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7 juin 2012 4 07 /06 /juin /2012 12:20

USS Fort Worth (LCS 3) Photo Lockheed Martin

 

Jun 7, 2012ASDNews Source : US Navy

 

The Navy officially accepted delivery of the future USS Fort Worth (LCS 3) June 6 during a ceremony in Marinette, Wis.

 

Fort Worth is the third littoral combat ship (LCS) delivered to the Navy, and the second LCS of the steel, semi-planing monohull Freedom variant.

 

Prior to delivery, the Navy's Board of Inspection and Survey (INSURV) conducted acceptance trials aboard LCS 3. INSURV found LCS 3 to be "highly capable, well-built and inspection ready," and recommended the vessel be accepted.

 

"Fort Worth showed significant improvement during her trials when compared to the first ship of the class, USS Freedom," said Rear Adm. James Murdoch, program executive officer for Littoral Combat Ships. "We've had two years to operate Freedom at sea, identifying typical, first-of-class deficiencies, learning lessons on her design and rolling those lessons into Fort Worth. That experience, plus the introduction of improved construction processes and shipbuilder facilities, greatly benefitted Fort Worth."

 

Delivery is the last shipbuilding milestone before commissioning, scheduled for Sept. 22 in Galveston, Texas. Once commissioned, Fort Worth will join sister ships USS Freedom (LCS 1) and USS Independence (LCS 2).

 

The Lockheed Martin team now has Milwaukee (LCS 5), Detroit (LCS 7), Little Rock (LCS 9), and Sioux City (LCS 11) under construction at the Marinette Marine Corp. shipyard in Marinette. Austal USA has Coronado (LCS 4), Jackson (LCS 6), Montgomery (LCS 8), Gabrielle Giffords (LCS 10), and Omaha (LCS 12) in production at the company's shipyard in Mobile, Ala.

 

LCS is a high speed, agile, shallow-draft, focused-mission surface combatant designed for operation in near-shore environments yet fully capable of open-ocean operation. Fort Worth, a high-speed steel mono-hull ship, is designed to defeat asymmetric "anti-access" threats such as mines, quiet diesel submarines and fast surface craft. The 387-foot Fort Worth will be outfitted with reconfigurable payloads, called mission packages, which can be changed out quickly, and focus on three mission areas: mine countermeasures, surface warfare and anti-submarine warfare.

 

PEO LCS is responsible for delivering and sustaining credible littoral mission capabilities to the fleet and is working with industry to achieve steady production to increase production efficiencies and leverage cost savings. Delivering high-quality warfighting assets while balancing affordability and capability are key to supporting the nation's maritime strategy.

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7 juin 2012 4 07 /06 /juin /2012 12:15

MRAP-All-Terrain-Vehicle--M-ATV-.jpg

 

Jun 7, 2012 ASDNews Source : Oshkosh Corporation

 

Attendees at Eurosatory 2012, June 11-15 in Paris, will have an opportunity to witness the Oshkosh MRAP All-Terrain Vehicle (M-ATV), which has set the standard for well-protected, highly mobile tactical military vehicles since first being fielded in Afghanistan in 2009. Oshkosh Defense, a division of Oshkosh Corporation (NYSE:OSK), will be showcasing the Oshkosh M-ATV’s performance capabilities when an M-ATV Tactical Ambulance takes part in the show’s live vehicle and technology demonstrations.

 

Live demonstrations open to all conference attendees will take place at the Eurosatory demo course at 10:30 a.m. Monday and Friday, and at 10:30 a.m. and 3 p.m. Tuesday through Thursday of show week. In addition to the live demos, Oshkosh will be exhibiting its M-ATV Special Forces Vehicle (SFV) at its booth #J619 in Hall 6.

 

“The M-ATV platform has provided exceptional off-road mobility and crew protection to coalition forces in Afghanistan, and we look forward to showing what this highly capable variant can do at Eurosatory,” said Serge Buchakjian, senior vice president and general manager of International Programs for Oshkosh Defense. “Attendees will have an opportunity to see in person how the M-ATV Tactical Ambulance’s unique capabilities can best serve military medics and handle fast and easy loading of patients for safe recovery and evacuation on the battlefield.”

 

Part of the M-ATV family of vehicles, the M-ATV Tactical Ambulance is built to meet an international need for a more protected battlefield ambulance that can travel more extensively off-road. Oshkosh worked closely with military medical professionals on the vehicle’s design and interior layout. The fully functional ambulance will help military medics reach and treat casualties in hostile environments across rugged terrain. It allows for prompt extraction and treatment of patients when every moment counts, and has mounting provisions that provide options for a complete suite of medical equipment.

 

The M-ATV SFV, on display at Oshkosh’s booth, delivers the M-ATV platform’s best-in-class off-road mobility and high levels of protection with alterations specific to the needs of special forces. These include a modified cargo deck, intended to accept specialized equipment based on each mission’s requirements, and larger front windscreens for increased visibility. Oshkosh has received awards to date for nearly 8,700 M-ATVs, including more than 460 SFV variants.

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7 juin 2012 4 07 /06 /juin /2012 11:59

USAF logo

 

7 June 2012 army-technology.com

 

Boeing has teamed up with Raytheon and Harris to continue future development and sustainment work on the US Air Force's (USAF) GPS Control Segment Sustainment (GCSS) contract.

 

Boeing Mission Operations director, Sparky Olsen, said: "This team brings together the best of industry in the current GPS sustainment effort and ensures a smooth transition to the next-generation system."

 

The contract will extend the existing GPS Operational Control Segment programme, until its transitioning to the next-generation control segment, GPS OCX, currently being developed by Raytheon, as part of the $1.6m contract awarded in February 2010.

 

Raytheon Intelligence and Information Systems vice president and OCX programme manager, Ray Kolibaba, said: "The Boeing, Raytheon, and Harris team is a natural fit for the GCSS effort because it leverages our current working relationship with Boeing and ensures an absolutely seamless transition from the current system to OCX."

 

Developed with support from Boeing, the programme will eventually replace the air force's current GPS Operational Control System, to provide more secure, accurate, and precise satellite navigation for effectively supporting military, humanitarian and commercial applications worldwide.

 

As part of a new 'Public Private Partnership' arrangement, the USAF's Ogden Air Logistics Center will also join the team to support the software sustainment at the Boeing Mission Operations Support Center in Colorado Springs, US.

 

Additional members of the Boeing-led GCSS team include CRGT, Infinity Systems Engineering, Boecore, Expert Methods, a.i. Solutions and RT Logic.

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7 juin 2012 4 07 /06 /juin /2012 11:56

Harris Corporation Falcon tactical radio systems

 

7 June 2012army-technology.com

 

Harris has been awarded an initial contract for the delivery of its Side Falcon soldier radio waveform (SRW-SF) appliqué systems to the US Army as part of its network integration evaluations at White Sands Missile Range in New Mexico.

 

Awarded through the General Services Administration (GSA) Federal Acquisition Service (FAS), the systems delivered under the undisclosed contract will be integrated into vehicles to meet the army's requirements for a vehicular single-channel radio, which operates the joint tactical radio system (JTRS) SRW.

 

George Helm president of the department of defense business unit for Harris RF Communications, said that the Side Falcon radio had been developed by the company in a short space of time to address the needs of the army.

 

"Our SRW appliqué system leverages combat-proven Harris wideband networking capabilities to provide increased connectivity, allowing personnel across the brigade combat team to benefit from improved situational awareness and other mission-critical tactical information," he said.

"Our SRW appliqué system leverages combat-proven Harris wideband networking capabilities to provide increased connectivity, allowing personnel across the brigade combat team to benefit from improved situational awareness and other mission-critical tactical information."

 

The Side Falcon will also install a small-form factor wideband power amplifier in the army's existing Falcon III AN/PRC-152A handheld radio for enhanced range and reliability, as well as supporting SRW and the Harris adaptive networking wideband waveform (ANW2). The system is fully interoperable with the existing DoD radios.

 

According to the company, the appliqués will be deployed by the army to facilitate seamless transmission of voice and data between dismounted soldiers, their command centres and higher headquarters.

 

As many as 5,000 SRW Appliqué systems are expected to be purchased by the army through a series of competitive contracts over the next decade.

 

Harris has also received a separate $26.7m contract to supply upgraded Falcon III AN/PRC-117G tactical radios and associated equipment to the US Army to allow for wider use and deployment of the JTRS SRW.

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7 juin 2012 4 07 /06 /juin /2012 11:39

USS Fort Worth crédits LOCKHEED MARTIN

 

07.06.2012 By Galrhan - informationdissemination.net

 

Today's guest is Christopher Cavas, Journalist at Defense News and Navy Times.

"You have covered the Littoral Combat Ship program from inception to present, and know the history of the program as well as anyone. You have written a story on virtually every newsworthy event related to the Littoral Combat Ship from the beginning. You are one of a handful of people outside the Navy and Industry who has both a deep history and familiarity with the program. Some suggest the LCS program should be canceled. Others say the LCS program has merit. What is the Littoral Combat Ship in your words, and what should LCS be looking to the future?"

The Littoral Combat Ship is, in a word, a challenge. A challenge to understand, a challenge to develop, a challenge to build. The program is a challenge to manage, to defend, to get to sea. To train for and crew, to support, to maintain. To develop mission modules for, to perfect and operate dozens of new technologies in those modules, to control those technologies in an operational environment. A challenge to develop a concept of operations for, to convey to the fleet what it should be used for, to keep from being misused.

For a decade now, the program has struggled to explain its purpose. It remains an incomplete story, constantly threatened, continually under attack, and desperately anxious to prove itself. The challenge to validate the program is repeated with every annual budget cycle, inside the Pentagon and to Congress.

The political challenge is constantly repeated as lawmakers come and go. Recently, several politicians relatively new to the program or to Capitol Hill have called for stronger oversight and more government reports.

But LCS has never suffered from a lack of oversight. Questions about the program’s progress were a regular feature of every Navy posture hearing beginning in 2004. The House Armed Services Committee, particularly Seapower subcommittee Rep. Roscoe Bartlett (R-Md.) and his successor Rep. Gene Taylor (D-Miss.), routinely held LCS hearings featuring not only Navy and industry reps, but all the strongest LCS critics, including government oversight experts from the Congressional Budget Office, Congressional Research Service, and the Government Accountability Office, along with a host of think tank witnesses (including Bob Work, then a Washington analyst, now, as Navy under secretary, the ship’s cheerleader-in-chief). A series of Pentagon oversight entities constantly reviewed the program’s purpose and performance, usually with strong criticisms and guidance. For years, every budget bill report from the House and Senate appropriations and armed services committees has contained strong language expressing concerns about the program’s performance, even while continuing to support the LCS concept.
 

US Navy Photo

Most of this discussion centered on the two LCS ship designs. Yet the mission modules -- the key to the LCS concept of a platform able to change missions with a swap of equipment -- continue to be a problem area, often poorly articulated by presenters and misunderstood by listeners. LCS discussions still focus on the ships, something perhaps not hard to understand given that the makeup of the mine module has changed, the equipment and the very concept of the anti-submarine module has been fundamentally altered, and the surface module lost its surface-to-surface missile -- the most powerful element it had going. All of this compounded by the fact that none of the modules is in service, or even been operationally demonstrated.
With two ships in commission, another about to be delivered, and more on the way, the LCS is now moving into an entirely new phase, transitioning from a development, acquisition and shipbuilding program into an operational mode. The center of LCS discussion is moving outside Washington to Norfolk and San Diego. Next year it will jump across the world’s largest ocean and drop squarely in Singapore, where the western Pacific press, from a variety of viewpoints, will be taking great notice.

The fleet is only tentatively picking up the LCS drumbeat. Inside the beltway, Work is today the type’s primary champion, staunchly and often emotionally defending and explaining the ship to any and all comers. The Navy’s top leadership and the flags at NAVSEA continue to talk up the program and the Pentagon’s surface directorate is joining in. U.S. Fleet Forces commander Adm. John Harvey in Norfolk has been a key advocate, particularly in his admonitions last year to fleet commanders not to use the ship in roles for which it isn’t intended. Vice Adm. Richard Hunt, commander of naval surface forces in San Diego, now is speaking about the Freedom’s potential to be an effective fleet unit.

But years of over-reaching promises followed by long production delays have eroded confidence among mid-level officers and experienced sailors in the program’s future. O-4s and O-5s, E-7s and E-8s seem to be routinely advising their juniors to bypass LCS and aim for more established programs. O-6s who five years ago were enthusiastic LCS supporters have turned away.

Even the voice of industry has become somewhat muted. Lockheed Martin remains out in front in many LCS promotion efforts, joined now by the Italian firm Fincantieri, which purchased the Marinette Marine shipyard that builds LockMart’s ships. But General Dynamics has gone virtually silent, a consequence of a 2010 decision to split from its Austal USA shipbuilding partner to position itself for future LCS ships, only to see that possibility slip away with yet another Navy change-of-concept for the program’s construction. Austal USA, a small-time operation compared with the GD behemoth, has not come close to matching its former partner’s PR efforts.

Adding to a lack of cohesiveness, both LCS primes still convey a sense of competition, even though the Navy is committed -- for the moment -- to building equal numbers of each type. The “ours is better than theirs” attitude might be good for one or other of the designs, but it is not helping the overall LCS effort.
 

 
US Navy Photo

This is a frustrating time in the program’s development. The two prototype ships have yet to take effective mission modules into action. The adolescent concept is starting to look real -- both LCS ships finally joined together at the beginning of May in San Diego -- but it will still be some time before an LCS is doing something the Navy really needs it to do.

From the mid-2000s when the LCS construction schedule started to slide and zoom up in cost, the program acquired a widely-acknowledged reputation as a troubled (that’s a nice word for it) effort. Navy mismanagement, changing priorities, overzealous and unrealistic expectations, shipyard and contractor inexperience all piled on to give the program an aura of unrelenting chaos. People might not understand what it was, but lots of folks -- particularly on Capitol Hill -- knew it was a mess. It took years for the service to work its way through numerous issues. Many problems remain, but it seems now the worst has been overcome, at least from a programmatic standpoint. In fact, from many aspects -- steady schedule, fixed pricing, stable design, increasing shipbuilding experience -- the LCS program is entering into a new era of maturity.

But widespread negative perceptions remain, and everyone involved in the effort remains challenged to demonstrate it can do what it is supposed to do. Still without any concrete missions accomplished, the LCS continues to be the target of often withering criticisms. The past few months in particular have seen a dramatic rise in the number of negative media stories, followed by attention-craving Congressmen calling for more oversight and more hearings and more reviews.

Problem is, none of these recent negative reports has offered anything new. More information about old problems, in some cases, but no new issues. Eternal hand-wringing about old problems is fun for some, but is it productive? Who is questioning the questioners? Or is it just a familiar tune that everyone’s used to?

Junior lawmakers new to the game or those who never sat on the relevant committees calling for new hearings about things they missed is nothing new. But that they do so is not always related to good oversight -- sometimes it’s just good old-fashioned grandstanding. (Imagine, politicians trying to call attention to themselves!)

Reporters writing shallow or repetitive stories, and editors calling for similar stories because everyone else is doing them, is not good journalism, even when it comes from leading publications. Sometimes it’s an honestly elusive story, sometimes it’s just plain lazy.

Leakers who offer deeper information about situations already reported don’t always have great new stuff, sometimes they just have more stuff.

Think tanks who jump on these reports as indicators of true developments, rather than media and political frenzies, don’t help by granting an aura of learned pretentiousness to the discussions.

Critics who simply don’t like the LCS concept – and aren’t going to change their minds -- aren’t always describing real problems. Sometimes they’re just talking about their personal preferences. Sometimes they just don’t want to take the time to really find out what’s happening, repetitively recycling great rants from yesteryear.

On the other side of the argumentative aisle, Navy leaders describing the LCS as a mature, well-thought out and operationally proven system do the entire effort a disservice by getting ahead of the game. Talking about four ships in Singapore, eight ships in Bahrain, or meaningful contributions to the art of mine sweeping and anti-submarine warfare and surface actions and drug hunting isn’t very helpful when you try and make it sound like you’re out there right now doing that sort of thing.
 

US Navy Photo

With the primary acquisition challenges now dealt with, with the Navy beginning to focus on the effort to get these ships into service, here’s the crux of LCS from here on out: change.

To be sure, there are plans in place for everything the Navy’s planners can think of. But chances are exceptionally high that everything will change as the ships and their crews take them to sea.

LCS is not a done deal. It is not a mature, final design. It does not have a fully proven concept of operations. It is not clear how many sailors should crew the ship, or if a group of manned and unmanned off-board vehicles can be simultaneously and effectively operated, or if those systems will work, or what effect having an LCS with any particular module will truly have on an operation. It is not known whether either of the combat systems will be completely effective (probably not), what specific changes should be made, or how they can be made to both ships. It is not clear which module handling system work efficiently and not break down when you need it. It is not known if the networked communications, computer and control systems will work effectively. It is not known what the final costs will be to buy the modules and operate the ships on a forward-deployed basis. It is not known if the supply, maintenance and parts support systems will be effective. Heck, it is not known if they should begin painting the aluminum superstructures and hulls. It is not known -- well, you get the idea.

Anyone calling for a halt in the program while definitive answers are found to any of these questions is demonstrating a deep absence of understanding what the program is about. That is not the point, sir. Yes, there is a plan, there is a concept, there is a certain direction, but the end result in many cases may well not be what is currently envisioned.

The ships were designed with a main battery unlike anything ever carried by a combatant ship: empty space. Big, empty mission bays ready to accept large containers of equipment and systems, along with flight decks much larger in proportion to other surface fighting ships.

Will some of the mission equipment not work well? Probably. Have something better? No problem. Change it. Bring stuff in and install it, ship stuff out, bring in different stuff.

You can’t do that on other warships. Can’t do it on Arleigh Burke or Zumwalt destroyers, or new British or French or Italian or Chinese or Russian destroyers and frigates. Forget about other 3,200-ton frigates or corvettes, they’re already packed with gear. When those systems age or become obsolescent, the ships will age with them. But an LCS is designed to grow, change and morph over time, adapting to changing requirements and priorities in -- it is hoped -- an efficient and effective manner.

No navy has ever had a ship like this. The Danes tried the modular concept on a much lower level, but the LCS takes the idea significantly further. If it works, it will mean the Navy has gotten a new minesweeper, a new inshore ASW ship, a new brown water surface combatant, a new special operations platform, a new maritime interdiction ship, all in one platform. If it doesn’t work -- well, it won’t be the first time a type of ship entered service and then faded away after a few years. That’s not good, but it certainly happens.

A little history. In 1927, two of the biggest ships in the world were commissioned into the U.S. Navy. The huge aircraft carriers Lexington and Saratoga dwarfed the fleet’s battleships and represented an enormous investment, particularly in a peacetime Navy that faced no urgent threat. One might have presumed the Navy had really thought out this aircraft-carrier thing, knew how to design the ships, operate the systems and planes, fit them into fleet battle concepts and tactics. But that might be presumptuous.

Many people know that the Navy designation for an aircraft carrier is CV. What many people don’t know is what that originally stood for -- cruiser, heavier-than-air. Those enormous aircraft carriers were cruisers, or scouts. They had eight-inch guns to fight off the other guy’s scouts, and their aircraft were largely intended to scout the enemy so the big battlewagons could move into position.

It was another 16 years or so before the modern concept of an aircraft carrier matured. Years of experimentation, trial-and-error work, technological development, a huge tactical leap demonstrated by a skilled enemy, and the loss in five months of four of the fleet’s seven fleet carriers produced lessons learned that resulted in a combat system far removed from 1927. But many of those matured concepts of 1943, through many technical evolutions, are still at the core of today’s carrier strike group concepts.

Hopefully it won’t take that long, or cost that much in blood and bucks, to mature the LCS concept into an effective naval unit. But the challenge facing today’s Navy is to make the system work, to find its weak points and come up with changes, to find out what it can really do and stay away from what it won’t. To adapt what you’ve got to what you need.

And yes, government testers, oversight committee members, critics and reporters, there won’t be final answers to many of these questions for some time. Get used to it. Roll with it. That’s the idea.

NOTE: All views expressed herein are my own, and are not connected to, nor do they represent in any way, Defense News or Gannett Government Media.

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7 juin 2012 4 07 /06 /juin /2012 11:30

M109A6_Paladin_night_fire.jpg

M109A6 Paladin night fire

 

ST. PETERSBURG, Fla., June 6 (UPI)

 

The U.S. Army has ordered high-explosive rounds and training ammunition for Abram tanks and Paladin howitzers.

 

General Dynamics Ordnance and Tactical Systems reported that the orders -- issued under three contracts -- are for 120mm M865 and M1002 tank training rounds, 105mm M1130 high-explosive pre-formed fragmentation cartridges and 155mm M795 high-explosive projectile metal parts.

 

The ammunition, which will be used by the U.S. Marine Corps as well as the Army, is worth a total of $97 million.

 

"Our tank and artillery ammunition continue to play key roles in both the training of U.S. forces as well as providing them overmatch capability in combat," said Steve Torma, vice president and general manager of Large Caliber Ammunition for General Dynamics Ordnance and Tactical Systems.

 

"General Dynamics' heritage in producing tank and artillery ammunition is second to none and we are honored to provide continuing support to U.S. armed forces with this high-performance ammunition."

 

The M865 practice round for Abram tanks simulates the characteristics of live ammunition at reduced maximum ranges, while the M1002 Target Practice Multi-Purpose Tracer, when fired from an Abrams tank, matches the exterior ballistics and time-of-flight characteristics of the M830A1 High Explosive Anti-Tank Multi-Purpose Tracer cartridge, the company said.

 

The 105mm M1130 HE PFF ammunition is fired from the M119 towed Paladin howitzer. The 155mm M795, used with howitzers in Afghanistan is a high-explosive/high-fragmentation round.

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7 juin 2012 4 07 /06 /juin /2012 07:45

cyber warfare

 

Jun. 6, 2012 By ZACHARY FRYER-BIGGS Defense news

 

U.S. Defense Secretary Leon Panetta said in his memo that "it is imperative that we move quickly and put the transitional framework in place as soon as possible”.

 

Secretary of Defense Leon Panetta has approved a new organizational framework, a plan designed as a “first step” towards standardized cyber operations, according to documents obtained by Defense News.

 

The framework outlines a command structure that places more authority for both offensive and defensive operations under the geographic combatant commanders and creates Joint Cyber Centers (JCC) to serve as a link between combatant commanders and U.S. Cyber Command (CYBERCOM) Combat Support Elements that will provide intelligence information and operational know-how.

 

In a memorandum marked “For Official Use Only” dated May 1, Panetta authorized the implementation of the transitional framework, called the Joint Staff Transitional Cyberspace Operations Command and Control Concept of Operations, and directed the secretaries of the military departments, chiefs of the military services, chairman of the joint chiefs of staff, CYBERCOM commander, and Department of Defense chief information officer among others, to act with haste.

 

“It is imperative that we move quickly and put the transitional framework in place as soon as possible,” he said.

 

The framework itself describes a present security situation in dire need of action. “The speed and intensity with which adversaries could exploit vulnerabilities in the DoD Global Information Grid jeopardizes the Department’s ability to execute successful military operations,” it says.

 

To combat the problem and provide greater offensive capability, the new organizational structure includes standing up a JCC at each geographic combatant command by June 2012, designed to serve as the “nexus for combatant command cyberspace enterprise.” The JCC will organize both offensive operations as well as protecting the networks employed by each combatant command, combining disparate responsibilities not previously concentrated locally. Each JCC is set to be composed of existing cyber personnel at each command, although experts expressed skepticism that this combination could result in sufficient staffing. U.S. Northern Command announced that it had stood up its own JCC May 22 without specifying the details of the larger plan, although a DoD spokesman said information on the implementation of the plan and the creation of other JCCs was not immediately available.

 

The framework also includes standing up a CYBERCOM staffed combat support element at each geographic command. The two would work together to complete cyber tasks, with the CSE providing a link back to CYBERCOM and its collection of talent and intelligence.

 

“The JCC and CSE, collocated at each Combatant Command, will work toward the common goal of effective and efficient planning, allocation, and synchronization of cyber effects in three cyberspace LOOs (Lines of Operation) with the Combatant Commander’s campaign plans and operations while maximizing unity effort,” it says.

 

Experts voiced concern at the implementation of the plan, citing staffing issues, budget issues, and a general lack of specific mechanics. “A bunch of intel dorks wrote this not understanding how people interact or how things work,” a former intelligence officer said.

 

The document outlining the framework, also labeled for restricted circulation, attempts to strike a careful balance between the increase of capability and authority at the geographic combatant commands, and the continued concentration of cyber capabilities at CYBERCOM. Historically, the National Security Agency (NSA) has been the home of most cyber operational capabilities, and only with the creation of CYBERCOM, which reached full operational capability in late 2010, have many of those capabilities begun to gain greater exposure outside of the intelligence community. Still, many capabilities remain beyond the reach of combatant commanders, an issue meant to be rectified by the new plan.

 

While CYBERCOM will be assisting the combatant commands by staffing combat support elements, the creation of the JCCs adds a localized capability not previously present. Experts said that finding suitable personnel would be an issue as talent is scarce and the expanded need for capable personnel does not include funding. Much of the military’s cyber talent resides at Ft. Meade and CYBERCOM, meaning that many operations might best be carried out from a centralized location instead of at the combatant commands.

 

“Some cyberspace operations can be contained within an AOR [Area of Responsibility] and are of immediate interest to a specific GCC [Geographic Combatant Command] and its components; however, most cyberspace operations have the potential to cause simultaneous effects at the global, theater, and local levels that make them transregional in nature and of interest to a broader community,” the framework says. “Given this complex interrelationship, providing all cyber support forward in the GCCs is neither feasible nor desirable. Many cyber capabilities can be provided through, and in some cases only through, reachback.”

 

The document does, however, maintain the need for forward capability. “At the same time, GCCs must be able to operate and defend tactical and constructed networks or be assured their critical networks are operated and defended, and synchronize cyber activities related to accomplishing their operational objectives.”

 

Panetta, seemingly anticipating concerns about resources and staffing, emphasized the need for quick action regardless of resource limitations in his memorandum.

 

“Although I expect you may find that you need additional resources to implement a complete and enduring C2 (command and control) framework within your commands, speed is important,” he said.

 

Experts also voiced concern about the lack of specifics on how the new JCCs and CSEs would interact and the fact that neither the Department of State nor Department of Homeland Security were included. “Nowhere is state mentioned,” an industry source said. “At some point you need to provide them with some optics.”

 

The transitional strategy, the outline of which was initially agreed upon in a January 30 Joint Chiefs of Staff Tank meeting, does not specify when the CSEs are set to be stood up, although U.S. Central Command’s CYBERCOM CSE is already fully operational and U.S. Pacific Command (PACOM) is in the process of standing up its own capability. The framework leaves the timeline for other CSEs open depending on available resources. The CSE at PACOM has been the subject of a good deal of bickering, a source said, as the CSE ultimately answers to CYBERCOM, frustrating staff at the combatant command.

 

But the fact that subject experts from CYBERCOM and the combatant commands will be interacting in the new plan with a designated JCC, as opposed to commanders interacting who may not have technical knowledge, could make the new structure better at producing results. “What’s huge is that I’ve now got an operator telling other operators what to do, as opposed to relying on a bunch of intelligence guys,” another industry source said.

 

Although there have been efforts within the military command structure to reconsider operations in cyberspace, the fact that this new framework was authorized by the Secretary of Defense means that the issue is being taken seriously, the source said. “It’s interesting in that this is coming from civilian leadership, not CYBERCOM,” the source said.

 

The development of the framework was mentioned by Assistant Secretary for Global Strategic Affairs Madelyn Creedon in March testimony before the House Armed Services Committee, although she mentioned the framework along with the development of standing rules of engagement in the same breath.

 

“The department is currently conducting a thorough review of the existing rules of engagement for cyberspace,” she said. “We are working closely with the joint staff on the implementation of a transitional command and control model for cyberspace operations. This interim framework will standardize existing organizational structures and command relationships across the department for the application of the full spectrum of cyberspace capabilities.”

 

The framework does not address any of the questions surrounding the legality of a variety of cyber activities, and does not settle the fierce debate over rules of engagement. That debate centers on the division of responsibilities between combatant commands, the intelligence community, and DHS, and has been brewing for years.

 

A final framework, based on lessons learned from the new transitional plan, is set to be mapped out within the year, the document said.

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7 juin 2012 4 07 /06 /juin /2012 07:00

US DOD United States Department of Defense Seal.svg

 

June 6, 2012: Strategy Page

 

With the war in Iraq over and the one in Afghanistan ending, the U.S. Army has been ordered to decide what to do with all the weapons and equipment that was obtained via RFI (Rapid Fielding Initiative). Established in 2002, RFI recognized that the American army did not always have the best weapons and equipment available. RFI was intended to do something about that and do it quickly. During the next nine years, the army approved the purchase of 409 items immediately, which is what RFI was all about. Now the army has to decide which of these RFI items to make standard equipment and which to discard. So far, 11 percent have been made standard issue, 37 percent are being discarded (some didn't work out as expected, others were replaced by better stuff) while the remaining 52 percent are still being fought over by the troops and procurement bureaucrats. The marines already went through this process, and found that 63 percent of their RFI items were worth keeping, and only 17 percent were to be discarded. The rest are still being watched, or being further developed.

 

Traditional weapons and equipment developers did not like RFI. Procurement bureaucrats like to take their time, even when there's a war going on. This is mainly to cover everyone's ass and try to placate all the big shots and constituencies demanding certain features. In wartime, this process is sped up somewhat but it is always slower than it has to be.

 

The engineers often point out that they can deliver much more quickly if they are allowed to use the old "70 percent solution" rule. This bit of engineering wisdom is based on the fact that some capabilities of a weapon or other item are not essential but take an inordinate amount of effort to create. Thus a "good enough" item can be produced very quickly, if you are willing to sacrifice 30 percent of the capabilities you thought you needed (but probably don't). Despite official opposition, the 70 percent solution has become all the rage over the last decade.

 

The age of change began with the troops who, thanks to the Internet and a flood of new civilian technology, got into the habit of just buying new stuff and using it in combat. If the army had developed a lot of this gear it would have more features, be more rugged, and taken a lot longer to arrive, if it ever did at all. But for the troops, the off-the-shelf gear filled important needs, even if it was a 70 percent solution.

 

Troops have been finding and buying non-standard gear for decades but it had been growing more frequent since the 1990s. The army became tolerant of it, largely because this unofficial civilian gear (sleeping bags, boots, rifle cleaning kits, etc.) often was better, and even officers used the stuff. As the number of these items increased tremendously over the last decade, and more officers came back from commanding combat units with personal experience with this sort of thing, a growing number of senior commanders began demanding that the army procurement bureaucracy get rid of the traditional 10-15 years it takes to find, develop, and approve new technology for the troops. The troops have long understood this but now four star generals agreed and often did so from personal experience.

 

You could see RFI coming. There were three existing trends pushing it. First, there was a lot more new technology coming on the market that troops could use. Some of it came from the companies that created equipment for the hiking and camping market (boots, rucksacks, all manner of outdoor clothing). Other stuff came from hunting and police suppliers (new gun sights and other accessories). There was a flood of new electronic gear, like lighter and more reliable GPS receivers and computer gear, plus new kinds of flashlights and, eventually, smart phones.

 

The second trend was that the troops were all on the Internet and like never before were in touch with each other via military related message boards, listservs, Facebook pages, and chat rooms. Troops have always been coming up with new ideas about how to use civilian gear for military purposes. But before the Internet each soldier's discovery spread slowly. Now, information about new discoveries gets spread army-wide, and world-wide, within hours.

 

Finally, there was SOCOM (Special Operations Command), which had long possessed its own RFI-like powers and budget to go with it. SOCOM could buy neat new weapons, as well as equipment. SOCOM could also afford to buy expensive stuff (the first night vision gear and satellite phones). SOCOM personnel were on the Internet as well. By 2001, thousands of soldiers were speculating, via the Internet, how much more effective they could be if they had SOCOM's freedom to quickly get new stuff that allowed them to do their job better.

 

When American troops went into Afghanistan in October, 2001, it was several hundred SOCOM Special Forces operators that did most of the work. Once the media got to the Special Forces guys stories started coming out about the non-standard gear they were using. American infantrymen being sent to Afghanistan saw those stories, as did people in the Pentagon. Connections started to get made. Among other things, someone in the Pentagon realized that the army would not look too good if too many journalists interviewed too many troops who had bought civilian equipment with their own money, while the Special Forces was getting it paid for by the government. This was especially embarrassing if the new equipment, from a civilian supplier, was obviously superior to the stuff the government was handing out. With this kind of incentive the Rapid Fielding Initiative was quickly set up and became a big success.

 

The Iraq campaign gave the RFI another boost. A typical example involved all the raids troops had to make and the problems with getting through sturdy locked doors. Some troops knew of special equipment police and fire departments used to break into buildings. The proper equipment was soon in the troops' hands and many lives, both American and Iraqi, were saved. Stories came back from Afghanistan and Iraq about how great the RFI gear was and all was well with the troops and the brass in the Pentagon.

 

Some generals consider the official procurement bureaucracy beyond help. It is encumbered with generations of laws and rules, which are supposed to curb fraud, enhance efficiency, or whatever, and have just contributed to the many delays that make everything take far longer than it should. You can't mess with the laws, at least not too often, and especially not in peacetime, without getting brought up short by Congress and the courts. For the politicians, the defense budget is a principal tool for getting reelected. That procurement money means jobs for American voters and the politicians representing those voters know it. Congress will not relinquish too much control over this pot of gold.

 

Over a decade of war has changed a lot of things in the U.S. military but none more troublesome, to the military bureaucracy, than the new attitude of "we want it now." Senior commanders took on the military procurement bureaucracy in order to get new technology to the troops sooner. It's not a new fight but having so many generals involved in trying to speed things up; that is new. And often the generals were asking for some very expensive stuff. But these officers had done their homework and it was hard to say no to officers who are under fire every day. The 70 percent solution became a legitimate tool on the battlefield. But now the procurement bureaucracy wants to go back to the bad 0ld (but safer) days of taking your time and covering your ass.

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6 juin 2012 3 06 /06 /juin /2012 17:42

Joint-Strike-Fighter-test-aircraft-CF-3.jpg

 

Jun 6, 2012 ASDNews Source : Naval Air Systems Command

 

Cmdr. Eric Buus brings F-35C Joint Strike Fighter test aircraft CF-3 in for a landing at Naval Air Station Patuxent River, Md., May 29. The flight was the 300th flight for the F-35’s carrier variants and evaluated improvements in flight control laws for carrier approaches. The F-35C carrier variant of the Joint Strike Fighter is distinct from the F-35A and F-35B variants with its larger wing surfaces and reinforced landing gear to withstand catapult launches and deck landing impacts associated with the demanding aircraft carrier environment. The F-35C is undergoing test and evaluation at NAS Patuxent River prior to delivery to the fleet.

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6 juin 2012 3 06 /06 /juin /2012 17:05

Canadian Forces Maritime Command Emblem.svg

 

6 June 2012 naval-technology.com

 

The Royal Canadian Navy is seeking options for unmanned surface vehicles (USVs), Canada's defence minister Peter Gordon MacKay said.

 

MacKay told the Canadian Press that although the technology was in its infancy stages when compared with aerial drones, the USVs could play a vital role in assisting the Canadian Navy.

 

"Unmanned vessels, like unmanned aerial vehicles, give us reach and capability without the same risk," he said. "It allows you to keep harm at a distance. So there's a lot of interest. But it's new technology."

 

MacKay also recently announced a $3m order to Rolls-Royce as a part of Atlantic Canada Opportunities Agency's broader research and development initiative to assist in USV support research.

"Unmanned vessels give us reach and capability without the same risk. It allows you to keep harm at a distance."

 

"The project will develop technology for automatically conducting refuelling and launch-recovery missions at sea for unmanned surface vehicles," the agency stated.

 

According to the Canadian Navy commander vice-admiral Paul Maddison, deployment plans of the USVs into the future fleet are already being considered and might take place should the current frigates in the Canadian navy replaced late in the next decade.

 

The Canadian Navy is currently testing remote technology with Scan Eagles unmanned aerial vehicles from its naval frigates.

 

The remote-control drones are also the weapon of choice for the Obama administration in its recent targeted killings of al-Qaeda terrorists.

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6 juin 2012 3 06 /06 /juin /2012 16:55

f-22-nevada-03-2011

 

Jun. 6, 2012 by Dave Majumdar –FG

 

Washington DC - The Combat Edge upper pressure-garment worn by US Air Force pilots flying the Lockheed Martin F-22 Raptor might be the cause of the fifth-generation fighter's oxygen maladies, sources say.

 

While pilots need counter-pressure from the vest-like pressure garment to exhale at low cabin pressures found in the Raptor's cockpit, the Combat Edge and associated breathing systems might be providing too much pressure especially under g-loading.

 

"It just seems a little weird to breathe of off this thing," one source says. "Because you can't expand your lungs as easily because you have something restricting you."

 

The extra load imposed on the pilots by the added pressure under g-forces could be causing them to "over-breathe the system".

 

A compounding factor may be a condition known as acceleration atelectasis. The condition causes the pilot's lungs to have trouble bringing oxygen to the blood system because pure oxygen--93% oxygen in the Raptor's case-- and high gravity loads set up the pilots for a condition where the air sacs in the lungs suffer partial collapse.

 

The result of acceleration atelectasis is the so called "Raptor cough"-where F-22 pilots have a pronounced cough as the pilot's body attempts to re-inflate the sacs under normal atmospheric pressure on the ground.

 

Earlier tests would not have caught the problem because the breather device used to test the Combat Edge system does not compensate for pilot's lungs being unable to expand as readily. The breather device always draws the same volume of air.

 

A lack of ability to test for restricted expansion kept the condition from being seen as a problem. The restricted breathing could lead to hyperventilation symptoms or even bigger issues if the pilot is suffering from acceleration atelectasis.

 

However, the source says, the pressure-garment problem has been a known concern since at least 2000 when a similar garment provided by Boeing was being flown. But at that time, the USAF did not believe that the extra pressure was a serious concern. Now however, the USAF is starting to believe that the Combat Edge is behind the Raptor's woes. But while current USAF research is pointing to the Combat Edge as the primary culprit behind the F-22's maladies, the source says that it is probably only part of the problem.

 

Unlike U-2 pilots, who fly only after a several-day rest period after each flight, F-22 pilots will sometimes fly more than once a day. This means that the pilots are flying before they fully recover from the effects of acceleration atelectasis. Thus when they are g-loading in flight, they are further exposed to the pressure from the Combat Edge and their breathing device. The exposure to maximum oxygen while already suffering from acceleration atelectasis means even less oxygen saturation for the pilot. The sum total can result in the "hypoxia-like" physiological symptoms that have been vexing F-22 pilots for the past year.

 

"It was an annoyance issue, but an annoyance issue after you were on the ground," the source says. "But there is no exposure limit on these guys and early on a double turn was a rarity."

 

Ironically, some of the safety measures that the USAF added after the service lifted the grounding such as flying with a negative-pressure carbon-filter--which is having oxygen pushed through it under pressure-- and with the oxygen system set on maximum at all times probably exacerbated the problem, the source says.

 

One possible solution might be the new pressure-garment designed for the Lockheed Martin F-35, which could potentially solve the some of the pressure issues. But F-22 crews may need to take a 24h break between flights, the source says. That would cause a sortie generation problem, however.

 

Officially, the USAF maintains that it has yet to find the root cause of the oxygen-system problem. "Our risk mitigation and data collection are evolving based on our experience and [Secretary of Defense] guidance. Analysis of the data is getting us closer to identifying a root cause or causes, although we don't have preliminary results or a projected completion date to share at this time," the USAF says.

 

Meanwhile, pilots flying the F-22 have not suffered any new unexplained hypoxia-like physiological incidents in nearly three months, the service says.

 

"We haven't had an unexplained physiological incident since 8 March," the USAF says.

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6 juin 2012 3 06 /06 /juin /2012 16:45

USS-America--LHA-6--photo-Ingalls-Shipbuilding.jpg

 

Tugboats guide the amphibious assault ship America (LHA 6)

to her berthing place at Ingalls Shipbuilding.

(Photo: Huntington Ingalls Industries)

 

June 6, 2012 defpro.com

 

PASCAGOULA, Miss. - Huntington Ingalls Industries announced Jun. 5 that its Ingalls Shipbuilding division launched the U.S. Navy's next amphibious assault ship, America (LHA 6), from the company's floating drydock on Monday.

"Launching a large-deck ship is a significant milestone requiring several highly skilled shipyard crafts and a complex logistics plan," said Brian Cuccias, Ingalls' vice president, large deck amphibious ships. "As the Navy's longtime sole provider of these important ships, we are unique in our ability to draw on the specialized experience our shipbuilders have in the safe and efficient translation and launch of a warship of this size."

The ship, weighing more than 29,000 tons in its current state, became one of the largest objects moved across land when it was translated to the drydock two weeks ago. Following additional planning and preparation, the launch process occurred utilizing the drydock's ballast system on Monday afternoon, and the ship floated free.

"This is an exceptional milestone for the LHA program that was conducted flawlessly," said LHA 6 Program Manager George Jones. "I am proud of the team who made this happen and who continue to do quality work in this program."

Ingalls received a $2.38 billion contract to build the next ship in the class, Tripoli (LHA 7), last week. LHA 6 and LHA 7 are the first two ships in the new America class of amphibious assault ships. The ships are 844 feet long and 106 feet wide and will displace 44,971 long tons. The gas turbine propulsion system will drive the ships in excess of 20 knots. They will accommodate 1,059 crew (65 officers) and 1,687 troops. They will be capable of carrying a Marine Expeditionary Unit, including Marine helicopters, MV?22 Osprey tiltrotor aircraft and F?35B Joint Strike Fighter (JSF) aircraft. Carrying a complement of F?35s allows the ships to serve the role of a small aircraft carrier, as demonstrated by LHD?class ship operations in Operation Iraqi Freedom.

The America class has an increased aviation capacity to include an enlarged hangar deck, realignment and expansion of the aviation maintenance facilities, a significant increase in available stowage for parts and support equipment, and increased aviation fuel capacity. Similar to its predecessors, the ship will be able to operate as the flagship for an Expeditionary Strike Group. Ingalls has built five Tarawa (LHA 1) class ships as well as eight Wasp (LHD 1) class ships.

A video accompanying this release is available at http://goo.gl/cz3Tg.

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6 juin 2012 3 06 /06 /juin /2012 12:46

F22 sol nuit-d9ebb photo USAF

 

Jun 6, 2012 ASDNews Source : AFPS

 

WASHINGTON, June 5, 2012 – Safety measures put in place last month on F-22 Raptor flights have had no impact on operations, Pentagon spokesman Navy Capt. John Kirby told reporters today.

 

Kirby and Pentagon Press Secretary George Little last month announced restrictions to F-22 flight operations after 12 pilots reported hypoxia-like symptoms.

 

In response, Secretary of Defense Leon E. Panetta directed the retrofitting of automatic backup oxygen systems in the Raptor.

 

The Air Force is investigating the issue and providing monthly reports to Panetta.

 

In addition, all F-22 flights were ordered to remain near potential landing locations to enable quick recovery and landing should a pilot encounter problems during flight, Little said last month.

 

There are no plans to ground the aircraft, but Kirby said the Defense Department remains prepared for all possibilities.

 

“It's a safety-of-flight issue,” he said. “Secretary Panetta understands that, and he's not taking any options off the table with respect to the future of the aircraft.”

 

“Right now the aircraft is performing very well in an operational setting and … we're just going to continue to watch this as we move forward,” Kirby said.

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6 juin 2012 3 06 /06 /juin /2012 12:37

THAAD Battery (A-4 ADA) photo US Army

 

06/06/2012 L’Expansion (Reuters)

 

Le groupe américain de défense Lockheed Martin a remporté un contrat d'un montant de 2 milliards de dollars portant sur la livraison d'au moins 42 intercepteurs de missiles, a annoncé mardi le Pentagone.

 

Le contrat pour le Terminal High Altitude Area Defense (THAAD), un système antimissile, court jusqu'au 31 juillet 2018, a précisé le ministère de la Défense.

 

Le THAAD permet d'intercepter des missiles balistiques à haute altitude.

 

Andrea Shalal-Esa, Nicolas Delame pour le service français

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6 juin 2012 3 06 /06 /juin /2012 12:33

1st Fighter Wing s F-22 Raptor 05-2012

 

06.06.2012 Helen Chachaty - journal-aviation.com

 

L’avionneur américain Lockheed Martin et l’US Air Force ont conclu mardi 5 juin un contrat pour la fourniture d’un système d’alimentation en oxygène automatique, qui sera intégré au F-22. Les 40 kits commandés seront montés dans les avions d’ici la fin du mois d’avril 2013. Le contrat se monte à 19 millions de dollars.

 

Ce nouveau système d’oxygénation pourrait pallier aux nombreux problèmes d’hypoxie dont souffrent certains pilotes de Raptor depuis quelques temps. En effet, l’approvisionnement en oxygène soit actuellement être activé manuellement par le pilote, ce qui peut causer des difficultés si le pilote est en hypoxie – qui se traduit notamment par une détérioration des capacités motrices.

 

En 2011, la flotte de F-22 avait été clouée au sol entre juin et septembre, sans que l’enquête sur les causes d’hypoxie n’ait abouti à un quelconque résultat concret. Un reportage de la chaîne américaine CBS début mai exposait au grand jour les difficultés de l’US Air Force à résoudre le défaut technique causant ce phénomène. Des restrictions de vol sont appliquées depuis le 15 mai.

 

Du côté institutionnel, le Département de la Défense affirme dans un communiqué que les mesures de sécurité adoptées n’ont pas affecté l’efficacité opérationnelle de la flotte. Cependant, bien qu’il ne soit pas encore question de clouer les avions au sol, la possibilité n’est pas encore totalement écartée, les progrès de l’enquête étant loin d’être convaincants.

 

Enfin, comme si le sort s’acharnait sur cet avion, le News Herald rapporte qu’un incident a eu lieu le 29 mai dernier, lors d’une manœuvre de « touch and go » à la BA de Tyndall en Floride. L’USAF n’a pas encore déterminé les causes exactes de l’incident, qui pourrait être dû soit à un défaut technique, soit à une erreur de pilotage. L’enquête est encore en cours.

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6 juin 2012 3 06 /06 /juin /2012 12:15

uss miami

 

6 juin 2012 Par Rédacteur en chef. PORTAIL DES SOUS-MARINS

 

Une première estimation effectuée par l’US Navy, évalue le montant des réparations du sous-marin nucléaire USS Miami aux environs de 400 millions $-, un chiffre qui suggère que le sous-marin sera réparé, a expliqué mardi un parlementaire américain.

 

L’estimation pourrait encore changer, « mais je pense que c’est un chiffre fiable. Cela signifie que le sous-marin est réparable, » a précisé Chellie Pingree, membre de la commission des Forces Armées de la Chambre.

 

Un autre parlementaire, le sénateur Richard Blumenthal, avait avancé un chiffre de 700 millions à 1 milliard $, la semaine dernière.

 

La député a précisé que les dégâts les plus importants se situaient au niveau du poste central : elle a décrit le métal brûlé, du verre fondu et des câbles pendant du plafond. La salle des torpilles et les logements de l’équipage ont aussi été endommagés.

 

Pour économiser de l’argent, des éléments pourraient être prélevés sur un sous-marin désarmé, l’USS Memphis, a avancé la parlementaire.

 

Référence : Associated Press

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6 juin 2012 3 06 /06 /juin /2012 11:40

IRSEM

 

05/06/2012 IRSEM

Cahier de l'IRSEM n°11 - 2012 , La fin de la guerre froide et l'économie de défense, le tracé révélateur de l'industrie nord-américaine des munitions - par Yves Bélanger.

 

Synthèse

 

Pour l’industrie de défense, l’heure des ajustements a sonné. Nous sommes aujourd’hui à l’aube d’un renversement de tendance susceptible de mettre fin à la plus importante phase de croissance des dépenses militaires depuis la Seconde Guerre mondiale. Aux États-Unis, la crise économique, la révision des concepts d’opérations et la mise en place d’une politique sécuritaire moins coûteuse indique qu’un nouveau cycle du marché de l’armement est en train de s’amorcer.

L’examen attentif de la trajectoire spécifique de l’industrie nord-américaine des munitions, composante essentielle à l’activité militaire, se montre particulièrement utile pour éclairer les processus en cours. L’analyse de ses mutations depuis 1989 s’avère en effet un puissant révélateur des tendances de fond qui façonnent l’industrie de défense de la superpuissance à partir de la fin de la guerre froide et qui sont susceptibles, à termes, de modifier profondément le panorama de l’économie de défense mondiale. Cette étude, unique en son genre, propose une analyse des dynamiques industrielles, technologiques et politiques qui ont transformé le marché de la défense.     

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6 juin 2012 3 06 /06 /juin /2012 08:00
Les ambitions canadiennes de DCNS

La FREMM Aquitaine suivant le BPC Dixmude

photo DCNS

 

06/06/2012 MER et MARINE

 

Des partenariats industriels, des frégates multi-missions (FREMM) ainsi que des bâtiments de projection et de commandement (BPC) proposés à la marine... DCNS a de grandes ambitions au Canada. Le groupe français vient, d'ailleurs, d'ouvrir un bureau de représentation à Ottawa, la capitale fédérale, où il a pu présenter ses produits à l'occasion du salon CANSEC, qui s'est déroulé les 30 et 31 mai. DCNS estime que les FREMM et BPC, notamment, répondent parfaitement aux besoins de la marine canadienne, qui va bénéficier d'un vaste plan d'investissement de 35 milliards de dollars canadiens (près de 27 milliards d'euros) afin de remplacer sa flotte actuelle. Le groupe français cherche donc à s'implanter sur place, afin de vendre ses designs pour les futurs bâtiments canadiens, qui seront réalisés localement. Dans cette perspective, DCNS doit s'allier à des industriels nationaux.


La FREMM Aquitaine (© : DCNS)

Des frégates avec le chantier d'Halifax

Pour les frégates, des discussions ont débuté avec Halifax Shipyard, filiale du groupe Irving Shipbuilding. En effet, dans le cadre de la Stratégie Nationale d'Approvisionnement en matière de Construction Navale (SNACN), le gouvernement canadien a décidé de confier à ce chantier la réalisation d'une vingtaine de bâtiments de combat, dont une série de frégates (Canadian Surface Combatant - CSC) destinée à remplacer les 12 unités de la classe City et les 3 destroyers du type Iroquois. L'ensemble des contrats que doit signer Halifax Shipyard s'élève à 25 milliards de dollars canadiens (17.8 milliards d'euros). Dans cette perspective, DCNS cherche à placer son design de frégate multi-missions, déjà retenu par la France (11 exemplaires) et le Maroc (1 unité) et dont la tête de série, l'Aquitaine, sera livrée cette année à la Marine nationale. Longue de 142 mètres pour un déplacement de 6000 tonnes en charge, la FREMM a été conçue comme un bâtiment très automatisé (équipage d'une centaine d'hommes seulement), à la maintenance réduite (un grand carénage de six mois que tous les 10 ans) et aux capacités très polyvalentes. Le bâtiment peut, ainsi, mener à bien des missions de lutte anti-sous-marine grâce à un sonar de coque, un sonar remorqué, des torpilles MU90 et un hélicoptère. Dans le domaine de la lutte antinavire, il est doté du MM40 Block3, le dernier-né de la famille Exocet, alors que la FREMM sera le seul bâtiment de surface européen à mettre en oeuvre des missiles de croisière (Scalp Naval), d'une portée de plus de 1000 kilomètres (une capacité que la France devrait pouvoir proposer au canada). En matière de défense aérienne, la frégate française est également solidement pourvue, puisqu'elle peut embarquer des missiles Aster 30, Aster 15 et VL Mica. Enfin, les FREMM peuvent embarquer un hélicoptère de 10 tonnes, des drones à voilure tournante ainsi que des forces spéciales, avec leurs embarcations commando. Côté électronique, la FREMM dispose notamment du radar multifonctions Herakles de Thales, ce dernier étant déjà présent au Canada, où il participe à la modernisation des frégates du type City. Si un accord est conclu entre Français et Canadiens autour des FREMM, les frégates seraient construites à Halifax, en transfert de technologie.


Le BPC Dixmude (© : MARINE NATIONALE)

Les BPC et les besoins de soutien logistique

Dans le même temps, DCNS propose au Canada de se doter de BPC, dont trois exemplaires sont en service dans la marine française et deux autres ont été commandés par la Russie pour une livraison en 2014 et 2015 (deux autres pourraient être construits ultérieurement à Saint-Pétersbourg). Longs de 199 mètres et affichant un déplacement de 21.000 tonnes en charge, ces bâtiments, extrêmement polyvalents, sont à la fois des porte-hélicoptères d'assaut, des transports d'engins de débarquement, des hôpitaux flottants et des bases de commandement pouvant diriger une opération interarmées et interalliés d'envergure. Depuis 2006 et la première mission du Mistral au Liban, avec l'évacuation de milliers de ressortissants, jusqu'à l'intervention en Libye l'an dernier avec la mise en oeuvre d'hélicoptères de combat contre les forces pro-Kadhafi, en passant par des missions humanitaires, les BPC ont démontré leur énorme potentiel. De quoi séduire de nombreuses marines, notamment celle du Canada, qui ne dispose pas encore de ce genre d'outil. La commande de deux à trois BPC pourrait être décidée alors qu'un précédent projet de bâtiments de projection a avorté. Il s'agissait des Joint Support Ships (JSS) étudiés avec les Néerlandais de Damen, qui proposaient des navires hydrides, à la fois pétrolier-ravitailleurs et transporteurs de troupes (concept qui a finalement donné naissance au Karel Doorman, actuellement en construction aux Pays-Bas). Si les Canadiens choisissent finalement de se doter de BPC, il conviendra néanmoins, pour leur marine, de solutionner la problématique du soutien logistique des bâtiments de combat, une capacité indispensable à tout déploiement lointain d'une force navale. En effet, les deux pétroliers-ravitailleurs canadiens, les HMCS Protecteur et HMCS Preserver, qui ont été admis au service actif en 1969 et 1970, doivent être remplacés rapidement. Or, DCNS, pour répondre à ce besoin, peut proposer ses nouveaux bâtiments logistiques du type Brave, qu'elle présente à la Marine nationale pour le remplacement des Durance.


Le concept de bâtiment logistique Brave (© : DCNS)

Enjeux stratégiques et industriels

La SNACN a une double vocation. D'abord redonner au Canada une puissance navale cohérente avec ses ambitions maritimes, notamment protéger et faire respecter sa souveraineté dans les territoires arctiques, dont les richesses seront probablement de plus en plus disputées à l'avenir, mais aussi sa capacité à déployer partout dans le monde des moyens puissants, à même de participer à des opérations internationales. La marine canadienne est, en effet, souvent impliquée dans des déploiements outre-mer, notamment dans le cadre de l'OTAN. Elle a d'ailleurs participé à l'opération Unified Protector en Libye l'an dernier. En dehors de ces aspects stratégiques, il s'agit, également, de relancer la construction navale nationale, avec de grands programmes structurants permettant de moderniser les chantiers canadiens et de développer, autour d'eux, les capacités d'ingénierie et de production les plus modernes, sans oublier les milliers d'emplois générés par la construction de la nouvelle flotte. Dans cette perspective, trois chantiers doivent être impliqués dans le SNACN. Halifax, on l'a vu, a été retenu pour les bâtiments de combat. Vancouver Shipyards, qui appartient au groupe Seaspan Marine, a quant à lui été choisi pour réaliser 8 grands bâtiments destinés à la garde-côtière, ce qui représente un investissement de 8 milliards de dollars (5.7 milliards d'euros). Alors que le plan de renouvellement de la marine canadienne prévoit également la commande de 116 petits navires (pour 2 milliards de dollars, soit 1.5 milliard d'euros), il reste le cas du chantier Davie, situé à Lévis, au Québec.


Le chantier de Lévis (© : CHANTIER DAVIE)

Davie à la recherche d'un investisseur

En difficulté ces dernières années, le constructeur québécois avait été repris, en juillet 2011, par SNC-Lavalin et Upper Lakes. Mais, ces derniers jours, les choses se sont précipitées et les repreneurs, qui avaient pris la barre de Davie dans l'espoir de remporter l'un des deux gros contrats finalement attribués à Halifax et Vancouver, ont, d'après la presse canadienne, décidé de jeter l'éponge. Davie, qui a dans son carnet de commandes trois navires offshores inachevés pour la compagnie norvégienne Cecon et deux ferries pour la société des traversiers du Québec, est donc à la recherche d'un nouvel investisseur. Pourquoi pas DCNS, via la création d'une filiale canadienne ? L'an dernier, son concurrent Fincantieri, déjà implanté aux Etats-Unis où il possède plusieurs chantiers (dont Marinette Marine où sont réalisés les LCS du type Freedom), avait fait part de son intérêt pour Davie. Certes, le groupe italien visait alors, lui-aussi, les gros contrats de la SNACN. Mais le constructeur québécois, s'il n'a pas été retenu, a peut-être encore des cartes à jouer, notamment au niveau de ses infrastructures. Car il dispose de vastes cales sèches suffisamment grandes pour assembler des BPC et pétroliers-ravitailleurs. Par conséquent, il y a peut-être là une opportunité d'implantation pour DCNS, qui pourrait ainsi s'installer au Canada, tout en réalisant un beau coup politique, en solutionnant le « casse-tête » que constitue Davie pour le gouvernement québécois. Pour l'heure, rien n'a été annoncé en ce sens, mais la question peut logiquement se poser.


Le Brésil va construire des Scorpène (© : DCNS)

L'Amérique du sud au nord

Le groupe français joue, en tous cas, une partie très intéressante au Canada, un pays auquel l'industrie tricolore (DCNS mais aussi ses partenaires Thales et MBDA), et derrière elle la France, peut proposer un véritable partenariat stratégique, avec d'importants transferts de technologie, ainsi qu'une autonomie stratégique par rapport aux Américains, tout en conservant des matériels interopérables. C'est d'ailleurs cette aspect qui avait convaincu les Brésiliens, en 2009, de choisir l'offre de DCNS pour développer à Itaguai, en partenariat avec Odebrecht, un chantier de construction et une base navale pour quatre sous-marins conventionnels de type Scorpène et le premier sous-marin nucléaire d'attaque brésilien (conçu avec l'assistance des ingénieurs français sur les parties non nucléaires). Ayant déjà réalisé avec succès plusieurs programmes complexes en transfert de technologie, comme celui des frégates Formidable (classe La Fayette) à Singapour ou des sous-marins Agosta 90B au Pakistan, DCNS peut, clairement, apparaître comme un partenaire crédible aux yeux de l'industrie et du gouvernement canadiens. Après le contrat au Brésil, couronnant une série de succès en Amérique latine (Chili, Colombie, Venezuela...), le leader européen de la navale militaire se verrait bien poser un pied en Amérique du nord, où il pourrait s'installer durablement en proposant non seulement ses services pour la construction de futurs bâtiments, mais aussi pour d'autres prestations, comme le maintien en condition opérationnelle. Sans compter que la marine canadienne devra aussi, d'ici la fin de la décennie, commencer à penser au renouvellement de ses quatre sous-marins du type Upholder, construits en Grande-Bretagne entre 1990 et 1993. D'ailleurs, pour la petite histoire, si le Canada n'est pas jusqu'ici un client de DCNS, c'est avec lui que l'industriel français, du temps de la Direction des Constructions Navales, a failli remporter le plus gros contrat export de l'histoire occidentale. En effet, dans les années 80, avant l'effondrement du bloc soviétique, il avait été sérieusement question que le Canada fasse l'acquisition de 12 sous-marins nucléaires d'attaque du type Rubis... Trente ans plus tard, les Français semblent avoir une nouvelle chance de conclure une coopération historique avec les Canadiens.


La FREMM Aquitaine et le BPC Dixmude (© : DCNS)

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5 juin 2012 2 05 /06 /juin /2012 18:55

SPG-62_illuminator.jpg

 

June 5, 2012 defpro.com

 

CHARLOTTE, N.C. | General Dynamics Armament and Technical Products was awarded a $6.9 million contract modification by the U.S. Navy for the continued production of MK82 gun and guided missile directors and MK200 director controllers for Aegis Combat System illuminators. General Dynamics Armament and Technical Products is a business unit of General Dynamics.

 

The MK 82 and MK 200 are critical components of the Aegis missile fire-control system's illuminator. The director positions the fire control system antenna to illuminate the target. The director controller MK 200 generates the drive signals that position the director. The Aegis Combat System is the most advanced tactical radar defense and fire-control system fielded by the Navy to defend ships from anti-ship missile threats.

 

This award modifies a contract originally issued in September 2010 by the Naval Sea Systems Command and previously modified in March, 2011. The new $6.9 million award increases the total contract value to-date to $29.5 million. Under these contracts, the MK82 directors and MK200 director controllers will be installed aboard ships built under the restart of the DDG 51 shipbuilding program.

 

Program management, assembly and testing of directors and director controllers will begin in August at General Dynamics' facilities in Vermont, which employs approximately 400 people. The delivery of all illuminator components will be completed by June 2013.

 

"General Dynamics Armament and Technical Products has a long record of affordable production and on-time delivery of these critical components of the Aegis System," said Steve Elgin, vice president and general manager of armament systems. "The Aegis Weapon System has played an important part in fleet defense for over 20 years. The system remains relevant today and will be viable for decades to come as part of the Missile Defense Agency's Integrated Ballistic Missile Defense capabilities."

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5 juin 2012 2 05 /06 /juin /2012 11:35

C-130 Hercules airplane source defense news

 

Jun. 5, 2012 by Dave Majumdar – FG

 

Washington DC - Lockheed Martin hopes to make its first sale of the Vigilant Watch intelligence, surveillance and reconnaissance (ISR) kit for its C-130 Hercules within the next 15 months, a senior company executive says.

 

"I am optimistic that within the next 15 months that we'll have a sale in hand," says Jim Grant, Lockheed's vice president for air mobility business development. But until a sale is concluded, Grant says he cannot offer any further details.

 

However, a number of NATO countries have shown interest in the Vigilant Watch kit, Grant says. Indeed a model of the kit was on display at the CANSEC defence trade show in Ottawa, Canada, last week.

 

Though the company is marketing the pod primarily to international customers, the kit is based on technologies developed for the US Marine Corps' Harvest Hercules Airborne Weapons Kit (HAWK) programme and the Defense Intelligence Agency's Shadow Harvest.

 

"We're offering a little bit more than what the Marine Corps has, but it's not dissimilar to what they're doing on Harvest HAWK," Grant says.

 

The Vigilant Watch kit consists of a modified fuel tank fitted with ISR sensors mounted on the C-130's wing hard-point and roll-on/roll-off mission stations. Grant says that a customer could configure the system with whatever types of ISR sensors that a particular country needs-which might include signals intelligence sensors, communications intelligence sensors, an electro-optical camera or other sensor types.

 

The electro-optical camera is more sophisticated than that found on the Harvest HAWK, Grant says. Overall, the system is probably closer in capability to the Shadow Harvest than the USMC kit, he says.

 

It would take only a matter of hours to convert an appropriately wired Hercules from its transport configuration and turn it into an ISR aircraft, Grant says.

 

"For most countries, one or two kits would provide them the capability they would need," he adds.

 

But while Vigilant Watch is currently an ISR system, it could have a "growth path" towards gaining an armed capability similar to the Harvest HAWK. An armed version would depend upon customer requirements and US export releases, Grant says.

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5 juin 2012 2 05 /06 /juin /2012 07:45

Canadian Forces Maritime Command Emblem.svg

 

June 4, 2012. David Pugliese Defence Watch

 

Murray Brewster and Mike Blanchfield of Canadian Press just filed this article:

 

OTTAWA—No hands on deck required.

 

The Royal Canadian Navy is exploring options for unmanned ships, something Defence Minister Peter MacKay says could appear in the not-too-distant future.

 

The unmanned surface vehicles, or USVs, are the naval equivalent of unmanned aerial vehicles, the remote-control drones that are fast becoming the weapon choice for the Obama administration in the growing number of recent targeted killings of al-Qaida terrorists.

 

The technology for USVs is in its infancy compared with the aerial drones, but MacKay told The Canadian Press they could have a role to play in “near future” of the Canadian navy.

 

“We’re surrounded by water,” MacKay said. “Unmanned vessels, like unmanned aerial vehicles, give us reach and capability without the same risk. It allows you to keep harm at a distance. So there’s a lot of interest. . . . But it’s new technology.”

 

As part of a broader research and development initiative by the Atlantic Canada Opportunities Agency, MacKay recently announced a $3-million grant to Rolls Royce to help support research into USVs in his home province of Nova Scotia.

 

“In short, the project will develop technology for automatically conducting refuelling and launch-recovery missions at sea for unmanned surface vehicles,” said a May 23 ACOA statement announcing the initiative.

 

The commander of the navy says integrating USVs into the future fleet plan is already under consideration, particularly when it comes time to replace the current frigates late in the next decade.

 

“Any technologies, as they emerge, I’m keen to see how we can exploit them to make us better,” Vice-Admiral Paul Maddison said in a recent interview with The Canadian Press.

 

How the introduction of roboships would affect plans to replace the manned fleet, as laid out under the Conservative government’s much-hyped shipbuilding strategy, is unclear.

 

The navy is already testing remote technology, with small, unmanned aerial vehicles called Scan Eagles flying from navy frigates on a trial basis.

 

Over the last couple of years, navy coastal patrol ships have used underwater robots to hunt mines in conjunction with the American naval and coast guard exercises.

 

The devices plunge to the bottom of the ocean and scour for explosives.

 

“We certainly see it as a useful tool,” said Maddison.

 

But Maddison is excited that unmanned technology has a potential for growth “not only undersea but on the surface as well.”

 

The use of underwater robots tethered to a mother ship has been common for a couple of decades. But the expansion of pilotless aerial technology has allowed military planners to consider adapting it to surface ships.

 

The Israeli Navy currently leads the way in the use of naval drones.

 

But earlier this spring, U.S. defence contractor Textron Systems demonstrated a remotely operated patrol craft that could, in the company’s words, “keep the dull, dirty and dangerous jobs away from our personnel.”

 

Operated through a satellite link, the ships look like an armoured pleasure boat on steroids. They carry a suite of sensors and like their aerial cousins have the potential of providing real-time video feeds.

 

The U.S. Navy is considering how to adopt the technology, but has underlined that unmanned surface ships would not be armed, at least at first. Other navies, notably Singapore, have chosen to arm their small fleets in order to protect larger, manned vessels in closed-in waters such as the Persian Gulf.

 

Preservation of life is one aspect for all-volunteer fleets, such as Canada’s, which have recruiting troubles.

 

The navy has struggled to keep its ships crewed. Between 2006 and 2010, the fleet was at times short as many as 276 qualified sailors.

 

The ongoing struggle to fill billets is one of the reasons naval planners are considering the idea of crewing new Arctic Offshore Patrol Ships with reservists, just as they do with the existing coastal defence and minesweeping vessels

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5 juin 2012 2 05 /06 /juin /2012 07:35

issp

 

OTTAWA, June 4 (UPI)

 

Elbit Systems Land and C4I and CAE are teaming to provide the Canadian army with a next-generation integrated soldier system.

 

The Canadian army, under its Integrated Soldier System Program, aims to enhance tactical-level, individual and team capability, mobility and C4I performance.

 

Elbit and CAE said they have established a strong team to meet Canadian-specific requirements while reducing technical, cost, and schedule risks.

 

"CAE's comprehensive Canadian-based in-service support solutions and human factor engineering expertise are the perfect match with Elbit's effective and proven Integrated Soldier System design deployed in multiple countries," said Bezhalel (Butzi) Machlis, general manager of Elbit Systems Land and C4I division.

 

Said Pietro D'Ulisse, CAE's vice president and business leader of Military Products Training and Services: "Our wealth of experience with in-service support, training systems and human factor engineering helps make CAE an ideal partner for Elbit, and will help ensure the Canadian army receives a proven, modular solution that is fully supported for the long-term here in Canada."

 

In pursuit of the work, the companies will offer the Canadian army Elbit Systems' combat-proven Dominator-C system and CAE's comprehensive in-service support program.

 

Dominator-C allows soldiers to send and receive live target and mission data as well as transmit images and positions up the chain of command.

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5 juin 2012 2 05 /06 /juin /2012 07:30

Boeing KC-46 source Boeing

 

ORLANDO, Fla., June 4 (UPI)

 

A proposal for a crew training system for the KC-46 aerial refueling tanker has been submitted to the U.S. Air Force by Lockheed Martin.

 

The system offered will prepare pilots, boom operators and others for air refueling, cargo transport and medical evacuation operations and supports the service global mobility strategy, the company said.

 

"Lockheed Martin's solution for the KC-46 Aircrew Training System minimizes cost and training time while providing each airman with a customized learning environment," said Jim Weitzel, vice president of training solutions at Lockheed Martin's Global Training and Logistics business.

 

"The design builds on our proven methodologies that prepare 35,000 airmen on 36 aircraft variants each year."

 

The first aircrews are expected to begin training with the system in 2016.

 

The Aircrew Training System includes training devices, courseware, instructors and logistics support. Lockheed Martin said its system leverages company experience in building and administering training programs for C-5, C-130, F-15, F-16, F-22 and F-35 aircraft.

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5 juin 2012 2 05 /06 /juin /2012 07:30

Predator-over-Afghanistan-photo-USAF.jpg

Predator-over-afghanistan photo USAF

 

Jun. 5, 2012 by Zach Rosenberg – FG

 

Washington DC - An armed MQ-1 Predator crash on 30 January 2012 outside Kandahar air base, Afghanistan, was caused by engine coolant leakage and handoff errors, according to a US Air Force accident report released on 29 May.

 

When a new Rotax engine was installed in the aircraft in July 2011, it was installed in such a way that the engine coolant line chafed against another part of the engine, which maintainers did not recognize.

 

"The coolant line was directly chafing on the oil pump-to-cooler line. The loss of coolant resulted in excessively high cylinder head temperature and oil temperatures. As the coolant level decreased the coolant temperature sensor began reading the lower temperature of the air in the radiator and prevented the cowl flap/cooling fan's operation, aggravating the high engine compartment temperatures," the report states.

 

Well into the mission over Afghanistan a cylinder head temperature warning light went off in the Creech AFB, Nevada ground control station (GCS) that was controlling the aircraft, and the high temperature resulted in reduced thrust. The GCS pilot did not follow the fully follow the relevant checklist by switching the cooling fan from 'auto' to 'on,' which contributed to the accident.

 

The ground controllers aimed the aircraft for Kandahar, but briefly lost control due to errors during the handoff to the local launch and recovery element (LRE). During 11 minutes of flight without controller contact, the Predator entered a bank and lost altitude, also cited as a contributing factor.

 

"Testimony from (the crew)agreed that an extra 500-1,000 feet of altitude would have been sufficient to safely recover the aircraft," said the report. During the uncontrolled bank, the Predator lost 1,200ft of altitude.

 

Though it crashed mostly intact, the aircraft was declared a loss.

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4 juin 2012 1 04 /06 /juin /2012 17:27

sub fire 052412 ap120523139 620x350

 

4 juin 2012 Par Rédacteur en chef. PORTAIL DES SOUS-MARINS

 

Les enquêteurs de l’US Navy poursuivent leurs investigations afin de déterminer l’origine de l’incendie qui a ravagé, pendant plus de 10 heures, le compartiment avant du sous-marin nucléaire américain Miami, dans la nuit du 23 au 24 mai dernier.

 

Les autorités de l’US Navy ont pour l’instant refusé de spéculer sur les causes possibles de cet incendie et si le sous-marin peut être réparé.

 

« Une fois que toutes les vérifications et audits auront été effectués, la Navy prendra le temps d’examiner tous les scénarios possibles concernant l’avenir du sous-marin USS Miami, » a précisé l’un d’eux-.

 

Des informations non-confirmées indiquent que l’incendie aurait atteint des températures très élevées à l’intérieur du sous-marin.

 

« Les mesures de température sur la coque étaient très élevées pendant l’incendie, » a indiqué une source. « Cela indiquait un incendie incroyable à l’intérieur. »

 

Certains spéculent que le sous-marin ne pourra pas être réparé. L’intensité de l’incendie pourrait avoir déformé les cloisons intérieurs ou fragilisé la coque épaisse, et le coût des réparations pourrait être prohibitif.

 

Si l’USS Miami ne peut être réparé, il pourrait être utilisé comme navire de formation à quai, à l’école nucléaire de Charleston. Actuellement, ce sont 2 anciens SNLE, le Daniel Webster et le Sam Rayburn qui jouent ce rôle, mais il est prévu de les remplacer. Deux sous-marins de la classe Los Angeles, le La Jolla et le San Francisco, doivent être transformés en navire de formation, lors de leur désarmement en 2015. Le Miami, dont le réacteur et la partie machines sont intacts, pourrait en remplacer un.

 

Référence : Navy Times (Etats-Unis)

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