11 Feb 2013By Craig Hoyle – FG

At first glance, the confirmation of a UK Ministry of Defence plan to spend £159 billion ($240 billion) on equipment and support by 2022 is an encouraging sign for the nation's armed forces, especially during a time of financial belt-tightening.

 

Left unchanged since it was revealed by defence secretary Philip Hammond in May 2012, the 10-year allocation includes a 1% increase in real terms per annum after 2014-2015. This will see spending rise from £13.2 billion in the 2012-2013 financial year to more than £18.8 billion at the end of the cycle.

 

 

Crown Copyright     Expanding the Typhoon's multirole potential is a priority for the use of unallocated funds

An ongoing restructuring of the UK military will, in time, lead to the air force, army and navy coming under a so-called Future Force 2020 structure, which was outlined in the current coalition government's Strategic Defence and Security Review (SDSR) of September 2010. This process has already resulted in deep cuts to personnel and equipment levels as part of an effort to eradicate what Hammond describes as past "poor project management, weak decision-making and financial indiscipline". Such factors had contributed to a gap of about £74 billion between the MoD's procurement commitments and ability to pay, according to a review by the UK National Audit Office (NAO).

 

The MoD's 31 January publication of the Defence Equipment Plan 2012 confirms Hammond has now balanced the books, with the budget for the first time also containing a financial risk and contingency provision of £13.2 billion to cover unexpected cost over-runs and £8 billion in unallocated funding to be used against emerging needs.

 

"All three services now have greater input and more certainty than ever before about what equipment they will have and when," says chief of the defence staff Gen Sir David Richards. "The clarity provided by the equipment plan shows that Future Force 2020 is affordable and achievable."

 

But while the document has brought some fresh clarity to the military and its suppliers in terms of the MoD's procurement commitments, a deeper assessment of its only 20 pages of text and funding graphs leaves key questions unanswered. In truth, the armed services will each be faced with making more difficult decisions during the next several years, most immediately as they scale down their more than decade-long combat involvement in Afghanistan.

 

According to the MoD's plan, combined procurement activities will account for about £60 billion, or roughly 38% of its £159 billion spending until 2021-2022. The bill for supporting its in-service and newly acquired equipment will account for £86 billion, or 54%, it says.

 

SERVICE ALLOCATIONS

 

With the UK's land forces having received major investment during the past several years because of their action in the fight against the Taliban in Afghanistan, the Royal Air Force and Royal Navy will each now receive substantially more than the British Army.

 

 

Crown Copyright Reaper UAVs must attract core funding if operations are to continue after 2015

A total of £44.5 billion - 28% of the 10-year allocation - will be spent on aviation projects, with "combat air" programmes including the Eurofighter Typhoon, Lockheed Martin F-35 and unmanned air vehicles to account for £18.5 billion of this sum. RAF transport, tanker and air support projects including the Airbus Military A400M, AirTanker-provided Airbus A330 Voyager and Airseeker electronic intelligence fleets will get £13.9 billion.

The RN's total 33% share of the money will allow both of its Queen Elizabeth-class aircraft carriers to be completed, along with other new surface ships for £17.4 billion. The Astute-class attack submarine programme, early work leading to the replacement of its Trident-armed Vanguard-class ballistic missile boats, and other activities to maintain the UK's independent nuclear deterrent capability will account for £35.8 billion; little more than 22% of the spending total.

 

By contrast, spending on armoured fighting vehicles and other land equipment for the army will total £12.3 billion, or about 7.7% of the procurement and support allocation.

 

"The RAF are the past masters of political massage, and the Royal Navy have shown a surprising turn of speed in this area of late," says Francis Tusa, editor of UK publication Defence Analysis. "The result is that both will leave the army in their wake, especially as it is pushed out of the limelight as the Afghan mission draws to an early end."

 

Rotorcraft projects, including upping the RAF's Boeing CH-47 Chinook fleet to 60 aircraft, will cost £12.1 billion, and programmes to buy missiles, torpedoes and precision-guided bombs are to value about £11.4 billion.

 

UNCOMMITTED FUNDS

 

With several major new acquisitions to be considered as part of the next SDSR process during 2015, parts of each equipment area include planned, but as-yet uncommitted, segments of core budget.

 

For the air domain, this includes planned new spending on the Eurofighter Typhoon. "Further investment to develop and enhance the aircraft's multirole and intelligence, surveillance, target acquisition and reconnaissance capabilities are priorities for use of unallocated headroom in the plan budget," the MoD says. Another priority when funds allow "will be to expand our investment in simulated pilot training", it adds.

 

The RAF is due to retire its last Panavia Tornado GR4s in 2019, and the Eurofighter is not yet cleared to use either the MBDA Brimstone air-to-surface missile or Raytheon Systems Paveway IV precision-guided bomb - the service's weapons of choice in Afghanistan and Libya - or ­MBDA's Storm Shadow cruise missile, used in Iraq and Libya.

Funding has yet to be guaranteed to produce a new Captor-E active electronically scanned array radar for Typhoon partners Germany, Italy, Spain and the UK, or to fully integrate MBDA's Meteor beyond visual-range air-to-air missile. Money for such work will have to be made available later this decade as spending on the F-35 also begins to ramp up with increased production.

 

It is uncertain whether the UK will proceed with its previously planned final Tranche 3B purchase of Eurofighters for the RAF. In January, the service received its 100th Typhoon, against an original 232-aircraft commitment, later revised to 208.

 

 

Lockheed Martin A planned 48 STOVL F-35Bs should be acquired during the 10-year spending period

 

In May 2012, the UK reverted its procurement plans to buying the short take-off and vertical landing F-35B, following a brief but expensive dalliance with the carrier variant C model. A last-minute attempt to switch was abandoned when the massive costs linked to converting at least one of the RN's aircraft carriers became apparent, but only after the planned shift had wasted £100 million.

 

"Our commitment over the first 10 years is for 48 [F-35Bs]," the MoD's permanent secretary Jon Thompson told the House of Commons defence committee in late 2012. "Over time, we would expect the number to rise to beyond three figures, but that would be in the second decade," he added. The MoD is expected to order its first operational example during the course of 2013, but exact numbers should become clearer via the next SDSR.

 

The MoD says decisions on how to spend the £8 billion of "headroom funding" which has yet to be allocated will be taken by the Armed Forces Committee.

 

"This will allow us to fund, incrementally and flexibly, a number of additional programmes that are a high priority for defence, as soon as we can be sure that they are affordable," Hammond says. "We will do so only at the point when commitment is required to meet the operational requirement and only in accordance with the military assessment of priority at the time."

 

But the UK's equipment profile faces a major challenge as it moves towards withdrawing its last combat forces from Afghanistan before the end of 2014. The MoD must decide which of the equipment acquired under the urgent operational requirement (UOR) model will be retained within its core budget. Many systems, including the RAF's General Atomics Aeronautical Systems Reaper remotely piloted air systems and Raytheon-modified Hawker Beechcraft King Air 350ER-based Shadow R1 surveillance aircraft, have been acquired and supported under UOR deals using money from the Treasury reserve fund, and not the MoD equipment budget.

 

The MoD estimates the net additional cost of operations in Afghanistan as having totalled £17 billion between 2001 and March 2012, including about £3.8 billion each in the financial years starting in 2009 and 2010.

 

Decisions on what to bring back - and fund - as part of the core defence fleet have yet to be taken, with the MoD repeatedly having stated it has yet to determine what will happen to its armed Reapers post-2015. This is despite an expected programme spend of more than £500 million since the type was introduced in 2007, and an ongoing fleet expansion which will take the number of air vehicles available to the RAF's 13 and 39 squadrons to 10. A UK ground control station for the type has also been established at its Waddington base in Lincolnshire, with 31 service personnel qualified to pilot the type and 16 more to follow by September 2013.

 

URGENT ATTENTION

 

Primarily used to deliver intelligence, surveillance, target acquisition and reconnaissance services, the UK's Reapers are flown from Kandahar airfield. The MoD says its aircraft had released 52 Raytheon Paveway II-series 226kg (500lb) laser-guided bombs and 293 Lockheed Martin AGM-114 Hellfire air-to-surface missiles by 22 October 2012.

 

Elsewhere, the UK's current Defence Equipment and Support (DE&S) organisation also faces a major structural overhaul from later this decade, with a private sector-operated successor being considered by the MoD. In 2012, private-sector company Serco was selected to assist with a review process.

 

In its Defence Acquisition report of 5 February, the cross-party House of Commons defence committee says it "agrees with the government that the current arrangements for acquisition, constrained by public sector employment rules, are unsatisfactory. But the proposal to entrust acquisition to a government-owned, contractor-operated company is not universally accepted as the best way forward, and there are particular concerns about how the MoD's overall responsibility for acquisition could be maintained."

 

 

Crown Copyright Updating the Royal Navy's ballistic missile submarine force and also retaining the UK's independent nuclear deterrent will account for 22% of the total defence equipment plan

 

Support and maintenance costs are substantial, with contracts linked to the RAF's Tornado and Typhoon fleets having valued more than a combined £880 million during the 2011-2012 financial year, the MoD says. Reforming DE&S to deliver greater efficiency and cost savings remains a key priority.

 

Meanwhile, a separate factor which could affect the cost and schedule performance of the UK's defence acquisition projects concerns the MoD's new and more stringent requirements for the certification and release to service of new aircraft and systems. Established following the recommendations of the Haddon-Cave review, which investigated the loss of Nimrod MR2 XV230 over Afghanistan in 2006, the UK Military Aviation Authority is driving through tougher controls over the safety standards acceptable for incoming and operational equipment.

 

The MoD's desire to bring the British Army's Watchkeeper unmanned air system into use with civilian certification continues to delay the type's planned introduction to use in Afghanistan, despite this objective having originally been scheduled during 2010. A new announcement on when the asset will be fielded is expected later in 2013.

 

A senior RAF official also warned late last year that while the service's acquisition of three RC-135 Airseekers from the USA remains on budget and on time to enter operational use in October 2014, difficulties could be encountered during certification of the Boeing 707-based system.

 

Despite such challenges, the NAO says the MoD's equipment planning is now being performed "on a more prudent basis", although it suggests the department's attitude to risk "is still over-optimistic", when judged against its past performance in buying new equipment. However, Hammond notes: "The [NAO] assessment of the equipment plan will take place annually so that parliament will gain ever greater levels of confidence that the MoD equipment plan is affordable and will fulfil our capability requirements."

 

Only time will tell if the UK has truly brought the desired level of military precision and adaptability to its buying practices to meet the challenges of the future.

February 14, 2013 by Shiv Aroor - Livefist

This is an unedited statement by the MoD on the acquisition of VVIP helicopters for the IAF, currently suspended after the arrest of Finmeccanica CEO Giuseppe Orsi.

The Facts: In August 1999, the IAF which is responsible for carrying out VVIP communication task, proposed the replacement of Mi-8 VIP helicopters due to severe operational constraints, such as, inability of Mi-8 to operate at night and in adverse weather, inability to operate safely at places in elevation beyond 2000 meters etc. IAF felt the need for the replacement of Mi-8 helicopters as they were completing their total technical life.

2.           A global RFP was issued in March 2002 to which 4 vendors responded. The Technical Evaluation Committee shortlisted 3 helicopters and accordingly flight evaluations were conducted.  Since, EH-101 of M/s. AgustaWestland was not certified for an altitude of 6000 meters, it did not participate in the flight evaluation. The Russian helicopter Mi-172 could not comply with 7 mandatory Operational Requirements (ORs).  After flight evaluation, EC-225 of M/s. Eurocopter, France was found suitable for acquisition.

3.           On November 19, 2003 a meeting was taken by Principal Secretary to PM on this subject.  In the meeting, Principal Secretary observed that his main concern was that the framing of the mandatory requirements has led us effectively into a single vendor situation.  It was also noted that PM and President have rarely made visits to places involving flying at an altitude beyond 4500 meters.  In the meeting it was decided to make the mandatory requirement for operational altitude 4500 meters.  The higher flying ceiling of 6000 meters, and a cabinet height of 1.8 meters could be made desirable operational requirements.  It was observed that with these revisions, several helicopters which otherwise met all requirements but had been rejected due to the altitude restriction, would now come into the reckoning.

4.           The meeting was followed by a letter dated 22nd December, 2003 from the Principal Secretary to PM to the Air Chief, stating that it was unfortunate that neither PMO nor SPG was consulted while framing these mandatory requirements.  He suggested that CAS and Defence Secretary may jointly review the matter to draw up realistic mandatory requirements satisfying operational, security and convenience requirements of VVIPs and also set in motion a fast track process for selection and acquisition of the replacement helicopters.

5.           In pursuance of the above directive, the ORs were deliberated at length between IAF, NSA, SPG/PMO and MoD between March, 2005 to September, 2006 and the above indicated changes were incorporated.

6.           The required numbers of helicopters for the entourage of VVIP was further deliberated between Air HQ, MoD and SPG/PMO. The quantity of helicopters proposed for procurement was revised from 8 to 12 helicopters by adding 4 helicopters in non-VIP configuration for security reasons.

7.           The AON for the procurement of 12 helicopters was accorded by the Defence Acquisition Council under ‘Buy’ category with 30 percent offsets on 3rd January, 2006.  RFP was issued to 6 vendors on 27th September, 2006.

8.           Three vendors, namely M/s Sikorsky, USA (S-92 helicopter), M/s AgustaWestland, UK (EH-101 helicopter) and M/s. Rosoboronexport, Russia (Mi-172 helicopter) responded to the RFP.

9.           M/s. Rosoboronexport did not submit earnest money deposit and the Integrity Pact, along with their Technical and Commercial proposals. It had been made clear to M/s Rosoboronexport in February 2007 that this was a global tender and hence every contractual clause would be the same for all vendors.  As no Integrity Pact and Earnest Money Deposit were received from M/s Rosoboronexport, their Techno-Commercial offer was not accepted.

10.       The Technical Evaluation Committee evaluated the technical proposals of M/s Sikorsky and M/s AgustaWestland and recommended field evaluation trials of their helicopters.

11.       The Field Evaluation Trial of M/s AgustaWestland was carried out in UK and trials of M/s Sikorsky were carried out in USA from 16 January 2008 to February 2008.  The Field Evaluation Trial team submitted its report in April 2008 and recommended AW-101 helicopter of M/s AgustaWestland for induction into Service.  SPG was also part of the Field Evaluation Trial team.

12.       The Staff Evaluation Report of Air HQ concluded that the S-92 helicopter was non-compliant with respect to four SQRs for the VVIP helicopter (Missile Approach Warning System, Service Ceiling of 4.5 km, Drift Down Altitude and Hover Out of Ground Effect).  The Staff Evaluation Report assessed the VVIP helicopter AW-101 to be fully compliant with all SQRs.

13.       Technical Oversight Committee constituted on 6 August 2008 found that the field evaluation trials, compliance to SQRs and selection of vendors were done according to the prescribed procedures.

14.       Contract Negotiation Committee (CNC) was constituted and it carried out its discussions with the vendor between 19 September 2008 and 21 January, 2009.  While the CNC was progressing its discussions, Air HQ, recommended inclusion of Traffic Collusion Avoidance System (TCAS-II) and Enhanced Ground Proximity Warning System (EGPWS) for all 12 helicopters and SPG/PMO recommended inclusion of Medevac System for 8 VVIP helicopters.  These additional equipment were considered to be essential for safe and effective operation of the helicopter in VVIP transportation role.  SPG also agreed to these requirements.  The CNC, thereafter, recommended conclusion of the contract at a negotiated price of EURO 556.262 million. 

15.       On completion of CNC the proposal was submitted for approval of the Cabinet Committee on Security (CCS).  The CCS considered the proposal in its meeting held on 18 January 2010 and approved the proposal.

16.       In pursuance of the decision of the CCS the Ministry of Defence concluded a contract for the supply of 12 AW-101 VVIP helicopter with M/s AgustaWestland, UK on 08 February, 2010.

17.       The procurement case was, thus, progressed in accordance with the established procurement procedure in a transparent manner with all stages of procurement being followed meticulously.   Security aspects as required by SPG/PMO and IAF were fully taken into consideration.  The role of PMO which began in 2003 was to ensure that security, communication and other requirements of VVIP security were taken care of and the helicopter for VVIP use is selected on the basis of broad based QRs.

18.       Contract signed with M/s. AgustaWestland includes specific contractual provisions against bribery and the use of undue influence.  Article 22 of the contract deals with penalty for use of undue influence.  This clause entitles the ‘Buyer’ to cancel the contract with the ‘Seller’ and recover from him the amount of any loss arising from such cancellation.  Article 23 of the contract dealing with agents and agency commission requires the ‘Seller’ to confirm and declare that he has not engaged any individual or firm, whether Indian or foreign, whosoever, to intercede, facilitate or in any way to recommend to the Government of India or any of its functionaries, whether officially or unofficially, to award of the contract to the ‘Seller’ nor has any amount been paid, promised or intended to be paid to any such individual or firm in respect of any such intercession, facilitation or recommendation.  This clause further entitles the ‘Buyer’ to consider cancellation of the contract without any entitlement or compensation to the ‘Seller’ who shall be liable to refund all payments made by the ‘Buyer’ in terms of the contract along with interest.

19.       In addition to the above contractual provisions, M/s. Agusta Westland has signed an Integrity Pact with the Government.  The validity of this Integrity Pact is from the date of its signing and extends up to five years or the complete execution of the contract whichever is later.  Under the Integrity Pact, the bidder commits himself to take all measures necessary to prevent corrupt practices, unfair means and illegal activities during any stage of the bid or during any pre-contract or post-contract stage.  Any breach of the provisions of the Integrity Pact entitles the ‘Buyer’ to take actions against the ‘Seller’ which includes forfeiture of the earnest money, performance bond, cancellation of the contract without giving any compensation, to recover all the sums already paid with interest, to cancel any other contracts with the bidder and to debar the bidder from entering into any bid from the Government for a minimum period of five years which may be extended, etc.

20.       As regards, the allegations of unethical dealings in helicopter procurement case including involvement of middleman and payment of bribes etc., the first report in the media appeared in February 2012.

21.       Immediately (the next day after the news item appeared in the papers) DG(Acq) in MoD sought a factual report in the matter from our Embassy in Rome.

22.       MoD also noted the report in the ‘Hindu’ of 28.2.2012 that, quoting Finmeccanica, states that its subsidiary AgustaWestland is not involved in “any irregularity in the deal”.

23.       Subsequently, MoD received more than one communication from M/s AgustaWestland confirming that the statements in the press are “completely    unfounded and have been issued with malicious intent” and that “no commissions whatsoever were paid” in the case.

24.       In April 2012, MoD wrote again to our Embassy in Rome seeking an update.

25.       A detailed report on the status of the case was received from our Embassy in Rome in May 2012.  The report made it clear that there are inherent difficulties in obtaining formal details of the case given the independence of the judiciary from the executive in Italy.

26.       MoD in July 2012 wrote to our embassy in Rome stating that it could approach the concerned judicial authorities directly.  A formal request was indeed made by the embassy to the Naples prosecutors office on July 16, 2012.

27.       Since factual information was difficult to arrive at, Defence Secretary wrote to Secretary (West), MEA, in October 2012 reiterating the importance of the need to get information from the Italian authorities so that MoD could take further necessary action in this regard.

28.       MEA’s response again was that the matter had been taken up with the Italian side and the position conveyed for the need for ‘reliable information’, for “news reports alone could not be the basis for the Ministry of Defence to make any preliminary determination”.

29.       In October 2012 Defence Secretary also wrote to Secretary (West) to take up the matter with the Government of U.K.  in view of the alleged involvement of a British citizen and the fact that the contract was signed with M/s AgustaWestland, U.K.

30.       In November 2012, Secretary (West), MEA, replied to Defence Secretary stating that ‘the U.K. authorities were waiting for the results of the Italian investigation in order to ascertain whether there are further actions to take’.

31.       Earlier, in connection with the letter received from one

Mr. Edmund Allen of Ganton Limited, USA, MoD had written on 19.4.12 to CBI and Enforcement Directorate for necessary action, as Abhishek Verma and others were also being named in various media reports in connection with several defence deals.  Later, Enforcement Directorate informed MoD in July 2012 that they were enquiring into the allegations.

32.       In November 2012, a letter was received in MoD from the Director, Income Tax (Investigations) regarding allegations against Indians possibly involved in the deal as middlemen and seeking information about them.  The current status of the case was conveyed to the income tax authorities in January 2013; in return, MoD asked Income Tax to share with it any ‘credible information’.

33.       Throughout the process of this case, MoD has been prompt to take action on newspaper reports, and to seek factual information from the concerned authorities.  Since foreign governments are involved, MoD has consistently pursued the matter though MEA.

34.       As soon as information was available of one concrete step having been taken by the concerned foreign investigative authorities, namely, the arrest of Mr. Giuseppe Orsi, CEO, Finmeccanica on Feb 12, 2013. MoD handed over the case to CBI for investigation and put on hold all further payments to Agusta Westland.  Besides this, the Indian Embassy has been requested to provide the factual position and any other relevant information.  The CEO of M/s AgustaWestland has also been asked to categorically state the clear position in view of the current developments indicating specifically if any financial transaction has taken place with any Indian individual / entity which would be violative of the Integrity Pact or any other terms and conditions of the contract.

35.       As already mentioned above, both the contract and integrity pact signed with M/s AgustaWestland, U.K., contain specific provisions by which strict action including cancellation of contract, recovery of payment, blacklisting and penal action can be taken against the vendors.  Government is determined to take all possible legal and administrative action against the guilty parties and accordingly has ordered a thorough probe by CBI.

13 February 2013 defenceWeb

The Nigerian Navy has commissioned into service three OCEA and two Shaldag patrol boats during a ceremony at Western Naval Command Headquarters in Lagos.

The three OCEA FPB 72 Mk 2 vessels are 24 metre long coastal patrol craft with a top speed of more than 30 knots. The first commenced sea trials in March last year and all three were delivered in late September.

On September 4, 2012, Israel Shipyards announced that two new Shaldag Mk II Fast Patrol Craft were on their way to “an African customer for delivery to the local Navy.” This almost certainly was Nigeria.

During the commissioning ceremony on Monday, Minister of Finance Ngozi Okonjo-Iweala said the vessels would be used to combat oil theft and other crime on Nigeria’s waterways. She is quoted by This Day as saying the government procured the boats because Nigeria relies heavily on resources from its maritime domain.

“I am personally delighted at what has been achieved [by the Nigerian Navy] and I urge them to continue to work hard so that we can see results,” Okonjo-Iweala said. “With the acquisition, it is to show that the president is totally behind the Armed Forces.”

The Minister of State for Defence, Dr Olusola Obada, was quoted by the Voice of Nigeria as saying the commissioning was another milestone in the Nigerian Navy’s history. “I am aware of the constraints militating against the Nigerian Navy's efforts to optimally discharge its statutory duties, especially in the security of the maritime domain. It is however gladdening to note that in spite of existing challenges, the Nigerian Navy has continued to do its best in safe-guarding the nation's maritime assets,” Obada stated.

The Chief of Naval Staff Vice Admiral Dele Ezeoba said the Navy required at least 40 such patrol boats to effectively deal with maritime crime like sea robbery, piracy and oil theft. “Though the boats are small, they are fast. They are designed for security tasks such as interdiction, anti-smuggling, anti-illegal bunkering, sea robbery and piracy.”

Ezeoba noted that eleven officers and 48 ratings have been trained to man and maintain the boats.

The Shaldag design is in service with the Israeli Navy and other customers in Europe, Asia and Africa. It was developed and built by Israel Shipyards Ltd in the late 1980s but upgraded over the years based on combat experience. The type is powered by two diesel engines driving two water jets, which give an acceleration time to 40 knots of 40 seconds. The Shaldag Mk II has a length of 24.8 metres, a displacement of 58 tons and a range of 650 nautical miles.

Standard equipment on most Shaldag versions includes an X-band surveillance/navigation radar and electro-optical sensor system for day and night surveillance. A number of armament options are available, including fore and aft deck guns, and heavy machineguns on the fly bridge. The guns can be remotely controlled (such as the 23/25 mm Typhoon and 12.7/7.62 mm Mini-Typhoon) or manually operated weapons. In addition, a 20-23 mm naval gun can be mounted on the rear gun mount or four to eight short range missiles can be carried.

The Nigerian Navy received at least two Shaldag Mk IIs in June 2009. It is undergoing major expansion, with new boats being built locally and overseas. In October last year, China’s Wuchan Shipyard began construction of the first of two P18N offshore patrol vessels for the Nigerian Navy. These vessels are 95 metres long and are being built by China Shipbuilding and Offshore International Limited, the trade arm of China Shipbuilding Industry Corporation (CSIC). They will be delivered in around three years’ time and will be partly built in Nigeria.

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05 February 2013 by Guy Martin - defenceWeb

Landmine clearance company Denel Mechem has recently sold ten CASSPIR 2000 mine protected vehicles to Benin and has 15 on order with the United Nations as it promotes the latest version of the CASSPIR mine protected armoured vehicle.

Mechem is expecting new orders for the CASSPIR 2000 in the next financial year (starting April 1), according to Stephan Burger, CEO of Denel Land Systems (which merged with Mechem last year). “At this moment we are negotiating a number of substantial contracts,” he told DefenceWeb.

The Casspir 2000 is the latest variant of the world renowned armoured vehicle. Burger said the CASSPIR 2000 emerged from the shortage of old CASSPIR Mk 1 and 2’s available for refurbishment. Denel saw a niche as there were no more second hand CASSPIRS to rebuild, yet there is demand for the vehicles. “We decided to build with new technology, more armour, modern instrumentation etc.”

Burger said that now Mechem has merged with Denel, Mechem can spend the majority of its time focusing on getting orders. “We recognised the importance of the Mechem identity, brand and nimbleness. For that reason we’ve kept Mechem as a separate business unit that must get its own orders.”

The Denel Land Systems-Mechem merger was approved by the Board of Denel in June 2012. “We said the best time to make such a change is when things are going well. We decided from a financial perspective that this make sense. The financial gain was impressive,” Burger said of the merger. “Not only did we cut costs but we provide a better service at a lesser price…and we have a better marketing footprint.”

Burger pointed out that in 2006 when Vektor was merged with Lyttleton Engineering Works (LIW) to form Denel Land Systems, the entities were making a R600 million loss. ‘Traumatic’ restructuring saw the staff cut by a third but overheads were halved and the company soon became profitable. “We’re doing tremendously well on the traditional Mechem side with the clearance of explosive remnants of war and selling CASSPIRS as well.”

Mechem specialises in mine clearing, removing the explosive remnants of war (ERW), manufacturing mine protected vehicles (notably the CASSPIR Mk II, Mk IV and New Generation CASSPIR 2000) and mine clearing equipment, and providing canine training and services (for explosives and drug detection). Through its Afrifoot programme, it manufactures and supplies low-cost leg prosthesis to landmine survivors.

The company has recently completed various demining or mine clearing projects in Afghanistan, Republic of Sudan, Republic of South Sudan, the Democratic Republic of Congo, Angola and Mozambique. Mechem is active in eleven African countries, including the DRC, where it has supported UN peacekeeping activities since 2003, Western Sahara and Somalia, where it works with the African Union.

Mechem is the only African-based company accredited by the UN for landmine clearance, as the rest are based abroad. Since it started African operations in 1992, the company has not lost a single employee to a landmine incident.

According to United Nations estimates, there are at least 110 million active landmine mines scattered across the world, of which about 44 million have been planted on the African continent. In 2010 there were 4 200 victims of landmine’s effects - 11 people a day. However besides landmines unexploded ordnance today poses the greatest risk to the populations in post conflict environments.

Apart from demining work, Mechem is also involved in drug detection through its Mechem Explosives and Drug Detection System (MEDDS). Mechem detection dogs have also been used to combat rhino poaching.

Des techniciens sonar à bord de l’USS The Sullivans

(Photo: U.S. Navy photo)

02/02/2013 par Jacques N. Godbout - 45enord.ca

Le ministre de la Défense nationale, Peter McCay, a annoncé le vendredi 1er février l’attribution d’un de 6,6 millions$ Ultra Electronics Marine Systems pour l’entretien des systèmes sonar de la flotte de sous-marins canadiens.

Ultra Electronics Marine Systems, de Dartmouth, en Nouvelle-Écosse, qui emploie 147 personnes, est une division de de la société Ultra Electronics Group, basée à Middlesex au Royaume-Unie, qui oeuvre dans les secteurs de la du transport, de l’énergie, de la défense et de la sécurité, notamment ofrant une gamme complète de systèmes de sonar maritimes et aériens.

« Notre gouvernement continue d’ajouter à son solide bilan de réalisations visant à s’assurer que les hommes et femmes qui servent notre pays disposent de l’équipement dont ils ont besoin pour s’acquitter de leurs tâches, a déclaré à cete occasion le ministre MacKay. Nous continuons d’investir dans les technologies qui sont utiles aux Forces armées canadiennes, et nous continuons de veiller à ce que les industries canadiennes tirent profit de ces investissements majeurs. »

Ce contrat porte sur les travaux d’entretien des systèmes sonar à antenne remorquée intégrés à la flotte canadienne des quatre sous-marins de classe Victoria. Les travaux exécutés dans le cadre de ce contrat de trois ans, dit le communiqué qui accompagne cette annonce, permettront de s’assurer que ces sous-marins continuent de faire partie intégrante de la capacité canadienne en matière de défense et de sécurité.

Les sous-marins canadiens ont pour mission d’assurer la surveillance, le soutien de l’application de la loi maritime, le maintien des habiletés de la flotte, ainsi que les opérations nationales et internationales.

On se rappelle, bien sûr, la participation à l’exercice naval RIMOPAC 2012 où le sosu-marin canadien Victoria avait lancé une torpille qui a atteint son but et couler un navire (désaffecté) américain.

La flotte canadienne sera d’ailleurs pleinement opérationnelle en 2013, souligne le ministère de la Défense, lorsque la période de grande remise en état du NCSM Chicoutimi sera complétée. Ainsi, trois des quatre sous-marins canadiens seront disponibles pour des opérations. En tout temps et selon le principe de la rotation, il y aura un sous-marin en période de grand carénage.

RIMPAC 2012: visite du NCSM Victoria (source; Nicolas Laffont, 45enord.ca)

À lire aussi:

Des investissements dans une technologie sonar pour la Marine canadienne >>

Dans l’Arctique, sans sous-marins le Canada serait aveugle >>

Le Victoria prend part à un exercice international de guerre navale >>

Jan. 28, 2013 - By VIVEK RAGHUVANSHI  - Defense News

NEW DELHI — The Indian government has asked Israel to speed up development of its joint medium-range surface-to-air missile (MRSAM) project, which has faced technical snags since its inception in 2009.

MRSAM topped the agenda when Air Chief Marshal N.K. Browne, commander of the Indian Air Force, visited Israel last week, Ministry of Defence sources said here.

During his Jan. 21-23 visit, Browne was scheduled to meet with Israeli Defence Minister Ehud Barak; Lt. Gen. Benny Gantz, chief of the General Staff; Maj. Gen. Amir Eshel, commander of the Israeli Air Force; and Rear Adm. Ophir Shohaim, director of the Directorate for Defense Research and Development.

Browne also discussed with the Israelis air-to-air missiles and precision-guided munitions that India might want to acquire.

The MRSAM, a joint weapon development project being undertaken by India’s Defence Research and Development Organisation (DRDO), along with Israel Aerospace Industries (IAI), seeks to deliver at least 18 firing units along with related systems at a cost of more than $2 billion. Each firing unit has 16 missiles. India also hopes the system can be used by the Indian Army, but that remains unclear, the sources said.

The MRSAM prototype failed its first test, held late last year, Defence Ministry sources said, but they provided no details. Development is being carried out under secrecy here.

MRSAM is intended to intercept enemy missiles at a range of 70 kilometers. It carries an active radar seeker and a bidirectional data link for midcourse guidance and kill assessment, an Indian Air Force official said. It will also be equipped with an advanced rotating phased array radar to provide a high-quality air situation picture.

The Indian Army also has a requirement for an unspecified number of MRSAMs to move with mechanized forces and provide organic mobile air defense protection. The Army requirement of MRSAM is also worth more than $2 billion.

Defence Ministry sources said that in addition to discussions on MRSAM, Browne reviewed information from the Israelis on air-to-air missiles and precision-guided munitions that India could acquire.

The Air Force already has purchased 18 Spyder surface-to-air missile systems from Israeli company Rafael to protect high-value assets following the failure of India’s homegrown Quick Reaction System, the Trishul, after nearly 15 years of development.

Last year, the Air Force bought the Israeli Derby medium-range active radar seeker air-to-air missile, made by Rafael, to be mounted on the homemade Light Combat Aircraft, which the DRDO is developing. Earlier, the Air Force had purchased Israeli Python-5 air-to-air missile systems.

Israel also has helped Indian scientists develop the homemade Prithvi air defense ballistic missile system. Though no formal agreement has been signed, DRDO and Israel are developing India’s land attack missile project, including a land attack cruise missile.

Jiangkai II class frigates (photo : US Navy)

25.01.2013 Defense Studies

Bangkok to talk frigate purchase with Beijing

 
The government has formed a committee to negotiate with a Chinese team on purchase of three frigates to enhance Thai’s naval strength in the resourceful Gulf of Thailand, officials said. Both the sides will work out details of the state-to-state frigate purchase agreement the groundwork of which was laid during the visit of Prime Minister Wen Jiabao to Thailand in November 2012.

The Thai government has recently approved the purchase of two medium-sized frigates with a budget of 1 billion U.S. dollars after denying allegation about the countrys navy persistent request for submarines. However, Beijing had offered three of its Type 054T frigates at a very lower rate and the number of the frigates on conditions that Bangkok can not be denied. Some source said these special offer include six Z-9EC ASW helicopters.

Officials said the armed forced division had planned to utilize budgetary allocations of the 1 billion U.S. dollar fund, approved by the Yingluck Cabinet for the procurement of the frigates, is to be spent for a 10-year period, beginning from current fiscal year. The three frigates are unlikely be procured at the same time.

Type 054T frigate may be an improved version of the Type 054A frigate, possibly designated F40T, for which discussions have been held between Thailand and China.

Officials said commissioning of the type 054T frigates would help the capability of the Thai maritime force in Anti-submarine warfare in the Gulf of Thailand, the dimension of which had changed a lot in the last one decade amid growing interest of Cambodia, Malaysia and Vietnam in the area.

Officials also said Malaysia also plans to acquire two more Scorpène class submarines and Vietnam has recently purchased from Russia six Kilo class submarines and Russian submarine have already been delivered, the delivery of all six submarines will be completed before 2016 and most important thing is Cambodia has already started Submarine project.

Thailand and its neighbor Cambodia were on the edge of conflict in the Gulf in the past 10 years over oil and gas exploration by the latter in the disputed areas. Both the countries had engaged in legal battle over the disputed areas in an international court.

Besides, Thailand is still running a legal battle against another neighbor, Malaysia, over maritime boundary and also the most revealing public statement by any military top brass on the nature and consequences of the Thai Deep South conflict since violence resumed in January 2004.

(ChinaDaily)

22.01.2013 Pacific Sentinel

14 January 2013 naval-technology.com

Sikorsky Aircraft has awarded a contract to Cobham Aerospace Communications for the production of area microphone preamplifiers in support of the US Marine Corps' (USMC) next-generation heavy-lift rotorcraft, the CH-53K Super Stallion.

Known as Model 265-005 and used in a wide range of aircraft applications, the area microphone preamplifier will help in detecting and amplifying signals that are sent out of the cockpit and routes them to voice recorders.

Compatible with various other voice and data recorders, the equipment is available is different industry mounting standards such as DZUS panel mount, glare shield surface mount, and integrated or remotely-connected microphone options.

The CH-53K Super Stallion is a large, heavy-lift cargo helicopter and features three 7,500shp (5,590kW) engines, new composite rotor blades, and a wider cabin than previous CH-53 variants.

The helicopter is equipped with a new elastomeric hub system, a low-maintenance elastomeric rotor head, upgraded engines and a locking cargo rail system.

Capable of carrying more than 27,000lb of external load in extreme weather conditions, the CH-53K helicopters are being developed to replace the existing CH-53E Super Stallions in 2019.

Two additional ground test helicopters are currently undergoing airframe structural testing at the company's US facility in Stratford, Connecticut, while all the four follow-on helicopters will undergo flight testing between 2014 and 2015.

Expected to continue through and beyond 2020, Sikorsky team for the CH-53K, 200-ship programme contract involves Aurora Flight Sciences, ITT Excelis, GKN Aerospace and Spirit Aerosystems.

Jan. 9, 2012 by Galrahn - informationdissemination.net

Normally when a defense budget is passed, I can't wait to dig through it and highlight all the important details. This time, with no associated appropriations bill (or plan) coming anytime soon, it would be a waste of time to suggest anything in the Fiscal Year 2013 National Defense Act is worth discussing, because it is worthless until the elected folks in Washington, DC get their budget priorities sorted out.

There is one section in the bill that I do want to highlight though. This reads like something inserted by a lobbyist, and it doesn't belong in my opinion.

SEC. 131. SENSE OF CONGRESS ON MARINE CORPS AMPHIBIOUS LIFT AND PRESENCE REQUIREMENTS.

a) FINDINGS.—Congress finds the following:

1. The Marine Corps is a combat force that leverages maneuver from the sea as a force multiplier allowing for a variety of operational tasks ranging from major combat operations to humanitarian assistance.
2. The Marine Corps is unique in that, while embarked upon naval vessels, they bring all the logistic support necessary for the full range of military operations and, operating ‘‘from the sea’’, they require no third-party host nation permission to conduct military operations.
3. The Navy has a requirement for 38 amphibious assault ships to meet this full range of military operations.
4. Due only to fiscal constraints, that requirement of 38 vessels was reduced to 33 vessels, which adds military risk to future operations.
5. The Navy has been unable to meet even the minimal requirement of 30 operationally available vessels and has submitted a shipbuilding and ship retirement plan to Congress that will reduce the force to 28 vessels.
6. Experience has shown that early engineering and design of naval vessels has significantly reduced the acquisition costs and life-cycle costs of those vessels.

(b) SENSE OF CONGRESS.—It is the sense of Congress that—

1. the Department of Defense should carefully evaluate the maritime force structure necessary to execute demand for forces by the commanders of the combatant commands;
2. the Navy should carefully evaluate amphibious lift capabilities to meet current and projected requirements;
3. the Navy should consider prioritization of investment in and procurement of the next generation of amphibious assault ships as a component of the balanced battle force;
4. the next generation amphibious assault ships should maintain survivability protection;
5. operation and maintenance requirements analysis, as well as the potential to leverage a common hull form design, should be considered to reduce total ownership cost and acquisition cost; and
6. maintaining a robust amphibious ship building industrial base is vital for the future of the national security of the United States.

To me this looks a lot like some Marine Corps General and his industry buddies throwing their weight around via Congress to try an influence the Analysis of Alternatives taking place regarding the LSD(X). Congress should not be trying to influence the decision unless they are ready to pony up the big bucks for what they are basically calling for - which to me sounds like more LPD-17s.

From what I understand, LSD(X) will be a design to cost ship. The recurring cost (ship 3 and beyond) is pegged to be about $1.2 billion in the shipbuilding budget. That makes the LPD-17 hull a nonstarter without a significant increase in cash from Congress.

The Marines face several challenges in dealing with amphibious requirements, but two stand out as important challenges that must be addressed. The first challenge is that the lift footprint of the amphibious MEB is growing, and the second challenge is that the MPS squadron only carries about 70% of the MEB's equipment. With limited funding and only one platform in the shipbuilding plan able to address these issues - the LSD(X) - folks are either going to have to get creative to solve these challenges, or accept that the challenges will not be solved.

The LSD(X) is a choice between 4 alternatives.

The first choice is a new build, best possible lift vessel for $1.2 billion recurring. I have no idea what design that would be, but if we are being honest it almost certainly wouldn't be anything similar to a current LSD if it is going to meet the stated requirements.

The second choice is for a LPD-17 mod, best possible for $1.2 billion recurring. I do not believe that is possible, but I'm sure there is a shipbuilding guru who other Marines call "General" willing and ready to convince a gullible politician it is possible. Experts I have spoken to in NAVSEA say it's not possible, and I'll trust their expertise and opinion over any Marine General when it comes to shipbuilding.

The third choice is to use a foreign design brought up to NVR standard at a cost of no more than $1.2 billion recurring with the third ship. The design that is specifically highlighted with this option is the French Mistral class. The ships would be built at a US shipyard. There is not a consensus whether these ships can be built in a US shipyard for $1.2 billion recurring.

The fourth option is to build two ships - a MLP and an AFSB - and use the combination of both ships to replace the single LSD. The idea is for the AFSB vessel to cover both the lift for amphibious groups and carry residual lift for the MPS MEB while MLP serves as a well deck surrogate. What is important to understand here is that the AFSB design would actually be a non-mil spec LPH with a limited hanger capacity, but it gives the option for that vessel to carry forward the helicopters in an ARG while the LHA/LHD operates 20 JSFs. Neither the MLP or AFSB would be a gray hull though, which is a major reason why old school Marine Generals who have been doing amphibious assaults for 30 years (cough!) hate the idea.

When I read Section 131 of the 2013 National Defense Act, what I read as "Sense of Congress" actually represents the traditionalists mindset on amphibious capability and their Gulf coast lobby buddies.

But the bottom line is this. The fourth option is the only option that will actually meet the capacity requirements for amphibious lift and the MPS, but I fully expect the United States Marine Corps to outright reject the very suggestion of any option away from the traditional 3 ship ARG. The third option for a foreign design will be rejected solely because it is a foreign design, even though the logic of that escapes me completely when the ships are being built in US shipyards. A new design is possible but unlikely, and until we see more in-house design expertise in NAVSEA I can't say that is necessarily a bad thing.

So ultimately I fully expect the final choice for the LSD(X) to be a LPD-17 mod that the Navy budget cannot afford, and in the end I suspect the Marine Corps will end up with about 8 LSD(X) because that is all they can afford.

But if it was me, I would go for the MLP + AFSB concept. I believe it carries with it the highest risk, but I also believe it would give the Marine Corps the most flexibility when it comes to operations at sea. In my opinion it is much easier for the USMC to remain a relevant national defense asset when they are operating from more ships than when they are operating from fewer ships, and the MLP + AFSB option puts Marines on well over 40 vessels that deploy frequently, vs less than 30 possible vessels that deploy less frequently when one picks the quality LPD-17 mod option.

09/01/2013 Par Valérie Lion (L'Express)

Vente du Rafale en Inde, projet du futur avion de combat européen, rapprochements industriels... Bien décidé à garder son rang dans le secteur militaire, l'avionneur joue son destin en 2013, alors qu'un nouveau PDG, Eric Trappier, prend les commandes.

Ce 19 décembre, le gratin militaro-industriel s'était donné rendez-vous sur la base aérienne d'Istres, au bord de l'étang de Berre. Serge Dassault était suivi de près par son fils aîné, Olivier. Eric Trappier, futur PDG de Dassault Aviation, disputait la vedette bien malgré lui à Charles Edelstenne, sur le départ - la passation de pouvoir entre les deux hommes devait se faire sans tambour ni trompette, mercredi 9 janvier, à Saint-Cloud, au siège de l'avionneur. Laurent Collet-Billon, délégué général à l'armement, avait même fait le déplacement, séchant pour l'occasion une séance plénière de la commission du Livre blanc sur la défense. Devant quelque 400 invités, à 10 h 55, dans un ciel d'hiver nuageux, le Neuron, dernière réalisation de la maison, a décollé pour un vol inaugural de dix minutes avant de revenir parader le long de la piste. Aucun pilote n'a salué la foule de la main, et pour cause : le Neuron est un prototype de drone de combat, commandé à distance. Le premier du genre sur le Vieux Continent.

Chiffre d'affaires 2011, en milliards d'euros.

Difficile de savoir ce qui, ce jour-là, a le plus étonné les nombreux participants à l'événement. Cet appareil futuriste aux lignes presque inquiétantes ? Ou le discours d'Edelstenne, d'une tribune où étaient plantés le drapeau européen et ceux des six pays partenaires du programme (France, Suède, Suisse, Espagne, Italie, Grèce) ? Du jamais-vu dans la maison Dassault : réputée pour sa conduite solitaire des affaires, elle a toujours cultivé un splendide isolement. "Non à la fédération des incompétences", n'a cessé de répéter Edelstenne, pendant les douze ans de son mandat, sans perdre une occasion d'ironiser sur les difficultés des programmes multilatéraux tels que l'A400M ou l'Eurofighter, rival du Rafale. Et pourtant, ce 19 décembre, les dirigeants de l'avionneur ont lancé un vibrant plaidoyer en faveur d'une coopération européenne pour le futur avion de combat. Avant de laisser les invités méditer ce virage sur l'aile autour des six buffets, honorant la gastronomie de chacun des pays représentés. Une belle variété, propre à ouvrir l'appétit.

Celui de Dassault est grand. Pas question de perdre sa place dans le cercle mondial très restreint des fabricants de chasseurs. Le choix d'Eric Trappier pour remplacer Edelstenne traduit clairement la volonté du groupe, qui réalise pourtant les trois quarts de son chiffre d'affaires avec les jets d'affaires, de rester un acteur majeur de la défense. Trappier ? L'homme du militaire et de l'international, rompu aux arcanes politiques et seul représentant de l'industrie de défense dans la commission du Livre blanc. Cet ingénieur, passé très vite du bureau d'études aux ventes, a conclu le dernier contrat export en date de Dassault, la vente de 30 Mirage 2000-9 aux Emirats arabes unis, en 1998. Il est à la manoeuvre depuis près d'un an dans la négociation finale avec l'Inde pour la vente de 126 Rafale - le contrat de la dernière chance à l'export pour cet avion dont le premier vol à Istres remonte à... juillet 1986.

Cinq ans de travail suspendus au contrat indien

Le lendemain de sa nomination, le futur PDG se refusait en public à tout commentaire, fidèle à la tradition maison, mais il affichait, en privé, sa sérénité quant à l'issue des négociations. Complice d'Edelstenne, Trappier a aussi toute la confiance de Serge Dassault - "les clients le connaissent et l'apprécient", assure le pater familias. Mais la pression sur les épaules de ce quinqua est immense : Trappier doit absolument rapporter de New Delhi la signature tant attendue, qui devrait garantir cinq années de travail aux usines de l'avionneur et pourrait ouvrir d'autres marchés. A plus long terme, il lui faut aussi assurer la pérennité du bureau d'études - près de 2 000 personnes qui risquent fort de se tourner les pouces si le Rafale n'a pas de successeur. "Le système Dassault, c'est avoir toujours en parallèle un avion en fabrication et un autre en développement", rappelle Louis Gautier, président du think tank Orion.

Le Rafale absorbe 30 % des dépenses d'équipement !

Or il n'y a aucun nouveau programme à l'horizon. Le danger guette : partout, dans le monde occidental, l'heure est à la réduction des budgets de la défense. Une diète qui attise la concurrence à l'export et contraint les industriels à se regrouper. En France, la prochaine loi de programmation militaire, pour 2014-2019, élaborée d'ici à l'été, en sera le douloureux reflet. D'où la démonstration de force du 19 décembre. L'opération de com a été montée en moins de quatre semaines, au lendemain de la réussite, loin des caméras et des photographes, du tout premier vol du Neuron, le 1er décembre. Objectif : convaincre que seul Dassault est capable de fédérer efficacement des partenaires étrangers pour développer une technologie de pointe. Et encourager les gouvernements, au premier rang desquels la France, à poursuivre l'aventure.

Au passage, le groupe en a profité pour exposer son savoir-faire dans les avions sans pilote, alors que le ministre de la Défense, Jean-Yves Le Drian, doit bientôt choisir qui de Dassault ou d'EADS fournira le drone de surveillance intermédiaire - à moins que, pour des raisons d'économies, la France se résigne à acheter américain. Par la voix d'Eric Trappier, dans Les Echos du 2 décembre, Dassault a tendu la main sur ce dossier à EADS, le frère ennemi, deuxième actionnaire de la société réduit depuis des années au rôle de figurant au conseil d'administration. Et lors de leurs auditions à l'Assemblée nationale, à l'automne dernier, Trappier comme Edelstenne ont spontanément parlé d'Europe, à la grande surprise des membres de la commission de la Défense. Cette évolution en laisse d'ailleurs plus d'un sceptique. "La coopération à la mode Dassault ? C'est simple : les autres paient, lui décide", raille un observateur averti. Ainsi, la société n'a pas mis un centime dans le programme Neuron.

Le changement de tête à Saint-Cloud ne fait guère illusion non plus : "Une page se tourne mais l'auteur du livre reste le même", glisse un syndicaliste. Trappier a combattu sans relâche sur les marchés export le britannique BAE et le franco-allemand EADS, fabricants de l'Eurofighter. Quant à Charles Edelstenne, il a beau lâcher le manche de Dassault Aviation, il reste administrateur et s'installe au Rond-Point des Champs-Elysées, à la direction générale du holding familial, GIMD. A charge pour lui de veiller au rang de Dassault dans la défense et de calmer la guerre de succession qui fait rage entre deux des fils de Serge, Olivier et Laurent. "Il va tout contrôler", glissait en aparté, ravi, Serge Dassault, le 19 décembre. Ce jour-là, Edelstenne a d'ailleurs balayé sèchement l'hypothèse d'un rapprochement Dassault-Thales-Safran, évoqué par Laurent Dassault : "Cette idée a fleuri quelque part, oubliez-la !"

Le gouvernement devra - encore - compter avec l'inflexible "ChE". Pas facile, même pour les socialistes, de prendre ses distances avec la maison Dassault. Le contrat indien est ainsi vital pour l'Etat français : il permettra de desserrer la contrainte budgétaire - le Rafale, avec ses 11 avions par an pour les forces françaises, absorbe en moyenne 30 % des crédits d'équipement ! L'Etat n'a guère de moyens de pression sur Dassault. Tout au plus peut-il jouer sur des commandes annexes, comme la modernisation des avions de patrouille maritime Atlantique 2, repoussée à 2013, ou les drones de surveillance. Sous Sarkozy, la société s'est rendue incontournable en entrant au capital de l'électronicien de défense Thales, un groupe quatre fois plus gros qu'elle. "C'était un moyen tactique d'éviter que les grandes orientations se fassent contre elle", estime Louis Gautier. Une position qui a bloqué toute restructuration. Aucune synergie n'a été développée entre Dassault et Thales, aucune ouverture vers des coopérations européennes n'a été engagée, déplorent les spécialistes. Le PDG, Luc Vigneron, a été un simple exécutant, avec pour seul mot d'ordre : améliorer les comptes. Mais la brutalité de son management a déclenché une crise sans précédent, jusqu'à son éviction le 20 décembre.

C'est Charles Edelstenne en personne qui a lâché le nom du successeur de Vigneron, la veille d'un conseil d'administration décisif. Sans doute soulagé d'avoir enfin trouvé une solution, mais prenant aussi un malin plaisir à couper l'herbe sous le pied du gouvernement, privé de la primeur de l'annonce. Certes, Dassault n'a pas réussi à imposer son choix chez Thales, comme il y a trois ans déjà. Mais comme il y a trois ans, le gouvernement n'a pas non plus fait prévaloir ses vues. Et comme il y a trois ans, c'est un candidat de compromis qui a finalement été nommé, après moult tractations. Jean-Bernard Lévy, ex-PDG de Vivendi, aura- t-il la latitude de développer une vision stratégique pour Thales ? Rien n'est moins sûr. Les deux actionnaires lui demandent d'abord de ramener la paix sociale. Après ? "On discutera", a lâché Edelstenne, qui n'avait jamais rencontré Lévy auparavant.

Pourtant, "Thales est l'un des pivots naturels de la consolidation européenne, c'est le groupe le plus diversifié et le plus international", assure Philippe Plouvier, consultant chez Roland Berger. Dassault, lui, rêvait plutôt d'une intégration verticale à la BAE, lui permettant d'être présent dans l'aérien, la marine et le terrestre. Un schéma qui n'a pas les faveurs du nouveau gouvernement. "Faire un champion national n'a pas de sens, surtout si le budget domestique est fortement réduit", martèlent en choeur les sénateurs Daniel Reiner et Jacques Gautier, chevilles ouvrières de la commission de la Défense au Palais du Luxembourg. Les deux hommes soulignent aussi la nécessité de ne pas se mettre dans la main d'un "monopoleur" : "Les Etats-Unis ont su consolider leur industrie tout en gardant deux acteurs majeurs dans chaque secteur pour faire jouer la concurrence", rappellent-ils.

L'Etat prêt à soutenir des rapprochements

Que prônera Jean-Yves Le Drian ? Le ministre s'est montré étonnamment prudent - et discret - sur le sujet. Son entourage répète à l'envi qu'il ne jouera pas les marieurs : aux entreprises de discuter entre elles et de trouver les meilleures formules. Le gouvernement se voit plutôt en facilitateur, prêt à soutenir des rapprochements surtout s'ils ouvrent la voie à des solutions européennes. Mais le précédent EADS-BAE n'est guère encourageant : si Le Drian en a vite saisi l'intérêt, il n'a pas su entraîner Matignon et l'Elysée. Après l'échec de la fusion des deux groupes, l'Hôtel de Brienne s'est empressé de commander à un cabinet de conseil renommé une étude sur les stratégies possibles de consolidation dans la défense. Il s'efforce aussi de ramener dans le jeu les Allemands, marginalisés par l'axe franco-britannique développé sous l'ère Sarkozy. Mais une chose est sûre, comme ses prédécesseurs, Le Drian devra faire avec l'avionneur de Saint-Cloud. "C'est le meilleur sur le plan technologique, il respecte les coûts et les délais, et c'est une société purement française", résume un fin connaisseur. Une fois de plus, il faudra bien sauver les ailes Dassault.

Rafale: vaincre le signe indien

Le contrat indien ? "Les discussions se poursuivent dans l'état d'esprit de conclure au plus vite." Fermez le ban. Eric Trappier a officiellement bien mis ses pas dans ceux de Charles Edelstenne. Pas question d'extrapoler davantage sur le "contrat du siècle" - estimé à 15 milliards d'euros, dont environ un tiers pour Dassault - tant qu'il n'est pas signé.

D'abord espéré avant le 31 mars, le dénouement des négociations, entamées en février 2012, pourrait intervenir plus tard dans l'année. "Les discussions sont complexes, explique un expert. Il ne s'agit pas seulement de l'achat d'avions, mais des modalités de fabrication." Dernier épisode en date : un vif débat entre Dassault et les autorités indiennes sur le rôle de Hindustan Aeronautics Ltd (HAL) dans la production de 108 des appareils (les 18 premiers seront assemblés en France, chez Dassault). Certains doutent que HAL ait les compétences pour garantir la qualité des avions, mais Dassault ne veut pas assumer cette responsabilité s'il n'a pas la maîtrise du choix des partenaires et sous-traitants.

A Saint-Cloud, on se veut confiant : à ce stade, le risque d'un échec retentissant, avec à la clef le retour d'un concurrent dans le jeu, semble mince. Comme en 2012, la direction a promis 1 % d'augmentation générale en 2013 pour tous les salariés si le contrat est signé. "Sinon, il faudra prendre des mesures d'économies", avait lâché cet automne le DRH en comité d'entreprise.