an independent, eight wheel bed hauled by a 4×4 truck. Unlike its S-300 predecessors, the Triumf is equipped with an active, homing seeker and therefore, can be employed beyond the range of its guidance radar. The target acquisition radar has a range of 700 kilometers.
Russia is also working on a new class of air defense systems, designated S-500. The new system development is expected to be completed by 2012. The missile is designed to intercept primarily medium range missiles – what Russia considers ‘a new type of threat’. The S-500 is expected to have an extended range of up to 600 km and simultaneously engage up to 10 targets. The system will be capable of destroying hypersonic and ballistic targets. S-500 will be a successor of the S-300 developed in the 1990s and operate in tandem with the S-400 currently entering service with Russian air defense forces.
Photo above: Soldiers wearing Multicam while demonstrating Future Force Warrior project. Ft. Bliss, Texas. Photo: U.S. Army
Following four months of evaluations of alternative camouflage pattern colors, the U.S. Army selected the MultiCam pattern for the uniforms provided for all soldiers deploying to Afghanistan in support of Operation Enduring Freedom, starting the August of 2010. Multicam Gear will be shipping to units in Afghanistan by October 2010.
Unlike conventional camouflage that blends into the environment by color matching, the MultiCam camouflage pattern patented by Brooklyn NY based Crye Precision is designed to blend and reflect some of the surrounding colors of the environment, thus blending in with the environment. The new pattern is designed to deceive the human eye and brain to accept the concealed object as part of the background. Furthermore, the pattern’s complex, curved elements are shaped to efficiently maintain concealment by effectively managing scale and contrast at long and close range.
Several camouflage patterns were evaluated by the U.S. Army in 2009. Six such patterns are shown above, where members of the camouflage assessment team wearing the different camo patterns they evaluated. From left: AOR II, UCP, MultiCam, Desert Brush, UCP-Delta, and Mirage. The photo was taken in Khost province, close to the Pakistan border, in late October 2009. Photo: U.S. Army PEO Soldier.The two patterns selected for the final evaluation were the MultiCam (above) and UCP Delta (below). Photos: U.S. Army PEO Soldeir - above and Crye Precision - below.
The U.S. forces encountered problems with their camouflage patterns soon after the invasion into Afghanistan in 2002, as warfighters deployed to the mountains of Afghanistan and the deserts of Iraq wearing Desert BDUs and Woodland gear. To improve and standardize the uniform the Army introduced the Army Combat Uniform in 2004, applied with the pixelated Universal Camouflage Pattern (UCP). Since then, more than 26 improvements have been implemented with the ACU.
A new initiative to improve the camouflage patterns for Afghanistan was launched by fall 2009, when two battalion-size elements in Afghanistan were equipped with uniforms and associated gear in patterns other than the standard-issue universal camouflage pattern (UCP). One unit received uniforms and gear in MultiCam, and the other in a variant of UCP known as UCP – Delta was used another battalion. The Army deployed a team of experts to Afghanistan in order to gather field data and photos on the diverse environments of Afghanistan, where soldiers often travel through multiple environments in a single mission, from snow to woodland to desert.
This data provided the baseline for a photo simulation study distributed to nearly 750 soldiers who had deployed to Afghanistan. The study asked them to compare six patterns against eight different environments. The results, along with surveys of soldiers in the two battalions who received alternate camouflage, formed the basis for the Army’s decision on MultiCam. Camouflage alternatives represent one facet of the Army’s ongoing efforts to improve the Army combat uniform.
Since 2004 the U.S. Army Combat Uniform (ACU) are the standard combat uniform, applied with the Universal Camouflage Pattern (UCP). The new pattern was found to offer supperior concealment over a wide range of environments and field conditions. Photo: U.S. Army, PEO Soldier
The soldiers will be provided with the new, fire resistant Army combat uniforms finished in MultiCam patterns, which will also be applied to all associated equipment including body armor, rucksacks, and helmet covers. Selection of the new camouflage patterns is the third phase of a four-phase plan to improve the Army’s camouflage. In the next phase the the Army will evaluate long-term Army combat Uniform camouflage options for all soldiers.
By adapting to varying local lighting conditions, visible and near-infra-red, the pattern blends well into many environments, elevations, seasons, weather conditions, and times of the day. The design takes advantage of the way the human eye and brain perceives shape, volume, and color, taking advantage of human brain interpretation of the patterned object as part of the background, rather than a distinguishable object. This helps the wearer’s profile begin to lose its edge and fade into whatever color or shape surrounding him. The pattern uses curved, rather than pixilated elements to optimally blend in by using pattern element scale and contrast to further conceal the protected object when observed from distance or at close ranges. MultiCam relies more on a blending effect than a contrast effect to disguise the wearer.
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