Jan 17, 2012 ASDNews Source : DRS Technologies Inc., A Finmeccanica Company

DRS Technologies, Inc., A Finmeccanica Company, announced that its C3 & Aviation Group received a one-year incrementally funded option to their current Fixed Firm Price (FFP) contract to provide Contractor Logistics Support (CLS) for the U.S. Navy's E-6B Take Charge and Move Out (TACAMO) and Airborne Command Post (ABNCP) aircraft fleet.

This IDIQ contract option was awarded by Naval Air Systems Command in Patuxent River, Maryland and has a potential value of up to $48.4M.

Under the terms of this contract modification, DRS will manage government-owned inventory and provide additional material support for E-6B aircraft. DRS will also provide residual spares for other Boeing 707 derivative programs, such as the U.S. Air Force's VC-137 and C-18.

The previously awarded CLS contract includes procurement, storage, warehouse management, and issuing/receiving of all CLS managed inventory.

"We are proud to be part of the Navy team in support of the E-6B platform. We have worked diligently to provide the best 'round the clock' support and are honored by the opportunity to support team TACAMO." said Rear Admiral, USN (Ret) Ed Boyington, VP/GM of Aviation & Logistics at DRS C3 & Aviation Group.

The majority of the work for this option will be performed at Tinker Air Force Base (AFB), Oklahoma. Work will also be executed at Travis AFB, California; Naval Air Station Patuxent River, Maryland; and Offutt AFB, Nebraska.

17 January 2012 - by the Shephard News Team

DRS has announced that its ICAS business unit has been awarded a contract by the US Air Force (USAF) for the Improved Altitude Hold and Hover Stabilization (IAHHS) upgrade to the HH-60G Pave Hawk helicopter. The contract is worth $12 million.

According to DRS, this fifth generation system will replace the original first generation Altitude Hold and Hover Stabilization (AHHS) system, which was developed and fielded in the early 1990s. The improvements include enhanced hover and cruise capabilities and will add automatic descent, landing, and ‘go-around’ modes. The need for precision, hands-free aircraft control at low altitude and low speeds is critical for the degraded visual environments that are so common for the HH-60G Pave Hawk’s combat search and rescue missions.

Under the contract, DRS ICAS will also provide platform integration, technical data package development, test support, production kits, spares and support for the fleet of HH-60G Pave Hawks.

17/01/2012 air-cosmos.com

Espérant toujours convaincre l'US Army avec son hélicoptère à grande vitesse, Sikorsky a sélectionné 35 fournisseurs.

Sikorsky croit toujours aux chances de son futuriste hélicoptère à grande vitesse S-97 Raider auprès de l’US Army. Certes, le premier vol d’un prototype de S-97 n’est attendu qu’en 2014… alors même que les candidats au remplacement du célèbre Kiowa Warrior sont censés montrer en vol leurs capacités dès le printemps prochain. Mais Doug Shidler, directeur du programme S-97 chez Sikorsky, n’en démord pas : "le S-97 fait partie [des options] de l’Analyse des Alternatives menée par le gouvernement", et il est compatible avec le calendrier de retrait du Kiowa Warrior vers 2020-2025.

Confiant dans le potentiel de son hybride à rotor coaxial et hélice propulsive, l’hélicoptériste américain a annoncé le 12 janvier une liste de 35 fournisseurs* sélectionnés pour la fabrication des deux prototypes prévus. Ils financeront environ 25% du projet, les 75% restants étant payés par Sikorsky. Sur la liste figurent de grands noms comme Lockheed Martin, Northrop Grumman, Honeywell, General Electric... Car rien n’est laissé au hasard.

Il y a d’abord l’expérience du démonstrateur X2, qui avait dépassé son objectif de 460 km/h en 2010. Le S-97, un peu plus grand (11 m de long, 4.450 kg, 6 passagers et deux pilotes), utilise ses enseignements. Les commandes de vol électriques rappellent celles du X2, avec une configuration aussi appliquée au nouveau Black Hawk UH-60M et au CH-53K. Le moteur est un YT706 de General Electric (2600 cv) présent notamment sur S-92. A terme, un moteur de 3.000 cv issu du programme ITEP (Improved Turbine Engine Program) est envisagé. Autre potentialité : l’architecture du S-97 est compatible avec un hélicoptère optionnellement piloté.

La revue de conception préliminaire du S-97 s’est achevée l’automne dernier.

AM

*Fournisseurs sélectionnés :

Structures : Aurora (Va., Miss.); Cytec (Calif., N.Y.); East/West Industries (N.Y.); Fischer (Germany); Hexcel (Conn., Utah); PPG (Calif.); Triumph Group (Wash.).

Avionique : Avionics Instruments (N.J.); BAE Systems (N.Y.); Eaton (Miss.); Esterline Control Systems (Calif., Ill., Wash.); Garmin (Kan.); Goodrich (Fla., Minn.); Hamilton Sundstrand (Conn.); Honeywell (Ariz.); Lockheed Martin (N.Y.); Northrop Grumman (Calif.).

Propulsion : Ametek (N.Y.); Ducommun (N.Y.); Eaton (Mich.); General Electric (Mass.); Honeywell (Ariz.); Liquid Measurement Systems (Vt.); Meggitt-USA (Ga., Calif.); Spectrum (Conn.); TIGHITCO (Conn.).

Rotors et transmission : Emerson-McGill (Ind.); Fatigue Technology (Wash.); FAG Canada; Goodrich (N.Y.); Hamilton Sundstrand (Conn., Ill.); Kamatics (Conn.); LORD Corp. (Pa.); Pankl Aerospace (Calif.); Parker Aerospace (Calif., Ga.); Schultz (Calif.); SIFCO (Ohio); Triumph Group (Utah, Mich.).

Pales : Cytec (Calif., N.Y.);Eagle Aviation Technologies (Va.); Hexcel (Conn., Utah); Rotating Composites (Conn.).

source amazingdata.com

January 17, 2012: STRATEGY PAGE

The U.S. Navy has done the math and realized that they need unmanned combat aircraft (UCAS, or Unmanned Combat Air System) on their carriers as soon as possible. The current plan is to get these aircraft into service six years from now. But there is an effort to get the unmanned carrier aircraft into service sooner than that. The math problem that triggered all this is the realization that American carriers had to get with 800 kilometers of their target before launching bomber aircraft. Potential enemies increasingly have aircraft and missiles with range greater than 800 kilometers. The navy already has a solution in development; the X-47B UCAS has a range of 2,500 kilometers

Last year the U.S. Navy leadership also ordered naval aviation commanders to examine the possibility of reducing orders for the new F-35B and F-35C manned aircraft, and use that money to buy the new X-47B, and similar robotic combat aircraft. The navy currently plans to buy 680 F-35B and F-35C aircraft, for (on average) $100 million each. A UCAS (Unmanned Combat Aerial System) costs less than half that, and provides most of the same capabilities, plus much longer range.

For most of the last decade, the navy has been hustling to ready a UCAS for carrier operations and combat use. Within four years, the navy expects to have the X-47B demonstrating the ability to regularly operate from a carrier, and perform combat (including reconnaissance and surveillance) operations. The new efforts aim to have UCAS aircraft perform ground attack missions as well, something the Predators have been doing for over a decade. The larger Reaper UAV was designed to expand this combat capability, and is being built as quickly as possible to replace F-16s and other bombers in the combat zone.

The 20 ton X-47B weighs a little less than the 24 ton F-18A, and has two internal bays holding two tons of smart bombs. Once it can operate off a carrier, the X-47B will be used for a lot of bombing. Sort of a super-Reaper. The navy has been impressed with the success of the Predator and Reaper. But the Reaper weighs only 4.7 tons. The much larger X-47B uses a F100-PW-220 engine, which is currently used in the F-16 and F-15.

It was only two years ago that the U.S. Navy rolled out the X-47B, its first combat UAV (now known as a UCAS). This was part of a six year long, $636 million contract to build and test two X-47B aircraft. With internal fuel, it can go 2,700 kilometers and return to its carrier. This greatly expands the reconnaissance capability of a carrier.

Seven years ago, the smaller X-47A UCAS made its first flight. Development of this aircraft began in 2001. The Air Force was also developing the X-45 UCAS, which also had a naval version (the X-46). The X-45 program began in 1999, and the eight ton (max takeoff weight, with two ton payload) aircraft was ready for operational tests in 2006. The X-46 has a different wing layout, and a range of 1,100 kilometers, carrying a payload of two tons. The X-47A also has a two ton payload and a range of 1,600 kilometers. Unlike the X-45, which is built to be stored for long periods, the X-47A was built for sustained use aboard a carrier. All of these aircraft are very stealthy and can operate completely on their own (including landing and takeoff, under software control). The UCASs were originally meant for dangerous missions, like destroying enemy air defenses, and reconnaissance where enemy air defenses were strong. The air force, however, cancelled its X-45, but is now considering other UCAS options.

The air force and navy have always differed about the widespread use of UAVs in combat. When the air force agreed to work with the navy on UCASs a decade ago, they idea was that the air force ones would largely remain in storage, to provide a rapid "surge" capability in wartime. The navy, however, wanted to use theirs to replace manned aircraft on carriers. The reason was simple; carrier ops are dangerous, and carrier qualified pilots are more difficult and expensive to train, and retain in the service. The navy still has these problems, and senior admirals are pretty much in agreement that UCASs are the future of carrier aviation. The sooner these UCASs prove they can safely and effectively operate from carriers, the better. The X-47B (or planned, slightly larger, X-47C) is not the definitive carrier UCAS, but the navy hopes it is good enough to show that unmanned aircraft can do the job. Normally, "X" class aircraft are just used as technology demonstrators. But the X-47 program has been going on for so long, and has incorporated so much from UAVs already serving in combat, that the X-47B may end up eventually running recon and bombing missions as the MQ-47B.

The DARPA project is, in effect, the Department of Defense leadership backing the navy plans, and spurring the air force to catch up. At the moment, the air force has a hard time building enough MQ-9s, which are used as a ground support aircraft, in addition to reconnaissance and surveillance. But, as the navy is demonstrating, you can build UCAS that can carry more weapons, stay in the air longer, and hustle to where they are needed faster. DARPA will try to demonstrate this, but it will be up to the air force and navy (and maybe even the army), to make it happen.

January 17th, 2012 By US Navy - DefenceTalk

The fourth littoral combat ship was christened Coronado during a ceremony at Austal USA Shipyard in Mobile, Ala., Jan. 14.

Assistant Secretary of the Navy for Research, Development & Acquisition, Sean Stackley, delivered the principal address at the ceremony, and Susan Ring Keith served as the ship's sponsor.

"Today's ceremony is a testament to the hard work and dedication of Austal's talented shipbuilders," said Austal USA President and Chief Operating Officer, Joe Rella. "We are proud of our accomplishments and honored to be building these magnificent warships that are already shaping the future of the modern day Navy."

Designated LCS 4, Coronado is an innovative surface combatant designed to operate in littoral seas and shallow water to counter mines, submarines and fast surface craft threats in coastal regions.

The ship is capable of speeds in excess of 40 knots and can operate in water less than 20 feet deep. Coronado will address a critical capabilities gap in the littorals and conduct the Navy's mission to enhance maritime security by deterring hostility, maintaining a forward presence, projecting power and maintaining sea control.

The ship's name recognizes the city of Coronado, Calif., and honors the city's deep ties to the U.S. Navy. Coronado has been home to Naval Air Station North Island and Naval Amphibious Base, since 1917. Two previous ships have been named after this city: USS Coronado (PF-38), a Tacoma-class patrol frigate, earned four battle stars for supporting landings in New Guinea and Leyte during World War II, and USS Coronado (LPD/AGF-11), an Austin-class amphibious transport dock later re-designated as an auxiliary command ship, served as flagship for U.S. 3rd Fleet and was decommissioned in 2006.

Upon her birth in Coronado, ship sponsor Susan Ring Keith joined a long family history associated with the Navy and Coronado. In addition to her father, both of her grandfathers and both of her uncles were career naval officers. Her two brothers followed their father into the naval service, with one brother retiring as a rear admiral.

Her godfather (and later step-father) was Rear Adm. Put Storrs, one of the Three Seahawks, the predecessors to the Blue Angels. Susan was the quintessential Navy Junior, and she as well entered the Navy as a Navy wife and Navy mother.

In 1966, her mother, Eleanor Ring, christened the previous USS Coronado (LPD/AGF-11) and Susan served as maid of honor. In 2009, Susan Ring Keith was invited by the secretary of the Navy to serve as sponsor of Coronado (LCS 4). Susan's daughter, Isabella (Belle) Keith Drouin, will follow in Susan's footsteps by serving as the ship's matron of honor.

16 janvier 2012 reportage de Maxime Bertrand - radio-canada.ca

Les industries aérospatiales canadienne et québécoise se demandent si elle subiront les contrecoups des compressions budgétaires annoncées à la défense américaine.

Faute de détails précis, les spéculations vont bon train. Si certains ont des craintes au sujet de quelques programmes, d'autres croient au contraire que de nouvelles occasions d'affaires s'offrent à eux.

« C'est sûr qu'on va regarder ce qui va se passer dans les prochaines années. On va espérer que ça ne nous affecte pas beaucoup. Nous autres, on est beaucoup plus sur les appareils de surveillance que les appareils d'attaque », indique Yannick Seney, directeur de l'usine de Granby d'Avior produits intégrés.

Quant à l'industrie aérospatiale canadienne, elle s'inquiète des contrats totalisant 850 millions de dollars qui ont déjà été octroyés à des sociétés canadiennes dans le cadre du programme d'achat des avions de combat F-35.

« La production pourrait rester la même, mais se faire à plus longue échelle, par exemple. Et ça pourrait avoir un impact au niveau des opérations de nos compagnies, au niveau de leurs prévisions, également au niveau de leurs investissements », précise la vice-présidente Affaires publiques de l'Association des industries aérospatiales du Canada, Maryse Harvey.

Bien qu'il soit difficile de préciser les répercussions de ces coupes budgétaires, il est clair que l'armée américaine va prendre un virage plus technologique, ce qui, paradoxalement, pourrait amener des occasions prometteuses.

Chez l'entreprise québécoise CGI, fournisseur mondial de services en technologies de l'information, on voit déjà les occasions possibles. CGI a déjà un chiffre d'affaires de 2 milliards de dollars aux États-Unis.

« On parle d'intelligence, on parle de sécurité, de reconnaissance. Au budget même des États-Unis, on parle d'investissements dans l'année qui s'en vient d'à peu près 4 à 5 milliards de dollars dans la cybersécurité. Nous autres, on est très bien positionnés là-dedans », affirme Lorne Gorber, vice-président principal Communications et Relations avec les investisseurs de CGI.

CGI faisait d'ailleurs partie de la quinzaine d'entreprises invitées la semaine dernière à la Maison-Blanche à participer à un forum sur la création d'emploi.

Début janvier, le président américain Barack Obama a annoncé que l'armée américaine serait allégée, dans la foulée d'un examen de la stratégie américaine en matière de défense. L'objectif premier de cet examen est de réduire les dépenses militaires du gouvernement, englué dans une grave crise des finances publiques. Les nouvelles orientations du Pentagone pourraient se traduire par des compressions de 10 % à 15 % des effectifs de l'armée de terre et des marines.

16/01/2012  Alain RUELLO – LesEchos.fr

Un rapport classifié du Pentagone révèle que la version navale ne peut pas apponter, sauf à entreprendre de très coûteuses modifications dans sa conception.

La presse britannique en fait ses choux gras depuis ce matin : en l'état actuel, la version navale du F-35, le futur avion de combat de Lockheed Martin, est incapable d'apponter. Huit tentatives se sont soldées par huit échecs. C'est ce qui ressort d'un rapport secret du Pentagone daté de fin novembre et repris ce week-end par le « Sunday Times ». Plus que gênant pour la marine de sa gracieuse majesté puisqu'elle a misé sur cet appareil pour équiper ses futurs porte-avions, à l'horizon 2020, après avoir mis ses vénérables Harrier à la retraite.

Le rapport met en avant la position du crochet d'arrêt, placé trop près du train d'atterrissage (7,1 pieds, contre 18,2 pour le F-18). La problème a été identifié, et une solution est à l'étude qui doit être testée en avril. Si cette solution s'avère inefficace, il faudra alors revoir des pans importants de la conception du F-35. Sans oublier les travaux de reprise que cela impliquera sur les exemplaires de l'avion de combat déjà construits.

Treize problèmes

Si l'on ajoute le soucis du viseur tête haute, des logiciels, ou encore du système de largage d'essence, le rapport met en avant 13 problèmes qui amènent ses auteurs à douter de la « stabilité » de la conception du F-35, qui n'est pas près de perdre sa couronne de programmes d'armement le plus coûteux de tous les temps (Relire  : L'avion de combat F35, un projet gigantesque dans l'oeil du cyclone ). Aux dernières nouvelles, la facture -rien que pour le Pentagone -atteint 323 milliards de dollars à raison de 2.443 exemplaires commandés. Conscient des risques encourus, l'administration Obama a décidé de décaler la fabrication de 120 exemplaires après 2017.

Pour faire des économies, le Royaume-Uni, qui a investi des centaines de millions de livres dans le développement, a décidé il y a plus d'un an de se rabattre sur la version catapultée du F-35, moins chère a priori que la version à décollage court et atterrissage vertical. Londres prévoit d'en acheter 50 exemplaires pour 5 milliards de livres. Mais selon le « Telegraph », qui cite des sources haut placées dans la Navy, compte tenu des surcoûts à répétition du programme, le ministère de la Défense ne pourra en recevoir que 6 d'ici à 2020

Consultez le rapport du Pentagone (en anglais)

TEWKSBURY, Mass., Jan. 16, 2012 /PRNewswire

Raytheon Company delivered the final Ship Self-Defense System (SSDS MK 2) hardware ship set of its 2010 production contract, completing all system deliveries ahead of schedule. The system is slated for installation and integration onboard the John P. Murtha (LPD 26), providing the ship's U.S. Navy-certified open-architecture combat management system.

SSDS is an open, distributed combat management system in service on carriers and expeditionary warfare ships. It is designed to expedite the detect-to-engage sequence to defend against anti-ship cruise missiles. SSDS links and automates standalone sensors and weapon systems to provide the required combat reaction.

"SSDS is a proven combat management system, demonstrating predictable and reliable performance that the Navy can count on, time after time," said Kevin Peppe, vice president of Seapower Capability Systems for Raytheon Integrated Defense Systems. "Delivering the benefits of open architecture, SSDS -- by design -- streamlines ship system updates and repairs, minimizing downtime and delivering consistent performance and interoperability across the fleet."

Under the Fiscal Year 2010 contract, Raytheon provided five SSDS hardware ship sets for installation on new ships as well as for upgrades to legacy combat management systems on in-service ships. This brings the total number of systems to 30, all of which were delivered early to the Navy. The SSDS hardware upgrades are aligned with the Navy's scheduled maintenance and refresh cycles, ensuring optimum ship system capabilities and performance. SSDS' open design easily supports upgrades throughout the full lifecycle of the fleet.

In addition to this key program milestone, the company was awarded an $8 million modification to the previously awarded Platform Systems Engineering Agent contract to exercise options for fiscal 2012 Ship Self-Defense System PSEA efforts. The funds continue SSDS MK 2 modifications for CVN 78 and SSDS MK 1 upgrades to the MK 2 OA baseline. In addition to SSDS MK 2 OA integration, CVN 78 will also leverage technology reuse and prior investment with the integration of the Dual Band Radar, originally developed as part of the DDG 1000 program.

Raytheon has been the SSDS PSEA since 2008, providing ongoing maintenance, upgrades and lifecycle support for both new ship programs as well as legacy ships. As PSEA, Raytheon has achieved consistently favorable customer performance ratings over the life of the contract.

First Fleet Use of Open Architecture

Raytheon's SSDS MK 2 is the first fleet use of open architecture computing environment hardware and software that includes selected software components from the Total Ship Computing Environment Infrastructure developed for the DDG 1000-class destroyer. The open architecture design adds a new level of flexibility and commercial standards to support the Navy's goal of open, modular and interoperable combat management systems for the fleet. With its open and modular design, SSDS can also support additional domestic and international combatants.

Work on SSDS is performed at Raytheon IDS' Expeditionary Warfare Center, San Diego, Calif., and Seapower Capability Center, Portsmouth, R.I.

photo US Navy

16 January 2012 naval-technology.com

The US Navy has received the missile range instrumentation ship USNS Howard O. Lorenzen (T-AGM 25), which is slated to replace the existing USNS Observation Island (T-AGM-23) ship, from VT Halter Marine.

Delivery of the new frigate follows the US Navy's initial $199m contract awarded to VT Halter in 2006 and the ship had been under construction since August 2008. VT Halter laid the keel for T-AGM 25 in June 2008 and the vessel was christened in June 2010. USNS Howard's design is based on a pair of navy survey ships built in the mid-1980s and provides high-quality, dual-band radar data in support of ballistic missile treaty verification.

The 12,575t, 534ft-long ship can accommodate a crew of 88 sailors and civilian mariners and will be operated by Military Sealift Command (MSC) and conduct missions sponsored by the air force. The ship is equipped with a Raytheon-built dual-band radar suite, which consists of X and S-band phased array sensors, a common radar suite controller and other related mission equipment.

The frigate is intended to carry the Cobra Judy Replacement (CJR) radar, a key sensor used in treaty monitoring and verification for ballistic missile issues. The CJR radar will replace the ageing 1970-built Cobra Judy system, which is due to be decommissioned in 2013, and will be used to improve the missile efficiency and accuracy of the ship.

The USNS Howard O. Lorenzen completed acceptance trials in November 2011 and will undergo radar installation, integration and testing at Kiewit Offshore Services, Texas, US. Initial operational capability is scheduled to be achieved in 2013.

photo US Navy

January 16, 2012 Lt. Cmdr. Jennifer Cragg, Commander, Submarine Group 2 Public Affairs / NNS – defpro.com

GROTON, Conn. | Groton-based submarine unit, Commander, Submarine Squadron (COMSUBRON) 2 disestablished and consolidated their attack submarines during an official ceremony at Naval Submarine Base New London's Shepherd of the Sea chapel in Groton Jan. 13.

The disestablishment consolidates all COMSUBRON 2 assigned attack submarines under COMSUBRON 4 and Commander, Submarine Development Squadron (COMSUBDEVRON) 12. Under the consolidation USS Springfield (SSN 761) is assigned to COMSUBRON 4; USS Dallas (SSN 700), USS Providence (SSN 719), and USS Pittsburgh (SSN 720) are assigned to COMSUBDEVRON 12.

"Our submarine force has a rich history of adaptability and today's ceremony is indicative of the major turning point we are witnessing in our nation's history," said Rear Adm. Rick Breckenridge, commander, Submarine Group 2.

"This moment in our history is bigger than all of us combined who are gathered here today," said Breckenridge. "Today serves as a major influx point for our undersea forces as we reflect on one of the greatest squadrons that spanned seven decades is disestablished."

The rich history of Submarine Squadron 2 began in October 1945 when the squadron was established at Naval Submarine Base, New London, under the command of Capt. L. S. Parks. The squadron has overseen some of the first and last built in the Los Angeles class as well as the Navy's only nuclear powered deep submersible research vessel, NR-1. The first nuclear powered submarine, USS Nautilus (SSN 571) was one of nearly 100 submarines assigned to the squadron in the 47 years since the squadron was established.

"The squadron has been referred to 'The Armada' since not too long after it was formed," said Capt. Mike Holland, former commodore of COMSUBRON 2. "It seems this 'nickname' was used due to the wide variety of submarines and support ships that have made up the squadron throughout the decades," said Holland.

The submarines first assigned to the squadron at the time of establishment comprised of the "Fleet Boats" Grouper (SS 214), Flying Fish (SS 229), Finback (SS 230), and Raton (SS 270), and diesel submarines Atule (SS 403), Quillback (SS 424), Sarda (SS 488) along with the support ship Chewink (ASR 3).

As a tribute to the squadron's history, local artist Dan Price produced a painting depicting a submarine representing each decade of the squadron's existence. Holland presented the painting to the Naval Submarine Library and Museum/Historic Ship Nautilus following the disestablishment.

"I have been painting for about 20 years and I have produced a few commissioning paintings for several boats," said Price, a resident of East Lyme. "I'm very interested in naval history and a painting like this that spans 60 years was interesting to create."

According to command history for COMSUBRON 2, the mission of the squadron was to provide operation, logistical, and maintenance support to ships and units assigned. The squadron's goals included assisting assigned ships to develop and maintain warfighting readiness, thus providing the nation with assets to surge forward when necessary to defend the nation's interests.

"This ceremony is a great opportunity to recognize the contribution the ships of Squadron 2 have made to the submarine force and our nation. In addition, we celebrate all the efforts made by the supporting commands and organizations in and around Subase New London. Submarining is truly a team effort, and we couldn't have deployed all those submarines without their help," said Holland.

During the disestablishment, Holland also assumed duties as COMSUBRON 4 relieving Capt. Mike Bernacchi. Bernacchi will assume the duties as chief of staff, Commander, Submarine Group 2.

January 15, 2012. By David Pugliese - Defence Watch

The articles coming out of Japan on that country’s proposed purchase of 42 F-35s are providing more details for those watching the procurement here in Canada.

The Japanese Defense Ministry has told journalists in that country that the total cost for the 42 aircraft and 20 years maintenance will be $20.8 billion U.S.

That is interesting to compared to the Conservative government/DND’s cost estimate of $14.7 billion for 65 aircraft and 20 years maintenance support. DND, Defence Minister Peter MacKay and Associate Defence Minister Julian Fantino have all insisted that maintenance costs for the F-35 won’t exceed the $250 million annual cost for the fleet of CF-18s.

And then there is Norway’s recent admission about its costs for 52 F-35s. Norwegian defence officials told our Commons defence committee that Norway is paying $10 billion U.S. for its aircraft purchase and initial setup and another $40 billion U.S. for 30 years lifecycle and maintenance costs. (This created a mini-storm of protest in Norway after that country’s media picked up on news stories on the issue in Canada).

Canada, Japan and Norway are all buying the same model F-35. Interesting variations on price that I’m sure the Conservative government will have answers to in the coming months. For instance, Fantino stated that he would get back to the House of Commons with an answer on the large discrepancy between the Canadian cost and the Norwegian cost estimate.

In the meantime, the Japanese newspaper Asahi Shimbun has also raised some concerns in a recent editorial about that country’s F-35 purchase:

“But the selection has raised many serious questions, not least because the F-35 is still under development and the program is riddled with uncertainties.

Japan has demanded that deliveries begin in fiscal 2016. But there are growing concerns that the F-35 may not be introduced until 2018 or later due to technical problems that have caused delays in the program.

The administration of Prime Minister Yoshihiko Noda should have postponed its selection of the next mainstay fighter for at least a year to watch the course of events surrounding the F-35 program.

The Defense Ministry would, undoubtedly, have opposed such a move, saying it would make it impossible for Japan to maintain a fleet of 260 fighter jets–a key strategic principle set by the National Defense Program Guidelines.

But it is highly questionable whether maintaining that number of fighters is crucial for Japan’s air defense.”

source wired.com

January 16th, 2012 By US Navy, DEFENCE TALK

Office of Naval Research announced Jan. 10, it is seeking researchers who will develop threat- and obstacle-detection and avoidance systems, as well as autonomous landing capabilities that can operate across different types of aircraft as part of a new program.

The Autonomous Aerial Cargo Utility System (AACUS) is a five-year, $98 million effort to develop sensors and control technologies for robotic vertical take-off and landing aircraft.

ONR expects teams from industry and academia to join forces to compete for the contracts. Proposals are due Feb. 22, and officials plan to award up to two contracts in April.

"AACUS is a leap-ahead technology that allows the Navy and the Marine Corps to move beyond having a highly trained operator fly an unmanned aircraft," said Rear Adm. Matthew Klunder, chief of naval research. "The program will let us leverage advanced autonomy, but still maintain the central and critical role of the human operator as the supervisor."

Marines based at outposts or in the field will be able to request the autonomous cargo helicopters for rapid resupply of combat essentials.

"We want to turn any helicopter into a logistics machine," said Dr. Mary Cummings, program officer for AACUS, ONR's newest innovative naval prototype. "In the near term, we want to succeed in fully-autonomous landings in austere locations, so Marines can get whatever they need on demand. In the long term, this could be a real life saver and revolutionize first response."

While rapid resupply is the immediate focus for AACUS, long-term applications could include critical medical missions such as casualty evacuation.

The effort follows the Marine Corps Warfighting Laboratory's successful program to develop an unmanned system capable of hauling cargo semi-autonomously to landing zones at bases. The prototype, called

, flew its first combat mission in Afghanistan in mid-December, resupplying Marines with cargo carried in a sling-load.

AACUS, on the other hand, is aimed at internal load-carrying capacity. It will be a major leap ahead in autonomy, said Cummings. While K-MAX requires a trained operator within line-of-sight to fly, any operator will be able to call for AACUS from any location.

"It's going to be designed to work with people who have no flight experience," Cummings said. "An operator will pick up his iPad or Android and make an emergency supply request. He'll request that the helicopter come to him and land as close to him as possible."

The helicopter not only will take off by itself, but will plan its own flight path and navigate its way through the airspace, requiring little to no input from an operator other than to verify its proposed landing site. The concept will require improvement in data processing.

"How you take the data from sensors and integrate them to make these decisions; that's one of the big leaps," said Cummings. "It's like putting a frontal lobe on the helicopter."

ONR provides the science and technology necessary to maintain the Navy and Marine Corps' technological advantage. Through its affiliates, ONR is a leader in science and technology with engagement in 50 states, 70 countries, 1,035 institutions of higher learning and 914 industry partners. ONR employs approximately 1,400 people, comprising uniformed, civilian and contract personnel, with additional employees at the Naval Research Lab in Washington, D.C.

photo USAF

13 Jan 2012 By DAVE MAJUMDAR DefenseNews

The F-22 Raptor division of the U.S. Air Force's elite Weapons School is back up and running after last year's grounding, a service official said.

"Raptor has been back fully integrated at Weapons School since we returned to fly," said Col. Robert Garland, the school's commandant. "Four students in class 12A started this past Monday."

Classes at the school started Jan. 9 for all of the squadrons, whose students will graduate in June.

Known as the "Satan's Angel's," the 433rd Weapons Squadron runs classes for both the Raptor and F-15 Eagle, an arrangement that makes the unit somewhat of an oddity among the Weapons School's 17 squadrons. The 433rd also works closely and shares its Raptors with the 422nd Test and Evaluation Squadron, which tests new hardware and develops new tactics, because only 187 production F-22s were built.

The Weapons School selects the best of the Air Force's instructors and molds them into weapon and tactics officers who become the service's tactical gurus.

The course runs for six months and the school runs two courses a year. About 80 students graduate per class.