Tag: Aviation

Our Broken Military-Industrial Complex

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The Navy’s costliest warship, the $13 billion Gerald R. Ford, had 20 failures of its aircraft launch-and-landing systems during operations at sea, according to the Pentagon’s testing office.

The previously undisclosed failures with the electromagnetic systems made by General Atomics occurred during more than 740 at-sea trials since the aircraft carrier’s delivery in May 2017 despite praise from Navy officials of its growing combat capabilities. The Navy must pay to fix such flaws under a “cost-plus” development contract.

The new reliability issues add to doubts the carrier, designated as CVN-78, will meet its planned rate of combat sorties per 24 hours — the prime metric for any aircraft carrier — according to the annual report on major weapons from the Defense Department’s operational test office.

………

The launch-and-landing issue is separate from the ship’s lack of 11 functioning elevators to lift munitions from below deck, an issue that’s drawn scrutiny from Senate Armed Services Committee Chairman James Inhofe, an Oklahoma Republican.

The Ford “will probably not achieve” its sortie rate requirement because of “unrealistic assumptions” that “ignore the effects of weather, aircraft emergencies, ship maneuvers and current air-wing composition on flight operations,” Robert Behler, the Pentagon’s director of operational testing, said in his assessment of the carrier, obtained by Bloomberg News.

………

Ten “critical failures” occurred during 747 at-sea catapults of jets; another 10 “operational mission failures” occurred during 763 shipboard landing attempts, according to the testing office’s report.

So, we are talking about a 1.5% failure rate for the technology.

This is not human error, this is a failure of the underlying technology, the catapult is performing about 6x worse than what is specified under contract, and the arrester gear is performing about 100x worse than is called for.

This is a hell of a way to run a f%$#ing railroad.

The Mistake Jet Just Gets Better and Better

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It now appears the first F-35s delivered will have only ¼ the life originally promised:

Structural defects mean the earliest F-35Bs delivered by Lockheed Martin could reach a service life limit by 2026 after 2,100 flight hours, according to the Pentagon’s director for weapons testing.

The design specification of the F-35B called for a service life of 8,000 flight hours, but early production models fall “well under” the durability requirement, Robert Behler, director of operational test and evaluation (DOT&E,) wrote in his latest annual report to Congress.

The new DOT&E assessment comes after several years of durability testing that exposed multiple structural cracks. Lockheed completed two service lifetime cycles of durability testing on a static F-35B airframe called BH-1, but canceled a plan in February 2017 to perform a third series.

Structural redesigns, including a new approach for the wing-carry-through, had made BH-1 unrepresentative of the final production standard, the DOT&E report states. The F-35 program has obtained funding to acquire a new structural test article, but it was not yet on contract, the report adds. Bloomberg first reported the DOT&E’s findings on the F-35 program.

Yeah, the new test article is, “Not yet on contract.”

The B model is the STOVL version, and any weight increase would have potentially catastrophic effects on performance, but they have not let a contract for a test article yet.

I’m SO reassured.

OK, I Did Not See This Coming

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There are a number of things that I thought would never happen.

One of them was that the US Air Force would never order another F-15.

They have been trying to kill them for some time, but now it looks like they might be asking for some new Eagles in the 2020 budget:

Indecision has plagued the U.S. Air Force’s approach to managing a fleet of about 230 Boeing F-15C/Ds. Only two years ago, top Air National Guard officials floated a proposal to retire the U.S.-based portion of the air superiority fleet. After that idea withered under the heat of a Congressional backlash, the Air Force last year opted to deprive its F-15C/D units of a critical electronic warfare upgrade, making the entire fleet vulnerable to a near-term retirement decision. Again, Congress intervened and voted to partially restore the program in the enacted fiscal 2019 budget.

But Air Force leaders now seem poised to perform the budgetary equivalent of the F-15’s about-face Immelmann turn. Instead of launching another attempt to retire the F-15 fleet, the Air Force is likely to ask Congress for money to order new F-15s for the first time in 19 years. The anticipated policy reversal has prompted calls for the Air Force to justify such a sweeping, strange request in fleet strategy.

“We’re in a bit of a pickle, and the pickle is we don’t have the capacity we need,” Matt Donovan, Air Force undersecretary, explained on Jan. 18.

Donovan was careful to clarify that he was neither confirming nor denying reports that the F-15X would be included in the Trump administration’s upcoming fiscal 2020 budget, but he still offered a preview of the Air Force’s newly formed argument that the time has come to reverse its nearly two-decade-old position. Instead of insisting that acquiring more non-stealthy, manned fighters in the modern era is futile, Air Force officials are now pleading for more air superiority aircraft overall, regardless of whether they are less observable to radar.

There are a number of issues, the USAF is maintaining that they are not getting F-35s fast enough, but I am inclined to believe that in addition to their sky-high acquisition costs, that the operating costs of the Lightning II are much higher than anticipated.

The hourly direct operating cost of the F-15 is lower than either the F-22 or F-35, while the Eagle’s unrefueled range is greater than either of the newer aircraft, and its air to air and air to ground loadouts are superior.

For about 95% of any conflicts, the F-15 is cheaper and more capable, so this decision would make sense, which is why I never expected the US Air Force to consider such a decision.

Not a Surprise

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Less than 6 months after the death of it’s founder, and primary funder, software billionaire Paul Allen, Stratolaunch has ended its booster and rocket development process.

This is not a surprise.

It was, at it’s core a rich man’s hobby, and with Allen gone, I am sure that the company will be far more resource limited than before:

Air launch space company Stratolaunch has abandoned development of a family of dedicated launchers and PGA rocket engines destined for deployment from the company’s very large carrier aircraft currently poised for first flight at Mojave, California.

The shocking move comes just weeks after Stratolaunch achieved the first long duration runs on its ”PGA” rocket engine’s preburner in tests at NASA Stennis Space Center in Mississippi — and only three months after the death of Stratolaunch founder Paul Allen. Described by Stratolaunch leaders as “the world’s most efficient hydrogen engine”, the PGA was expected to begin full-scale testing in 2020 and was to power a family of launchers unveiled by the company.

Although Stratolaunch has given no explanation for the abrupt cancellation of the ambitious project, development costs are thought to have risen steeply as testing accelerated. The company says only that “we are streamlining operations, focusing on the aircraft and our ability to support a demonstration launch of the Northrop Grumman Pegasus XL air-launch vehicle. We are immensely proud of what we have accomplished and look forward to first flight in 2019.”

My prediction, and my record on predictions is crappy, is that there will be a few launches, but that it won’t manage to be a meaningful player in the commercial launch space.

This is a Wicked Bad Day at the Office

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Remarkably calm and matter of fact

There, you are, in your office, and suddenly, your canopy blows off, and there you are at 30,000 feet and -40° without pressurization.

This us not how you want your day to end:

The Israel Air Force has grounded its fleet of F-15 fighter jets after an incident last week in which an F-15’s canopy, the transparent enclosure over the cockpit, dislodged while the aircraft was flying at 30,000 feet, requiring the crew to make a harrowing emergency landing.

The Israel Defense Force Spokesperson’s Office said that at that altitude, with temperatures of minus 45 degrees Celsius (-49 degrees Fahrenheit) and strong wings, the crew was in danger. The commander of the air force, Amikam Norkin, has ordered a halt to all training flights with the aircraft pending an investigation.

The army released sound recordings of the incident in which shouting is heard followed by the pilot, who has been identified as Capt. Y, telling the ground: “Coming in for a landing at the nearest base without a canopy. Please confirm.” The plane’s navigator, 1st Lt. R., then asked the pilot if he was all right. “Yes, everything is all right,” he replied. The navigator then confirmed that he too was all right. The pilot was asked to slow his speed and then said: “We have no problem getting to base.”

………

The crew underwent a medical exam following the incident and were found to be in good condition.

If that had been me, I would have gone to pieces so fast that there would have been a risk of shrapnel.

Someone Is Losing Their Job

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It appears that the shutdown of Gatwick airport may have been caused by police drones, and not some nefarious terrorist or prankster:

Some of the drone sightings which kept Gatwick Airport on lockdown for 36 hours may have been reports of Sussex Police’s own aircraft, the force’s highest-ranking officer admitted yesterday.

Police received 115 reports of sightings in the area surrounding the airfield, including 92 confirmed by Sussex Police’s Chief Constable Giles York as coming from “credible people”.

But the force launched its own drone to search for what officers believed at the time to be malicious aircraft deliberately being flown above the runway in the early hours of December 19 to intentionally force Gatwick to shut down.

Well, the behavior to this point DOES seem to reek of authorities covering up their own incompetence.

Gatwick was shut down for 3 days at the height of the holiday travel season, and if this turns out to be a police screw up, there will be hell to pay.

This is Trippy

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One sees a number of proposals for using distributed electric propulsion for vertical takeoff and landing systems, but this is without a doubt the oddest concept that I’ve seen yet:

A vertical-takeoff-and-landing (VTOL) design with wings that both tilt and fold, providing stable hover and efficient flight, is under development by Boston-area startup PteroDynamics. The company is targeting the military unmanned-aircraft market initially, but has ambitions to develop an air taxi.

In PteroDynamics’ Transwing concept, the wings tilt and fold back along the fuselage, and the aircraft acts like a multicopter in vertical flight. To transition to forward flight, the wings rotate into horizontal position, allowing the Transwing to fly like a conventional aeroplane.

“Our vehicle is completely unique,” says CEO Matthew Graczyk. “It’s 100% fixed wing in horizontal flight and 100% rotary wing in vertical flight, with no compromises.” Unlike a tiltwing, the Transwing can transition between vertical and forward flight with no stall range, he says. The aircraft can have a long wing for cruise efficiency, but folds into a compact size for VTOL.

………

PteroDynamics has flown a 12-ft.-span model, but has not yet attempted transition between vertical and horizontal flight and does not know how well the design scales. “We did get lucky with the prototype,” says Petrov. “What will happen at 40-ft. or 400-ft. span we don’t know, but as we understand how it works we see no fundamental reason it will not scale.”

As the wing rotates aft it has more dihedral and sweep and the angle of attack never exceeds 20 deg., while propeller wash helps prevent flow separation. “A tiltwing goes past 45 deg. into wing stall and the wing becomes an obstacle to forward flight,” Petrov says. Transwing “can stall, but mildly. We tufted the wing and video shows the airflow does separate, but not badly. Mostly the flow stays attached.”

Petrov describes the tilt/fold articulation as similar to the wing-fold mechanism on Grumman carrier-based aircraft such as the Avenger and Hellcat, except that Transwing folds leading edge up. The hinge mechanism will carry high loads, but reinforcement of the wing at the fold “should not penalize the aircraft too much, perhaps 5% of maximum takeoff weight,” he says.

I can’t wait for a full size test.

So Not Reassured

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“Helicopter Destroyer,” my ass!

I read this yesterday, December 7, and for some reason, I was not reassured at reports that the Japanese Navy will be reconstituting its aircraft carrier fleet:

The Japanese government announced on Nov. 27, 2018 that it plans to modify its two Izumo-class helicopter carriers to support F-35B Lightning II stealth fighters.

The announcement follows years of speculation that began even before Izumo commissioned into service in 2015.

“Since we are equipped with such vessels, it is desirable that we will use them for various purposes,” Japanese defense minister Takeshi Iwaya told reporters. “We would like to advance our research and studies on this.”

………

Japan’s post-war constitution forbids offensive military operations. For decades, the country’s leaders have interpreted the prohibition to mean the Japanese navy legally could not possess aircraft carriers.

The Japanese fleet sidestepped the carrier-ban by acquiring what it called “helicopter destroyers” — that is, surface warships with hangars and unusually large flight decks.

The Izumo class stretched the credibility of the “helicopter destroyer” moniker. The type lacks major weaponry. Its flight deck extends from stem to stern. It’s a carrier in everything but name. In practice, Izumo and sister ship Kaga, which commissioned in 2017, only have embarked helicopters.

Each 814 feet long and displacing 27,000 tons of water while fully loaded, Izumo and Kaga are small for carriers. The U.S. Navy’s supercarriers each are a thousand feet long and displace more than 100,000 tons. The Americans’ amphibious assault ships — which support helicopters, AV-8B Harrier jump jets and F-35s — are around 850 feet long and displace 41,000 tons.

Yep, nothing to see here, move along.

This is Going to Become a Disaster

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I propose that it be named Zeitverschwendung


France and Germany are starting to set up requirements for their next generation fighter, and it will be a complete disaster.

I know this from one data point, it’s size.

The aircraft will have 2 engines in the 30,000 lb thrust class, which implies a massive, and massively expensive, aircraft.

This is the start of a cycle.

It starts with over aggressive specifications and unrealistic schedule and budget, and as the already excessive cost climbs, the program slips, and is restructured in the quest to find cost sharing partners, and finally, a fleet hobbled by inadequate numbers and excessive costs:

France and Germany’s pursuit of a next-generation combat aircraft for the 2040s may have been plagued by quarrels over workshare and export opportunities in recent weeks, but behind the scenes there appears to be agreement about the way forward.

National internal studies into the Future Combat Air System (FCAS) have concluded that advanced future threats need to be met with a system of systems that has a manned fighter at its heart, supported by and connected to legacy fighters and a family of ground- and air-launched unmanned aircraft systems-—some expendable, some recoverable, and others with very-low-observable attributes.

………

Few details have been broadcast about the NGF’s architecture, but the proposals certainly indicate a large twin-engine, low-observable platform. Studies call for the development of 30,000-lb.-class powerplants. The resulting platform is likely to be larger and heavier than the Eurofighter Typhoon and the Dassault Rafales it is envisaged to replace, more in the size class of the Lockheed Martin F-22 Raptor or even the Northrop Grumman YF-23.

………

Dassault presented this tailless, twin-engine NGF design at the Euronaval defense show in Paris in October. Credit: Dassault Aviation Concepts

Some sense of scale could be drawn from the potential size of the weapons bay, which likely will be sized to fit a future French standoff nuclear weapon.

The current weapon, the ASMP, is a 5.38-m-long (17.7-ft.) ramjet-powered weapon. The French are reportedly studying hypersonic performance for the next generation, ASN4G, which likely will be a similar size.

Another consideration of scale will be France’s ambition to develop a carrier-
borne version, to replace the Rafale M deployed on its Charles de Gaulle carrier. Carrier operations will result in size and weight limitations. The naval version of the Rafale has a lower maximum takeoff weight than its land-based counterpart. However, France plans to replace the Charles de Gaulle with a new carrier, to be operational in the late 2030s, which will be developed to operate with the NGWS.

We already have the unrealistic specifications down pat.

This Has Fiasco Written All Over It

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Expensive to Acquire, Expensive to Operate

The US Air Force is looking at their next tanker, and the mission creep is insane.

This sounds like it will make the F-35 debacle look like the Skunk Works:

Very little has changed in the configuration and performance of airlifter and air-refueling aircraft since the mid-1950s. Lockheed Martin’s C-5A dramatically expanded payload volume in 1968, and Boeing’s C-17 introduced a strategic airlifter with the ability to make short takeoffs and landings on unprepared runways. Besides those improvements, the U.S. Air Force’s mobility mission has been almost untouched by the survivability requirements that drove radical changes to the design and operation of fighters, bombers and intelligence-gathering aircraft in the last half-century.

As Air Force planners now embark on the early stages of a process to acquire a new class of refuelers and airlifters over the next two decades, there is a clear emphasis on designs that overcome the vulnerability of existing aircraft to detection and interception. That potential shift in the requirements follows a new strategy of air warfare that transforms the role of mobility aircraft from a purely supporting one to an active part in combat operations as forward-based command-and-control nodes and even strike platforms.

And in case you are wondering just how far overboard the USAF is planning to go, have a slice of this guaranteed winner in the next bullsh%$ bingo competition:

It is a transformation that senior Air Force officials are still trying to socialize with the community of cargo and tanker crews. Underscoring the unfolding transition was a key theme of Chief of Staff Gen. David Goldfein’s address at the Airlift Tanker Association (ATA) annual conference on Oct. 26. “I had the chance to fly the KC-46 a few weeks ago,” Goldfein said before several hundred ATA members. “But what I strapped on was not an aircraft. What I flew was a node in our future network, [with] computing capacity that we can connect at the speed of light to other platforms, sensors and weapons to bring creative solutions to the fight.”

If they are at this level of complete bullsh%$ at this stage of the program, this presages a Death Star sized debacle.

Kamov Advanced Helo

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Looks a lot like the S-79


Sikorsky S-79

Kamov, which has been the leading producer of coaxial rotor helicopters for decades, is proposing an advanced helicopter that bears a strong similarity to the Sikorski advancing blade helicopter.

What is notable is that the two rotors are further apart than those of the S-79, it has wings, (and canards) and the propulsor is a turbofan rather than a propeller.

First, it’s pretty clear from this that the rotors are probably not as stiff,  and that the controls are less sophisticated, requiring more space between the two rotor disks to avoid the blades striking each other.

The wings, and the turbofan propulsion, imply that it is designed for a much higher speed, probably at the expense of range, noise, and low speed accelleration

That being said, I am profoundly dubious of their claim of a top speed of 700 km/h (440 mph/370 kts) for any rotorcraft:

Pictures of a Kamov design for an advanced attack helicopter have appeared on a Russian website.

The images appear to have been leaked amid competition between the Kamov and Mil Moscow Helicopter design bureaus within Russian Helicopters to develop the country’s future high-speed combat helicopter, called SBV.

Russian Helicopters announced at the Army 2017 forum in Moscow last September that it had signed a two-year contract with the Russian defense ministry to refine concepts for a high-speed attack helicopter, with both Kamov and Mil working on designs.

………

The leaked photographs show Kamov General Designer Sergei Mikheyev presenting the bureau’s concept, a winged coaxial-rotor, twin-turbofan compound helicopter reportedly capable of up to 700 kph (380 kt.) This compares with a speed of more than 400 kph claimed for Mil’s single-main-rotor design.

………

Propulsion is provided by what appear to be a pair of turbofans mounted in the aft fuselage and driving the rotor gearbox via a pair of shafts that project forward from the engines—an arrangement reminiscent of the shaft-driven lift fan in the Lockheed Martin F-35B.

The engines likely direct most of their power forward to shaft-drive the rotors for takeoff, hover and low-speed maneuvers, then shift more of the power to thrust as forward speed increases. The rotor system has a pair of contra-rotating three-blade rotors with swept tips.

Teaching an Old Plane New Tricks

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Two versions of the MiG-31, one carrying the Kinzhal missile, top, and the other carrying what might be an updated version of the Kontact for anti-satellite use. Credit: Piotr Butowski

Specifically, the MiG 31 Foxhound, which looks to be leveraging its high speed and high altitude performance to perform as a satellite launcher and ASAT platform:

The Mikoyan MiG-31 interceptor has found a second life—in fact, more than one. Not only has the aircraft known to NATO as the Foxhound been extensively upgraded, but it has also taken on new tasks: as an air-launcher for the Kinzhal ground-strike system and as an aerospace missile system to deliver small satellites to orbit or fight enemy satellites.

In September, at the Russian aviation industry’s test center in Zhukovsky near Moscow, an experimental MiG-31, No. 81, performed its first flight with an extremely large unknown missile suspended on the centerline pylon. The first high-speed taxiing of this coupling was done several months earlier.

The current program is supposed to be a follow-on of the 30P6 Kontakt (Contact) satellite intercept program of 1984-95, under which the MiG-31D aircraft using the Fakel 79M6 missile was made, and the improved MiG-31DM with the Fakel 95M6 missile was being designed.

………

The advantage of an airborne anti-satellite system over a ground-based one is longer range: The MiG-31 can deliver a missile over a distance of up to 1,000 km (621 mi.) before launch. The characteristics of the current system remain unknown. But they are probably similar to those of the previous Kontakt system, which was intended to destroy nonmaneuvering or maneuvering satellites in low orbits.

The 79M6 missile, weighing 4,550 kg (10,000 lb.), was launched by a MiG-31D flying at a speed of Mach 2.55 and altitude of 22 km. Its target was at an altitude of 120-600 km, depending on the distance. The missile flight time was 100-380 sec. The satellite was to be destroyed by a direct hit or detonation of a small, 20-kg explosive charge. The target was designated for the MiG-31 by the ground-based 45Zh6 Krona (Crown) system, consisting of a large decameter and centimeter-wavelength electronic-scanning radar and optical-laser locator and rangefinder. The Krona system was overhauled and upgraded in 2009-10.

………

The Russians have offered several systems for launching commercial satellites using the MiG-31 platform, but none of the designs has materialized. In 2001, Russia Aircraft Corp. (RSK) MiG MiG unveiled the MiG-31S project, a platform for two vehicles developed by the Astra Research Centre at the Moscow Aviation Institute (MAI): the Micron rocket and Aerospace Rally System (ARS) rocket plane. The Micron was to be able to launch a 200-kg satellite to an altitude of 100 km, or 50 kg to 300 km. The ARS was to be a three-seat vehicle for suborbital flights (to an altitude of 130 km), intended for astronaut training in weightlessness conditions (up to 3 min.), research of the upper layers of the atmosphere and tourist and advertising flights.

This is contrasted with the US aviation forces, where the closest they come to reusing old airframes is converting them to target drones.

About F%$#ing Time

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The latest FAA authorization bill gives the agency the right to regulate seat spacing:

The recently announced multi-year deal to reauthorize the FAA contains many gifts for industry, from new rules restricting the misuse of service and support animals to policies that advance the safe integration of commercial drones. But a provision tucked in the bill that would clear the way for the FAA to regulate minimum seat sizes has some industry watchers concerned that Congress may be overstepping its bounds.

Section 577 of H.R. 302—the legislative package containing the FAA reauthorization bill—would give the agency one year to issue regulations that establish minimum seat dimensions for all commercial aircraft operating in the U.S. These would include minimums for seat pitch, width and length.

………

The proposed regulations—if approved—would likely be felt most acutely by the ultra-low-cost carriers (ULCC), which have high-density seating to maintain their low unit costs. 

This does not mean that the FAA will act, and they have seemed disinclined to do so, but I think that political pressure will eventually lead to meaningful action.

That;s the First One

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An F-35 has crashed in South Carolina its pilot ejected safely:

An F-35 fighter jet crashed in South Carolina, the US Marine Corps said, in the first such incident to affect the most expensive defence programme in the world.

A statement said the crash occurred in the vicinity of Beaufort, South Carolina, at approximately 11.40am on Friday.

“The US Marine pilot ejected safely,” the statement said, adding that there were no civilian injuries and both the health of the pilot and the cause of the crash were being evaluated.

If it’s the Marines, then it is the “B” model.

I’m wondering if this is just the normal course of things, or if it is another glitch in the program.

Hint: It’s called pay, benefits, and job security

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Aviation Week & Space Technology is wringing its hands over the shortage of Aviation and Defense (A&D) workers.

Given that there is little job security, and pay and benefits have been declining for years, it’s not surprising that people are loathe to enter the field:

Uncle Sam’s contractors want you—and your sons and daughters. And at this rate, they could be eyeing the family dog. But perhaps they should expand their search.

From 737 gliders parked around the Seattle area to a $2.5 billion merger and acquisition (M&A) among Beltway Bandits orbiting Washington, headlines in the aerospace and defense sector lately have been replete with examples of workforce constraints manifesting in money terms. What is more, the Pentagon soon will unveil a review of the defense industrial base (DIB) that will spotlight concerns over talent recruitment and retainment.

The need for more technology-oriented workers and the difficulty in getting them is the talk of industry. Just this month, word came that Boeing was rehiring some of its retirees to help alleviate 737 production issues.

………

At the Farnborough Airshow in July, senior executives pondered how to recruit talent, especially managers, from other industries such as automotive. “Discussions at the air show confirmed concern about supporting an upturn in activity with the correct personnel in this competitive hiring environment,” ZRG’s report notes. The traditional approach of recruiting from the same sector has huge limitations, it was noted.

But Foster tells Aviation Week that the truism “Companies do not want to spend the time or money training new workers” ultimately holds for upper management as well as the factory floor. Everybody wants you to already know their industry, their company, she says.

Also, companies want managers in 45-55-year-old range, she says. Seasoned, but with growth potential. However, there is a deficit in that age range because not a lot of prime candidates were entering then. At the same time, older workers are eyeing the exits. “If there was ever a time to retire, it is now.” For starters, look at the stock markets. Besides, it can be increasingly hard to live a high-travel business life, Foster notes.

You spend 30 years sucking the marrow out of your workforce, and then you are surprised when your workforce goes away.

Modern American MBA mismanagement.

If Only there Were Some Sort of Token Representing Value that Could Restore Balance

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It turns out that that there has been a exodus of pilots from business aviation, which is now depressing aircraft sales.

The solution is simple: If you want more pilots, pay more for them. Supply will then take care of itself:

A growing shortage of pilots in Europe is hitting business aircraft sales, as owners struggle to source crews to fly their assets.

That is the view of UK aircraft sales and marketing company Colibri Aircraft, which predicts the squeeze on business aircraft pilots will continue over the coming years, as commercial airlines poach crews in increasing numbers to help address their recruitment demands.

Colibri says around 70% of sales it works on encounter difficulties in relation to guaranteeing sufficient access to flightcrews. “Five years ago, this affected only 20% of our cases,” it notes.

………

This shortfall is a combination of several factors, he explains, including the legal retirement age for pilots being set at 65, and growing demand for pilots from overseas markets – especially Africa, Asia and the Middle East.

Really, the solution is simple: Pay your pilots more, and they stay with you.

Econ 101.

The Mistake Jet Abides

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It looks like there will be another delay for the f-35:

The troubled $1.5 trillion F-35 program is not ready to begin the critical combat-testing phase, the Pentagon’s testing director said in a previously undisclosed August memo obtained by the Center for Defense Information at the Project On Government Oversight (POGO). That decision marks another setback in the development of the Pentagon’s largest acquisition program.

 The memo, issued on August 24, 2018, says the program has not met the necessary entry criteria to begin the crucial combat-testing phase called Initial Operational Test and Evaluation (IOT&E). It comes on the heels of the revelation, reported first by POGO, that program officials have been trying to make it appear as though the program has completed the development phase, by altering paperwork to reclassify potentially life-threatening design flaws to give the appearance of progress rather than actually fixing them.

This has gotten to be a remarkably routine thing:  The aircraft experiences problems, so the program managers move the goal posts.

It’s no way to develop a successful weapon system.

ALIS is an Off Switch

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Lockheed-Martin has tightly integrated its Autonomic Logistics Information System (ALIS) into the F-35, and now nations that are taking deliveries are concerned about the massive volumes of data being sent back to servers in Fort Worth, Texas, and they are demanding that they gain control of this data:

Lockheed Martin received a $26.1 million contract to develop data transmission controls for foreign customers of the F-35 and its autonomic logistics information system (ALIS).

International development partners and foreign customers of the F-35 have expressed concern that ALIS, which manages and analyses the fighter’s systems, training and flight logs, would automatically transmit information back to Lockheed’s hub in Fort Worth, Texas, possibly giving the company and the USA insight into their military operations.

“This effort provides F-35 international partners the capability to review and block messages to prevent sovereign data loss,” says the contract notice online. “Additionally, the effort includes studies and recommendations to improve the security architecture of ALIS.”

Previously, international development partners and foreign customers of the F-35 had programmed short-term software patches for ALIS that allowed them to control what data was sent back to the USA.

The F-35 does not fly without ALIS after a few days without a deep access to the source code, which only LM and the DoD have.

It isn’t just a matter of the ALIS system being a massive security hole for our allies, it is an off switch.

I Wasn’t Really Planning on Landing It

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A man stole an aircraft from SeaTac airport and flew aerobatics before crashing it.
All in all, it is a rather flamboyant suicide:

He had all the proper security credentials. He had been working his shift and was believed to still be in uniform. The baggage handler didn’t seem out of place at all — until he was taxiing down the runway and taking off in a stolen passenger plane.

Richard Russell sparked a combination of amazement and fear as he flew — alone — a 76-seat Horizon Air Q400 plane for more than an hour before it crashed on a wooded area on Ketron Island south of Seattle.

He did a barrel roll. A daring swoop. Officials said they didn’t believe he even had a pilot’s license.

………

Jimmy Thomson, deputy editor of Canadian investigative environmental news outlet the Narwhal, compiled portions of the air traffic recording. In one clip, the man says he wouldn’t know how to land the plane. “I wasn’t really planning on landing it,” he says. 

F-15s were scrambled to intercept.

This is profoundly weird.

I’m Think that Politics is Trumping Normal Defense Procurement

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The IAF is is negotiating contract with Boeing for their KC-46 tanker in a non-competitive process, despite the fact that the Airbus alternative looks to be about 20% less, and a domestic conversion of surplus 767 would be about 50% less.

Assuming that Binyamin Netanyahu hasn’t found a way to profit personally from the deal, (he’s currently the target of multiple corruption investigations) it is pretty clear that politics, and not military exigencies is driving this deal:

The Israel Air Force and the Ministry of Defense are planning to procure 4-6 new planes for airborne refueling from US company Boeing without asking Israel Aerospace Industries Ltd. (IAI) (TASE: ARSP.B1) or Airbus for a price bid or asking them to take part in a tender. These are the only three companies in the world that manufacture an air refueling aircraft or convert passenger and cargo planes to a refueling configuration.

The air force’s refueling missions are currently based on outdated Boeing passenger 707s manufactured over 50 years ago and converted to refueling configuration. These planes, called Ram by the air force, receive regular maintenance from IAI.

The IDF has been preparing for years for a huge deal to procure new planes for airborne refueling missions, but the process has been repeatedly postponed, primarily due to more urgent procurement programs. The Ministry of Defense is now saying that there is no avoiding a procurement deal because of the very advanced age of the existing refueling aircraft and the possible expansion in the volume of the air force’s refueling missions, with an emphasis on remote theaters, such as Iran.

Israel is casting eyes at Boeings new KC-46 airborne refueling aircraft, which are in use by the US air force. Sources in the sector say that these planes cost $250-300 million. An Airbus 330 converted for aerial refueling missions costs $200-250 million, while an IAI refueling aircraft based on the Boeing 767 and converted from passenger or cargo configurations costs $100-130 million, half the price of the new plane to be sold to Israel by Boeing.

………

Defense sources have found it difficult in recent days to conceal their alarm about the emerging deal between the Ministry of Defense and Boeing without a tender proceeding or transparency and without consideration of the long-term effect on IAI. Conversion of planes is done at IAI’s Bedek Aviation Group’s facilities and hundreds of its employees are involved. Defense sources warned that giving preference for a new and very expensive like that of Boeing over an “as good as new” and cheaper aircraft from IAI would deal the Israeli company a severe blow. “It is not just the money and the livelihood of many hundreds of employees,” a local industry source said. “Procurement of planes from IAI by the Israeli air force has great global marketing significance, because the IDF is regarded as an advanced, very professional, and esteemed army. If it procures a system, it validates it and gives it something like a quality standard, followed by additional deals that are usually larger.”

This really is profoundly odd.