Tag: Aviation

Exclusive: Unmasking The F-15X, Boeing’s F-15C/D Eagle Replacement Fighter – The Drive

No Comments

Envelope expansion tests of Saudi F-15S


That’s a lot of ordinance

It appears that Boeing and the USAF are working on a proposal to procure new F-15 Eagles.

Unlike Boeing’s earlier “Silent Eagle” proposal, which had significant stealthy features, this variant is geared toward carrying as much as possible:

Last week, the aerospace-defense community was overwhelmingly intrigued by a report from Defenseone.com that said Boeing was pitching a new variant of its 45-year-old F-15 Eagle line of fighters to the United States Air Force. Still, next to nothing is known about this initiative, including where it came from and what it entails exactly. Although it has been framed as a Boeing solicitation to the USAF, the opposite is actually true—the USAF began the discussion over a year and a half ago. Since then, ongoing talks have been kept incredibly hush-hush, along with the details of the aircraft involved—until now.

………

The F-15X came out of a quiet USAF inquiry to Boeing and Lockheed Martin about fielding an aircraft that could seamlessly plug into their existing air combat infrastructure as part of better-defined high-low capability mix strategy—one intended to specifically help counter the service’s shrinking force structure.

………

The result of those discussions is the F-15X. Our sources describe the aircraft as a single seat variant of the latest F-15 advanced Strike Eagle derivative—the F-15QA destined for Qatar—but it will also integrate many of the features and upgrades that the USAF intends (or intended as it may be) to include on its nearly four-decade-old F-15C/D fleet. And no, the aircraft is not a repackaging of the semi-stealthy F-15 Silent Eagle concept that Boeing floated nearly a decade ago. The F-15X features no low-observable enhancements of any kind.

………

With the help of the company’s new AMBER missile carrying racks, the F-15X will be able to carry a whopping 22 air-to-air missiles during a single sortie. Alternatively, it could fly with eight air-to-air missiles and 28 Small Diameter Bombs (SDBs), or up to seven 2,000lb bombs and eight air-to-air missiles. We are talking crazy weapons hauling capabilities here. Keep in mind that the F-15C/D Eagle can carry eight air-to-air missiles currently, and the penultimate Eagle variant that is currently being built, the F-15SA, can carry a dozen.

What the F-15X doesn’t include is a high price. The War Zone has learned that Boeing intends to deliver the F-15X at a flyaway cost well below that of an F-35A—which runs about $95M per copy. And this is not just some attempt to grab business and then deliver an aircraft that costs way more than promised. Our sources tell us that Boeing is willing to put their money where their mouth is via offering the F-15X under a fixed priced contract. In other words, whatever the jets actually end up costing, the Pentagon will pay a fixed price—Boeing would have to eat any overages.

………

The F-15X could also act as a weapons truck for stealthy fighters operating forward of their position into more highly contested airspace. This will become an especially critical capacity as ultra-long-range weaponry becomes too large for stealth fighters’ weapons bays or to be carried in relevant numbers by smaller fighters.

It appears that the USAF has come to realize that the stealthy airframes that it has been acquiring are profoundly limited in the types ans quantities of munitions that they carry, and that the F-15 can carry a lot of stuff.

Also, it appears that the unit cost of the new F-15s would be competitive with planned upgrades of the C/D model aircraft, and that the per hour operational cost of new Eagles would be lower than F-22s, F-35s, and existing F-15s, so they might help with the budget as well.

It sounds like it might be a good idea, but I am dubious that the Air Force will implement it, because they are looking to cannibalize much of their existing force to pay for the F-35.

The Term is, “Pear Shaped”

No Comments

Transfers to Turkey of Lockheed Martin Corp.’s F-35 would be barred temporarily under a compromise defense policy measure agreed to on Monday, according to House and Senate aides.

Turkish receipt of the fighter jets would be held back until the Pentagon submitted an assessment within 90 days of the measure’s enactment on U.S.-Turkish relations, the impact of Turkey’s planned acquisition of Russia’s advanced S-400 missile defense system and the ramifications for the U.S. industrial base if Turkey is dropped from the international F-35 program.

………

Defense Secretary Jim Mattis had warned Congress against cutting off transfers of the F-35. In a letter to lawmakers this month, Mattis said he agreed “with congressional concerns about the authoritarian drift in Turkey and its impact on human rights and rule of law.” But he said an F-35 cutoff would risk triggering an international “supply chain disruption” that would drive up costs and delay deliveries of the fighter.

Under President Recep Tayyip Erdogan, Turkey plans to buy about 100 F-35s, joining the U.K. and Australia as the top international customers. At least 10 Turkish companies are building parts and components, such as the cockpit displays, for other partners, according to Bethesda, Maryland-based Lockheed.

The compromise measure crafted by the House and Senate Armed Services Committees also would let the president waive a requirement to impose sanctions on countries and entities doing business with Russia for as long as 180 days if the party involved is taking steps to distance itself from a commercial relationship with the Russian defense and intelligence sectors, according to committee aides and a Democratic summary of the bill.

There is a lot of talk about how this is because of Erdogan is an authoritarian who is destroying the democratic structures in Turkey, and because security issues over the the S-400 purchase.

I call bullsh%$ on this.

It’s really about how the buying a Russian SAM system, means that western defense contractors, (Particularly US ones) are not getting a cut of the business.

Shades of the B-70 Bomber

No Comments

The prototype today


The XB-70 in 1960


Have a video


A slightly clearer view

Nasa is investigating wings that fold down in flight to reduce drag and increase stability: (paid subscription required)

Folding the tips of a wing in flight can increase stability and reduce drag, NASA flight tests have shown. Now researchers plan additional flights to test control laws that actively adjust wing fold in flight to minimize drag. They are also proposing a project to test wing folding in supersonic flight.

 The Spanwise Adaptive Wing (SAW) project, a rapid feasibility assessment under NASA’s Convergent Aeronautics Solutions (CAS) program, showed folding the outer sections of the wing in flight improved directional stability and control. In a new aircraft design, this would allow tail size and drag to be reduced.

One of the interesting bit of tech here is the actuator for wing folding.

As opposed to the rather large and heavy hydraulic actuators used by the Valkyrie, they are using memory metals and heating:

The tests involved NASA’s subscale unmanned prototype-technology evaluation and research aircraft (PTERA), essentially an 11%-scale Boeing 737, with the outer 15 in. on either side of its 176-in.-span wing hinged to fold up or down by up to 75 deg. The sections were folded in flight using shape memory alloy (SMA) actuators built into the hinge lines.

………

SAW is built around torsion actuators made of an alloy that, when heated electrically, “remembers” and returns to its original twisted shaped, and in doing so moves the wingtip. The PTERA uses an actuator with a single SMA tube that produces 500 in.-lb. of torque. NASA Glenn has ground-tested a 5,000 in.-lb. actuator with nested SMA tubes. This was used to fold the outer wingbox of the F/A-18 wing.

………

NASA Glenn has developed the nickel-titanium-hafnium shape-memory alloy and is working to scale up the tubes to sizes never before produced. “Glenn is working with the material supplier, pouring melts and breaking records,” says Moholt. “They are working to make sure it scales, with the right crystalline structure.”

The raw SMA stock is provided to Boeing, which gun-drills the tubes and assembles them into an actuator. The 20,000 in.-lb. SAW actuator has 12 0.5-in.-dia. tubes, each with a gear at the end driving a ring gear that moves the wing. Boeing is also “training” the SMA actuators, a process that requires thousands of thermal cycles.

The SAW project ends in September. The team is proposing a follow-on project that would demonstrate SMA wing folding on a supersonic aircraft. Folding the wingtips down in supersonic flight generates compression lift from shockwaves under the wing and can dramatically reduce induced drag, says Moholt. This was used in the North American XB-70 bomber. Folding the tips down also increases lateral stability and control in supersonic flight, allowing a smaller tail.

Also, at supersonic speeds, the drooped wingtips capture the shock-wave from the bottom of the aircraft, and can increase lift.

It’s a neat piece of kit.

I’m Kind of Dubious of This

No Comments


Blah, blah, blah!

The German research lab Bauhaus Luftfahrt is proposing replacing the high pressure turbine and combustor with a piston engine.

It sounds like a step beyond the turbo-compound engines that were the final stage of piston engines before jets took over.

The reason that I am dubious is for the same reason that turbines beat out pistons for at that time: Maintenance costs.

Even a first generation turboprop would deliver 10 times the time on the wing, which outweighed the much higher fuel economy of a piston engine, at least at higher power levels.

Still, it is an interesting technology:

The Composite Cycle Engine (CCE) concept incorporates piston engines into the core of an aircraft turbo engine. The piston engines increase thermal efficiency by using non-stationary isochoric-isobaric combustion, which enables higher peak pressures and temperatures within the core engine. In the current design, the piston engine is connected with the high-pressure spool and powers the axial-radial high-pressure compressor. The low-pressure system is similar to a conventional geared turbofan (GTF) architecture. This way, the outstanding power-to-weight ratio of low-pressure turbines can be fully utilised and an ultra-high bypass ratio is realised. Assuming an entry into service in 2050, fuel burn improvements up to 50 per cent relative to year 2000 turbofan technology (11 per cent relative to year 2050 advanced GTF technology, respectively) can be reached. 

In fact, pistons have better fuel economy to this day, though the fuel is harder to find, and you really don’t find aviation piston engines at the higher power levels of turbines.

I could see this being applied in some areas, expendable drones and the like, and possibly private aircraft, where the additional range might be more significant than the engine time on the wing.

Your Military Industrial Complex in a Nutshell

1 Comment
As a part of supporting the Afghan military, the Pentagon is upgrading Kabul’s helicopters.

There are a few small problems though: In addition to the Afgan military not being able to maintain its new Black Hawk helicopters, the Russian Helos that it is replacing outperform the Black Hawk by almost every metric:


A report from a top U.S. military watchdog has finally acknowledged that the UH-60A+ Black Hawks that the United States is supplying to the Afghan Air Force are less capable and harder to maintain than the Russian-made Mi-17 Hip helicopters they have now. The review raises concerns that this could limit Afghanistan’s ability to conduct operations across the country unless steps are taking to mitigate the loss of capability, something we at The War Zone have long warned could easily be the case.

………

“The transition [from Mi-17s to UH-60s] presents several challenges that have yet to be fully addressed,” the report says in a section dedicated to the issue. “Black Hawks do not have the lift capacity of Mi-17s.”

“They are unable to accommodate some of the larger cargo items the Mi-17s can carry, and in general, it takes almost two Black Hawks to carry the load of a single Mi-17,” the review continues. “Furthermore, unlike Mi-17s, Black Hawks cannot fly at high elevations and, as such, cannot operate in remote regions of Afghanistan where Mi-17s operate.”

………

“The Mi-17 is ‘much more conducive to the education level available in the general Afghan population than the UH-60As’ when it comes to maintenance,” the 9th Air Expeditionary Task Force-Afghanistan (AETF-A), the U.S. Air Force’s top command for operations in Afghanistan, which also oversees advising the Afghan Air Force, said, according to the Pentagon Inspector General’s review. “The expectation is that the AAF will be almost entirely reliant on contractors for Black Hawk maintenance in the near- to mid-term.”

That reliance on contractors is a feature not a bug:  This is more of the deferred compensation for general officers program that appears to be the raison d’être of the Pentagon these days.

Whoever made this decision will secure a well remunerated post military retirement sinecure with Sikorsky, one of its suppliers, or the contractors that the Afghans (actually us) are paying very well for support services.

Faster, Better, Cheaper

No Comments

An uptick in exports has led Saab to increase spending on its Gripen E program:

Strengthening interest in the Gripen E has prompted Saab to accelerate its investment in the programme, with the step to include the introduction of enhancements intended to heighten the product’s attractiveness to prospective buyers.

“Due to the strong interest in Gripen E/F, Saab has now accelerated the pace of investment to develop the system for future exports,” the company disclosed in a quarterly results announcement on 26 April.

Chief executive Håkan Buskhe describes the measure as relating to “industrialisation, and also some key development on features for the export market”. While he declines to identify specific updates, he notes: “There are things that will enhance the product that we have seen during the development time for the Gripen E.” This process began for launch customer the Swedish air force in 2013.

Buskhe says Saab received fresh interest in the new-generation fighter from several undisclosed nations during the first three months of this year. The company cites a long list of prospective customers for the type, including Austria, Bulgaria, India and Slovakia.

Saab will deliver its first production examples of the Gripen E to Sweden and export buyer Brazil next year and the nations will receive a combined total of 96 examples up to 2026. Buskhe says the level of interest being shown in the product is consistent with previous forecasts of a total production run of at least 400 units.

The Gripenis less than half the size, and less than half the direct operating costs, of its competitors, while being (at least) nearly as capable in terms of everything but payload and range.

It’s been on budget, and on schedule, and (unlike the F-35) nations have the information to incorporate their own weapons into the aircraft.

It’s not surprising that it’s doing well:  It’s in a very similar position to that of the Mirage III in the 1960s.

Bad Day at the Office

No Comments

An F-22 had a forced landing at NAS Fallon in Nevada.

It appears that an engine flamed out on takeoff:

A U.S. Air Force F-22 Raptor from the 3rd Air Force Wing at Elmendorf Air Force has been involved in an incident at NAS Fallon in western Nevada. The aircraft has been shown in photos posted to social media laying on the runway with the landing gear retracted. The aircraft appears largely intact. No injuries have been reported. BTW, Tyler Rogoway at The War Zone has posted an interesting photo of the Raptor on its belly here.

There has not been an official announcement of the cause of the incident, and an incident like this will be subject to an official investigation that will ultimately determine the official cause.

“Hi, honey, how was work today?”

“Don’t ask!”

I Guess that they Don’t Need to Put a Contractor in Every Congressional District Now

No Comments

Early in the process, the goal was to spread work around to as many Congressional districts as possible, but now that the proram is too big to fail, they are looking for people who can actually do the work competently for a reasonable price:

The Pentagon is embarking on a comprehensive effort to examine the entire F-35 supply chain from top to bottom for opportunities to compete components and repair work, a top Defense Department official says.

The move is aimed at incentivizing suppliers to reduce cost and increase efficiencies, as the F-35 enterprise faces severe parts shortages and a skyrocketing sustainment bill (AW&ST April 9-22, p. 40).

The department’s efforts to inject competition into the supply chain comes as the F-35 program faces challenges on the production line. The rate of mistakes by suppliers or skilled workers during the manufacturing process is too high, according to F-35 Program Executive Officer Mat Winter.

………

As the government and Lockheed work to get support costs under control, competition and alternative parts sourcing could be key, Robert McMahon, assistant secretary of defense for logistics and materiel readiness, said during Aviation Week’s MRO Americas conference in Orlando, Florida, April 11. The F-35 operations and sustainment bill has been pegged at more than $1 trillion over the life of the program.

The current structure was driven by politics, not competence or efficiency, and it is a remarkably wasteful way to create jobs.

To quote Ike, “Every gun that is made, every warship launched, every rocket fired signifies, in the final sense, a theft from those who hunger and are not fed, those who are cold and are not clothed.”

Michael Moore Could Explain This to You

No Comments

The military’s fighter pilot shortfall is reaching alarming proportions — and a new report from the Government Accountability Office shows just how bad the problem has become.

The Air Force, Navy and Marine Corps are each short about a 25 percent of the fighter pilots they need in crucial areas, according to the GAO report released Wednesday, titled “DOD Needs to Reevaluate Fighter Pilot Workforce Requirements.”

The problem has grown worse in recent years. And because it takes the Air Force, for example, about five years of training — and costing anywhere from $3 million to $11 million — before a fighter pilot can lead flights, holding on to these pilots is vital to recouping the military’s investments and making sure the services can carry out their required missions.

Over the last two years, the Air Force has particularly sounded alarm bells over its pilot shortfalls. The service has stood up a team led by a one-star general to find ways to stem the bleeding of its pilot ranks. Efforts include dramatically increasing retention bonuses, cutting out paperwork and other non-flying duties that keep pilots out of the cockpit, and taking many other steps intended to keep pilots in the service.

Last November, Air Force Secretary Heather Wilson said the service was short 2,000 of all its pilots, or about 10 percent, and sounded a dire prediction of what it would lead to.

………

But these stop-gap measures come with a cost, GAO said. Squadron leaders and fighter pilots told GAO that the high pace of operations for senior fighter pilots — some have been used to fill vacant junior positions, for example — limits their ability to train junior pilots. And that makes it harder for the military to grow the ranks of pilots with specific qualifications.

Deploying fighter pilots more frequently causes family instability and leads to career dissatisfaction, GAO said.

………

Retention of fighter pilots is also declining. Although the Air Force has dramatically increased the maximum retention bonus for pilots — first from $125,000 up to $225,000 in 2013, and finally up to $455,000 last year ― fewer and fewer pilots are taking them. Between 2013 and 2017, the take rates for fighter pilots declined from 63 percent to 35 percent, a 28 percentage-point drop.

One of the sources of recruitment for pilots of all kinds are people who want to become commercial airline pilots.

With changes in the industry making the positions far less pleasant, (Michael Moore discussed how the treatment of airline pilot by airlines have become increasingly abusive in his movie Capitalism: A Love Story) fewer people are considering putting in 5-10 years of military service as a entree into commercial aviation.

You see the same thing with truckers, where pay and benefits have been decimated over the past few decades.

If you have a job that requires specialized skills and training, and you devalue that job so as to overpay the banksters, fewer people will get the skills and training necessary for that job.

It’s Econ 101.

F-35 Sustainment Challenges Mount As Global Fleet Grows | Defense content from Aviation Week

No Comments
What a surprise.

Lockheed-Martin promised that the F-35 would have support costs near that of the far smaller F-16, because of it’s advanced logistics software.

Right now, it looks like it will cost more to operate than the twin engine F-15:


………

This specific problem was resolved quickly, but that is not often the case. Across the F-35 enterprise, operators are struggling with severe maintenance challenges of which the most critical are a spare parts shortage, insufficient repair capacity and excessive glitches in the ALIS logistics system that tracks the health of the fleet. Meanwhile at the production level, suppliers and skilled workers are making mistakes that slow down the manufacturing process before a complete aircraft even comes off the line.

The sustainment challenges are emerging at a pivotal time for the program, with F-35 pilot training ramping up, international deliveries accelerating, and the Navy on track to achieve initial operational capability of its F-35Cs in 2019. As the global F-35 fleet is poised to triple by 2021, government and industry officials are facing mounting pressure to solve these challenges—and fast.

Reports emerged recently that the U.S. Air Force—the F-35’s single largest customer—would be forced to cut as many as 590 F-35s from the overall buy, or one-third of the force, if sustainment costs do not come down. The government-industry team must find a way to reduce operations and sustainment (O&S) costs or F-35 customers will have to make “tough decisions,” Air Force Secretary Heather Wilson said ominously during a recent event in Washington.

The Air Force is working with the JPO to reduce overall O&S costs by 38% over the next 10 years, or about $3.8 billion a year, Wilson says. And in the field, the Air Force aims to get the cost to sustain the F-35 down to that of sustaining a legacy F-16, according to Chief of Staff Gen. David Goldfein.

………

The main F-35A training hubs, Luke and Eglin AFB, Florida, arguably are facing the most immediate challenge as the Air Force grapples with a critical pilot shortfall.

………

But it is not just the training bases that are impacted by the spare parts problem. Overall from January through Aug. 7, 2017, F-35s were unable to fly because they were awaiting parts on average about 22% of the time—more than double the Pentagon’s goal of 10%, according to the Government Accountability Office (GAO).

………

ALIS, the maintenance hub of the F-35 enterprise, was designed to ease the burden on maintainers by increasing automation. But today the system, which is based on a 1995 architecture, actually is adding to their workload.

ALIS has an excessive rate of “false positives,” where the system mistakenly tells the maintainers a certain part is broken. Even more troubling, each service continues to rely heavily on contractor-provided information technology experts, rather than service personnel, to manipulate ALIS’s intricate software and complex databases, according to the subcommittee chairman, U.S. Rep. Mike Turner (R-Ohio).

In the field, maintainers must rely on inefficient workarounds and manual tracking processes when ALIS is not performing as it should, officials say. In some of the Air Force’s maintenance units, for example, airmen are assigned to tackle ALIS glitches as their primary job, says Harris, which was certainly not in the original plan.

(emphasis mine)

Lockheed-Martin developed a tightly integrated system as a way of maximizing their ability to lock in customers to their support services,

So you have a gargantuan mass of interdependent code, and fixing problems is like untying the Gordian knot.

The F-35 is never going to be as cheap to operate as an F-16, the JSF’s MTOW is 65% more than the that of the F-16, but right now, it’s simply too expensive to operate in significant numbers.

Some Skunkworks History Revealed

1 Comment

Lockheed’s Skunk Works has finally revealed some of its earliest efforts on stealthy drones:

In 2001, Lockheed Martin’s Skunk Works secretly flew a flying wing unmanned air vehicle (UAV) with a roughly 9m (30ft) wingspan with modular wings and a bulbous fuselage as a technology demonstrator for a family of aircraft.

As the company prepares to celebrate the Skunk Works’ 75th anniversary in June, Lockheed decided to reveal the existence of the formerly secret project at the Los Angeles County air show on 24 March in Lancaster, California, which lies few miles north on Highway 14 from the unit’s headquarters in Palmdale.

Lockheed’s “X-44A” greeted visitors at the entrance of the five-year-old local event near Edwards AFB, a storied flight test centre for the US Air Force and NASA.

Although the project’s existence is no longer a secret, Lockheed is not yet prepared to offer many details beyond the year of its first flight and its role as a demonstrator for a family of UAVs.

If anyone is going to the air show, see if you can get a Q&A session with a Lockheed rep.

OOPS!

2 Comments

Belgium is planning to acquire a replacement for its F-16 fleet, and the leader in this contest is the F-35 mistake jet.

It now turns out that the government concealed options from the lawmakers to get the procurement approved:

Belgium’s future fighter program has been thrown into turmoil after it emerged that cheaper options to extend the life of the country’s F-16 Fighting Falcons had been deliberately hidden from ministers.

The scandal, which has already resulted in the suspension of several military officers and civil servants, came to light after the leaking of a Lockheed Martin assessment dated April 2016 to several Belgian news outlets on March 20. The documents suggested the country’s F-16s could be upgraded and given another six years of operational life, making a new fighter purchase less urgent than government officials had previously contended.

Defense Minister Steven Vandeput told the country’s Parliament that he had not been made aware of the report about the potential life extension option.

“If this report actually exists, if its content is accurate, and if the defense [ministry] has decided not to share it, there is a problem,” Vandeput told a Belgian radio station.

Yes, it is a problem.

Welcome to the military-industrial complex, Belgium.

A Cool Idea That Isn’t Going Anywhere

No Comments

Saab is once again is considering marinizing the Gripen fighter for carrier use.

Technically, the airframe is already well suited to carrier use, but who is going to buy it?

The only countries that operate, or will operate, carriers with arrester gear are the US, France, China, Russia, Brazil, and India.

That’s a small market, since only Brazil and India won’t buy their own aircraft, and that is a very small production:

Based on the in-development Gripen E, the model would be capable of operating from aircraft carriers configured either for short-take-off but arrested recovery (STOBAR) or catapult-assisted take-off but with arrested recovery (CATOBAR) operations.

“We have a fully certified design that has been signed off by Saab management for the maritime version of Gripen,” says Tony Ogilvy, head of marketing for the Gripen M. “It’s in our portfolio, but it is only a design. We have not taken it to the next critical step, which will require a customer.”

Ogilvy’s background is carrier aviation. During a three-decade career in the UK Royal Navy he flew Blackburn Buccaneers for 12 years and British Aerospace Sea Harriers for six, including from several of the service’s carriers. He contends that Saab’s model-based systems engineering approach offers a “very high level of fidelity” that should, if a Gripen M customer is obtained, result in a concept demonstrator that works well first time.

………

Given that Sweden has no plans for aircraft carriers, the two potential markets for the Gripen M are Brazil and India.

The Brazilian air force has ordered 28 single-seat Gripen Es and eight two-seat F-model examples, being developed with Embraer. Its new fighters will be delivered between 2019 and 2024, including eight single-seaters and seven twin-seaters built in Brazil.

The nation’s navy is also interested in replacing its retired aircraft carrier, the Sao Paolo, although this requirement has yet to be fully defined. Should Brazil’s plans for such a new vessel gain traction, it could provide an opportunity for the Gripen M.

In India, Saab, Boeing and Dassault have responded to a request for information for 57 carrier-based fighters. India has one STOBAR-configured ship, equipped with RAC MiG-29Ks, and has plans for an additional example. Longer term, it has plans for a more potent CATOBAR carrier, potentially using General Atomics’ electromagnetic aircraft launch system, as opposed to conventional steam catapults.

There is a whole flock of ducks that need get in a row before Saab can even think about putting in a serious bid.

Not gonna happen.

Cool idea though.

And, Once Again, United Airlines Says, “Here, Hold My Beer.”

No Comments

In the annals of poor management decisions, UAL’s decision to replace a performance based bonus program with a lottery takes the cake:

Employees of United Airlines used to get quarterly bonuses if they hit certain performance targets. Now, they’ll all be entered into a lottery, out of which one—and only one—lucky person will win $100,000.

United president Scott Kirby broke the news in a memo on March 2, calling the change “an exciting new rewards program.” He noted that, in addition to the $100,000 award, quarterly prizes would also include luxury vacations, smaller cash awards, and Mercedes-Benz C-Class sedans. Instead of getting individual bonuses each quarter, workers who achieve their performance goals will be all entered into the drawing, from which winners will be chosen at random.

The change is not sitting well with employees themselves. ………

Gee, the employees aren’t enthused at getting f%$#ed by the worst airline in the United States.

I think that United will be enjoying its time in the cellar.

This is the very apotheosis of American management culture.

This Has Got Me Seriously Geeking Out

No Comments

First unit, with conventional controls


Fluidic controls illustrated

The University of Manchester is demonstrating fluidic controls on its Magma UAV.

Basically, it uses small puffs of air to interfere with the Coanda effect prove out-sized control effects:

A flight-test program this spring will attempt to prove supersonic air bled from an engine can provide directional control equivalent to conventional flying surfaces. The program also is aimed at investigating the potential of using exhaust vectoring to replace vertical tails. Possible applications run the gamut from enabling maneuvering with minimal impact on a radar cross-section, to increasing lift on heavy transport aircraft.

Magma, a project run by the University of Manchester, England, and supported by BAE Systems, attracted attention late in 2017 when its first flight was revealed. The September flights were with conventional control surfaces on the subscale unmanned aircraft, and mainly were concerned with establishing that a new airframe built to test fluidic-control technologies behaved as expected. Further flights, planned for late spring, are intended to demonstrate not just that these technologies work, but could in theory be inserted or removed from platforms quickly and easily.

………

The idea of using pressurized air from the engine to aid aircraft control has been around for some time. The Blackburn Buccaneer strike aircraft’s boundary-layer control system used air blown over the wings to assist carrier landings and increase control at low speeds, but Magma benefits from techniques and technologies that were unavailable during past programs.

………

“The air sticks to that rounded surface,” says Bill Crowther, a reader at the university and the Magma project’s academic lead, “but it also drags in the other air around it. So it acts like a virtual flap, without moving anything.”

Cool.

Longer Range, More Payload, Superior Performance, Lower Cost, What’s Not to Love?

No Comments

The Israeli Air Force is inclined to order an advanced variant of the F-15 instead more F-35s.

Even if there are things that the F-35 can do that the F-15 can’t, you want to minimize spending on silver bullets:

The Israel Air Force is to decide in a few months between purchasing a third squadron of F-35 fighter jets or the F-15I, which, while less advanced, has other advantages.

The acquisition requires the approval of the General Staff and a ministerial committee, but the recommendation of the air force generally carries the day.

IAF Commander Maj. Gen. Amikam Norkin, who reportedly is leaning toward the F-15, is to submit a recommendation in May.

Israel and the United States agreed last year on the purchase of 50 F-35 fighters, two squadrons, from Lockheed Martin, with delivery completed by 2024.

………

Senior IAF officers, including the force’s previous commander, Maj. Gen. Amir Eshel, have lavished praise on its capabilities. One of its most important operational capabilities is stealth, the ability to not show up on enemy radar.

But in order employ its stealth capabilities, the F-35 must fly with its bombs inside the plane’s belly, which limits its carrying capacity. If the bombs are carried on the outside of the plane, its stealth capabilities are impaired.

The F-15, though older, has two advantages over the F-35: a longer flight range and the ability to carry larger bombs. Another factor in its favor is that it’s built on a different platform, which means the air force would have a mix of planes rather than relying on a single model.

The F-15I is also cheaper to operate than the F-35. But the plane is currently being upgraded by the manufacturer, Boeing, and its purchase price is expected to rise in any future deal. Thus it could end up costing the same as the F-35 does next time around.

I gotta figure that there are elements in the IAF who are seriously worried that some crucial features of the F-35 will go completely titsup when the sh%$ hits the fan.

My money would among the items worrying IAF planners is its the JSF’s ill-starred Autonomic Logistics Information System (ALIS).

More Mistake Jet Follies

2 Comments
It’s supposed to dominate the skies, it’s supposed to provide close air support to the troops on the ground, and it’s supposed to have unparalleled reliability and availability.

Not so much:

Efforts to improve the reliability of Lockheed Martin Corp.’s F-35 are “stagnant,” undercut by problems such as aircraft sitting idle over the last year awaiting spare parts from the contractor, according to the Pentagon’s testing office.

The availability of the fighter jet for missions when needed — a key metric — remains “around 50 percent, a condition that has existed with no significant improvement since October 2014, despite the increasing number of aircraft,” Robert Behler, the Defense Department’s new director of operational testing, said in an annual report delivered Tuesday to senior Pentagon leaders and congressional committees.

The F-35 section, obtained by Bloomberg News, outlined the status of the costliest U.S. weapons system as it’s scheduled to end its 16-year-old development phase this year. Starting in September, the program is supposed to proceed to intense combat testing that’s likely to take a year, an exercise that’s at least 12 months late already. Combat testing is necessary before the plane is approved for full-rate production — the most profitable phase for Lockheed.

Pentagon officials including Deputy Defense Secretary Patrick Shanahan and chief weapons buyer Ellen Lord have highlighted the need to reduce the F-35’s $406.5 billion projected acquisition cost and its estimated $1.2 trillion price tag for long-term operations and support through 2070. Still, the Defense Department is moving to accelerate contracting and production for the fighter despite the persistence of technical and reliability issues disclosed in the current phase of development testing.

16 years in development, and it still does not work.

This has all gotten so dysfunctional that I’m waiting for a horse to be appointed to the Senate.

Dumb-Ass

No Comments

Such a nice boy!

My son Charlie (Youtube Channel here, his Deviant Art here) decided to take his laptop with him to my nephew Sam’s Bar Mitzvah.

On the way home, he misplaced it.

Luckily, left it left the TSA bin at airport security, and his login screen has his name, so he called them today (Lost and Found was closed for the King holiday), and they will be sending it to him, at his expense, via express delivery.

Well, he can take solace that he is a lucky dumb-ass.

Note: I published this post with his express permission, so don’t go calling me a bad parent.