Category: Aviation

Well, Now I Know Why They Were Flying a Stealth Drone in Afghanistan

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Click for full size

Note the Radar Blocker in the Inlet

I thought that its deployment to Afghanistan was a budget ploy, after all, why use a stealthy drone, the RQ-170, against an opponent who has no radar (the Taliban), but I was wrong.

It turns out that they were using it to spy on Iran, and Tehran, does have an integrated air defense network.

And now the us sources are privately admitting that they flew it over Iran, and that the Iranians did get the drone.

Of interest, to my not particularly schooled eye, I think that I realize what the fairing on the top of the wing are; they are to accommodate the landing gear.

BTW, here’s a rundown on what secrets might be compromised, and it’s a pretty big deal.

Gripen Scores Another Win

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The Swiss Military has decided to purchase the Gripen for its air force:

Switzerland has chosen to replace its fighter jet fleet with Swedish defence and aerospace group Saab’s JAS-39 Gripen, Swiss newspaper Tagesanzeiger reported on Wednesday, citing unnamed sources close to the government.

Neutral Switzerland has wrangled for the past three years over whether to replace its ageing Northrop F-5E/F Tiger fighters, purchased in 1976 and 1981, with up to 33 new aircraft.

Saab shares were up 8.5 percent to 117.10 Swedish crowns by 1345 GMT after the newspaper report.

The newspaper said the cost of purchasing 22 jets would be about 3 billion Swiss francs ($3.3 billion), 1 billion less than the same number of rival models would cost.

I would also add that the Gripen is about ½ the weight and ½ direct operating costs.

When juxtaposed with the exemplary short and austere field performance, and the generally short distances involved, it’s the best choice for the Swiss.

Well, it’s the best choice except for not getting anything. After all, who’s going to attack them, the French, the Italians, the Germans? I don’t think so.

Stephen Trimble confirms this. Both SAAB and the Swiss government have confirmed the deal.

Yeah, This is a Vote of Confidence in the JSF

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The US Marines have decided to buy Harriers from the UK to extend the life of their fleet:

Britain has agreed to sell all of its 74 decommissioned Harrier jump jets, along with engines and spare parts, to the U.S. Navy and Marine Corps – a move expected to help the Marines operate Harriers into the mid-2020s and provide extra planes to replace aging two-seat F-18D Hornet strike fighters.

Rear Adm. Mark Heinrich, chief of the U.S. Navy’s Supply Corps, confirmed the two-part deal Nov. 10 during a conference in New York sponsored by Bank of America Merrill Lynch in association with Defense News.

Heinrich negotiated the $50 million purchase of all Harrier spare parts, while Rear Adm. Donald Gaddis, the U.S. Navy’s program executive officer for tactical aircraft, is overseeing discussions to buy the Harrier aircraft and their Rolls-Royce engines, Heinrich said.

The US Marine Corps does not seem to be completely sanguine about Lockheed-Martin meeting schedule, even the new schedule which slides IOC another 2 years to the right.

It Sucks to be Dassault Right Now

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It looks like United Arab Emirates has reopened its fighter competition, meaning that the “done deal” to be the first export customer for the Rafale is now in doubt:

France’s long-running campaign to sell up to 60 Dassault Rafales to the United Arab Emirates faces a shock last-minute challenge, with the Eurofighter consortium having been asked to submit a proposal based on its Typhoon combat aircraft.

News of the development broke on the eve of the Dubai air show, where both types are scheduled to take part in the daily flying display.

Sources have confirmed that the UK provided a formal briefing about the Typhoon to UAE officials on 17 October, after being asked to explore how it might meet future fast jet requirements.

The same thing happened with Morocco, when what appeared to be a done deal fell through.

The Wiki says that the F/A-18 is still in the mix, but I think that it would be a long shot, since the primary driver for going with the Rafale in the first place was to have part of their inventory be non-US built.

Stephen Trimble seems to think that this might be an effort to make Dassault more flexible on price:

Riad Kahwaji, chief executive officer of the Institute for Near East and Gulf Military Analysis (INEGMA), told The DEW Line that latest manoeuvres are a clear signal: the UAE air force thinks France’s price for the Rafale is too high. Major fighter deals are never immune from politics, but this deal is purely political. The UAE is buying the Rafale to balance its reliance on US-made weapons, including its fleet of 80 Lockheed F-16 Block 60s. Perhaps thinking the UAE has no other options, Dassault may have submitted a monopolistic price, Kahwaji said.

Even after negotiating exclusively with France for more than three years, the UAE has just re-opened the competition. The DEW Line’s colleague, Craig Hoyle, broke the story on Flightglobal yesterday that the UAE issued a request for proposals to the Typhoon, setting up a second competition between the same pair of fighters vying for India’s medium multi-role aircraft (MMRCA).

I’d love to have the antacid concession to Dassault’s corporate offices right now.

How the Marine Corps F%$#ed the JSF

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The inestimable Bill Sweetman notes that many of the problems with the F-35 stem directly from the decision to make the Marine Corps, and their STOVL requirement, a part of the program.

The F-135 engine (43,000 lbs thrust) weights 6,500 pounds.  The F-414 (22,000 lbs thrust) weighs 2,445 lbs, so this means that the F135 weighs about 1500 pounds more than the about the same amount of thrust installed for the F414.

The engine is also about $5 million dollars more than two F414s.

Of cours, you couldn’t use 2 F414s for an STOVL aircraft, because the lose of just one engine still results in an aircraft loss, so it’s actually less safe than a single engine variant.

You also had the costs and delays associated with the weight reduction programs, which were driven by the needs of the STOVL B model of the JSF.

I think that it was clear from the start that having commonality with between CTOL and STOVL aircraft would result in additional costs, and reduced performance for the CTOL variants, and that incorporating the capabilities of the CTOL variants would increase the cost and weight of the VTOL variant.

So from an engineering perspective, this is a lose, but for the US Marine Corps, from a political perspective, it was a win.

The Marines knew, even with a (now canceled) British order for for a STOVL aircraft, if they were the sole service procuring this, that it would be much easier to cancel.

The F-35 as a joint Navy-Air Force program was too big to fail, a Marine-only aircraft wouldn’t be, so the Marines made it their program too, which had the (political only) advantage of making the JSF program even bigger and higher to kill.

The JSF is a real microcosm of everything that is wrong with the current US procurement/development process.

How Can You Tell That the Pentagon is Desparate About the JSF

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Because they are demanding that Lockheed Martin, rather than the tax payers, will have to cover at least some of the costs: (Paid sucscription required)

Prolonged delays in development of the F-35 Joint Strike Fighter are coming home to roost for Lockheed Martin, as the Defense Department moves to force the manufacturer to bear the cost of any changes to production aircraft that could result from the thousands of hours of flight testing that still lie ahead.

Even as development has fallen behind schedule, Lockheed has continued to produce aircraft and the resulting overlap, or concurrency, has driven up the cost of the initial batches of F-35s, forcing the cutback on procurement to cover the overruns.

Crying foul 10 years after his company signed the F-35 development contract, CEO Bob Stevens revealed last month that the government has failed to reimburse Lockheed Martin for up to $1.2 billion in costs associated with low-rate initial production (LRIP) Lot 5. And those bills may not be paid until the company agrees to negotiate what Stevens says is an “unprecedented” contract provision, called a concurrency clause, for the next production lot of aircraft.

Such a clause would place the burden of financial liability on the contractor team for design changes to the LRIP 5 jets that result from discoveries made during the ongoing flight-test program. Stevens declined to outline how much liability the government is intending to place on the contractors.

…………

But while progress is being made, an October memo signed by the Pentagon’s chief tester has added to cost anxieties, indicating it could require an additional 10 months to begin F-35 pilot training, which was expected to start in the fall. It is now more likely to begin next spring, at the earliest. Further delays in pilot training could increase costs for customers who will be required to operate older fleets for a longer time until F-35s can be accepted into service. The memo adds to concerns that testing on the aircraft is too immature to proceed with pilot training and operational use.

(emphasis mine)

The problem is that the Pentagon wants the contractor to cover the costs of the post production modifications required for the early-build airframes as a result of delays in the test program.

This is an indication of desperation on the part of the Pentagon, because this jeopardizes the general’s lucrative post-retirement employment with the defense contractors.

This means that the program is in enough jeopardy that DoD feels the need to get tough with their future employers, which is kicking out a leg of the Iron Triangle.

I’m beginning to think that we won’t procure any more of these than we did the F-22.

Here’s a Surprise…

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It turns out that the US Marines are manufacturing statistics to falsely represent the safety of the V-22 Osprey:

It’s an aircraft with a reputation for falling from the sky. But on at least one occasion, the U.S. military’s controversial V-22 Osprey tiltrotor — a hybrid transport that takes off like a helicopter and cruises like an airplane, thanks to its rotating engine nacelles — did just the opposite. It flew upward, out of control of its pilots.

On March 27, 2006, at a Marine Corps air base in New River, North Carolina, an MV-22 assigned to Medium Tiltrotor Training Squadron 204 experienced an unplanned surge in engine power as the three-man crew was preparing for a flight. “That caused the aircraft to inadvertently lift off the deck approximately 30 feet,” Marine spokesman Maj. Shawn Haney explained. “It came back down … there was major damage sustained to the right wing and the right engine.”

………

Yet the Marines and the Naval Safety Center ultimately decided that the Osprey’s dangerous joyride didn’t count as a serious flying accident, known in Pentagon parlance as a “Class A flight mishap.” The reason, said Capt. Brian Block, a Marine spokesman: The aircraft wasn’t supposed to take off just then; therefore, it’s not a flight problem. If a V-22 suffers damage while preparing to launch or after landing, or if the crew does not explicitly command the aircraft to take off but it does anyways, then the accident doesn’t count as a flight accident.

“No intent for flight existed,” he told Danger Room. “As such, it is not included in calculating the Class A flight mishap rate.”

It’s not the only seemingly serious accident that the Marines neglected to include in its tally of flight mishaps for the Osprey. A review of press reports, analysts’ studies and military records turns up 10 or more potentially serious mishaps in the last decade of V-22 testing and operations. At least three — and quite possibly more — could be considered Class A flight mishaps, if not for pending investigations, the “intent for flight” loophole and possible under-reporting of repair costs.

………

The Marines boast that the Osprey is the “safest tactical rotorcraft within the U.S. Marine Corps” over the last decade, in the words of Lt. Col. Jason Holden, the V-22 plans officer at Marine Corps headquarters in Virginia. By the official reckoning of the Marine Corps and the Naval Safety Center, the V-22 has a Class A flight mishap rate of 1.28 per 100,000 flight hours over the last 10 years, compared to a Class A flight mishap rate of 2.6 per 100,000 flight hours for all Marine aircraft over the same period.

But the Marines have given all sorts of reasons not to trust that official rate.

The Marines are so vested in the success of the V-22, that they cannot be trusted to manage the program.

The fact that the Marine Corps feels compelled to go to these lengths is an indication that the Osprey is not performing as promised.

787 Finally Delivered

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Only 3 years late:

Boeing’s long-awaited dream machine became a commercial reality on Sunday when the lightweight plastic-composites 787 Dreamliner was formally delivered to its first Japanese customer.

Boeing says the revolutionary carbon fiber design will hand 20 percent fuel savings to airlines struggling to avoid a new recession, and give passengers a more comfortable ride with better cabin air and large electronically dimmable windows.

The first $200 million aircraft was handed over to Japanese carrier All Nippon Airways three years behind schedule after persistent delays that cost Boeing billions of dollars.

“It took a lot of hard work to get to this day,” said Scott Fancher, vice president and general manager of the 787 program, at the outset of two days of celebrations at the plane’s Seattle production plant.

The blue and white-painted long-range aircraft, which boasts a graceful new design with raked wingtips, will leave for Japan on Tuesday and enter service domestically on Oct. 26.

Boeing has taken orders for 821 Dreamliners, which will compete with the future Airbus A350, due in 2013.

FWIW, Airbus is likely to be late with the A350, that’s the way of such endeavors, but it is unlikely to be as late, because EADS is not determined to shift all of its expertise to poorly supervised outside firms in order to hit quarterly numbers.

Additionally, EADS has had nearly a decade to watch the missteps Boeing made in implementing the advanced technology of the aircraft, and so should be able to avoid some of them. (You know, little things like not having enough of the proper fasteners available).

Boeing, after having taken over McDonnell Douglas, after the path taken by that company, single source “risk bearing partners”, made them irrelevant in commercial aviation, decided to traipse down the same insane path.

EADS, by virtue of being what amounts a national champion in aerospace for the EU, cannot take this path, and so its ability to completely f%$# things up is somewhat more limited.

This is the Real Goal of the JSF Program

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Norway is saying that it will not commit to buying F-35s unless it gets a formal commitment to integrate Kongsberg joint strike missile (JSM):

Norway’s Kongsberg has warned that the country needs a commitment from the US government within six months to integrate a national-specific missile on the Lockheed Martin F-35, or it could withdraw from the programme.

So far, Norway has received no assurance that the Kongsberg joint strike missile (JSM) will be integrated as part of the Block 4 software update on the F-35 in 2019.

The absence of such a commitment could prompt the Norwegian parliament to reject an expected request early next year from the nation’s defence ministry to buy the first four F-35s, in order to launch training activities in 2016.

“That is what I think is the critical issue [for the parliament’s decision]”, said Bjorne Bjune, Kongsberg vice president of business development, speaking at the Air Force Association’s annual convention in Washington DC on 20 September. “That decision needs to be forthcoming.”

Integrating the JSM as the Norwegian F-35’s primary surface-to-air missile system killer is considered an absolute requirement by Oslo, Bjune said. Norway has already invested $1 billion to adapt the naval strike missile into the air-launched JSM, and is planning to spend a further $200 million.

One of the unspoken goals of the JSF program, from the American perspective, is to kneecap the development of systems related to the JSF, either by not allowing integration of foreign systems into the aircraft’s (very) closed architecture, or by making it prohibitively expensive.

The problems that are occurring now, when Lockheed and the Pentagon are trying to convince allies to purchase the aircraft, are nothing compared to what we will see once the planes start to enter other inventories.

Simply put, once your country commits to purchasing the JSF, you will find nothing but delays, stonewalling, and excessive costs if you want to integrate, or update, an indigenous system into your fleet.

Well, Here’s Some Good News

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‘Phant John Mica, chairman of the House Transportation and Infrastructure Committee, has decided that it’s too politically costly to shut down the FAA over his desire for union busting:

Unions were breathing a sigh of relief Friday morning after House Republicans punted a contentious anti-union issue preventing funding for the Federal Aviation Administration to the end of December, providing back pay to agency workers and giving opponents more time to organize and fight GOP-backed anti-labor provisions.

Rep. John Mica (R-FL), who chairs the the House Transportation and Infrastructure Committee, introduced a clean short-term extension of the FAA through December providing back pay to workers who were furloughed for nearly two weeks during a partial shutdown of the agency earlier this month. House GOP leaders plan to vote on the bill next week.

The extension, which cuts the agency’s overall budget by 5 percent, will be the 22nd for the agency since 2007, the last time Congress passed a full authorization bill. In the intervening years, Congress has failed to pass the measure over a dispute about modernizing the nation’s air traffic control system, but this year, the real sticking point for Democrats, was a GOP demand to change recently instituted federal labor regulation that made it easier for unions to organize at airline companies.

My guess is that some of his constituents at his town meetings gave him an earful over his union busting resulting in the layoffs of thousands of workers.

The next stage for the Dems should be to figure out why he folded, and rinse, lather, and repeat, but they won’t.

Sikorsky X2 Makes Final Flight of Program

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Considering that it was developed with private money on a shoe string, the program has had some fairly remarkable accomplishments:

  • Achieving a cruise speed in level flight of 253 kts, a record.
  • Doing so while maintaining the low speed and hover performance of a conventional helicopter. (as compared to the performance of the V-22 in those areas, which is just pitiful)
  • Doing so at noise and vibration levels equal to or lower than current helicopters.

Sikorsky will not be moving onto developing the S-97 light attack/scout helo.

It’s Official, The PRC Will Be Operating a Carrier

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This has probably been the worst kept secret in Asia, but the head of the Chinese General Staff has admitted that they are refitting the former Soviet carrier Varyag as an operational aircraft carrier:

The head of China’s General Staff of the People’s Liberation Army (PLA) has confirmed that China’s first aircraft carrier is under construction.

Gen Chen Bingde refused to say when the carrier – a remodelled Soviet-era vessel, the Varyag – would be ready.

I don’t think that this ship will have any real military significance, but neither did the USS Langley.

This is not the development of a significant military capability, but rather like the Langley, it represents the ability to develop procedures and doctrine for later, and one would assume more capable, ships.

If You Want a Good Primer on the F-35’s Electrical Power Systems…

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And the problems therein, go read Bill Sweetman’s latest on the latest problem with the Joint Strike Fighter (JSF).

Basically, it comes down to using bleeding edge technology, which, when juxtaposed with frantic weight reduction efforts, creates an absolute mess, just as it has with the failed bulkhead, the 360 degree vision system helmet and HUDless cockpit, etc.:

Another observation — relevant to future programs — is that the electrical problems (both this one and the AA-1 incident) have arisen from the use of a new system which, while it may have net advantages, is not core to the aircraft’s capability — you could in theory build a short-takeoff-and-landing stealth fighter without it.

The same goes for another headache area, the wide-field-of-view video helmet and HUD-less cockpit. The lesson may be that any innovations that fall into the nice-to-have rather than mission-essential capability should be low-risk when you incorporate them into the design.

In the larger picture, this is actually the alpha and omega of weapons development.

Too much whiz-bang for too much bucks.

India Shortlists Rafale and Typhoon for MMRCA Shortlist

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Well, I was wrong in my guess that MiG would win this.

But India has narrowed the bid to the French and the British:

The United States lost a hard-fought competition to supply a new generation of fighter jets to India, which has listed two European manufacturers as the finalists for an order estimated to be worth $10 billion.

The decision was a blow for President Obama, who had pushed hard for this and other defense deals during his visit to India in November as part of his agenda to deepen and broaden the United States’ relationship with India. The American ambassador to India, Timothy J. Roemer, who separately announced on Thursday that he would resign from his post for personal reasons, said the United States was “deeply disappointed by this news.”

While political and economic relations between India and the United States have been warming for years, American arms makers have struggled to win big contracts here. After decades of frosty relations during the cold war, which pushed India to rely extensively on the Soviet Union for military hardware, many in the Indian defense establishment are still wary of American intentions and United States military aid to Pakistan, India’s main adversary.

The American bid to build the fighters came from Boeing and Lockheed Martin. Boeing had offered its F/A -18 jets, and Lockheed Martin pitched its F-16 planes. But India instead narrowed the list to the Rafale fighter from Dassault and the Eurofighter Typhoon jet made by a consortium of European companies. Russian and Swedish bids were also turned down.

I’m not sure what the calculus here.

These aircraft are clearly more capable in terms of payload and range than the Rafale (which is the light weight of the bunch) and the F-16, and faster than the F-18 (so is just about everything flying with an afterburner), and likely more reliable than the MiG.

My handicapping of the race? I think that Dassault is desperate for an export sale, and so will be willing to take a hit up front, and when this is juxtaposed with the fact that the IAF already has experience operating the Mirage 2000, I would give it a slight edge.