source Canada DND

04 January 2012 - by the Shephard News Team

Marshall Land Systems (MLS) Cambridge UK and Armatec Survivability Corporation (ASC) have announced that jointly respond to the tender for the Special Equipment Vehicle (SEV) kitting contract for the Canadian Department of National Defence.

The SEV contract falls under Canada’s Medium Support Vehicle System programme that is seeking up to 1000 SEV kits to be transported on Militarized Commercial-Off-The-Shelf (MilCOTS) and Standard Military Pattern (SMP) vehicles. A Request for Proposals for ‘kitting’ of the baseline shelters was issued in 2010.Under the joint MLS and ASC response, a joint supply chain is being established, while the supply network will be based on Armatec’s existing suppliers and MLS’s discussions with potential Canadian based suppliers from all over Canada.

According to a joint statement, the aim is to provide a tender that stresses the team’s purpose of delivering stores and components to the right place at the right time so that the team can make a best value, on time, delivery to DND of approximately 800 shelters that have to be fitted out as part of any resulting contract the successful bidder will receive. The shelters are broken down into several distinct module groups depending on their role and requirements.

photo US Army

Orlando, Fla, January 4th, 2012 – Lockheed Martin

The LONGBOW Limited Liability Company, a joint venture of Lockheed Martin and Northrop Grumman Corporation, received a $181 million contract from the U.S. Army for AH-64D Apache Block III LONGBOW systems.

The contract includes the first international purchase of the Block III LONGBOW Fire Control Radar (FCR) by Taiwan, which will receive 15 Block III LONGBOW FCR systems.

LONGBOW LLC will also produce 18 Radar Electronic Units (REU), 14 Unmanned Aerial System Tactical Common Data Link Assembly (UTA) systems and spares to equip the U.S. Army’s new fleet of Block III Apaches.

“The Army’s investment in the FCR enhancements with the Block III Fire Control Radar REU illustrates our commitment to face the challenges of the ever-adapting threats around the world,” said Col. Shane Openshaw, U.S. Army project manager for Apache Helicopters. “The Longbow Apache is the world’s premier attack helicopter, and the FCR is one of the key elements that make it that way.”

For more than a decade, the LONGBOW FCR has provided Apache aircrews with target detection, location, classification and prioritization. In all weather, over multiple terrains and through any battlefield obscurant, the radar allows automatic and rapid multi-target engagement. The LONGBOW FCR integrates with the LONGBOW HELLFIRE missile, enhancing the Apache’s lethality fourfold and increasing survivability sevenfold.

The new LONGBOW Block III FCR REU provides reduced size, weight, maintenance and power requirements of the radar system. The LONGBOW Block III UTA provides a two-way, high-bandwidth data link, enabling aircrews to control Unmanned Aircraft Systems’ (UAS) flight path, sensors and lasers at long ranges. The system also provides the ability to receive high-quality UAS imagery on displays.

Prime mission equipment and spares production, as well as engineering services and integrated logistics, will be performed at Lockheed Martin facilities in Ocala and Orlando, Fla., and Northrop Grumman facilities in Baltimore, Md. Deliveries will begin in fall 2011. The contract includes options to extend the period of performance from 2015 to 2017.

Northrop Grumman is a leading global security company providing innovative systems, products and solutions in aerospace, electronics, information systems, and technical services to government and commercial customers worldwide.

Jan 4, 2012 ASDNews Source : Pratt & Whitney, A United Technologies Company

The U.S. Department of Defense has awarded Pratt & Whitney an undefinitized contract award (UCA) not to exceed $1,122,306,649 for F135 production engines to power the F-35 Lightning II.  Pratt & Whitney and the DoD have reached a tentative agreement on key terms for the low rate initial production (LRIP) 5 contract which contains fixed-price and cost-plus incentive fee elements.  A total of $358,597,078 is being obligated at time of award, in addition to the $138,800,000 obligated in 2011 for advanced acquisition materials.  This LRIP contract includes production engines, spare parts, program management, engineering support for production, sustainment and field support for the F135 engines. Pratt & Whitney is a United Technologies Corp. (NYSE: UTX) company.     

"This UCA is a vital step to allow Pratt & Whitney and our STOVL lift system partner, Rolls-Royce, to continue meeting key milestones toward LRIP 5 production deliveries," said Bennett Croswell, president of Military Engines, Pratt & Whitney.  "We anticipate contract negotiations with the F-35 Joint Program Office that will reflect the great progress being made on F135 affordability."

The fifth lot of engines includes 21 conventional take-off and landing (CTOL) engines for the U.S. Air Force; six carrier variant (CV) engines for the U.S. Navy; and three short take-off and vertical landing (STOVL) propulsion systems for the U.S. Marine Corps. The engines in LRIP 5 will support the U.S. Services with main engine deliveries slated to begin in late-2012.

Pratt & Whitney has designed, developed and tested the F135 to deliver the most advanced fifth-generation fighter engine for the United States and its allies around the world.

source defpro.com

Jan. 4, 2012 defense-aerospace.com

(Source: Ottawa Citizen; published Jan. 3, 2012)

Sikorsky Hasn’t Paid $8M Fine for Late Helicopter Delivery

U.S. aerospace giant Sikorsky still has yet to pay the $8 million in penalties the Conservative government levied against it for failing to deliver on the Canadian Forces maritime helicopter program, now already more than three years behind schedule.

In the meantime, the Defence Department isn’t saying when it expects to receive the first of the new helicopters to replace its aging Sea Kings.

The original plan called for the first Sikorsky Cyclone helicopter to be delivered in November 2008 with deliveries of all 28 helicopters completed by early 2011.

But Sikorsky has yet to deliver a single aircraft to Canada under the $5.7 billion program.

According to government documents the U.S. firm could have faced anywhere from $36 million to $89 million in penalties for failing to meet various project deadlines and in January 2008 Defence Minister Peter MacKay said such fees would kick in if Sikorsky didn’t deliver.

But the Conservative government eventually waived those and instead a new deal was negotiated to allow Sikorsky to deliver an “interim” or incomplete helicopter. Sikorsky, however, missed the new deadline for that delivery as well and in the spring of 2011 the government hit it with an $8 million penalty – the maximum the company could face for failing to provide an interim aircraft.

That fine has yet to be paid.

Sikorsky spokesman Paul Jackson declined to comment on when the first Cyclone helicopter would be delivered to Canada or on the $8 million fine.

But Public Works and Government Services Canada notes it still intends to get the money from the company, although it has not put a timeline on that. “The $8 million in liquidated damages will be recovered in accordance with the contract,” stated an email from Public Works.

What is unclear is when the first interim helicopter will be delivered to the Defence Department.

In its attempts to help Sikorsky along, DND officials reduced the criteria for the interim aircraft to receive a military airworthiness certification. But even with that Sikorsky failed to meet its delivery timetable, according to a November 2010 briefing note for Defence Minister Peter MacKay.

The Citizen obtained that note through the Access to Information law.

The reduced criteria would have allowed for safe flying of the aircraft but the helicopter would have been restricted in what it could do. It would not have been allowed to fly over water or at night, according to the briefing note.

Sikorsky has sent an interim helicopter to Shearwater, NS but DND has not accepted delivery of that aircraft.

“The CF (Canadian Forces) will take formal delivery and assume ownership of the helicopter once a Canadian military airworthiness clearance is granted and once initial aircrew flight training is conducted,” DND noted in an email.

DND will not say when that first interim helicopter will be accepted but noted that Sikorsky has maintained that it plans to deliver maritime helicopters to Canada sometime in 2012.

Critics have noted that the firm has continued to miss its deadlines. (end of excerpt)

Click here for the full story, on the Ottawa citizen website.

source unmanned.co.uk

Jan 4, 2012 ASDNews Source : Aurora Flight Sciences

Aurora Flight Sciences today announced the delivery of the first complete ship set of composite aerospace structures to Northrop Grumman Corporation (NYSE: NOC) for the U.S. Navy's Broad Area Maritime Surveillance Unmanned Aircraft System (BAMS UAS) program.

Aurora manufactures the aft fuselage, forward nacelle, mid nacelle, aft nacelle, and V-tail assemblies of the MQ-4C BAMS UAS aircraft at its composites manufacturing facility in Bridgeport, West Virginia. These structures are then shipped to Northrop Grumman's manufacturing facility in Palmdale, California for final assembly.

"The delivery of the first ship set of flight hardware is a major step in this important program," said John Langford, Aurora's President and CEO. "We are proud of the role that Aurora plays to deliver affordable, high-quality composite structures to Northrop Grumman for the Navy BAMS UAS program."

The MQ-4C BAMS UAS is the Navy version of the RQ-4 Global Hawk aircraft used by the U.S. Air Force to execute surveillance and reconnaissance tasks. The BAMS aircraft is expected to make its first flight in 2012. The MQ-4C is a long endurance UA that provides Intelligence, Surveillance, and Reconnaissance (ISR) information to the maritime forces. When it becomes operational, the BAMS UAS will provide military commanders with a persistent assessment of surface threats covering vast areas of open ocean and littoral regions.

Aurora has been a member of Northrop Grumman's Q-4 Enterprise team since 1995. Aurora's Global Hawk work scope includes all of the aircraft's composite components except the wing and radomes.

04.01.2012 Navistar - army-guide.com

WARRENVILLE, Ill. -- Navistar Defense, LLC today announced that it received a $134 million delivery order for field service representatives (FSRs).

The order from the U.S. Marine Corps Systems Command renews the company's in theater FSR service contract to support International(r) MaxxPro(r) Mine Resistant Ambush Protected (MRAP) vehicles.

"I'm proud to say that Navistar will not sell a truck if we can't support it in theater," said Archie Massicotte, president, Navistar Defense. "Sustainment of our vehicles is key - especially when vehicle lifecycles may run between 15 to 20 years. With our fleet of vehicles now growing beyond 32,000 trucks, fleet support will continue to be a critical piece of our business."

The company currently has more than 600 FSRs in theater and working domestically to support the MaxxPro family of vehicles.

Work conducted under the renewed contract will run through December 2012.

January 3, 2012 By Rob Vogelaar - aviationnews.eu (Source: U.S. Army)

FORT RILEY, Kan.  — A new helicopter is coming to the Block. The 1st Attack Reconnaissance Battalion, 1st Aviation Regiment, Combat Aviation Brigade, 1st Infantry Division, is the first unit in the Army to have their entire fleet of Apache helicopters replaced with the comprehensively upgraded Apache (AH-64D) Block III beginning in February.

“There are new components to the aircraft — new head tracker, a new helmet and new flight pages,” said Lt. Col. Edward Vedder, 1st Attack Reconnaissance Bn., commander. “It takes some getting used to.”

The Apache Block III incorporates 26 new technologies designed to enhance the aircraft’s capabilities including an updated communication system, engines, transmission and drive shaft. The composite rotor blades have also been reworked to make them more efficient and produce more lift.

“It doesn’t take additional skills to fly it, but the aircraft is significantly different,” said Vedder.

Because of these differences the 1-1 pilots are going back to school and receiving three weeks of training at Boeing’s facility in Mesa, Ariz., where the aircraft is manufactured. The pilots get 28 hours of academics, 24 hours in the new simulator and 8.5 hours flying in the Block III helicopter. Maintenance test pilots get an additional 22 hours of academics and three additional hours in the aircraft.

“The training is packed into a busy three-week schedule,” said Shawn Hopan, the training lead for Boeing’s Apache program manager’s office. “We only train currently qualified Apache pilots.”

Even for the experienced pilots like Vedder, who has flown Apaches since 1995, the new Block III took some getting used to.

“A Block II, it has a certain level of power when you pick it up. This is totally different,” explained Vedder, who has flown in all three predecessors, including the AH-64A and the AH-64D Longbow — Block I and block II, to the Block III. “When you pick this aircraft up you are going to immediately feel the power difference and when you go into forward flight it wants to go about 150 MPH.

“It has a lot of power and is by far the most powerful and most impressive of them all,” he said.

While at the Mesa facility the pilots not only became qualified on the new Apache, but also got to meet the Boeing people who designed and are building the aircraft.

“It is an excellent opportunity to come out here and learn and see everything, (to) get to see the other side where the aircraft came from,” said Chief Warrant Officer 2 Shawn Witt. “You get to see the people behind the scenes, who put in a lot of time and energy so that we can have this piece of equipment in order to do our job.”

The new Apache has a couple added features which will allow Witt and other Apache pilots to do their job in inclement weather. The helicopters now have the capability to fly in weather conditions that previously would have grounded them.

“In the past if we had to get somewhere we had to wait for the weather to clear. Now we have capability, much like the Black Hawks and Chinooks, to launch aircraft and fly in the clouds,” Vedder said. “The Block III has an instrument package that rivals a 747. It is fantastic and very intuitive to fly.”

But the new Apache has the ability to do something the 747 cannot.

“The Block III is able to communicate with unmanned aircraft, the pilots are able to see the UAV’s video,” Hopan said. “To my knowledge no other aircraft has this capability.”

“Teaming up with the UAV is essentially another aircraft out there working with us to give us a better angle, better picture of what is happening,” said Witt. “This makes for a better situation for the war fighters on the ground because we have more information.”

But seeing what the UAV sees is not the extent of this new capability. With a couple taps on their computers the Apache pilots can take control of the UAV, eliminating the time needed to tell the UAV operator where the pilots need the UAV to “look.”

“It’s an extra workload for us, but it is very workable and manageable,” said Witt. “It is a really good system that they have worked out here for us.”

Vedder and Witt were two of the first 10 Apache pilots who went through Boeing’s class on the Block III. Five were from 1-1, while the others were from Fort Rucker, Ala.

The “Gunfighters” have 70 Apache pilot slots and there are an additional 15 Apache pilot slots in the CAB. They all need the training before they can start flying the new aircraft.

Seventy-five of these pilots will get their training at the Mesa facility, while the rest will be trained at Fort Riley by a mobile training team later in 2012. This training schedule will ensure that all Apache pilots in the brigade are trained on the Block III before their next deployment.

“The Block III gives us the ability to get where we are needed very fast, much faster than we ever have before. And, with the integration of the UAV sensor we can be more informed when we show up to provide lethal effects in support of the ground forces,” said Vedder.” It is really going to change the game for attack aviation.”

photo USAF

Jan. 03, 2012 defense-aerospace.com

(Source: US Air Force; issued Dec. 27, 2011)

EGLIN AIR FORCE BASE, Fla. 6-- The first group of military maintainers at the 33rd Fighter Wing recently qualified in numerous F-35A flight inspections by a uniformed certifier, a task only civilian certifiers initially were contracted to support.

"This first-ever Air Force to Air Force on-the-job training event is an important milestone in the bed-down and operation of the F-35A at Eglin," said Lt. Col. Michael Miles, 33rd Aircraft Maintenance Squadron commander. "The Air Force will now be able to better assist our contract logistics services teammates as flying operations mature."

Lockheed Martin was initially contracted for those services but as the military becomes more "organic" uniformed maintainers will share the task. With hundreds of verifications on joint technical data on how to properly maintain the aircraft left to be accomplished for each of the three F-35 variants in 2012 and beyond, the military wrench turners are not ready to take the toolboxes over just yet.

But at least in a handful of areas Airmen have the official "sign off" from Master Sgt. Scott Grabham, the aircraft section maintenance chief for the 33rd Aircraft Maintenance Squadron who verified training of the three crew chiefs over the course of two days.

Grabham had received his training at Edwards Air Force Base, Calif., during some of the developmental, test and evaluation of the F-35. He is the only military person able to train a maintainer on certain tasks while three more Air Force trainers are soon to be added to the certifier ranks, he said.

"They did excellent in the cockpit and knew immediately where to look for foreign objects," said Grabham on what he called "seasoned mechanics chosen to stand up the new F-35 mission at Eglin."

Those maintainers transferred from legacy F-15 and other aircraft to maintaining the fifth generation joint strike fighter.

"I'm dealing with a lot more advanced electronics than I've ever dealt with," said Staff Sgt. Matthew Reed, an F-35 crew chief in training who has seven years of experience on the flight line.

Part of transition and training in maintaining the joint strike fighter also means learning new terminology to describe familiar equipment.

Instead of an auxiliary power unit as called in other fighters, the F-35 joint technical data describes the equipment used to start the engine and give it its electrical power as an integrated power package, said Grabham.

Experienced maintainers are challenged with fully-fused sensor information and network-enabled operations and advanced sustainment unique to the F-35, in addition to the new aircraft's advanced stealth qualities.

During the training to inspect the joint strike fighter in a simulated post-flight operations mode, Reed used a laptop computer transported up to the cockpit known as a portable maintenance aid. It was loaded with software known as the maintenance vehicle interface which through a USB cable, makes jet parts move and indicates jet fluid level readings.

"Accomplishing inspection tasks via F-35 methods was easier since the maintenance data was a few computer keystrokes away instead of having to check out five paperback reference books to "check out a task," he said.

Since the software allowed him to move flight control systems, Reed no longer needed to hook up hydraulic equipment as he did with legacy aircraft.

However, even though maintainers revere the F-35's technological advances, they still experience a certain familiarity that comes with their basic trade skills.

"As far as the airframe itself, a fighter is a fighter ... a bunch of stuff in a little area," said Reed.

January 3, 2012: STRATEGY PAGE

Three years ago the U.S. Navy decided to build only three of the new DDG-1000 class ships, and resume building older DDG-51 Arleigh Burke class destroyers instead. It was a matter of cost. The new DDG-1000 destroyers (and slightly larger versions designated as cruisers) would cost more than $4 billion each if built in large quantities. The Burkes cost $1.9 billion each. The last of 62 original Burkes was ordered in 2002 and the last of those entered service last year. But now another 13 are on order, and one is already under construction. The DDG-51s is less than half the cost of the DDG-1000, but some navy officials believe that, in the long run, the larger and more expensive DDG-1000 would be a better investment. The key problem here is the inability of the navy to control costs and cost estimates and the inability of the DDG-51s to provide space for new technologies.

There are other problems as well, such as the costs of upgrades. Because of budget cuts (actual or expected), the navy plans to buy some time (about a decade) by upgrading dozens of existing destroyers and cruisers. This is a bitter pill to swallow, as only a decade ago, the navy was so sure about the new DDG-1000, that it accelerated the retirement of a dozen of the 31 Spruance class destroyers, in order to save the $28 million a year it would cost to keep each of them in service. These ships were not just retired they were all either broken up, or sunk in training exercises. The dozen that entered service in 1979-83 could have been refurbished and been available until 2019. That's a lost opportunity. But what can now be done is refurb the Burke class destroyers (which began entering service in the 1990s). Most of the Ticonderoga class cruisers (which entered service in the 1980s and 90s) can use the refurb as well, which could boost their service into the 2030s. This, plus building a dozen or more Burke class destroyers will provide an adequate number of destroyers. There is a growing debate over just how many destroyers will be required, and what they must be capable of.

The current refurb policy will cost about $200 million per destroyer (and 20-25 percent more for the cruisers). Normally, these ships get one refurb during their 30 year lives. This not only fixes lots of things that have broken down or worn out (and been patched up), but installs lots of new technology. A second refurb is expected to add another 5-10 years of serviceability. But this special refurb will do more than that. The navy wants to add some of the DDG-1000 technology to these older ships. In particular, the navy wants to install the "smart ship" type automation (found in civilian ships for decades) that will enable crew size to be reduced. The "smart ship" gear also includes better networking and power distribution. In effect, the ship would be rewired. This could reduce the crew size by 20-30 percent (current destroyers have a crew of 320, with the cruisers carrying 350). In addition to considerable cost savings (over $100,000 a year per sailor), a smaller crew takes up less space, enabling the smaller crew to have more comfortable living quarters. This is a big deal as far as morale and retention (getting people to stay in the navy) goes. Most other new items are not space dependent, except for some of the power based ones (like the rail gun). But these technologies are receding farther into the future. Right now the navy has to find a way to live within its budget, and refurbishing existing warships shows more promise than trying build affordable new ones.

The new destroyer (DDG-1000/Zumwalt Class, also known as DD-21 or DD-X) design has a stealthy superstructure, and is as big as a battleship, at least a battleship of a century ago, The new destroyer is a 14,000 ton ship, 194 meters (600 feet) long and 25.5 meters (79 feet) wide. The crew of 150 sailors operates a variety of weapons, including two 155mm guns, two 40mm automatic cannon for close in defense, 80 Vertical Launch Tubes (containing either anti-ship, cruise or anti-aircraft missiles), six torpedo tubes, a helicopter and three helicopter UAVs. The cruiser version (CGN, as Congress has mandated that these be nuclear powered) would drop one of the 155mm guns, as well as the torpedo tubes, but carry more vertical cells for missiles (especially anti-ballistic missile missiles). This would be a 20-25,000 ton ship.

For comparison purposes, consider a modern ship of a century ago. Not a support ship like a destroyer, but a "capital ship." Back then, a Mississippi class battleship displaced 14,400 tons, was 382 feet long and 77 feet wide. A crew of 800 operated a variety of weapons, including four 12 inch, eight 8 inch, eight 7 inch, twelve 3 inch, twelve 47mm and four 37mm guns, plus four 7.62mm machine-guns. There were also four torpedo tubes. The Mississippi had a top speed of 31 kilometers an hour, versus 54 for DDG-1000. But the Mississippi had one thing DD-21 lacked, armor. Along the side there was a belt of 9 inch armor, and the main turrets had 12 inch thick armor. The Mississippi had radio, but the DDG-1000 has radio, GPS, sonar, Aegis radar, electronic warfare equipment and the ability to shoot down ballistic missiles. The century old Mississippi class ships cost about half a billion dollars (adjusted for inflation). The DDG-1000 class destroyers will cost over $4 billion each, thus possessing the price, and size, the firepower, if not the name, of a battleship. The U.S. Navy can't afford battleships, and it is feared that the inability to control costs will mean the navy won't be able to afford many destroyers either. Many senior navy officers are aware that the way warships are procured has changed in the last century, and apparently not for the better. Many other nations do not have the procurement problems the U.S. Navy is suffering from. But attempts to fix the procurement mess constantly run into political opposition.

Jan 03, 2012 (SPX)

El Segundo CA - Raytheon booked $50 million this month in new contract awards related to its electronic warfare (EW) business.

Raytheon's industry-leading electronic warfare portfolio includes airborne and shipboard jammers, towed decoys and radar warning receivers in use on strategic and tactical aircraft, helicopters and surface ships of the U.S. Air Force, U.S. Navy and international customers.

"For more than 50 years, Raytheon's EW products have earned a reputation around the world for superior performance and reliability," said Mark Kula, vice president, Tactical Airborne Systems, for Raytheon Space and Airborne Systems.

"As we look to the future, the electronic warfare market will evolve to encompass intelligence, surveillance and reconnaissance data collection and electronic attack, and Raytheon is well positioned to participate at the forefront of these trends."

The U.S. Air Force selects A-29 Super Tucano for the Light Attack Aircraft Program

Photo: Embraer

02.01.2012 DEFENSE UPDATE

The U.S. Air Force announced that it has selected the Embraer A-29 Super Tucano for the Light Air Support (LAS) program. The aircraft will be supplied in partnership with Sierra Nevada Corporation (SNC) as the prime contractor. Other major subcontractors are FLIR Systems and Elbit Systems of America. The air force awarded SNC a firm-fixed price delivery order contract in the amount of $355 million for the initial 20 aircraft and associated support destined to equip the new Afghan Air Force. The aircraft will be used to conduct advanced flight training, aerial reconnaissance and light air support operations by partner nations including Afghanistan. The amount also covers training devices for pilot and maintenance training, as well as support equipment.

Following the Air Force decision, Hawker Beechcraft, which lost the bid with its AT-6 moved to block the Air Force contract process, filing a lawsuit at the Court of Federal Claims over its exclusion from the bidding process. The court ruling for a temporary restraining order is expected next week (Jan. 11, 2012).

The Air Force was seeking a non-developmental solution for the LAS mission, one that provides the versatility, engagement, and persistence that the warfighter needs in a counterinsurgency environment, at a significantly lower cost than fighter jets. The A-29 Super Tucano built specifically for counterinsurgency missions is already operating with five air forces. Over 150 A-29s are now in operation around the world have logged over 130,000 flight hours, including more than 18,000 combat hours without any combat loss.

The aircraft is built to operate from and operate in extremely rugged terrain and austere conditions, providing intelligence, surveillance, and reconnaissance (ISR) support in addition to the light attack role, delivering a wide variety of munitions including precision guided weapons.

The A-29 Super Tucano will be built in the new production facility in Jacksonville FL. The company will also supply the ground training devices (GTD) – simulators and planning stations; and spare parts. Training operations will be provided in Clovis, NM. SNC will provide in-field logistic support and pilot and maintenance training. More than 70 U.S. suppliers in 21 states will supply parts or services for this contract.

photo LodewijkB - Flickr - C.C

02 janvier 2012 par Rémy Maucourt L’USINE NOUVELLE

Le groupe a remporté vendredi un contrat de 3,48 milliards de dollars suite à un appel d'offres du Pentagone.

Les dirigeants de Boeing peuvent être satisfaits : le groupe a battu son concurrent Lockheed Martin pour la mise en place d'un système de défense anti-missiles intercontinentaux.

Le contrat est signé pour une durée de sept ans. Boeing mènera des essais, concevra et produira les différents équipements nécessaires au projet. Son partenaire Northrop Grumman supervisera entre autres les dispositifs au sol.

Boeing est leader sur ce programme depuis son lancement en 2001. Mais le projet rencontre pour l'instant un succès limité. Deux tests d'interception ont échoué en 2010.

Le futur bouclier anti-missiles connaît déjà des dépassements budgétaires à cause d'équipements défectueux. Le Pentagone exige désormais de ses fournisseurs qu'ils absorbent ces coûts supplémentaires.

Embraer Defense and Security and partner Sierra Nevada Corporation will provide the US Air Force with the A-29 Super Tucano aircraft for the LAS program

Dec 31, 2011 ASDNews Source : Embraer - Empresa Brasileira de Aeronautica S.A.

The U.S. Air Force today announced that it has selected the A-29 Super Tucano, produced by Embraer Defense and Security, for the Light Air Support (LAS) program. The aircraft will be supplied in partnership with Sierra Nevada Corporation (SNC) as the prime contractor, and will be used to conduct advanced flight training, aerial reconnaissance and light air support operations.

“This opportunity to serve the US Government with the best product for the LAS mission, under the leadership of the Sierra Nevada Corporation as the prime contractor, honors us,” said Luiz Carlos Aguiar, CEO of Embraer Defense and Security. “We are committed to pursuing our U.S. investment strategy and to delivering the A-29 Super Tucano on schedule and within the budget.”

As specified by the Air Force, this is a firm-fixed price delivery order contract in the amount of $355 million for the Light Air Support (LAS) aircraft and associated support. Twenty LAS aircraft will be provided, as well as ground training devices to support pilot training and support for all maintenance and supply requirements for the aircraft and associated support equipment.

“We are honored by this decision and the opportunity to serve our country,” said Taco Gilbert, Vice President of ISR Business Development at SNC. “We believe in the goals of the Light Air Support mission and are proud to be able to support the United States in its partner-building efforts in Afghanistan and elsewhere around the world. American warfighters, American workers, and our partner nations all win with this award.”