L3 subsidiary Geneva Aerospace was awarded a $6 million contract by US Special Operations Command, for the development and production of the Expeditionary Unmanned Aerial Vehicle (EUAS) system. The classified program is expected to provide US Special Operations Command (SOCOM) with integral surveillance and reconnaissance capability. The potential value to Geneva, over five years, could become $250 million. Geneva is expected to have the first systems available for testing within months. For example, the Mobius optionally piloted UAV developed with company finding has reached maturity and is expected to be available for operational service in October.
The system selected by SOCOM is the Viking 400, a 320 pounds (145 kg) unmanned aircraft, with payload capability of 75-100 pounds (34-45 kg). Payloads can include daylight and infrared Electro-Optical sensors, LIght Detection And Ranging (LIDAR), and electronic Signals Intelligence (SIGINT) and Chemical/ Biological/ Radiological/ Nuclear (CBRN) sensors. Viking 400 can operate within line of sight, at ranges beyond 70 nautical miles (130 km) at a speed of 60-90 knots (111-167 km/h).
Earlier this year the company was awarded a development contract by the U.S. Air Force. Geneva Aerospace is one of five companies to demonstrate such small UAV technologies. The ‘Cutlass’ is designed as an expandable, 15 pound tube-launched ‘Small Unmanned Aerial System Research & Evaluation’ (SURE). The system will be small enough to be launched from a plane or another UAV and could be ready for production by 2011. According to Geneva, Cutlass could be deployed from airborne or ground based, 120 and 150 mm launch tubes mounted on vehicles, or surface vessels. After deployment it will extract its wings and fly an autonomous mission, controlled and monitored by an operator, seated inside the ‘mothership’. The Cutlass comes with an integral, lightweight gimbaled camera system and can also carry a targeting payload or warhead. It has a maximum air speed of 85 knots and a cruising speed of 55 to 65 knots. The unit cost is estimated at $20,000.
Earlier this year L3’s Geneva Aerospace also unveiled the Mobius – an optionally piloted UAV designed for long endurance, high altitude and high speed missions. The Mobius performed an aerial display at the AUVSI 2009 demonstration, including an overflight and landing at the naval base. Immediately after landing, the manned aircraft was converted into an unmanned aircraft, by replacing the canopy with low-profile fairing and switching the control system for autonomous mode, operated under computer control or via remote command link.
Australia and Canada have signed a cooperation agreement to introduce the Heron Medium Altitude Long Endurance (MALE) Unmanned Aerial System (UAS) Unmanned Aerial System (UAS) with the Royal Australian Air Force contingent operating in Afghanistan. “The experience that Air Force gains in operating long endurance UAVs in Afghanistan will also help shape the development of unmanned Defence capabilities for Australia, through the next decade” Australian Minister for Defence Senator John Faulkner said. According to Senator Faulkner, the Australian Air power of the future will involve a balance of manned and unmanned platforms. “In particular a long endurance UAV can enhance force protection by providing ground commanders with real time intelligence” the senator added.
In July 2009 the Royal Australian Air Force and Australian Army personnel undertook Heron training in Canada. These personnel have now been absorbed within the Canadian Heron UAV Detachment at Kandahar airfield Afghanistan, conducting combat operations in support of ISAF. A similar process was undertaken by the British Royal Air Force, deploying ground crews and UAV pilots to train and operate with the U.S. Air Force Reaper units in the USA. By transferring the Canadians’ operational knowledge, experience and facilities, the Australians are expecting to have their Herons operational by early next year (2010). This UAS will be Australia’s first MALE platform in Afghanistan. The French Herons are operated at the Bagram air base in Afghanistan. Germany will be operating the Herons from Mazer e-Sharif airbase in Northern Afghanistan by early 2010.
The Australian Defence Department has signed a leasing agreement with MacDonald, Dettwiler and Associates Ltd. (MDA) of Canada, in support of ‘Project NANKEEN’ in Afghanistan. The aircraft will be operated for a period of one year, with options for an additional two years. MDA has teamed with Israel Aerospace Industries (IAI) to operate the Heron Medium Altitude Long Endurance (MALE) Unmanned Aerial System (UAS) on a similar program called ‘Project Noctua’, supporting the Canadian forces in Afghanistan.
Building on the previously announced successful Noctua Unmanned Aerial Vehicle (UAV) service for the Canadian Forces in Afghanistan, MDA and Israel Aeropspace Industries (IAI) will provide a similar complete turnkey operational UAV service under this new contract. The service will include complete operations, maintenance and logistical support, providing real-time, multi-sensor intelligence information, directly to the theatre of operation. “This contract expands MDA’s ability to provide advanced turnkey airborne surveillance services very quickly to customers with urgent deployed and domestic operational requirements.” said David Hargreaves, a vice president within the Information Systems Group of MDA. The Australian contract also provided an access to several Australian defense companies, including Geospatial Intelligence, Carbine Security Installations and Fujitsu Australia.
Brazil squeezes Boeing and Saab to match the terms of the mega-deal agreed by the presidents of the two countries. After Eurocopter and DCSN have already invested large programs in Brazil, Dassault could be next if Rafale is selected for the F-X2.
The Brazilian Air Force has extended the deadline for submitting best and final proposals for the F-X2 fighter aircraft, heating the competition between France, Sweden and the USA by offering 36 advanced fighter aircraft to Brazil. As expected, after the financial terms of the +$7 billion program and its underlying technology have been evaluated, technology transfer and benefits to the local industry will become driving factors. The two week extension came a fortnight after Brazilian President Luiz Inacio Lula da Silva and French President Nicolas Sarkozy announced the selection of the Rafale – this premature announcement forced Brazilian defense minister Nelson Jobim to confirm, that the competition remained open, allowing for the two week extension.
France has made great effort to win the F-X2 program, with President Sarkozi personally discussing the program in his recent meetings with the Brazilian president. The Rafale is thought to be a favorite contender, due to the generous share of production and technology transfer offered by Paris, in addition to other benefits in complementary programs. France has several large- scale defense programs undergoing in Brazil, including the construction of five submarines and assembly of transport helicopters (EC725). Brazil is also acquiring French military surplus equipment, namely aircraft carriers and amphibious ships, while France has committed to buy 10-15 KC-390 transport aircraft from Embraer.
Despite the French lead, Boeing and Saab are not remaining idle. Saab has embarked on cooperation with Brazilian industries, inviting a group of 20 Brazilian engineers to Sweden to start working on a Brazilian Gripen, if such aircraft is selected. The company is offering Brazil to locally produce up to 40% of the aircraft assemblies, in addition to the construction of aircraft. If Brazil selects the Gripen NG it will be the launch-customer of this aircraft and will share a significant part of its production and supply chain. Brazilian aerospace manufacturers are hopeful, that more aerospace industries could evolve in-country, similar to the growth of Embraer, following the collaborative AMX program with Italy.
In a last attempt to gain local support for its F/A-18E/F proposal, the Boeing Company conducted a two-day conference in São Paulo, Brazil, discussing prospective business with 140 potential partners and suppliers. “We are confident that our offer represents the best-value solution for Brazil, offering the most advanced technology, a proven superior logistics-support system and a price that is considerably lower than that of the Rafale,” said Bob Gower, vice president of the Boeing F/A-18E/F Program.
“Opportunities for companies in Latin America’s largest nation extend far beyond the F-X2 competition to all areas of Boeing’s business.” Said Gower. Boeing’s final proposal was submitted in August and full technology transfer, as authorized by the Department of Defense and Congress, it included local co-production options and access to aircraft systems, enabling Brazil to integrate its own weapons.
The German shipyard Howaldtswerke-Deutsche Werft GmbH (HDW), from Kiel, Germany, and its Greek subsidiary Hellenic Shipyards S.A. (HSY), of Skaramangas, Athens, announced the cancellation of the two submarine programs signed with the Greek defense ministry in 2000 and 2002. The companies claim the outstanding debtby the Hellenic government has accumulated beyond half billion euros. However, since the construction of the four submarines has been completed, and the client is over half a billion Euros in debt, HDW will gain little from the cancellation. However, a forthcoming arbitration, especially with post-election government due in a few months could resolve the crisis.
The “Archimedes” program involved the delivery of four Class U214 submarines, equipped with air-independent fuel cell propulsion. The construction of all four submarines is now completed. The air-independent fuel-cell technology was selected for the modernization of three Hellenic Navy Class 209 submarines, under “Neptun II” submarine modernization program. The lead submarine of the Type 214 Papanikolis-class was completed in 2006 but was never accepted by the Hellenic Navy. Two years later it was certified as seaworthy by the German MoD. The other three vessels, Pipinos,Matrozos and Katsonis have all been launched at HSY in Greece.
While the manufacturers agree that the client refused to accept the first vessel, they claim the Greek defense ministry has failed to pay Eur. 524 million over the last two years. “With this cancellation HSY has lost the main technology supplier essential for fulfilling the construction programs.” Warns HDW, asserting Greece risks grounding its modern submarine force by not complying with the terms of the contract. (In addition to the three Poseidonsubs, Greece has four Glavkos Type 209 vessels also built by the German shipyard.) In 2005 ThyssenKrupp Marine Systems acquired HSY, modernized and expanded it to become the largest shipyards in the Eastern Mediterranean. However, like many other shipyards, they currently suffer from the economical crisis, particularly the collapse of demand for yachts and merchant ships.
The Italian Falco Unmanned Aerial Vehicle (UAV) developed by Selex Galileo of Finmeccanica completed a series of flight tests aimed at expanding its ISR capabilities, through the integration of multiple sensors. In recent months the unmanned aircraft was flown with the PicoSAR Synthetic Aperture Radar (SAR). The new high-resolution SAR has the ability to detect and identify, with extreme accuracy, possible disturbance of the ground surface which, when coupled with its change detection function – could hint of the emplacement of Improvised Explosive Devices (IED).
During the flight tests the company’s High Mobility Ground Control Station (HM-GCS) which further enhances the system’s ISR credentials was operated. The HM-GCS is self-contained and offers a full training simulation environment and mission rehearsal capability. Exploiting a new and more powerful datalink. The system performed “hand-over” missions, which combined a number of Ground Control Stations (GCS). This in-flight hand-over increases the overall operational capability of the system, by overcoming the inherent Line of Sight (LOS) data link limits of a single ground station.
The recent tests also confirmed catapult launches and automatic landings of the Falco at full weight, validating the aircraft full payload capabilities. These launches also simulated a “surge” conditions, where aircraft turn-around time between missions was reduced to under one hour. The test flight campaign took place at the company’s UAS facility at Parc Aberporth in Wales and the Arctic Flight Test Centre in Finnish Lapland.
AG51 Tornado IDS carrying a recce pod over Afghanistan. Photo: German MOD
Following the successful completion of Initial Operational Capability (IOC) qualification of the Reccelite tactical aerial recce pods with the German Air Force, the Luftwaffe is now equipping Tornado IDS fighters with the system. To be equipped with the first two Reccelite pods, are Tornados of AG51 ‘Immelmann’ Tactical Reconnaissance Wing. Recently deployed to join the rest of the squadron at Mazer e-Sharif airbase in northern Afghanistan, the aircraft will support USAF operations in-theater.
AG51 Tornado IDS carrying a recce pod over Afghanistan. Photo: German MOD
Tornado At this airbase, the Luftwaffe is operating a detachment of six recce-specialist Tornado IDS jets since April 2007. The new system, supplied by Israel’s Rafael Advanced Defense Systems, comes with pods, ground exploitation center and datalinks, supporting high operational tempo with two missions per day, providing ISAF commanders with near-real-time, day and night imagery of wide areas. Reccelite has already been fielded in Afghanistan by the Dutch Air Force on the F-16NLs.
Recce aircraft of the Luftwaffe AG51 'Immelmann' squadron, stationed at Mazer e-Sharif in AFghanistan. Photo: Luftwaffe/Herbert Albring.
The new pods are augmenting some 30 ‘wet-film’ recce pods operational since the 1990s. Developed by EADS, these older pods are currently operating in-theater, carrying two Zeiss KS153A wet-film optical cameras. The forward looking Trilense 80 system with three lenses and vertically positioned Pentalens 57 comprising five lenses, is covering horizon-to-horizon. An inflight rotateable KS-153 Telelens 610 telephoto can be installed in the fore section, for long-range oblique photography. In addition, the pod comprises the Honeywell infrared line scanner and Recce Management System (RMS) plus a digital data recording device from Ampex.
The Reccelite pod attached to AG-51 Tornado. Photo: Luftwaffe/Falk BärwaldReccelite ground work station offers analysts to process, and analyze aerial imagery at near real time, during the mission. Middle and Bottom: the recce processing systems employed with the EADS recce pods comprising film-based processing and analysis systems. Photos: Luftwaffe/Falk Bärwald
While these cameras provide excellent image quality and definition, the operation of the system is complex, requiring lengthy preparation, each sortie must be carefully planned and meticulously performed, as the cameras have to be manually aimed to capture the target area. After the mission. lengthy post-flight processing of the films means that analysis and distribution of recce products is delayed for hours, therefore limiting mission flexibility and efficiency.
In contrast to the older pods, the Rafael Reccelite is designed as a tactical recce system. Its multi-megapixel sensors made by Zeiss are mounted on a stabilized 3-axis gimbal, pointing the camera to the target, regardless to the aircraft position. Utilizing an on-board inertial navigation measurement unit, the payload optimizes the viewing angle and photo sequence, taking multiple images of the target area, providing users with digital, high-quality products in near-real-time. This process offers high flexibility and effectively covers diverse topography, including mountain slopes, urban areas and wide, open desert areas, all in a single sortie, providing detailed, high resolution digital imagery.The Tornados will be able to operate such missions at high speed, in low-and-medium altitude, with pod sensors automatically aimed at their objectives, regardless of the aircraft flight-path or maneuvering, therefore improving crew survivability and flight safety.
Next year the German detachment at Mazer e-Sharif will be augmented by three Israel Aerospace Industries (IAI) Heron I Medium Altitude, Long Endurance UAVs drones, and two ground stations, being leased by IAI. Although operated by the new UAV squadron of the 51st TRW, these UAVs will remain in Afghanistan, pending a final decision by the German Ministry of Defense (BwB), on the type of future UAV-MALE (Medium Altitude Long Endurance) procurement decision.
The British Army received the first improved Scorpion Combat Vehicle Reconnaissance (Tracked) CVR(T), upgraded under an Urgent Operational Requirement (UOR) preparing the light tanks for combat operations in Afghanistan. Under the £19million UOR contract the power train was up-rate with a more powerful engine, gearbox, final drive and cooling system, better suitable for the high altitude, dust and temperature encountered in Afghanistan. The Light Dragoons, based in Swanton Morley in Norfolk, will be the first unit to begin training on the new vehicles in early 2009.
The future light attack/armed reconnaissance aircraft (LAAR) will be fitted with an advanced sensor suite and multiple hardpoints to carry light support weapons, capable in independent finding, fixing and tracking targets, engaging these within a single asset platform. The Air Force considers aerial gunnery and precision weapon attacks to be ‘kinetic’ means in engaging targets rapidly, thus reducing the sensor-to-shooter timeline cycle. Furthermore, LAAR will also provide means to deliver direct fire from other platforms, coordinating fires directly with supported ground units, through voice, video and datalinks with other assets, creating synergies in minimizing fratricide danger.
(LAAR) Mission Package
The aircraft will carry ordnance and external stores on four underwing pylons. Typical air-to-ground ordnance will include an aerial cannon, two 500 lb class guided-munitions and a variety lighter weapons, such as 2.75″ (guided or unguided) rockets, rail-launched guided missiles (such as the Hellfire II), unguided free-fall munitions, flares etc. It will be capable operating on five – hour missions, flying distances of 900 nautical miles without refueling, up to a ceiling of 30,000 ft. The aircraft will operate from austere, forward operating bases, semi-prepared surfaces including dirt, grass, gravel, surfaces. Ground support operations are not rquired ro service the aircraft, – other than available field fuel stores available for re-fueling operations.
The aircraft will be capable of employing weapons from altitude up to 10,000 ft above ground level. To facilitate transition of high-altitude mountain ridgelines for operations in mountainous area, the aircraft could be prepared for operation under icing conditions, and be capable of generating oxygen through an On-board oxygen generating system (OBOGS).
Configured as tandem cockpit with duplicated controls and modern digital avionics, LAAR will be designed for day or night operation. The front cockpit will also be fitted with a HUD supporting air-to-ground functionality, displaying the continuously computed impact point (CCIP), continuously computed release point (CCRP), strafe, and manual weapon aiming computation/release.
The ISR systems on board will comprise a modern, stabilized multi-sensor electro-optical payload with geo-locating accuracy, integrating a day channel, night (thermal) channel, and multiple laser emitters, such as rangefinder, designator, target marker and spot-tracker. LAAR will be equipped with communications systems, integrating voice-and-data links, enabling simultaneous operation of three separate channels, in addition to multiple datalinks supporting transfer messaging, images and full motion -video supporting Remote Operations Video Enhanced Receiver (ROVER), operated by ground units and the ground forward air control / joint terminal attack control (FAC/JTAC) systems. LAAR will operate fully integrated with traditional Command and Control (C2) concepts and organizations, networked with current theater air tasking order (ATO) and airspace control order (ACO) dissemination networks. Furthermore, LAAR could also be tasked as part of joint teams, supporting ground or other aerial units.
To enhance the aircraft’s survivability in high-risk combat zones, the cockpit and engine compartment will be armored, protecting the crew and critical systems, against small arms ground fire. Zero altitude-zero airspeed ejection seats will offer maximum survivability for the crew in an emergency. Self-sealing fuel tanks will also be installed. The aircraft will also be equipped with a defensive measures suite, including radar warning receiver, missile approach warning system and countermeasures dispensers. To minimize infrared signature, LAAR aircraft could also be fitted with exhaust IR suppression systems.
Universal Engineering launched the privately funded Project Ranger in June 2008 – developing a family of protected vehicles for use by military forces worldwide. The vehicle concept is unique, in that it has been designed from the crew outwards and offers the most advanced protection system available with an array of optional mission-enhancing systems, for commanders to choose from. The Ranger offers balanced yet uncompromised protection, mobility and payload carrying capability.
“Ranger represents the next generation of force protection, mobility and mission functionality.”Ranger project director John Scott said, “Ranger is a hybrid vehicle designed for today’s hybrid battle. Ranger has performed far and above our expectations. Its handling and ride characteristics are first class and it’s off road, cross country performance has exceeded even our optimistic predictions.” Scott added.
The Ranger races through dirt roads, during field tests held in August 2009 in the UK. Photos: Universal Engineering.
Maximum protection
The protection system is designed to withstand anti-tank mines, and small arms, conforming to level 5 and 4 A/B, as defined by STANAG 4569, as well as protection counter-IED and shaped-charge threats. Internal spall liners are reducing the risk of internal damage, in case of shaped charge penetration. The vehicle design also provides significant protection against large explosive charges and mines. The Ranger design is fitted with a V shaped hull and floating capsule. Furthermore, the front end containing the powerpack module and rear wheel station are designed to blow clear of the vehicle, deflecting much of the blast effect off the protected capsule.
Photo: Universal Engineering.
To withstand higher threats, the vehicle is fitted with universal mounts for add-on armor modules on the sides and underbelly. Certain base armor modules can be tuned, and add-on armor applied. The crew seats, used in the Ranger are designed to accommodate fully equipped soldiers, with combat webbing and helmets. They are suspended from above, and equipped with shock absorbers and foot rests to mitigate blast effects from an underneath explosion. On emergency the seats can be quickly removed for use as a stretcher. The Ranger uses an electronic architecture system developed by Selex Galileo and Indirect Vision System, providing the crew full situational awareness under all visibility conditions.
Photo: Universal Engineering
Impressive mobility
The 19 ton vehicle is designed as a ‘chassis-less’ platform, where the automotive elements are attached to the monocoque capsule or in separable modules (frontal elelemt). Capable of on-road and off-road mobility that matches or surpasses the British Improved Medium Mobility Load Carrier (IMMLC) all-terrain truck, carrying a payload of six tons (on the 6×6 and 8×8 versions). Powered by a 540 hp MAN diesel engine coupled to a 12 speed ASTronic gearbox driving the 6×6 all wheel drive, the 19 ton Ranger accelerates from 0 to 50 km/h in only seven seconds reaching top speed of 117km/h, on road. Utilizing rear steering it can turn on a 16 meter circle. Compared to IMMLC, the Ranger has a lower ground pressure, almost twice the power/weight ratio and 60% higher ground clearance, providing for much better off-road mobility. It can ford a water gap at 1.5 meter depth and wade a gap 1.5 meter wide, without preparation. It also has an adjustable height suspension system, an all-wheel drive with rear steering support, and runflat tires. The Ranger is equipped with a 200 Amp auxiliary power unit, providing for extended ‘silent watch’ and enabling the vehicle to use maximum engine power for mobility when required. Ranger is designed to be air transportable in a C-130, A400M and C-17.
Photo: Universal Engineering.
Mission Configured Vehicles
Ranger is offered in three basic versions – the basic 4×4 variant, accommodating 4 or six soldiers plus commander and driver, and roof mounted weapon station – the short capsule 4×4 can be used for fart response, recce snatch as well as Light Protected Patrol Vehicle ( LPPV) missions. A larger 6×6 variant shown at the DVD 2010 event accommodates four passengers and is configured with a flatbed for load-carrying of up to six tons. The 6×6 has a slightly longer and higher hull with a nominal payload of 6 tons. An 8×8 pre-production Ranger was shown at the DVD show is capable of carrying a payload of 11 tons. These heavier vehicles are powered by a 540 Hp MAN diesel engine coupled to an automatic transmission and Horstman Defence Systems independent double-wishbone suspension for efficient off-road mobility. This 8×8 platform is offered in an extended version, with a larger armored capsule accommodating six passengers. The vehicles could be configured into armored ambulances and fire support platform.
Hawker Beechcraft Corporation (HBC) and Lockheed Martin have teamed up, competing for the Air Force LAAR program. Air Tractor is also believed to compete. Embraer, the manufacturer of Super Tucano, could also submit a proposalthrough a local affiliation in the USA.
HBC will lead the team as a prime contractor, with Lockheed Martin Systems Integration in Owego, NY, acting as mission systems integrator for the aircraft. The team will propose a structurally strengthened derivative of the T-6A/B trainer designated the AT6 LAAR. The T-6 is already operational with eth U.S. Air Force and Navy. . The new aircraft will have commonality with the current fleet of T6 trainers.
In early September 09 HBC conducted the first flight of the AT-6 prototype, The plane is designed to be able to quickly transition pilots between basic flight training missions and complex NetCentric light attack and armed reconnaissance missions.
The first flight followed with flight envelope expansion of the heavily instrumented AT-6 prototype, along with performance and handling qualities assessments with various external store configurations. The aircraft is scheduled to complete aerodynamic handling quality and flight envelope expansion tests by late this year (2009), with additional mission system integration and testing to follow. The primary objective of the second prototype aircraft is integration of the new, higher horsepower PT-6A-68/10 engine for improved performance, with initial flight testing to begin in the spring of 2010.
“The AT-6 is a U.S.-made solution designed to meet training, light attack and armed reconnaissance needs for irregular warfare and building partner capacity initiatives,” said Jim Maslowski, president, U.S. and International Government Business for HBC. “Like our contribution to Project Liberty, we are listening carefully to the warfighter and, together with our partners at Lockheed Martin, we are creating high-end capabilities in a low-cost, low-risk aircraft.” The AT6 will incorporate various close-air-support capabilities, in addition to the training role already performed by the aircraft. In addition, AT6 will be capable in performing manned Intelligence Surveillance and Reconnaissance (ISR) missions and precision attack, with light, guided weapons, supported by a modern mission systems avionics suite, offering commonality with the U.S. Air Forces’ A10C. AT6 will also offer non-traditional capabilities for Homeland Defense and Civil Support missions.
Developed by ‘Team Z’, an industry team led by armored vehicle designer Creation UK Ltd and British defense systems manufacturer Babcock Land Systems, Zephyr SRV (Specific Requirements Vehicle) introduces a modular, protected vehicle platform offering good survivability and multi-role operational flexibility, with efficient mechanical and logistics designed for extended field operations.
Zephyr Specific Requirements Vehicle (SRV)
The team is offering the Zephyr for the British LPPV as well as a candidate for the Australian Land 121 ‘Overlander’ program and the upcoming Canadian Tactical Armored Patrol Vehicle (TAPV) requirements. A variant of the new design is also prepared for the British Operational Utility Vehicle System (OUVS) competition, for which Babcock was down-selected last year (the program has since been delayed recently.) The basic platform can be configured for a wide range of operational roles, body types and specialist applications such as pick-up utility vehicle, troop carrier, command and control, Weapons Mounted Installation Kit (WMIK), reconnaissance and battlefield ambulance. The basic configuration is the 4×4 vehicle but for future versions, a 6×6 variant is also planned. Creation and Babcock are preparing to produce the vehicles at a high pace, fulfilling the expected order for 400 vehicles within twelve months.
The centerpiece of the Zephyr design is the ‘occupant survival cell’, a protected compartment, configured with a V-shaped belly, floating floor for blast mitigation, blast-absorbing suspended seats and composite armored protection shell. Protection is specified for minimum STANAG 4569 level 2 mine protection and level 2-3 KE protection. Fragment protection is taken to level 4.
Zephyr SRV is also able to carry a range of roof-mounted options, including protected or remote weapons stations (RWS). Crew and seating layouts can be varied from two to eight occupants, to suit operational requirements. Space is also allocated for weapons fit, communications suites, situational awareness (SA) systems and other electronic devices – inline with LPPV and other comparable requirements.
The vehicle is configured for air transportability within C130, or underslung below CH47 helicopters. Mobility is designed to meet and exceed that of the Improved Medium Mobility Load Carrier (IMMLC), the latest British army medium truck. Zephyr can operate at a gross vehicle weight of 7500kg – carrying an effective payload c of 2500kg, assuming standard designed protection levels.
The design team considered a range of powertrain options for the vehicle, accommodating specific user preferences. The engine and transmission is accessible from the side, with the entire power train mounted on a ‘cassette’ facilitating rapid removal and insertion in the field. The vehicle uses independent height adjustable suspensions, adjusting ground clearance, ride and handling to suit special operating conditions. Additional features include fully integrated Health and Usage Monitoring Systems (HUMS) and the capability to support exportable power requirements.
BAE Systems has launched the latest member of the combat proven RG family of armored vehicles at DSEi 2009, introducing the new 6×6 RG-35 Mine Protected multi-purpose fighting vehicle. This vehicle is defined as a ‘crossover tactical vehicle’, bridging the gap between a wheeled armored fighting vehicle and mine ambush protected mine resistant vehicle. Based in part on the RG31 Mine Protected Vehicle, RG35 has a high level of off-road mobility and maneuverability, while maintaining high level of protection, meeting STANAG 4569B Level 4A/4B, and high level ballistic protection up to STANAG 4569 A level 4.
The RG35 shown on a cross-country track. Photo: BAE Systems
large space The new RG35 family of vehicle is designed to offer a large volume under-armor, up to 15 cubic meters in total, enough to accommodate 16 soldiers (15+driver) and 15 tons of payload. The new family comprises a range of 4×4 and 6×6 tactical armored vehicle configurations, designed for different applications, including troop carriers, equipped with overhead remotely controlled or manned turrets, a command vehicle and various combat support vehicles. These include 120 mortar or 105mm gun carriers, sappers vehicles and recovery vehicles, as well as a highly mobile armored ambulance. The vehicle is designed for a gross vehicle weight of 33 tons, and comes at a curb-weight of 18 tons.
Photo: Defense-UpdateA new, low profile weapon station is used on the RG35. Photo: BAE Systems
Powered by a Cummins or Caterpillar diesel engine, developing 550 horsepower and moment of up to 2136 Nm, coupled to a 6 speed automatic transmission, hydrodynamic retarder and 2 speed transfer box, packed in a side-mounted integrated power pack,. Nevertheless, the 6×6 RG35 is driven like a tactical vehicle, rather than a heavy truck. Reaching a maximum road speed of 115 km/h, it can also turn on a 15meter radius. The vehicle also has good off-road mobility, with 0.458 meter ground clearance. The 1.42 wheel-base common to all versions with angle of approach and departure of 45 degrees,the RG35 can traverse a gradient of 60%. the vehicle also has an optional ride height adjustment and central tire pressure control for crossing sand and mud. RG35 has fuel autonomy supporting up to 1,000 km of continuous travel.
The internal layout of the passenger compartment offers 15 cubic meters of space under armor, accomodating 15 soldiers or other mission equipment. Photo: BAE Systems
The SPV400 designed by Supacat uses the highly mobile and agile chassis of the Jackal applied with modular protected capsule.
Armored vehicle designers and manufacturers in the UK are scrambling to develop light armored vehicles aimed to replace the lightly armored 4×4 Land Rover Snatch light patrol vehicle, operated by the British forces in Afghanistan. Driven throughout the large countryside on the notoriously IED infested roads of Afghanistan, soldiers riding the Snatch became painfully vulnerable to lethal ambushes and IED attacks, raising increased public scrutiny of the vehicle and its ineffective combat usage. Last February, the MOD Defence Equipment & Support (DE&S) organization started the process to replace the Snatch with an all-protected, yet compact and highly maneuverable, lightly protected patrol vehicle (LPPV). The initial phase will require up to 400 new vehicles to be delivered by 2010-2011.
The SPV400 designed by Supacat uses the highly mobile and agile chassis of the Jackal applied with modular protected capsule.
At DSEi 2009, four companies introduced potential contenders for the new role – Team Z introduced the Zephyr, Force Protection Europe, teamed with Ricardo Inc to market the Ocelot and the new Supacat Protected Vehicle SPV 400 is proposed by the company, that has already fielded the Jackal. A German team formed by armored vehicle manufacturers Krauss Mafaei and Rheinmetall Defense is also pursuing the British LPPV opportunity, proposing their new Armoured Multi Purpose Vehicle (AMPV) – with the first prototype unveiled at the show. The team expects the vehicle to be fully developed in time for the final selection processThe modular design and common, protected chasis was one of the main innovations of the AMPV, as it was launched last year at the ILA airshow in Germany.
In May 2010 the British MoD has narrowed the selection for the future Light Protected Patrol Vehicle (LPPV) to two new designs – the Ocelot, built by U.S. Force Protection International and British Ricardo group, and the SPV-400 developed by the British company Supacat. MOD ordered two exampled of each vehicle for further evaluations, and is expected do decide on the preferred bidder by August 2010.
ASCOD2 armored fighting vehicle, is currently produced for the Spanish Army. Photo: General Dynamics Europe
The British Ministry of Defence (MoD) has accelerated the processing of a new contract to procure about 600 armored vehicles as part of the reconnaissance and support vehicles, comprising four variants of the Future Rapid Effect Systems (FRES) family of vehicles. FRES scout vehicle (SV) consists of three Blocks of Reconnaissance vehicles, plus Medium Armor and Maneuver Support. Up to 1,300 could be required in total. Recce Block 1, which consists of Scout, Repair, Recovery and Protected Mobility variants, is the biggest and seen as highest priority.
Two bids for the new program are expected to be submitted in November this year, with selection and contract posssibly signed for the £2 billion program by the first quarter of 2010. For the initial order, the MOD plans to acquire 270 scout vehicles of the FRES SV category. Similar to the previous FRES phase (FRES UV), the British MOD could not find a suitable platform at home, despite the proud history of British tank industry and had to consider only foreign designs for evaluation. The CV90, built by BAE Systems, former Hägglunds division- of the company’s Swedish based operation and the ASCOD-2, developed by the Spanish based General Dynamics’ Santa Barbara operation. If selected, the vehicle will be built in the UK.
CV9035 shown here during test in Sweden. Photo: BAE Systems
The first vehicles are expected to enter service in about 2015, to replace the older Scimitars and Spartans. Originally the FRES program was worth about £16 billion, providing the British Army with nearly 4,000 new tracked and wheeled armored vehicles. However, the initial segment (Utility Vehicle) was shelved last year, while the current Specialist Vehicle has been elevated to a higher priority. Overall, he MOD plans to acquire about 1,300 FRES SV variants.
BAE CV9035 MkIII FRES SV Contender
At DSEi 2009 BAE Systems has unveiled a new configuration of a CV90 series – the CV9035 Mk III Infantry Fighting Vehicle. The basic version of this family of vehicles made first deliveries to Sweden in 1990-1991, with the Dutch Army being the most recent to acquire and field the latest model CV9035 Mk III, with deliveries continuing through 2011.
The British variant proposed for FRES SV utilizes the common CV90 chassis but carries a new turret armed with the new, automatic, 40mm Case Telescoped Weapon System (CTWS) developed by CTA International, a joint venture of BAE Systems and Nexter Industries. The new weapon system will give much greater punch than existing medium-caliber designs against armor, buildings and dismounted troops. The UK-developed turret will allow accurate firing on the move, a first for a medium-caliber vehicle weapon-system in British service. The vehicle is designed for maximum combat weight of 32-35 tons (depending on the configuration), traveling at speeds up to 70 km/h road bound. Armor protection consists of base and appliqué armor. Under a Swedish program, a version of the CV90 has already been integrated with the ADS active-protection system developed by IBD and Akers of Sweden. The British MOD has also selected the ADS to be the future active protection solution for the FRES family of vehicles.
CV9035 shown here in desert camouflage. Photo: BAE Systems
BAE Systems has developed a demonstrator vehicle based on its proposed design, which is currently undergoing evaluation in the UK. “The demonstrator vehicle has allowed us to integrate complex systems and gives confidence that we can meet the demanding UK Ministry of Defence timescales for the high-priority FRES SV program.” BAE Systems FRES SV Campaign Director Arne Berglund said “It incorporates technology and learning from our very successful Manned Turret Integrated Programme 2 (MTIP2) turret program which integrated the CT40 gun, culminating in a successful live-firing demonstration from a moving Warrior vehicle against a moving target. last January.”
Six nations are already operating various versions of CV-90 vehicles, with a total of 1,170 units contracted. BAE is pursuing further potential customers for the vehicle including Canada, Poland and Norway, each having future requirement potential for over 100 vehicles.
General Dynamics UK Proposes ASCOD-2 for FRES Scout Vehicle
General Dynamics UK is proposing the ASCOD 2, an upgraded version of the ULAN vehicle already operational with the Austrian army and its parallel model – Pizaro, fielded with the Spanish forces. ASCOD 2 demonstrates high mobility, survivability and payload, while retaining the capability for future growth. The vehicle is equipped with improved Battle Field Management and Vetronics, and comprises the Bowman C4I tactical communications system.
The first prototype of ASCOD, designated Pizzaro (ULAN) was launched in 1992 under cooperation between the Spanish Santa Bárbara Sistemas company and the Austrian company Steyr Daimler Puch (Austria) – both later became subsidiaries of General Dynamics Land Systems. In 1996 the Spanish Government awarded a contract to Santa Barbara Sistemas to produce the first phase of 144 units (123 Infantry/Cavalry – VCI/C – and 21 Command – VCPC. Eight years later a second phase was launched, with an additional order of 212 Pizzaro units, as part of the Spanish armor modernization program, aiming at building up to 900 vehicles. The Spanish order also addresses new variants – an Advanced Surveillance Vehicle (VCOAV), a Recovery Vehicles (VCREC) and the Sappers (VCZ) vehicle.
The ASCOD-2 is designed for maximum combat weight of 31 tons, accelerating to 50 km/h in 13 seconds. ASCOD-2 has a top speed of 70 km/h with 33 km/h in reverse. The vehicle has a base armor and internal spall liners; it is also prepared for the installation of modular appliqué armor, including reactive armor tiles and counter-IED modules.
ASCOD2 armored fighting vehicle, is currently produced for the Spanish Army. Photo: General Dynamics Europe
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