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    Unmanned Monster Vehicles Designed for Heavy Transport

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    New unmanned vehicles are being proposed to carry heavy cargo mission, such as tanks, armored vehicles and supply logistics over long distances, as well as from ship to shore hauling heavy vehicles and outsized cargo loads. Two concepts were unveiled at AUVSI 07 – the Hybrid Unmanned Air Vehicle (HUAV), developed by Lockheed Martin, and the T-Craft, designed by General Dynamics.

    Hybrid airship/aircraft, developed by Lockheed Martin (Photo: Lockheed Martin)

    Combining buoyancy and aerodynamic lift, HUAV is creating an aircraft capable of carrying payloads of up to 2,500 – 12,000 pounds to an altitude of 20,000 ft, maintaining long persistence over the target area, at costs significantly lower than other manned or unmanned platforms. While the 250 foot long HUAV is designed for long persistence, cruising slowly at about 20 knots, it will also be able to move from one location to another at a top speed of 60 knots. HUAV will be ideally suited for long dwell missions (over 7 days without refueling) over low-threat environments. The large volume available for the payload enables the integration of sensors having very large aperture (up to 100 ft long, 20 ft wide). According to Lockheed Martin, the HUAV could be fully developed within 24 – 30 months and, if sufficiently funded, could fly by 2010.

    Lockheed Martin is also planning a much larger version of the hybrid aircraft, capable of delivering heavy cargo over a range of 2,000 miles. The hybrid airship/aircraft will be constructed from high-strength fabrics providing buoyancy and aerodynamic lift. Its large size will accommodate outsized cargo, or 10 – 14 standard pallets weighing up to 50 tons. It will be equipped with four pusher thrust vectoring propellers and a landing system utilizing four air cushions enabling the airship to be airfield independent, land and takeoff from short unprepared surfaces. The crew controlling the hybrid aircraft will use on board weather monitoring and route planning to establish the best, safest flight route for the aircraft.

    Completely different concept is pursued by General Dynamics, with the T-Craft Captive Air Amphibious Transporter (CAAT). The program addresses the Office of Naval Research (ONR) Seabasing Innovative Naval Prototype program, with an unmanned floating vessel capable of transverse sand bar and mud flats, offering the US Marines Corps with ‘feet dry on the beach” capability. CAAT will be able to carry twice the load of current amphibious landing crafts (LCAC), deployed from flat bed vessels such as LHDs and future Catamaran landing support ships. At AUVSI CAAT was displayed wit a load of two M-1 tanks and two HMMWVs. The autonomously controlled vessels will be propelled by linked buoyant cells forming a track-like propulsion system. Each vessel will have two tracks enabling forward and backward motion and steering by differential movement. The CAAT concept is currently under evaluation and, if funded, could become reality within a few years.

    Topics covered in AUVSI 2007 review:

    HALE UAVs Come of Age

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    The High Altitude, Long Endurance mission profile was never meant to be used with manned platform, but is perfectly suited for unmanned systems. Only few manned aircraft are prepared to fly and operate at these altitudes. The thin air at the Tropopause limits the use of conventional engines, but opens new horizons for surveillance, communications and electronic eavesdropping activities. After overcoming the technical obstacles, mission planners could benefit from unobstructed operations at altitudes well above civilian or military air traffic. At these altitudes, the atmosphere is calm, the thin air causes reduced drag, resulting in less energy required to maintain higher ground speed. Aircraft flying at these lofty altitudes are well above the jet stream and other high velocity currents, averaging 40 – 80 knots in speed, with peaks of up to 160 knots. These currents encountered at the high troposphere, at altitudes between 20,000 to 35,000 ft., usually affect the performance of aircraft operating at medium altitudes.

    Until the early 2000s, only few manned platforms could soar to such heights. One of the first to explore these altitude was the Lockheed U-2 strategic reconnaissance aircraft, designed in the late 1950s. A decade later, the SR-71A strategic reconnaissance aircraft, unofficially known as the “Blackbird,” was used as long-range, advanced, strategic reconnaissance aircraft. The first flight took place on Dec. 22, 1964. Then the ‘Blackbird’ served for 22 years providing strategic reconnaissance missions and was retired in 1990 only to return five years later to fill a critical recce gap. Throughout its nearly 24-year career, the SR-71 remained the world’s fastest and highest-flying operational aircraft. The SR-71 flew at more than three times the speed of sound (Mach 3) at altitudes in excess of 80,000 feet (approximately 15 miles high).

    The successor of the U-2, the U-2R ‘Dragon Lady’ is still operational today. Designed for high-altitude intelligence and reconnaissance missions, this aircraft can fly above 70,000 feet and carry some o the most advanced long-range reconnaissance gear available today. Its mission payloads include highest resolution SAR radar in service today, as well as sophisticated SIGINT systems. Providing near-real-time imagery and signals intelligence to warfighters and national authorities, the ‘Dragon Lady’ was used extensively during operation Iraqi Freedom in 2003 and provided important damage assessment information after Hurricane Katrina struck the Gulf of Mexico in 2005.

    With the arrival of the RQ-4A Global Hawk, the missions of U-2R were reduced to those specific services which could not be supported yet by the unmanned platform. These missions will be transferred to the Global hawk fleet in the next decade, as the RQ-4B (Block 20, 30 and 40) aircraft are fielded, capable of carrying heavier payloads, including SIGINT and advanced SAR payloads.

    Global Hawk may be dominating the high altitudes today, but in the near future, it will have to share those heights with more unmanned platforms. One such system is theIntegrated Sensor Is Structure (ISIS) developed by Lockheed Martin Aeronautics. ISIS will provide a new model for persistent, autonomous ISR platform. Utilizing a stationary stratospheric airship, ISIS will establish a position on the ‘high ground’ at an altitude of 70,000 ft. This airship will be deployed for long missions, staying in position for one, five or even ten years. It will provide a persistent early warning sensor able to detect cruise missiles at distances of 600 kilometers or dismounted enemy combatants at a range of 300 km.

    Smaller but but not less effective for its proposed mission is the Global Observer high altitude UAV system developed by Aerovironment. This aircraft was designed to provide long dwelling stratospheric capability with global range and no latitude restrictions. Operating at these heights, the platforms provides ‘near space’ capability comparable to satellites, providing services such as persistent ISR and communications relay, including dedicated communications support and satellite link redundancy for other UAVs.

    Another system under development by Aurora Flight Science and Boeing is the the Orion, High Altitude, Long Loiter (HALL) Unmanned Aerial System. This stratospheric platform will be able to cruise at an altitude of 65,000 ft for about 100 hours, powered by reciprocating engines consuming liquid hydrogen fuel. With a gross takeoff weight of 7,000 lbs (3.175 tons) HALL will be able to carry payloads weighing about 400 lbs (181kg). The U.S. Army/SMDC is supporting a team lead by Aurora and Boeing as a strategic partner, developing two Orion HALL platforms, to demonstrate the new technology. First flight is expected by 2009. Aurora and Boeing have also teamed since 2004 on a Boeing-led concept definition study of a twin-engine, larger unmanned platform designed for missions over a week long, carrying multi-sensor payloads weighing up to 2,000 lbs.

    Flying at the edge of space in the high stratosphere, a future unmanned aircraft could one day carry weapons or other payloads anywhere in the world within few hours, or deploy cargo to lower space orbit, responding within minutes to urgent mission requirements. These high flyers will be designed to carry our fast strikes deep into enemy territory, anywhere in the world. Such a project known as FALCON is pursued by DARPA and the US Air Force. Lockheed Marin, the system’s developer is planning to fly the first FALCON demonstrator by the end of 2018, and is preparing to have such platform operational in about 10 years.

    A similar platform expected to be demonstrated around that time is the X-51 WaveRider, developed by Boeing. This vehicle will demonstrate capabilities similar to the FALCON, as Boeing aims to compete with Lockheed Martin to fulfill the future USAF requirement for global strike with the hypersonic atmospheric vehicles. The waveRider will integrate a scramjet engine developed by Pratt & Whitney, a boost rocket motor derived from an ATACMS missile matched with an airframe built by Boeing. It will demonstrate acceleration from boost (Mach 4.5+) to Mach 6 -7 cruise.

    Topics covered in AUVSI 2007 review:

    The US Navy/USMC Tier II Tactical UAV Program

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    The US Navy and US Marine Corps have decided to delay the tactical-level unmanned aircraft system program for a year, splitting the program into two separate phases, the first to begin in the first quarter of fiscal year 2009. Industry teams preparing for the tender, originally expected in the fall of 2007, will now re-evaluate their plans to address what seems to be a much larger program, aiming at the acquisition for thousands of new air vehicles over the next several years. In addition to US Marine Corps and US Navy uses, the new program is also expected to address US Air Force requirements for base protection.

    The Navy and USMC plan to launch the program in 2008, with a baseline day/night imaging and target designation capability, similar to what the Boeing/Insitu Scan Eagle system is providing today. The Air Force program will follow by 2010 primarily addressing base security mission. In addition to standard EO payloads, these aircraft could also be equipped with acoustic sensors, to spot gunshots and other threats.

    Companies that considered competing for the program include the Boeing/Insitu team, offering the Scan eagle, Raytheon, offering the Killer-Bee from Swift Engineering, AAI offering the Australian Aerosonde and MTC Technologies, offering the SpyHawk, designed by Arcturus. Northrop Grumman and Aurora Flight Sciences teamed to offer the Golden Eye 80 ducted-fan UAS and Israel Aerospace Industries prepared to offer its I-View 50 system with yet unnamed local partner.

    Topics covered in AUVSI 2007 review:

    Latest Miniature Unmanned Aerial Systems on Display at AUVSI

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    To improve mission range, persistence and raid response, some UAS are designed to be air-insertable. Since such missions could be ‘one way’ only, these UAVs are designed to be low-cost, optionally expendable systems. Among these are the the Finder from SAIC and the future SECC from Boeing. Two smaller, electrically powered UAVs also designed as optionally expendable systems, are the Coyote from ACR and Voyeur from Lite Machines as well as Aerovironment’s Switchblade. At the lower tier, unmanned systems are rapidly maturing, with some systems already fielded with US forces, particularly special forces and light infantry and airborne units.

    Wasp III micro UAV and the Switchblade expendable (tube launcehd ) UAV, both from Aerovironment. Photo: Tamir Eshel

    Some of the latest developments shown here include the BatMav (Wasp III) micro UAV from Aerovironment, recently selected for the Pentagon’s SUAV program. Its competitor, the Nighthawk (previously known as BatCam), is undergoing continuous development and was now introduced in a redesigned, lightweight 3rd generation model. Nighthawk and the new Maverick from Prioria, both represent a new concept of an ‘always ready’ UAV carried in a tube, with wings wrapped around the fuselage. When needed, the UAV is pulled out of tube, the wings automatically snapping into position making the UAV is ready to launch.

    Other micro-designs at AUVSI included vertical take-off and landing designs, including the new electrically powered Micro-Air Vehicle from CRG, and new turbine-based propulsion developed for the Class I Micro UAV from Honeywell.

    Topics covered in AUVSI 2007 review:

    New Unmanned Aerial Systems Unveiled at AUVSI 2007

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    In recent years, as weaponized robots evolved from controversial science fiction into grim reality, particularly in the Middle East skies, new systems are being developed and deployed. The Sky Warrior and Reaper are representative systems pursued by the US Army and Air Force, based on the Predator platform. But some argue that payload capacity may not be the most important factor, as smaller aircraft such as the Sky Raider, designed for field operation could offer superior persistence, resulting in more opportunities to pursue time-critical targets of opportunity.

    A nother program dominating the show was the US Navy Broad Area Maritime Search (BAMS), which is expected to select an unmanned platform to augment and replace part of the Navy’s maritime surveillance aircraft in the next decade. The Navy considers three alternatives representing totally different solutions, based on the Global Hawk HALE from Northrop Grumman, the Mariner MALE UAV proposed by Lockheed Martin and General Atomics or an optionally piloted G550 platform from Boeing.

    Obtaining High Altitude Long Endurance (HALE) capability is becoming a new trend, with systems becoming more dominant in coming years with the maturation of unmanned platforms, introducing long persistence and ‘near space’ capabilities, replacing satellites being vulnerable to enemy attacks. HALE platforms could also augment existing space and aerial assets, supporting heightened operational needs in certain theaters. Our coverage includes an update on the various developments and missions proposed forNorthrop Grumman’s Global Hawk, the ISIS and FALCON systems from Lockheed martin, the HALL, from Aurora and Boeing, and the Global Observer from Aerovironment.

    Between the large HALE systems and the smaller mini and Micro-UAVs, a new range of unmanned aerial systems are evolving, and are expected to define the future tactical systems for years to come. Several classes of unmanned aerial systems (UAS) are considered by the US armed services, among them, two relatively new groups, currently defined as Tier II and Tier III by the US Navy/Marine Corps, the latter considered to be themore mature. However, just prior to the event, Tier II changed direction, somewhat reshuffling the cards for many participants. AUVSI provided the stage for several companies to display relevant technologies related to the tactical Tier II program. These included the New Integrator, developed by InSitu, as well as the new versions and payloads for the Scan Eagle developed by InSitu and Boeing. Among the new versions unveiled by Boeing were a redesigned Scan Eagle Compressed Carriage (SECC) configuration to be adapted for air insertion.

    Other Tier II candidates at the show were the GoldenEye 80 from Aurora, teaming with Northrop Grumman to pursue this program. SpyHawk displayed by MTC and the original designer Arcturus, the KillerBee, presented Swift Engineering teamed with Raytheon to pursue this opportunity while IAI’s I-View 50, the Israeli was newcomer to this program. Elbit Systems’ Skylark II was also on display and could become an attractive option for theUS Marines. Smaller systems, such as the the new Stalker and Desert Hawk III from Lockheed Martin, the Skylark from Elbit Systems, and Skylite from RAFAEL, brought to the show by Advanced Ceramics Research (ACR), which also displayed its own Sky Fox UAV.

    Representative Tier III also included future weaponized UAVs; these platforms, considerably larger than Tier II are designed for closely supporting tactical units providing persistent operations over the battlezone.

    They will be used for fire support, armed scout and ISR missions directly supporting maneuver forces. They are designed augmenting or replacing manned helicopter gunships or manned close air support. These Vertical Take-Off and Landing (VTOL) Combat UAVs are expected to follow fielding of FireScout later in the next decade. Such futuristic designs are already under development, including the Excalibur from Aurora, AD-150, proposed by American Dynamics, and the VARIOUS UCAV, a concept for a future lightweight Unmanned Combat Aerial System developed by Lockheed Martin. Northrop Grumman also highlighted its newly selected X-47B UCAS-D vehicle, selected by the US Navy for evaluation for future carrier borne operations.

    A unique sensor system for aerial refueling, designed by Cobham was introduced at AUVSI. This sensor is part of an aerial refueling system can be adapted to refuel unmanned aerial systems. The system utilizes the VisNav series 100 Dci sensor system can be applied to any buddy refueling pod and drogue, to accurately tracks measure the drogue position in azimuth and elevation. The system performs over 100 measurements every second and relay the data to the UAV for effective station keeping. The sensor performs under all lighting conditions and can be integrated with existing drogues and buddy store tanks.


    Payloads and Control Systems

    Advanced mission control systems were also introduced, including the Virtual Cockpit from Procerus Technologies. Among the new payloads, novel systems included the latest version of the miniature, stabilized U-STAMP payload from Controp.

    Pyramid Vision introduced at AUVSI the Video Quest product, supporting processing, storage and management of video streams. Two lightweight 5″ turrets included new versions of the TASE displayed by CloudCap and the new TigerEye from AeroMech. Rockwell. Collins and Sandia labs unveiled the new TacVu Mini SAR payload and control system, introducing all weather imaging technology available for tactical UAVs. Applied Signal Technology also introduced a cellphone spotter payload enabling a uAV to covertly spot, identify and localize cellphone users from a distance.

    Other new airborne payloads for unmanned systems included two new communications systems, the Mini-Common Data Link which recently passed a major demonstration phase and a new add-on unveiled by Enerdyne, enabling transmission of digital communications protocols and high capacity digital data over existing analog links.

    Israel Aerospace Industries’ Malat division introduced a new systems designed to improve command and control of Unmanned Ground Vehicles (UGVs) which were introduced at AUVSI. Finally, the naval application of unmanned systems was represented by a range of surface vehicles (USV) and sub-surface (UUVs) systems.

    Topics covered in AUVSI 2007 review:

    AUVSI Review – 2007

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    The “Unmanned Systems North America” exhibition and conference was held in August 2007 by the Association of Unmanned Vehicles Systems International (AUVSI) at the Washington Convention Center was the Unmanned Systems industry’s largest gathering. The event was associated with the live demonstration of unmanned systems, where some 30 vehicles participated in the largest unmanned systems demonstration in history held on August 6, 2007 at the Webster Field Annex of Naval Air Station, Patuxent River, Md. The demonstration was hosted by the US Navy and Marine Corps Unmanned Systems unit PMA-263 which organized the event at Webster Field. AUVSI began with an impressive flight demonstration of 18 unmanned vehicles. First was the Shadow small UAV, followed by the first public demonstration of the Cobra, a small experimental UAV introduced by Raytheon. The Cobra was flown from Raytheon’s Multi-Vehicle Control System (MVCS).

    ScanEagle retrieved by a member of the Insitu team, after the flight demonstration at Webster Field. Photo: Tamir Eshel, Defense UpdateIsrael Aerospace Industries’ MALAT group actually demonstrated the simultaneous launch, flight and recovery of two I-View 50 Small UAVs. One of the I-Views was deployed from the truck mounted mobile launcher, also accommodating the control system, while the other bird took off from the runway. IAI also demonstrated two landing methods – the first aircraft used a parafoil recovery on a short strip, while the other was retrieved using the system’s automatic landing capability. Impressive demonstrations were provided by the Australian made Aerosonde, flown by AAI and the ScanEagle displayed by Insitu. Northrop Grumman demonstrated the latest model of the FireScout MQ-8B VTUAV, currently being tested by the US Navy at nearby Patuxent River.

    The RQ-4N Global Hawk was also flown from the nearby Naval facility. Spectators could not see the UAV in flight, nor watch real-time imagery from the scene, but toward the end of the day, after some of the images were declassified by the Navy, Northrop Grumman showed examples of the images taken during the day. These included the flight line, display booths, and even some of the UAVs in flight, taken during the demonstrations by the aircraft circling an area over the ocean, about 60 nautical miles off the coast. Another UAV that provided continuous cover of the event throughout the day, was Aeronautics Aerostar, flown by PMA-263.



    Different unmanned systems participated in a mock battle scenario, involving a team of marines, engaging insurgents in a simulated urban area. First in line was the MDARS from General Dynamics. As the robot patrolled the road, it was covered from the air by an Aerovironment Raven-B mini-UAV. Then, supported by two robots, a team of marines moved in. Suddenly, the team was engaged by enemy snipers! Taking cover behind a wall, they reacted, assessing the situation, using support from air and ground robots. One of these were the Foster Miller SWORDS, joining the team used as an unmanned scout, while an iRobot Pacbot, equipped with Red Owl sniper detection kit spotted the hostile shooters.

    A miniature Nighthawk hand-launched UAV was tossed to patrol the area, while Adaptive Flight’s autonomous Hornet Micro UAS (derivative of the commercial T-Rex 450 radio-controlled helicopter) perched over the area, watching suspected enemy locations, providing the team with a real-time bird’s eye-view of the area. As IEDs were spotted, unmanned ground vehicles (UGVs) were sent in, including the robotic Caterpilar 247B designed by ARA and remotely controlled HMMWV, equipped with tele-operated grappler to remove the threat. Once the enemy location was spotted by the Pacbot and UAVs, an armed SRWS moved in, aligned in position blocking the enemy’s escape route. Last but not least, a Remotec EOD robot moved in to deal with remaining unexploded IEDs and munitions left in the area.


    Back at the convention center, the exhibition provided professionals with a vision of where the industry is heading, highlighting exotic futuristic designs, advanced materials and new sensors.

    In recent years, as weaponized robots evolved from controversial science fiction into grim reality, particularly in the Middle East skies, new systems are being developed and deployed. The Sky Warriorand Reaper are representative systems pursued by the US Army and Air Force, based on the Predator platform. But some argue that payload capacity may not be the most important factor, as smaller aircraft such as the Sky Raider, designed for field operation could offer superior persistence, resulting in more opportunities to pursue time-critical targets of opportunity.

    Another program dominating the show was the US Navy Broad Area Maritime Search (BAMS), which is expected to select an unmanned platform to augment and replace part of the Navy’s maritime surveillance aircraft in the next decade. The Navy considers three alternatives representing totally different solutions, based on the Global Hawk HALE from Northrop Grumman, the Mariner MALE UAV proposed by Lockheed Martin and General Atomics or an optionally piloted G550 platform from Boeing.

    Topics covered in AUVSI 2007 review:

    Enhanced Combat Body Armor (ECBA)

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    The US Army is shipping 430,000 nape pads to augment the protection of soldiers in Iraq and Afghanistan. Attached to the helmet’s harness, by ‘hook-and-loop’ fasteners, the pads’ soft armor adds to the protection of the vulnerable upper neck while adding only 2.9-ounces in weight. Under a parallel program, the Marines are planning to procure additional 75,000 sets. The pads are closing the gap between the collar of the body armor vest and the rim of the soldier’s Kevlar Advanced Combat Helmet. The pads are produced by Crye Precision LLC.

    The new nape pads are expected to further reduce the occurrence and severity of spinal injuries among combat troops. Other improvements to the Army’s personal soldier protection in the recent past have included an advanced combat helmet with an improved harness to hold it on the head; better ballistic eyewear; improved ceramic small arms protection inserts, or SAPI, plates, for the body armor vests; and side arm, or deltoid protectors that snap onto the vests.

    In this series Defense Update covers the following topics:

    Modular Combat Cooling System

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    Mist’n Go, Inc is offering the Modular Combat Cooling System (MCCS) first deployed with US troops in 2003. An upgraded vest was introduced in 2005. MCCS provides a two tier system, covering the thorax, head, neck and arms. It is worn under standard military body armor. The vest has detachable sleeves which allow wearing an OTV directly on top of the cooling garment, which is worn over the T-shirt. The system’s design allows for exchange of rear packs while on patrol, without removing the protective OTV. The torso represents the main heat-sink for managing the core body temperature. To control the greatly increased heat stress from interceptor OTV armor, phase change packs are attached to the cooling vest’s pockets, maintaining a constant temperature of 58 degrees for over hours. Head cooling is provided by an evaporative cooling beanie cap. When worn under a helmet, phase change packs are added inside the helmet.

    Advanced Hybrid Electric Demonstrator vehicle AHED 8×8 Vehicle

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    The AHED8x8 advanced hybrid electric drive technology demonstrator introducing several enabling technologies expected to become the foundation of future vehicle design. The vehicle will be equipped with a 536hp engine, augmented by electrical power burst delivering up to 850 hp for 30 – 60 second bursts. The application of in-hub electric motor drive and hybrid power enables high flexibility of design, especially with low profile vehicles. AHED uses air suspension to enable adjustable height and attitude control changing the ground clearance from 13 to 58 cm (5-23 inches), depending on operational requirement and terrain. This feature and the use of all wheel 8×8 drive are contributing to the impressive cross-country mobility of the vehicle. Mobility is further enhanced with the use of wheel and track hybrid steering offering different steering modes for fast-road and slow and off-road travel. With differential (track) steer, AHED could take a tight turn at 33% tighter than a LAV III. Since all wheels are controlled independently, the vehicle could also use pivot turning, when stationary (turn like a tank).

    AHED will use an efficient, quiet in-hub permanent magnet motor. By dynamically managing the torque at each wheel, the vehicle could be configured for full 8×8, 4×4+2 or 6×6 for maximum traction without shifting between “low” and “high” gears. It will also have high redundancy in case of failure or battle damage to some of the wheels. The use of run-flat tires further improves mobilityunder combat conditions. The Hybrid Electric Drive (HED) uses a diesel engine which drives an electrical generator that feeds the in-hub electrical motors and maintains the full state of charge of li-ion batteries located below the floor. This system can be used in three different modes of operation. The diesel electric transmission drive mode is used with batteries disconnected, damaged or removed. When driving in hybrid mode, battery power will be used to supplement the diesel engine power, absorb deceleration energy and soften engine transients. The vehicle will be able to move very quietly on electrical power only, at speeds of up to 20 mph.

    Another benefit is the increased fighting compartment volume, improved accessibility via low load deck and large rear door. Further benefit of the new design is the side-by-side front crew seating. The driver and commander will be able to comfortably operate the vehicle and its remotely controlled weapons and sensors from large “virtual windows” displaying a panoramic view of the forward arc, enhanced with target acquisition cues, situational picture and driving aids, including navigation aids, obstacle alerts etc.

    AHED family of vehicles will be designed for C-130 mobility and include vehicles weighing from 16 to 20 US tons (14.5 – 18 metric tons), be designed with a common chassis and common components to optimize supportability. Three basic types are planned, derived from the base chassis – a medium profile vehicle, a vehicle with increased head room for command and control, MEDEVAC etc. and a cab-forward base vehicle with maximum payload volume.

    The base vehicle will be designed of an aluminum and composite structure, utilizing titanium and ballistic armor and appliqué armor protection. The vehicle is designed to reduce visual and thermal signature, with low a profile chassis, sub-floor exhaust and forward fuel tank, masking the engine. The vehicle can be structured with a new mine resistant capsule providing protection to the crew and systems while saving up to 1 ton compared to equivalent LAV III design.

    AHED has advanced through several test phases in recent years, accumulating over 4,200 km of road and cross-country testing. By the end of the FRES evaluation phase, AHED is expected to log over 12,000 km.

    Driver’s Vision Enhancer

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    DRS’s Driver’s Vision Enhancer (DVE) B-kit provides combat and tactical-wheeled vehicle operators with the capability to conduct day/night operations or maneuver in severely degraded visual conditions caused by smoke, fog, dust or other battlefield obscurants.

    The DVE provides situational awareness, vehicle tracking, support elements for the combat force, and enhances the driver’s ability to detect targets, Improvised Explosive Devices (IED’s) or ambushes located at the roadsides.

    The DVE B-kit System is comprised of two Line Replaceable Units (LRUs): the Sensor Module (SM) with the integral Uncooled Mini-Microbolometer module and the Display and Control Module (DCM). The system can be fitted into the vision block of various combat vehicles or mounted externally on the vehicle to maximize the viewing area.

    Dec 18, 2006: DRS will supply the U.S. Army with Driver Vision Enhancer (DVE) systems, which will be mounted on Army combat vehicles. Two divisions of DRS will provide the hardware for the program. Training & Control Systems will provide the installation kits (A-Kits) under an initial U.S. $10 million funding. DRS Sensors & Targeting Systems will provide the EO hardware (B-Kit) for the vehicles. Over the next four years the total order could mount to U.S. $145 million.

    On January 11, 2007 DRS received another contract worth $60 million, for the supply of additional DVE systems. To date, the company have been awarded DVE contracts valued at $124 million. The first production deliveries occurred in 2004 and are scheduled to continue through July 2008.

    An Eastern Mediterranean Oil War?

    By
    David Eshel
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    Prime Minister Ehud Olmert’s overnight visit to Turkey has focused attention to the strategic dialogue between the two democratic nations in the Eastern Mediterranean. Turkey is a powerful, pro-Western, not Arab but definitely Muslim country and Israelis had hoped for years that its expanding relations would break the impression that the Muslim world opposed the Jewish state.

    The Turks were initially cautious, but came round about a decade ago when they reassessed their policies. They felt that dangerous neighbors and hotspots of instability were across their borders, and believed that Israel’s influence in the United States could help especially in countering Greek and Armenian lobbies in Washington. The Turkish army’s Deputy Chief of Staff Gen. Ergin Saygun was in Israel late last year discussing plans and more such visits are expected following Olmert’s visit. But there seems to be much more at stake than mere diplomatic photo opportunity exchanges between Turkey and Israel.

    Virtually unnoticed, the inauguration of the Ceyhan-Tiblisi-Baku (BTC) oil pipeline, which links the Caspian Sea to the Eastern Mediterranean took place on the 13th July 2006, at the very outset of the Second Lebanon War. The official reception took place in Istanbul, hosted by Turkey’s President Ahmet Necdet Sezer in the Çýraðan Palace. Many dignitaries among them, British Petroleum’s CEO Lord Brown and BP leading the BTC pipeline consortium of western oil companies and senior government officials, top oil ministers and leaders of western oil companies, from Britain, the US, Israel and Turkey were all present at the ceremony.

    The 1,770 km Baku Tbilisi Ceyhan pipeline, simply known by the acronym BTC, is one of the world’s longest and cost US$4 billion to build. It snakes its way from the Sangachal oil and gas terminal south of the Azeri capital of Baku on the Caspian Sea through neighboring Georgia and some of the most mountainous regions of the Caucasus to finally reach the Turkish port of Ceyhan on the Mediterranean.

    The BTC pipeline totally bypasses the territory of the Russian Federation. as it transits through the former Soviet republics of Azerbaijan and Georgia, both of which have become US ‘protectorates’, firmly integrated into a military alliance with the US and NATO. Moreover, both Azerbaijan and Georgia have longstanding military cooperation with Israel. Israel has a stake in the Azeri oil fields, from which it imports some 20% of its oil.


    In April 2006, Israel and Turkey announced plans for four underwater pipelines, transporting water, electricity, natural gas and oil to Israel, by-passing Syrian and Lebanese territory. The pipeline is aimed bringing water to Israel, by pumping water from upstream resources of the Tigris and Euphrates river system in Anatoli has been a long-run strategic objective of Israel to the detriment of Syria and Iraq.

    In its context, the BTC pipeline dominated by British Petroleum and American interest, has dramatically changed the geopolitics of the Eastern Mediterranean, which is now linked , through an energy corridor, to the strategic Caspian sea basin. But there is more at stage here.

    The geographical fact is that Ceyhan and the Mediterranean port of Ashkelon are situated only 400 km apart. Oil can be transported to that port in tankers or through a specially constructed under-water pipeline. From Ashkelon the oil can be pumped through already existing pipeline to the port of Eilat at the Red Sea, which had been very active during betters days between the Shah’s Iran and Israel during the Sixties. From Eilat oil it can be transported to India and Far Eastern countries in tankers, thus outflanking the vulnerable Hurmoz straits.

    Last May, the Jerusalem Post published an article that Turkey and Israel are negotiating the construction of a multi-million-dollar energy and water project that will transport water, electricity, natural gas and oil by pipelines to Israel, with the oil to be sent onward from Israel to the Far East. Antalya Mayor Menderes Turel mentioned this in a press conference. The project, which would likely receive foreign economic backing, is currently undergoing a feasibility study sponsored by the Luxembourg-based European Investment Bank.

    The United States’ ultimate strategic design is intended primarily to weaken Russia’s role in Central Asia and the Eastern Mediterranean, while isolating Iran from this important energy source.

    Iran being not only a major oil producing country is also a direct stepping stone between the Caspian region and the Persian Gulf. As such, it would certainly like to see Caspian oil flowing through its territory rather than through Turkey. Moreover, having full control over the Persian Gulf shipping lanes, through its military control on the strategic Hormuz strait, Iran could virtually strangle, at will, all international oil supplies, if political pressure on its nuclear program intensifies.

    Iran’s claim to Caspian oil dates back to the last century when the Russian Empire and Persia, later Iran signed agreements in 1921 and 1940 recognizing the Caspian Sea as a lake belonging to and divided between them. Following the dissolution of the Soviet Union, Iran wanted this agreement to continue despite assertions of independence by the breakaway states of Kazakhstan, Azerbaijan and Turkmenistan.

    Five years ago, the official Iranian news agency IRNA quoted a statement of the Iranian Oil Ministry as saying that it protests prospecting by foreign companies in Iran’s claimed 20 percent sector of the Caspian Sea. The warning came a day after Iran summoned Azerbaijan’s charge d’affaires in Tehran to protest plans by the state-run oil company of Azerbaijan, Socar, to carry out oil exploration studies with foreign companies at the Alborz oil field “in Iran’s sector of the Caspian Sea.” Iran even threatened with military action if its warnings would remain unheeded and indeed, on July 23, 2001 in blatant violation of international law, an Iranian warship and two fighter jets forced a research vessel working on behalf of British Petroleum (BP)-Amoco in the Araz-Alov-Sharg field out of that sector.

    In fact, the BTC pipeline is far from secure by itself. Western intelligence reports indicate that Iran republican guards (IRGC) are carefully expanding support for subversive elements in Armenia, a country which is still technically at war with Azerbaijan. It is well known, that in the Armenian enclave of Nagorno-Karabakh the conflict between Armenian and Azeris is still going on. Armenian nationalists might decide to attack the BTC in order to hurt Azerbaijan, which derives most of its income from oil sales. The pipeline route passes through or near seven different war-zones. Its route passes just 10 miles from Nagorno-Karabakh, the area of Azerbaijan occupied by Armenia, where a bloody conflict killed at least 25,000 people It passes through Georgia, which remains unstable, with separatist movements in Abkhazia and South Ossetia – movements which the Georgian government tried to violently suppress during the 1990s. Just across the border into Russia, and still only 70 miles from the BTC pipeline route, the horrific conflict in Chechnya continues. The region also saw related conflict in neighboring Dagestan in 1999, and fighting between the Russian republics of North Ossetia and Ingushetia in 1992. In Turkey, the BTC route passes through the edge of the area of the conflict between the Turkish state and the Kurdistan Workers Party (PKK), now known as Kongra-Gel. And Russia, by all means, is unlikely to view this new American strategic move without adequate response.

    Moscow defense ministry sources pointed out recently, that the planned Russian naval base in Tartus will enable Russia to solidify its positions in the Middle East under the pretext to ensure security of Syria. Moscow intends to deploy an air defense system around the base – to provide air cover for the base itself and a substantial part of Syrian territory. It could also conduct underwater activities to sabotage submerged pipelines, or at least threaten to do so, if its demand will not be adhered to. A dangerous situation could emerge, if Israeli and Russian activities in the Eastern mediterranean could clash with each other on matters of highly strategic interests.

    Orders worth US$122 Million Launch Series Production of 215 MRAPs for U.S. Forces

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    BAE Systems' RG-33L 6x6 MRAP vehicle. the company will also supply a 4x4 version of this vehicle.

    The first orders for large volume production MRAP vehicles were issued this week to BAE Systems and Force Dynamics. The two contracts, totaling over US$122 million are funding the production of the first 215 vehicles, representing approximately five percent of the expected total of all orders to be issued under the MRAP contracts. The vehicles will be delivered to U.S. services within the next four months. According to the U.S. Navy, which issued the orders, these Limited Rate Initial Production (LRIP) orders are being issued to accelerate the production of lower risk proposed vehicle material solutions in advance of testing and production orders.


    BAE Systems (BA.L) has received an initial $55.4 million delivery order for 90 advanced tactical wheeled vehicles under the under the Mine Resistant Ambush Protected (MRAP) vehicle program. All vehicles will be based on the RG33 design. 75 will be 6×6 vehicles Joint Explosive Ordnance Disposal (EOD) Rapid Response Vehicle (JERRV) class II vehicle, designed for multi-mission operations such as convoy lead, troop transport, ambulance, explosive ordnance disposal and combat engineering. The remaining 4×4 vehicles compatible with the Mine Resistant Utility Vehicle (MRUV) urban combat vehicle requirement (Class I). The company will deliver the vehicles over four months, beginning March 2007.

    Under a parallel award, Force Dynamics, the recently established joint venture between Force Protection, Inc. (NASDAQ: FRPT) and General Dynamics Land Systems, (NYSE:GD) received a $67.4 million contract to produce 125 MRAP vehicles. Of these vehicles, 65 will be Category I and 60 Category II vehicles, to be delivered within four months. “This joint venture was formed precisely for this purpose: to mobilize quickly on any action item announced by the Marines as the MRAP program moves forward.” Said Force Protection COO Raymond Pollard. “With advanced proprietary vehicle designs and significant manufacturing capacity, Force Dynamics has the capability to make an immediate and strategically important impact on the war on terror while establishing itself as a leader in the U.S. defense industry. We look forward to further supporting this program as it issues future contracts.”

    Iridium Extends its SATCOM offering to Military Users

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    The Iridium constellation consists of 66 Low Earth Orbit (LEO), cross-linked satellites and has multiple in-orbit spares. The constellation operates as a fully meshed network and is the largest commercial satellite constellation in the world. The Iridium service began as a commercial network but soon became a critical service for government and military users worldwide.


    In April 2006 the U.S. DoD Defense Information Systems Agency (DISA) awarded Iridium a contract for commercial mobile satellite services for voice, data, and pager services utilizing the Iridium satellite constellation. Through this DISA contract, Iridium was also approved to provide the 9601 data modem to the US DoD, and other government users. The 9601 meet broad requirements among users in defense, and homeland security implementing the standard in support of logistics, force tracking, remote sensing and other data exchange applications. Another application established over-the-horizon ‘push-to-talk’ voice and data communications service demonstrated in “Netted Iridium” test conducted by U.S. Marine Corps (USMC) Warfighting Lab, in 2006.

    Iridium plans to deploy its next generation ‘Iridium Next’ satellite constellation within the next 7 years. The new network will extend the capacity and availability of the current system by offering high capacity and short messaging data communications for mission critical applications. The company expects the new constellation will be fully operational in the next decade. Through NEXT, Iridium plans to extend its current voice communications services to offer high bandwidth data, voice and short messaging services based on modern IP- based architecture. The company is planning to spend more than US$2 billion to construct and deploy the new network. The company plans to finance the expansion from its established and growing cash flow, from strategic partners and from the capital markets.

    DRS to deliver Infrared Sights for U.S. Army Combat Vehicles

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    DRS Technologies, Inc. (NYSE: DRS) was awarded a $124 million contract to provide Horizontal Technology Integration Second Generation Forward Looking Infrared (HTI SGF) sighting systems to the U.S. Army. These systems are used on the M1A2 Abrams Main Battle Tank System Enhancement Package (SEP) and M2A3 Bradley Fighting Vehicles.
    The contract was awarded to DRS by the Network Centric Systems business of Raytheon Company (NYSE: RTN) in McKinney, Texas. For this award, DRS will provide the Abrams Thermal Receiver Units (TRU) with the Block 1 B-Kit, as well as Block 1 B-Kits for Improved Bradley Acquisition Systems (IBAS) and Circuit Card Assembly (CCA) sets for the Abrams Commander’s Independent Thermal Viewer (CITV) and Long Range Advanced Scout Surveillance System (LRAS3) supporting the Army’s HTI initiatives.

    HTI SGF utilizes second generation FLIR allowing ground vehicles to detect, identify and engage tactical targets during the day or night. Compared to first generation FLIRs, HTI SGF Block 1 B-Kit doubles the distance at which soldiers can identify a target, greatly increasing crew survivability and reducing fratricide. The HTI SGF is comprised of a common electronics unit and opto-mechanical assemblies known as the B-Kit. The B-Kit is incorporated in the Improved Bradley Acquisition System (IBAS) sight of the M2A3 Bradley Fighting Vehicle System. The M1A2 Abrams SEP utilizes the same B-Kit within a thermal receiving unit and a biocular image control unit for the upgraded Thermal Imaging System (TIS), which is mounted in the gunner’s sight. DRS-produced HTI components also are used for the Commander’s Independent Thermal Viewer on the M1A2, the Commander’s Independent Viewer on the Bradley A3 and the LRAS3.

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