Mil Aviation News

Avgas

Thanks Steyr.....do you happen to know why the stored ones are in no state for a CAS mod...is it too many hours on the clock? No hardpoints....?

Regards. Avgas.

Steyr

Avgas wrote: »

Thanks Steyr.....do you happen to know why the stored ones are in no state for a CAS mod...is it too many hours on the clock? No hardpoints....?

Regards. Avgas.

AFAIK they are just stored there as is but alot are being mothballed for spare parts.

OS119

Avgas wrote: »

Thanks Steyr.....do you happen to know why the stored ones are in no state for a CAS mod...is it too many hours on the clock? No hardpoints....?

Regards. Avgas.

2 reasons: objectively a Tucano is going to require some modication and cash in order to be a remotely useful CAS/ISTAR platform, whereas the aitcraft currently in the strike force don't. subjectively the RAF is never going to swing for a frontline aircraft that isn't fast and pointy.

the Tornado/Harrier/Typhoon force may be ridiculously expensive to fly missions that could often be flown by a much cheaper platform, but by and large that money has already been spent - as well as the fact that while a GR4 with a SNIPER pod can do COIN in A'stan, it could also undertake anti-shipping off the Falklands, or PGM strike at 800kts at 100ft at an Iranian nuclear facility. a 'gangsta' Tucano with SNIPER pod, DAS, AGM-114M Hellfire, CVR-7 and SDB's would still only be of any use over A'stan or other COIN environment.

there are also very serious issues over its survivability - in an environment where the enemy has 12.7mm HMG's, i'm not sure i'd fancy flying at low-level in a aircraft that is doing perhaps 300kts and doesn't have any armour...

Avgas

Agreed OS119......there are huge credibility issues in taking such aircraft and making them work for COIN...however...the idea refuses to go away...and I was just interested if the story had 'wings' so to speak.......

Partly it remains a 'long shot' idea I guess based on economics.. CAS needs are huge and there are only so many jets to go around........ but also things are changing on the sensor and armament front a bit...maybe they wouldn't need to come down so low (within HMG range) to do the business...with GPS guided 'smaller' bombs....they could stand off and up more, no?

The attraction for me was more for impoverished nations like...well....Ireland.....an asset like that might be the best you ever get.... and as we've discussed before on another thread.... we do have those bloody PC-9Ms sitting at the Don......

A combined overwatch/ISR package with some CAS capabilities and forward deploy from rough airstrips not far away? ......yes it would never match a Harrier for speed of response/survival/lethality.....but.....just maybe....it might work.....

I guess money is so tight they (RAF/AAC?) are not going to back a long odds horse like that when they have to keep the evens-on favorite of fast jets on the go as well?

Steyr

http://www.flightglobal.com/articles/2010/05/25/342345/pictures-british-armys-lynx-ah9a-enters-use-in-afghanistan.html


**PICTURES IN THE LINK**

Defence
DATE:25/05/10
SOURCE:Flightglobal.com

British Army's Lynx AH9A enters use in Afghanistan
By Craig Hoyle

The British Army has successfully introduced its first upgraded AgustaWestland Lynx AH9A utility helicopters into frontline use in Afghanistan.

Two of the modified aircraft were delivered to Camp Bastion aboard a Royal Air Force Boeing C-17 strategic transport from Brize Norton in the UK, and entered operational use earlier this month after several familiarisation flights, says the UK Ministry of Defence.

Equipped with new Honeywell/Rolls-Royce LHTEC CTS800-4N engines, the AH9As will be capable of flying year-round in Afghanistan, unlike the army’s baseline Lynx AH7/9s. The modified aircraft also have M3M 12.7mm (0.50cal) machine guns, and improved communications, surveillance and self-protection equipment.

RAF Wg Cdr ‘Spats’ Paterson, commanding officer of the UK’s Joint Helicopter Force (Afghanistan), welcomes the arrival of the upgraded aircraft. “They are a valuable addition to the UK helicopter force, and the modifications they carry make them an extremely effective platform,” he says.

Roles to be performed with the Lynx AH9A include convoy overwatch, reconnaissance, surveillance, support helicopter escort and troop transport, the MoD says.

AgustaWestland is working to modify all 22 of the army’s Lynx AH9s to the enhanced standard under urgent operational requirement contracts with the MoD.

Steyr

http://boeing.mediaroom.com/index.php?s=13&item=1131


Boeing Receives 1st F-16 for Conversion into QF-16 Aerial Drone

JACKSONVILLE, Fla., May 27, 2010

The first retired F-16 Falcon arrived at Boeing's [NYSE: BA] Cecil Field facility in Jacksonville on April 22 to begin conversion into a QF-16 aerial drone. Boeing received a $69.7 million contract from the U.S. Air Force on March 8 for the first phase of the QF-16 program.

The Boeing-led team, which includes BAE Systems, will begin engineering, manufacturing and development of the full-scale manned and unmanned QF-16s during Phase 1. The drones will be used as aerial targets for newly developed weapons and tactics. They will be a higher-performing aircraft than the QF-4s they will replace.

The team will receive six F-16s during the program's development phase. After modification to the QF-16 configuration, they will serve as prototypes for engineering tests and evaluation prior to low-rate initial production. Up to 126 QF-16 drones will be converted beginning in 2014.

Steyr

http://www.flightglobal.com/articles/2010/05/27/342468/pictures.html

Aircraft
DATE:27/05/10
SOURCE:Flight International

X-51A Waverider reaches Mach 5 in 140s scramjet flight
By John Croft

US Air Force and Boeing researchers on 26 May took a leap towards harnessing hypersonic vehicles for space access or weapons applications with the longest-ever supersonic combustion ramjet-powered flight, off the southern California Pacific coast.

The Boeing Phantom Works-built X-51A Waverider achieved 140s burn of its Pratt & Whitney Rocketdyne-built air breathing scramjet engine and accelerated to 70,000ft (21,350m) and Mach 5 before controllers at the Point Mugu naval air warfare centre sea range terminated the mission because of a loss of telemetry.


The previous longest scramjet burn in a flight test was 12s in a hydrogen-based engine in the NASA X-43.

The X-51A was carried to about 49,500ft under the wing of a Boeing B-52H before release. Four seconds later an Army Tactical Missile solid rocket booster accelerated the X-51 to about M4.8 before it and a connecting interstage were jettisoned.

Air Force Research Laboratory X-51A programme manager Charlie Brink says preliminary data shows that the separation from the B-52H was "phenomenal" and the solid booster light was "perfect". At 65,000ft the booster separated from the vehicle as planned, followed by the start of the scramjet engine with an ethylene mix and switchover to JP-7 fuel.

While the programme had a goal for a 300s flight to M6, Brink says that at roughly 140s of powered flight, engineers "started noticing some anomalies with some sensors". The engine continued to run, but the telemetry stream to the ground was interrupted, requiring controllers to activate the self-destruct function.

Despite the shorter flight, the team was exhilarated over the results. "Up until 140s, everything was working textbook, per calculations", says Joe Vogel, Boeing's X-51A programme manager.

In M5-plus hypersonic flight, heat and pressure make conventional turbine engines impractical. A scramjet's great advantage is the ability to capture and burn oxygen in thin atmosphere, rather than having to carry it in a large tank like other rockets. Not having to carry the oxidizer needed for combustion means more payload capability.

Brink says engineers will review data for the rest of the fiscal year and the programme is likely to pick up with flight tests in October or November, incorporating any required lessons learned from the 26 May flight.



The X-51A was released from under the B-52's wing at 49,500ft

Steyr

http://www.flightglobal.com/articles/2010/05/27/342496/australia-impressed-by-super-hornet-performance.html

Aircraft
DATE:27/05/10
SOURCE:Flight International

Australia impressed by Super Hornet performance
By Stephen Trimble

The Royal Australian Air Force is on track to stand up the first Boeing F/A-18F operational squadron in December with two extra aircraft than originally planned and a new appreciation for the Super Hornet's capabilities.

A fleet of 24 F/A-18Fs will replace the RAAF's General Dynamics F-111 on an interim basis. Delays to the Lockheed Martin F-35 Joint Strike Fighter in 2004 forced the RAAF to acquire Super Hornets as a stopgap in 2006. But the F/A-18Fs are due to be retired by 2021 as the F-35 is delivered.

So far, Boeing has delivered the first five F/A-18Fs to 1 Sqn at RAAF Amberley, with as many as nine more jets arriving before initial operational capability is declared in December. The F-111 is scheduled for retirement on 2 December.

Despite the Super Hornet's short-term service plan, the multi-role fighter has already surprised the RAAF leadership with its advanced capabilities.

"It's a little bit embarrassing for me," says Gp Capt Steve Roberton, commander of 82 Wing. "It is fair to say the jet has proven to be more robust and exceeded what we thought."

Roberton pointed to what he considers the aircraft's singular ability to simultaneously track air and ground targets using an array of sensors, including the Raytheon APG-79 active electronically scanned array (AESA) radar.

The RAAF intends to bolster the Super Hornet's targeting capability by integrating the joint helmet mounted cueing system (JHMCS) in both the front and back seat. The US Navy has only experimented with that configuration, and the RAAF may be first to adopt JHMCS in both seats.

With a much smaller force structure than the USN, the RAAF believes it can harness the Super Hornet's full capabilities much sooner, Roberton says. Due to training infrastructure limitations, the USN operates the AESA-equipped F/A-18E/F Block II similarly to the Block I Super Hornet and classic F/A-18C/Ds.

The RAAF, however, intends to operate the F/A-18F more like how the US Air Force flies the multi-role Boeing F-15E Strike Eagle, Roberton says.

Although the F/A-18F has impressed, RAAF officials are disappointed the Super Hornet's AESA technology remains unable to perform electronic attack missions in the X-band of the electromagnetic spectrum, Roberton says.

"There are some things the radar does which are not as far along the proposed flight plan that they have as we had hoped," he says. But "it's still better than anything we got".

The RAAF also remains committed to buy F-35s as a permanent replacement for the F-111 and classic F/A-18A/Bs in its inventory. Roberton described the F-35's potential as "phenomenal", but also voiced a note of doubt.

"I don't know how the [F-35] is going to emerge," he says. "What I do know is that the environment and the challenges that emerge in 10 years time are going to be different than what they are now. So we're speculating, I guess."

Steyr

http://www.flightglobal.com/articles/2010/05/27/342491/fuji-continues-to-develop-fighter-launched-uav-despite-test.html

Defence
DATE:27/05/10
SOURCE:Flight International

Fuji continues to develop fighter-launched UAV, despite test mishap
By Leithen Francis

Fuji Heavy Industries is continuing to develop a fixed-wing unmanned air vehicle that can be deployed from under the wing of a fighter aircraft.

The conglomerate is developing the UAV for Japan's air force, say industry sources in the country. It has built two so far, but lost one during testing, they add.

The UAV was deployed from under the wing of an air force Mitsubishi/Lockheed Martin F-2 fighter before plunging into the sea, and was not recovered, the sources say.

Officials at Fuji have declined to comment.

Fuji is the smallest of Japan's three major aerospace conglomerates. Mitsubishi has the lion's share of fighter manufacturing, while Kawasaki Heavy Industries is dominant in military transports.

In recent years Fuji has tried to grow its business by investing in the development of UAVs for military and commercial customers.

It built three forward flying observation system unmanned helicopters for the Japanese army's artillery units. It also developed a civil version of the design dubbed the RPH-2, which carries a chemical pesticide tank and spray boom for agricultural use.

Steyr

http://www.flightglobal.com/articles/2010/05/27/342482/france-uk-to-agree-joint-a400m-support-deal.html

Defence
DATE:27/05/10
SOURCE:Flight International

France, UK to agree joint A400M support deal
By Craig Hoyle

France and the UK have agreed to pursue a joint contract for the full in-service support of their future inventories of A400M transports, Airbus Military has revealed.

Now in negotiation, the performance-based deal has been in discussion for more than three years, says Richard Thompson, the company's senior vice-president customer services.

"The philosophy for the in-service support will be very similar for both nations, moving from traditional product support to helping with urgent operational requirements, upgrades and role changes," he says. Airbus will guarantee spares availability under the incentivised contract, and also provide heavy maintenance work "right up to the frontline".

Thompson says Airbus will "quickly aim for civil-type dispatch reliability rates" with the A400M, and cites a goal of around 98%. "It's a fairly tough target, but we're confident we can make it," he says. The company will also guarantee the maximum number of "down hours" that an individual aircraft will require for maintenance per year, and is targeting a figure half that for Boeing's C-17 strategic transport.

France has ordered 50 A400Ms and the UK 25, although the latter has signalled its intention to reduce its offtake by up to three.

Airbus is meanwhile waiting for Germany's BWB procurement agency to reopen the process to select an in-service support provider for its A400Ms. This was earlier postponed as a result of programme delays that will see the German air force's first of up to 60 transports accepted in 2013, rather than later this year.

"We are still in regular discussions, and await a new procurement process," Thompson says. This could be conducted as a competitive deal or under a sole-source agreement, he adds.

Berlin is thought likely to acquire its own spares for the aircraft, although Thompson says it could instead opt to pool resources with France and the UK, and potentially with additional operators such as Spain and Turkey. "If you pool there are economies of scale," he notes, "but if you go a separate way you're going to pay more."

Thompson says securing such logistics deals on the A400M will contribute to Airbus's "Vision 2020" target to boost its current support activities from 10% of its overall business to around 25% within the next 10 years.

Steyr

http://www.flightglobal.com/articles/2010/05/28/342483/airbus-military-reveals-work-on-sigint-a320.html

Aircraft
DATE:28/05/10
SOURCE:Flight International

Airbus Military reveals work on SIGINT A320
By Craig Hoyle

Airbus Military has begun bench testing systems for a signals intelligence variant of the A320, as part of a drive to expand its offering of military derivatives of Airbus commercial platforms.

Equipment is being tested at one of the company's facilities near Madrid under a self-funded feasibility study, says Miguel-Angel Morell, senior vice-president engineering and technology. He confirms that applications being tested "are electronic, communications and signals intelligence".

Senior vice-president commercial Antonio Rodriguez-Barberán says: "We have initiated preliminary conversations with some potential customers with regard to an application of this type. We will do this with the same philosophy as our other platforms: we are there to win."

Previous efforts to offer a development of the A321 for NATO's alliance ground surveillance requirement and an A319-based maritime patrol aircraft to the Indian navy failed to secure production orders.

Meanwhile, Airbus expects to receive military certification for its A330-based multirole tanker transport in July, clearing the way for the type (below) to enter delayed service with launch customer the Royal Australian Air Force before the end of the year.

Canberra's first two of five renamed KC-30As have transferred more than 250t of fuel during development and certification testing, says A330 MRTT chief test pilot Eduardo Cuadrado García.

Steyr

http://www.flightglobal.com/articles/2010/05/27/342484/australia-prepares-for-first-wedgetail-inspection.html

Defence
DATE:27/05/10
SOURCE:Flight International

Australia prepares for first Wedgetail inspection
By Stephen Trimble

A Boeing 737 Wedgetail will enter heavy maintenance for the first time in July, six months before the Royal Australian Air Force will receive its first example with full capability.

Boeing delivered the service's first of six Wedgetail airborne early warning and control system aircraft in 2003, but the programme fell three years behind schedule because of problems with structural modifications and radar performance.

Last November the RAAF accepted the first two Wedgetails with limited capability. Another aircraft will be delivered with full capability by the end of the year, with the remainder scheduled to follow in 2011.

Meanwhile, the first test aircraft will enter a heavy maintenance interval in July termed R7, which includes elements of a C and D check in commercial service.

The depot service will include intensive inspections to structural modifications in the cabin, and particularly of Section 46, which supports the 3,180kg (7,000lb) Northrop Grumman multi-role electronically scanned array (MESA).

However, the R7 inspections will not require Boeing to remove the MESA antenna from the aircraft.

Boeing Defence Australia (BDA) is to perform depot maintenance for all six aircraft under a A$250 million ($210 million) support contract that runs through 2014. The company expects to reduce the R7 cycle from nine to six months within this period.

Maintenance support for the Wedgetail fleet will be performed at RAAF Williamtown, New South Wales, where 2 Sqn is based. The work has moved from RAAF Amberley, Queensland, where BDA modified four of the six aircraft.

BDA's training operation, meanwhile, in late May graduated its first two pilots inducted for Wedgetail flight training after a 19-week course.

Steyr

http://boeing.mediaroom.com/index.php?s=43&item=1233


CAPE CANAVERAL, Fla., May 28, 2010 -- Boeing [NYSE: BA] has acquired the first on-orbit signals from the Global Positioning System (GPS) IIF-1 satellite, the inaugural spacecraft in a 12-satellite constellation that the company is building for the U.S. Air Force. The signals indicate that the spacecraft bus is functioning normally and ready to begin orbital maneuvers and operational testing.

A United Launch Alliance Delta IV rocket launched the GPS IIF-1 satellite at 11 p.m. Eastern time on May 27 from Cape Canaveral Air Force Station. At 2:33 a.m., the satellite separated from the rocket's upper stage, and a ground station on Diego Garcia in the Indian Ocean received the first signals from the newest member of the Air Force's GPS satellite constellation. The Air Force 19th Space Operations Squadron and Boeing's Mission Operations Support Center in El Segundo, Calif., confirmed that the satellite is healthy. GPS signals from the spacecraft payload will be turned on for test purposes in the coming weeks.

GPS is the U.S. Department of Defense's largest satellite constellation, with 30 spacecraft on orbit. The GPS IIF satellites will provide more precise and powerful signals, a longer design life, and many other benefits to nearly 1 billion civilian and military users worldwide.

"The inaugural launch of the GPS IIF-1 is a milestone in Boeing's 30 years of support to the Air Force that goes back to the first days of this program," said Craig Cooning, vice president and general manager, Boeing Space and Intelligence Systems. "The new GPS IIF satellites bring key improvements, including a more jam-resistant military signal, a new civil signal to enhance commercial aviation and search-and-rescue operations, and significantly improved signal accuracy as more of these new satellites go into operation."

The GPS IIF-1 satellite will undergo months of on-orbit tests, including functional testing of its payloads and end-to-end system testing to verify operability with older GPS satellites, ground receivers, and the ground control system.

Boeing has production of the next 11 GPS IIF satellites well under way as it implements an innovative pulse-line manufacturing approach that will help deliver the satellite fleet on schedule. Adapted from Boeing aircraft and helicopter assembly lines, the Boeing GPS IIF pulse line efficiently moves satellites under development from one work area to the next in a steady, pulse-like rhythm. The second GPS IIF satellite is scheduled for launch later this year.

Boeing's legacy with GPS includes development of the current GPS ground control infrastructure, the Operational Control Segment (OCS), which has supported an expanding set of GPS services and capabilities since 2007. Boeing also is a member of the Raytheon team that recently won a contract to build the next version of the ground segment, which will support current and future GPS satellites.

Steyr

http://boeing.mediaroom.com/index.php?s=43&item=1235


EL SEGUNDO, Calif., June 1, 2010

The Boeing Company [NYSE: BA] and its teammate Ball Aerospace & Technologies Corp. today announced that the first Space Based Space Surveillance (SBSS) system satellite has been shipped to Vandenberg Air Force Base, Calif., and is scheduled to launch on July 8.

The SBSS space vehicle was shipped to Vandenberg after completing a final factory functional checkout. It is currently undergoing final preparations for integration with its assigned Minotaur IV launch vehicle, while the team prepares for the mission dress rehearsal and on-orbit operations.

The SBSS system passed a U.S. Air Force Mission Readiness Review this past September, demonstrating that it met requirements and was ready for a scheduled launch on Oct. 30. A hardware issue with the Minotaur IV rocket forced the Air Force to postpone launch until this summer. The Air Force led an effort to resolve the issue, and the first Minotaur IV was successfully launched from Vandenberg on April 22.

The SBSS team maintained mission readiness during the delay by performing risk-reduction tasks that included additional operations exercises at Schriever Air Force Base, Colo., and testing at Ball Aerospace facilities. The team also initiated software enhancements to improve system performance.

"SBSS successfully completed a rigorous final systems integration and test process in preparation for last October's launch date," said Col. J.R. Jordan, vice commander, Space Superiority Systems Wing, U.S. Air Force Space and Missile Systems Center, Los Angeles. "At every step, the government and Boeing team performed a thorough mission assurance review of the data, checking it against the standards of an operational system. This tough inspection gives us confidence that the system is ready to perform its mission in space."

Once on orbit, the SBSS system will provide significantly improved capabilities to track and monitor satellites, debris, and other objects in space that can threaten U.S. space assets that provide communications, navigation, weather forecasting, security, and other services. SBSS provides the Air Force with its only space-based capability for detecting objects without the limitations faced by ground-based sensors, such as weather and time of day. The satellite uses a digital sensor mounted on a high-speed gimbal to quickly find and track objects without having to reposition the entire spacecraft.

Boeing is the prime contractor for the SBSS system, providing overall systems engineering and integration, the Satellite Operations Center, and initial mission operations. Ball Aerospace developed, designed, manufactured, integrated and tested the satellite and sensor, using an onboard processor and software from Boeing.

"A groundbreaking program like SBSS takes a tremendous amount of teamwork and dedication to succeed," said Craig Cooning, vice president and general manager of Boeing Space and Intelligence Systems. "The fact that we were ready to deliver this satellite for launch less than three years after the Critical Design Review is a testament to the commitment of every person on the team. We look forward to launching this new capability and putting it into service for the United States."

"Ball Aerospace is proud to have developed an on-orbit dedicated sensor for situational awareness and delivered it to the Air Force and Boeing for its anticipated July 8 launch," said David L. Taylor, president and CEO, Ball Aerospace & Technologies Corp. "I believe once SBSS is on orbit and operational, it will prove to be a giant step forward in knowledge and security for our space assets and architecture."

Ball Aerospace & Technologies Corp. supports critical missions of important national agencies such as the Department of Defense, NASA, NOAA and other U.S. government and commercial entities. The company develops and manufactures spacecraft, advanced instruments and sensors, components, data exploitation systems and RF solutions for strategic, tactical and scientific applications.

Steyr

http://www.flightglobal.com/articles/2010/06/01/342612/israeli-industry-reveals-jsf-weapons-work.html


Defence
DATE:01/06/10
SOURCE:Flight International

Israeli industry reveals JSF weapons work
By Arie Egozi


Israeli defence companies are developing new weapon systems that will be carried by the Lockheed Martin F-35 Joint Strike Fighters operated by the nation's air force.

Rafael confirms that it is developing smaller versions of its Python-5 short-range and Derby beyond visual-range air-air missiles, to enable the munitions to be carried in the stealth fighter's weapon bays.

Israel Military Industries is also developing a new series of internally carried bombs for the F-35. So far, it has only unveiled the MPR-500, which will offer improved penetration and timed detonation.

Sharing the configuration of the Mk 82 500lb (226kg) general purpose bomb, the MPR-500 is made of specially hardened steel and has a single aft fuze. It also features a redesigned nose section to enable it to penetrate multi-layered targets, says an IMI source.

The combination of precision accuracy with a timed fuze has enabled the company to reduce the amount of explosive charge required in the bomb by 50%, the source adds.

Steyr

http://www.flightglobal.com/articles/2010/06/01/342633/russia-investigates-cause-of-yak-130-crash.html

Aircraft
DATE:01/06/10
SOURCE:Flightglobal.com

Russia investigates cause of Yak-130 crash
By Craig Hoyle

The Russian air force is investigating the cause of a non-fatal crash involving one of its new Yakovlev Yak-130 advanced jet trainer/light attack aircraft.

Both pilots ejected from the aircraft before it crashed near the city of Lipetsk on 30 May, according to Russian media reports.

Selected to meet Moscow’s future pilot training requirements, the Yak-130 is currently involved in flight testing by the air force, which has a requirement to field almost 150 of the type.

Manufactured by Russia’s Irkut, the Yak-130 is powered by two Klimov AI-222-25 turbofan engines. Algeria has also ordered 16 of the aircraft as part of a modernisation effort to its air force fleet, while Libya has also selected the type, says Flightglobal’s MiliCAS database.

Alenia Aermacchi’s M-346 also originates from the Russian-designed Yak-130. The Italian company pursued a joint development effort with Yakovlev before opting to produce its own version, which is now in production for the Italian air force.

Steyr

http://www.flightglobal.com/articles/2010/06/01/342638/polish-tu-154-crew-ignored-eight-pull-up-warnings.html

Air Transport
DATE:01/06/10
SOURCE:Air Transport Intelligence news

Polish Tu-154 crew ignored eight 'pull up' warnings
By David Kaminski-Morrow

Newly-released cockpit voice-recorder transcripts from the crashed Polish presidential Tupolev Tu-154M show that the terrain-awareness system sounded a 'pull up' warning eight times before the jet collided with trees and disintegrated.

The first warning at 10:40:42, about 20s before the accident, came almost immediately after the crew had called the aircraft's height as 100m. This also happened to be the decision height for the approach, which was being attempted in dense fog.

Transcripts from the accident also show that, although the aircraft was descending, the height was still being called as 100m seven seconds later at 10:40:49. This could indicate that the reading was not the aircraft's height above the runway, but rather the immediate height above terrain as given by the radio altimeter.

Radio altimeter readings provide a 'snapshot' height above ground and can give a false impression of clearance margins in regions where terrain rises sharply ahead of the aircraft. The approach to Smolensk taken by the Tu-154 features a rising valley wall about 1km from the runway threshold.

The transcript reveals that the Tu-154 continued to descend through the 100m decision height, the navigator calling 10m intervals, with no apparent comment from the crew until at 80m the co-pilot said, "Odchodzimy" - or "We're leaving" - which may have been a reference to a missed approach. There is no subsequent evidence, however, that the crew opted to abort the landing.

At about 60m an 'unsafe height' warning sounded. The aircraft continued to descend, despite the continuing 'pull up' instruction from the terrain-awareness system, and a caution from the air traffic controller.

The transcript indicates the reduction in height from 100m to 20m took just 6.5s, equating to a descent rate of some 740m/min (2,400ft/min). This relatively high closure rate suggests that the clearance margin was rapidly being eroded by rising ground.

Just after the 20m height call from the navigator, the cockpit recorder picked up sounds from the aircraft's automatic on-board control computer as well as a middle-marker beacon signal. The middle-marker's location typically coincides with the point at which an approaching aircraft would normally reach decision height.

At 10:40:59 came the sound of a collision with trees, followed by the eighth and final 'pull up' instruction, and an order from air traffic control to execute a go-around.

The aircraft lost its outer left wing in the collision, rolled inverted to the left, and was completely destroyed.

None of the occupants, including Polish president Lech Kaczynski, survived the 10 April accident.

Steyr

http://www.flightglobal.com/articles/2010/06/01/342613/mexicos-air-force-gets-first-c-295-as-finland-orders.html


Defence
DATE:01/06/10
SOURCE:Flight International

Mexico's air force gets first C-295, as Finland orders another
By Craig Hoyle

**PICTURES OF BOTH NATIONS TYPES IN THE LINK**

Airbus Military has delivered its first of five C-295 tactical transports to the Mexican air force and confirmed the receipt of a follow-on order for the type from Finland.

Mexico's first air force example was accepted in late May, and Airbus Military says a second will follow within weeks.

The remaining three are all scheduled for customer acceptance before the end of 2010, it adds.

The European company delivered two C-295 transports to the Mexican navy in 2009 and in April handed over the service's first two of four CN-235 maritime patrol aircraft. Equipped with its fully integrated tactical system mission suite, these will be ferried to Mexico within the coming weeks, it says.

Meanwhile, the Finnish air force has ordered a third C-295, one week after it announced plans to equip one of its existing transports with an airborne surveillance payload.

Helsinki received its current two C-295s from 2007, and has picked Lockheed Martin Information Systems & Global Services-Defense to provide surveillance equipment for one under a roughly $100 million deal.

Also including communications equipment and ground stations, the project will equip the twin-turboprop with "a highly capable system that fulfils their dynamic airborne intelligence, surveillance and reconnaissance operational requirements", says Lockheed.

Its contract also involves additional US suppliers such as DRS Technologies, L-3 Communications and Rockwell Collins, plus Finnish firm Patria.

Steyr

http://www.flightglobal.com/articles/2010/06/01/342611/israel-conducts-study-on-size-of-f-35-fleet.html

Defence
DATE:01/06/10
SOURCE:Flight International

Israel conducts study on size of F-35 fleet
By Arie Egozi

The Israeli air force is preparing a long-term forecast on its fleet requirements, as part of the decision process leading to its planned procurement of the Lockheed Martin F-35 Joint Strike Fighter.

In its forecast, the service will attempt to assess its needs for manned combat aircraft 30 years from now. The work is intended to determine whether it has a need for more than the 22-25 F-35s being eyed for purchase.

The air force's work will be based on the available assumptions about the future use of unmanned air vehicles. The pace at which it has introduced such systems into its operational fleet has increased constantly over recent years.

Meanwhile, negotiations between Israel and Lockheed about the proposed deal have reached a final stage. In a recent round of talks, the air force again emphasised that agreeing to an early delivery of the F-35 would have a "price".

In late May a senior defence source said: "The F-35 in the service of the Israeli air force will facilitate sales to other air forces. But the procurement from the first production batches has its problems. This should be reflected in the terms of the deal."

Negotiations between Israel and the USA now hinge on three main issues: the F-35's price; the number of Israeli-made systems which will be integrated with the fighter; and the level of offset that Israeli defence companies will get.

Steyr

http://www.flightglobal.com/articles/2010/06/01/342516/ila-a400m-heads-for-berlin-debut.html

Defence
DATE:01/06/10
SOURCE:Flight International

A400M heads for Berlin debut
By Craig Hoyle

Some thought that it would never fly, while others believed that development issues and programme delays would lead to its cancellation. But Airbus Military's A400M will make its long-awaited first public appearance at this month's Berlin air show, with the manufacturer intent on showing its European customers that their continued commitment to its flagship product will be rewarded.

The A400M should have debuted at ILA two years ago under previous plans, but its historic first showing will still be well placed, given Germany's status as the largest single customer for the type.

Berlin's stake in the project accounts for one-third of the 180 aircraft ordered in a May 2003 contract signed by the governments of Belgium, France, Germany, Luxembourg, Spain, Turkey and the UK via Europe's OCCAR procurement agency.

To replace its air force's Dassault-Breguet C160 Transalls, Germany's 60 A400Ms were originally scheduled to be delivered to Wunstorf air base from this year. However, this schedule has slipped by around three years, so the venerable twin-turboprop will have to soldier on for some time.

Highlighting the nation's programme standing, a German officer also recently became the first non-Airbus pilot to fly an A400M. Drawn from a multinational test team that will support military certification activities, the pilot "was really impressed", says Airbus. Representatives from the European Aviation Safety Agency were due to fly the aircraft for the first time in late May.

German industry is also heavily involved in the A400M project. The aircraft's fuselage is delivered to Airbus's San Pablo final assembly line near Seville, Spain via A300-600 Beluga from Bremen. The nation also hosts the assembly of the aircraft's Europrop International TP400-D6 turboprop engines at MTU Aero Engines' Ludwigsfelde site. Vertical tailplanes are delivered from Stade, while the programme's fatigue test aircraft is in Dresden.

However, the German air force's A400M fleet now appears likely to be reduced slightly as Berlin looks to balance the effects of a major overrun to the previously fixed cost of developing and producing the type.

Agreed at €20 billion ($24 billion), this figure has now been increased by at least €4.3 billion under an in-principle agreement reached by the EADS-led company and its customers on 5 March.

Saving the programme from possible cancellation, the launch nations agreed to pay a combined €2 billion more for their aircraft, waive all liquidated damages linked to the delay and to invest a further €1.5 billion in support of Airbus's efforts to export the A400M. The company has also made its own financial provisions as part of the deal.

CANCELLATION OPTION
As part of the agreement, Airbus offered its customers the option to cancel up to 10 aircraft from the original 180. Germany is believed to be keen on removing seven A400Ms from its order, with the UK having already confirmed its intention to reduce its 25-strong commitment by up to three.

In addition to potentially stripping some aircraft from its order, Berlin has also instructed Airbus Military to abandon some of its unique configuration requirements. These include a sophisticated terrain-following navigation system that was being developed by EADS Defence Electronics uniquely for the German air force.

"We have an agreement with the German customer to stop that one," says Airbus Military managing director Domingo Ureña. "Every*body understands the economical situation," he adds. "We all need to make efforts, and we opened the door with these [10] aircraft."

Ureña says the company and its customers have shown a "willingness to conclude as soon as possible the formalisation of the agreement. Our target, which we still consider to be feasible, is to have everything ticked, and final approval by the governments before the end of the summer."

Meanwhile, a dispute with engine supplier Europrop over its role in programme delays is being resolved. "We've stopped to claim against each other," Ureña confirms. "Common sense indicated to the two companies to start a process to constructively resolve our problems. We are married for a long time, and divorce is not allowed."

However, relations with Thales are still at a low, and this situation with a major supplier "is the real concern at this moment of the programme", he says.

When Ureña took the helm at Airbus Military in February 2009, the Spanish official was faced with guiding the company through a potentially traumatic integration with Airbus from EADS's Military Transport Aircraft division, while also ensuring that the A400M flew before the end of the year.

With the integration activity having concluded on 1 January, Ureña says the benefits are already evident. "Now, nobody has doubts that we are only one company, as part of Airbus," he says. "We try to share the skills of engineering, production, systems and tools. Our customers are starting to appreciate the value."

With a new contract to place the A400M in a stable position, Ureña says Airbus is committed to "deliver the aircraft fulfilling the guarantees that we have with the customers. The A400M is not capital, it is strategic," he adds.

Ureña says that the European aerospace industry faces a significant near-term challenge, as nations look to reduce their military procurement budgets and place increased support on operations such as those in Afghanistan. However, he believes that positives can still be drawn.

"I am convinced that in difficult times we have more opportunities. It's very easy to make business when everybody has plenty of money," he says.

Airbus has identified a potential market to sell 350-500 more A400Ms to international customers, says senior vice-president commercial Antonio Rodriguez-Barberán. Two potential new air force customers have visited Spain within the last several weeks, but he declines to name them.

Malaysia is the only such buyer for the design, and will receive four. South Africa late last year cancelled its eight-strong order, just weeks before prototype aircraft MSN001 made its first flight on 11 December.

SOUTH AFRICA
Airbus is assessing its long-term ties with South African industry, but with more than €300 million of its own money already invested in local companies it has decided against removing existing work packages. However, it recently rejected one re-bid proposal from Denel Saab Aerostructures.

"We try to engage in dialogue with the customer, and hope that they will reconsider the decision," says Ureña. "Sooner or later, South Africa will need the A400M," he believes.

Ed Strongman, Airbus's chief test pilot military, hopes to encourage wider market interest in the transport by displaying MSN001 at ILA on 8 and 9 June. The company cannot commit to a longer stay to keep momentum with flight testing, but will "demonstrate the full capabilities of the aircraft", he says.

Tests involving MSN001 and MSN002 - both of which carry heavy instrumentation loads weighing around 17t - had reached 165 flight hours and 44 sorties by 20 May.

Recent milestones have included the completion of stall testing without the need to use an emergency booster recovery rocket, which has now been removed from MSN001.

"We approached our first stall with a lot of attention, but it was a piece of cake," says Strongman. The crew encountered buffeting only within around 1° of reaching the stall angle, and the pilots retained full roll control throughout the manoeuvres.

"It's a remarkable aeroplane," he says. "It has as good, or better handling qualities than an A320." He attributes this partly to the A400M's counter-rotating propeller configuration, which adds to its stability under such conditions.

Stall testing was conducted between idle and full power and with forward, centre and aft centre of gravity loadings, and at altitudes between 32,000ft (9,760m) and 10,000ft.

Strongman declines to identify the angles of attack achieved before the stall, but confirms: "The alphas were as predicted, and in some cases higher."

The test team is establishing where limits exist, and the A400M's envelope protection will prevent operational crews from encountering potentially dangerous conditions.

This process also included demonstrating the A400M's impressive maximum lateral roll rate. Airbus is required to certificate its roll protection at 90°, but says it will instead offer 120°. Strongman says the test actually demonstrated an angle of 124° due to an incorrect stick input, but adds that this was still "well within the range of the aeroplane. It was Friday night and it was 8 o'clock, but it was good," he adds.

The aircraft during April underwent testing at Istres in southern France to assess its handling characteristics in ground effect down to just 15ft above the runway. "We were just on the limits of turbulence also, so it was a really good simulation," says Strongman.

Full sideslip and load factors testing have been completed, the aircraft has been operated across its stress range of +2.5g to -1g, and its doors and cargo ramp have been opened in flight at between 120kt (222km/h) and 200kt without affecting handling characteristics.

A maximum altitude of 34,000ft has been achieved, and the A400M was due to be taken to its VD velocity limit, and to perform flutter validation flights in late May. At this point, a major restriction to testing can be lifted, with stress gauges to be removed from the TP400's Ratier-Figeac propeller blades. This will enable the flight test team to fly the A400M through clouds and rain for the first time.

In an unusual parallel with a past programme, Strongman says that during some flight conditions and angles of attack at higher altitudes, the A400M exhibited a slight snaking motion. Experience within Airbus likened the characteristic with the Transall, and adopted the same solution. Strakes added to the main landing gear sponsons now act as vortex generators, and Strongman says the trait has not been encountered on any subsequent flights.

OVERHEATING ISSUE
Other earlier issues from flight testing are in the process of being addressed, such as to fix a landing gear overheating issue. More work will be performed to define braking limits and to perform rejected take-offs. A new high power mode full authority digital engine control software load for the TP400 has also recently been tested on one engine, and will soon be expanded to all stations.

Although flight-test activities got off to a slower than expected start, because of unusually bad weather in Seville and Toulouse over the winter months, MSN001 in mid-May for the first time flew twice in one day.

"The whole process is accelerating," says Strongman, who describes the transport as intuitive and easy to operate.

"Every pilot has a smile on his face, due to the A400M's handling and manoeuvrability," Strongman says.

MORE A400MS POISED TO JOIN FLIGHT TESTING

With the A400M programme's first two prototype aircraft now being flown regularly in France and Spain, Airbus Military is preparing to double the size of its test fleet within the next six months.

Due to fly in the "early summer", MSN003 was in late May undergoing final clearance tests on the company's San Pablo final assembly line near Seville, and will soon be transferred to its flight-test department at the site.

To be employed for systems testing from Toulouse, the aircraft has several modifications made following the lessons learned in early flight-testing. These include the addition of small strakes on the main landing gear sponsons and a lower auxiliary power unit exhaust chimney.

Aircraft MSN004 is in the general joining stage at San Pablo and was scheduled to undergo power-on for the first time in the last week of May. First flight is planned before the end of the year.

All major components for the remaining flight-test example are in production and final assembly work will start in the third quarter of this year. The first A400M to be built to a series production standard, MSN006 will have weight reduction modifications and other system upgrades.

Parts are also being produced for the programme's first customer aircraft, which should be delivered to the French air force in December 2012. The San Pablo facility is expected to complete 2.5 aircraft a month by 2015, against a peak of three a month.

"Production is working smoothly and we think we are on the way to success," says Rafael Nogueras Cebrero, head of the A400M final assembly line and flight-test centre.

Steyr

http://boeing.mediaroom.com/index.php?s=43&item=1241

AMBERLEY, Queensland, June 3, 2010

Boeing Defence Australia, a wholly owned subsidiary of The Boeing Company [NYSE: BA], and the Royal Australian Air Force (RAAF) today announced the graduation of the first RAAF C-17 Globemaster III pilots trained in Australia.

Since commencing Pilot Initial Qualification (PIQ) training on Feb. 1, Flight Lt. David Whyte and Pilot Officer Stephen Maunder have received more than 350 hours of programmed training from Boeing Defence Australia instructors at RAAF Base Amberley, including 120 simulated flight hours in the C-17 Globemaster III Aircrew Training System (ATS).

"Delivering Australia's first in-country C-17 pilot training program is a significant achievement for both Boeing and the RAAF," said Nigel Page, C-17 ATS site team lead for Boeing Defence Australia. "The graduation of Flight Lt. Whyte and Pilot Officer Maunder as qualified C-17 pilots demonstrates the success and value of the RAAF's new in-country pilot-training capability, assisted greatly by Boeing's training expertise and the Amberley-based C-17 ATS."

The Boeing-developed C-17 ATS consists of a Loadmaster Station, Learning Center, various support systems and a Weapons Systems Trainer (WST), which is a realistic, full-motion simulator used for pilot training.

"Training C-17 pilots at Amberley has saved the RAAF both money and time by removing substantial travel costs and the need for student pilots to spend longer periods of time training overseas," said Squadron Leader Brent Taylor, 36 Squadron Training Flight Commander. "We are pleased with the end result of the locally based training system, and congratulate Flight Lt. Whyte and Pilot Officer Maunder for passing with flying colors."

The students' training culminated in five flights at the controls of a real C-17 airlifter under the instruction of RAAF Qualified Flying Instructors, and acceptance by the RAAF's No. 36 Squadron.

"There is no doubt in my mind the Boeing-delivered PIQ training has equipped me with the tools and knowledge required for my career as a RAAF C-17 pilot," said Maunder. "I'm proud to have achieved my goal to become a C-17 pilot and look forward to supporting the C-17 strategic airlift capability for national and international operations."

The next two student pilots, Pilot Officers Luke Ridgway and Brett Hopewell, will graduate from the second PIQ training course this month. The third and fourth PIQ training courses will commence in July and August, respectively.

Steyr

http://www.flightglobal.com/articles/2010/06/04/342717/us-army-opens-bidding-for-king-air-350er-contract.html


Aircraft
DATE:04/06/10
SOURCE:Flight International

US Army opens bidding for King Air 350ER contract
By Stephen Trimble

The US Army has opened bidding for a contract to deliver up to an initial eight Beechcraft King Air 350ERs modified into intelligence aircraft.

The competition for the enhanced medium-altitude reconnaissance and surveillance system (EMARSS) creates a new opportunity for a prime contractor to deliver the increasingly popular King Air airframe to the US military.

The US Air Force is already buying 37 King Airs, including seven 350 variants, as part of its Project "Liberty Ship" acquisition. The redesignated MC-12s are being deployed to support the intelligence, surveillance and reconnaissance surge in Afghanistan.

Meanwhile, the US Navy has unveiled a requirement for a Global Discovery maritime patrol aircraft, with performance specifications similar to MC-12 and EMARSS.

The army plans to buy an initial batch of four developmental EMARSS aircraft, with three to be deployed to Afghanistan and one reserved as a testbed. Its contract will include an option for four more aircraft during low-rate initial production.

The new competition has drawn interest from L-3 Communications, which is supplying the modified King Airs for Project Liberty. Lockheed Martin and Sierra Nevada, meanwhile, have formed a team to compete for requirements involving modifying King Air turboprops for the surveillance mission.

Northrop Grumman also says it is reviewing the army's request for proposals, and has created an EMARSS page on its website.

Bidders will have to move fast to participate. The deadline to submit bids is 21 June, and contract award is scheduled for 24 September.

Modifications to the King Air 350ER include installing a communications intelligence sensor and an electro-optical/infrared camera. The army plans to operate the aircraft with a crew of four, including two pilots and two mission system operators in the passenger cabin.

The EMARSS requirement has emerged in the aftermath of the service's failed attempt to revive its Aerial Common Sensor programme, which was cancelled in January 2006.

The army was close to launching a renewed attempt to replace its RC-7 (DHC-7) and RC-12 Guardrail King Air fleets with a single, jet-powered intelligence aircraft, but again abandoned the project last year.

iceage

http://www.liveleak.com/view?i=28e_1275619112

Not sure if this has been posted before.

May14 2009 No 1 Sqn Harrier GR9 ZG478/"68"
Crashed at around 1030hrs Whilst Landing at Kandahar. The Pilot ejected saftly , sustaining only minor injuries,and was taken to the ISAF medical facility for treatment. Although there were reports of engine failure, these were believed to be wrong, however,the undercarrage collapsed when it hit the runway hard. The pilot remained with the aircraft for as long as possible in an effort to avoid hitting a commercial aircraft waiting to take-off,which had 8 people on board.The ATC had allegedly asked the Harrier pilot to land quickly because of this aircraft. When the Harrier burst into flames, he ejected and the damaged aircraft came to a halt 30ft from the civilian aircraft.

Fair dues to this guy, rode it in all the way and held on until the last minute.

Steyr

Well done to that man, talk about a hard impact and his landing in the chute left nothing to the imagination, he is lucky he wasnt more injured!

Steyr

http://boeing.mediaroom.com/index.php?s=43&item=1248

RIDLEY PARK, Pa., June 7, 2010

Boeing [NYSE: BA] announced today that it will secure a license from AgustaWestland for U.S. production of the AW101 medium-lift helicopter as an entry into the U.S. Navy VXX Presidential Helicopter Program. This license will give Boeing full intellectual property, data and production rights for the aircraft in support of the VXX program. Because of this arrangement, the aircraft will be a Boeing aircraft, built by Boeing personnel at one of its U.S. facilities. The company will submit information regarding this aircraft in response to the Navy's current Request for Information by the June 18 deadline.

In announcing the agreement, Phil Dunford, vice president and general manager for Boeing Rotorcraft Systems, said, "We are excited to offer the capabilities of this proven aircraft to the Department of the Navy as it completes the Analysis of Alternatives for this critical mission. As a leading original equipment manufacturer in the military helicopter market and with our nearly 50 years of experience in presidential transport, we believe we are uniquely positioned to make the most of the Navy's significant investment in this aircraft."

The AW101 is a three-engine, medium-lift helicopter with combat-proven performance, serving with distinction in Bosnia, Iraq and Afghanistan. More than 150 aircraft are in service with five NATO militaries and Japan, and the aircraft was selected for the previous presidential helicopter program in which nine aircraft were delivered to the prime contractor by AgustaWestland.

If the Boeing 101 helicopter is selected for VXX, Boeing will be the prime contractor and will design, build and deliver the aircraft. An industry-leading team of subcontractors, including AgustaWestland, will work with Boeing to deliver this capability to the Navy.

"Boeing has a long and extremely successful relationship with AgustaWestland, which has manufactured both the AH-64 Apache in the United Kingdom and the CH-47 in Italy under license from Boeing. We are thrilled to have a trusted participant on our team with valuable insights into the aircraft and the program," said Dave Palm, director of Business Development and Strategy for Boeing Rotorcraft Systems.

Steyr

**PICS IN THE LINK**

http://www.lockheedmartin.com/news/press_releases/2010/100604ae_cc130j_canada.html

Canada Accepts First Of 17 Lockheed Martin C-130J Super Hercules

MARIETTA, Ga., June 4th, 2010

Canada formally accepted the first of 17 Lockheed Martin [NYSE: LMT] C-130J Super Hercules aircraft today at ceremonies here and at Canadian Forces Base Trenton.

Canada finalized its CC-130J contract with Lockheed Martin in December 2007, with a subsequent agreement from the U.S. Air Force to ensure an early delivery of the first two Canadian aircraft. The balance will be delivered by the end of 2012. The CC-130Js (the Canadian designation) are the "stretched" configuration of the C-130J and are of similar specification to those already operated by the U.S. and other worldwide air forces.

"This year is the 50th anniversary of the first CC-130 Hercules aircraft accepted by Canada," said the Honourable Peter MacKay, the Canadian Minister of National Defence. "I am proud to mark this milestone by welcoming the J-model Hercules into our fleet – on budget and on schedule – ensuring the Canadian Forces have the equipment it needs to be a modern, multi-role force able to take on the challenges of the 21st century."

"Lockheed Martin is proud to again support Canada and the Canadian Forces," said Tony Frese, Lockheed Martin C-130J program director. "The C-130J Super Hercules is an operationally proven platform and the ideal aircraft to replace Canada's existing C 130 fleet. The current C-130s have been Canada's indomitable workhorse for decades and this new aircraft will now meet the demanding tactical airlift needs of the Canadian Forces."

The C-130J generates greater operational efficiency than Canada's existing E and H models, by flying further, faster, with more payload and higher reliability. The aircraft's increased performance gives it an enhanced range with a payload capability of over 4,000 nautical miles. In addition, its short-field performance allows the aircraft to engage in direct support missions for frontline forces down to the last tactical mile.

C-130Js are currently deployed in several theatres and are operating at a high tempo efficiently and reliably. C-130Js are used daily for troop and equipment re-supply via ground delivery and airdrop, for air-to-air refueling, ground refueling, humanitarian relief and search and rescue.

Lockheed Martin recently announced the team of Canadian companies that will provide maintenance and support for Canada's new CC 130J fleet. The initial in-service support (ISS) contract period is for six-and-a-half years from contract award in December 2009 to June 30, 2016.

"Through a rigorous and competitive process, we assembled a team to support Canada's CC 130J fleet that rivals any such team in the world," Frese said."This team – as well as the expertise and capabilities in Canada to fulfill our industrial benefits obligation – stands as a testament to the quality of Canada's high-technology industrial base."

Steyr

http://www.lockheedmartin.com/news/press_releases/2010/0607aero-f-35c-firstflight.html

U.S. Navy Version of Lockheed Martin F-35 Makes First Flight

FORT WORTH, Texas, June 7th, 2010

The most advanced aircraft in the history of the United States Navy made its inaugural flight yesterday, assuring a future of long-range, first-day-of-the-war stealth striking capability from the Navy's big-deck carriers. The first Lockheed Martin [NYSE: LMT] F-35C Lightning II carrier variant took off from Naval Air Station Fort Worth Joint Reserve Base at 11:46 a.m. and logged a 57 min flight.

“I am thrilled the F-35C has attained this milestone,” said Vice Adm. Thomas J. Kilcline, Commander of Naval Air Forces. “This flight marks the beginning of a new chapter in Naval Aviation. The mission systems in this aircraft will provide the Carrier Strike Group Commander with an unprecedented ability to counter a broad spectrum of threats and win in operational scenarios that our legacy aircraft cannot address.

“As a long-range, stealthy, carrier-based aircraft, the F-35C will provide Naval Aviators a fifth-generation fighter with the most advanced technology possible to perform our nation's missions. I look forward to the F-35C's continued progress, and observing developmental flight testing at Patuxent River later this summer,” Kilcline said.

The F-35C is unique in its uncompromised carrier suitability, with a larger wing and control surfaces for safe, precise handling and low approach speeds to the carrier, excellent over-the-nose visibility, and additional structural strength for at-sea operations. The aircraft’s stealth materials are designed to withstand harsh carrier conditions with minimal maintenance.

"For the first time ever, and from now on, wherever on the world’s oceans we position a 98,000-ton nuclear carrier, we can launch a long-range, lethal, stealth strike fighter with the ability to defeat the most sophisticated air defenses," said Tom Burbage, Lockheed Martin executive vice president and general manager of F-35 Program Integration. “Sunday’s flight marks the beginning of the true introduction of a next-generation weapon system capable of providing joint, coalition striking power on Day One, from both land and sea bases.”

The mission was flown by Lockheed Martin Test Pilot Jeff Knowles, a retired Naval Aviator and test pilot who flew F-14As and F-14Ds operationally, and who served as chief test pilot on the F-117 stealth fighter program.

The F-35 program has about 900 suppliers in 43 states, and directly and indirectly employs more than 130,000 people. Thousands more are employed in the F-35 partner countries, which have invested more than $4 billion in the project. Those countries are the United Kingdom, Italy, the Netherlands, Turkey, Canada, Australia, Denmark and Norway.

The F-35 Lightning II 5th generation fighter combines advanced stealth with fighter speed and agility, fully fused sensor information, network-enabled operations and lower operational and support costs. Lockheed Martin is developing the F-35 with principal industrial partners Northrop Grumman and BAE Systems. Two separate, interchangeable F-35 engines are under development: the Pratt & Whitney F135 and the GE Rolls-Royce Fighter Engine Team F136.

Steyr

http://www.flightglobal.com/articles/2010/06/07/342866/ila-germanys-first-euro-hawk-to-fly-next-month.html

Defence
DATE:07/06/10
SOURCE:Flight Daily News

Germany's first Euro Hawk to fly next month
By Craig Hoyle


ILA

Northrop Grumman (display V, stand 674) and EADS (hall 7, stand 100) are exhibiting a full-scale replica of Germany's Euro Hawk unmanned air vehicle at the show, as their prototype system is within weeks of making its first flight in the USA.

A modified version of the US Air Force's Block 20 RQ-4B Global Hawk, the first of Germany's planned five new signals intelligence aircraft on 19 May cleared its "full dress rehearsal" before flying from Palmdale, California, says Jim Kohn, Northrop's Euro Hawk programme director.

This involved the UAV making an aborted take-off from a speed of around 65kt (120km/h), before coming to a halt and shutting down on the runway. Earlier ground runs on 8 April had assessed the air vehicle at taxi speeds of between 6kt and 70kt.

To be equipped with an EADS Defence & Security-developed payload incorporating communication and electronic intelligence-gathering sensors, the fleet will replace the German air force's two Dassault-Breguet Atlantic surveillance aircraft from late 2011.

Integration testing involving the aircraft, its launch and recovery element equipment at Palmdale and mission control systems at Edwards AFB, California, has also been conducted, along with laboratory trials using a payload emulator.

"All the testing has gone extremely well," says Kohn.

The first flight milestone is expected next month, after personnel from Germany's WTD-61 flight-test centre have completed the paperwork for its preliminary airworthiness certificate, and the US State Department has granted diplomatic clearance.

Unveiled last October, the prototype Euro Hawk will then enter a roughly six-month period of flight testing from Edwards AFB. It had originally been due to fly in mid-2009, and Kohn attributes the delay to "a lot of little things". Northrop's main commitment remains its continued support for the operational needs of the USAF's Global Hawk fleet, he adds.

Kohn expects the Euro Hawk to be flown to Germany in early 2011, with the high-altitude, long-endurance UAV to route over Canada and to the north of the UK before entering German airspace. It should be handed over to the German air force late the same year, with the service's first pilot and maintenance officer for the system already in training in Palmdale.

Northrop expects a decision from Berlin in early 2012 on its planned four production Euro Hawks.

"We are working on different scenarios for funding routes to production," says Kohn. "We want to give our customer maximum flexibility on when they want to buy those air vehicles."

Steyr

http://boeing.mediaroom.com/index.php?s=43&item=1251

**PIC IN THE LINK**

SEATTLE, June 10, 2010

Boeing [NYSE: BA] P-8A Poseidon aircraft T2 successfully completed the program's first mission systems test flight on June 8 in Seattle. T2 will be used to verify integrated mission systems performance during flights in Seattle and at Naval Air Station Patuxent River, Md.

During the three-hour flight, the joint Boeing and Navy test team exercised mission computing on all five operator workstations and successfully demonstrated key systems -- including acoustics, mission planning, tactical data-link, communications, electronic support measures and flight test instrumentation -- for the first time.

"This successful flight moves us a step closer to getting the Poseidon and its next-generation radar and sensors into the hands of the warfighter," said Chuck Dabundo, Boeing vice president and P-8 program manager. "Future flights will demonstrate the state-of-the-art systems that will provide the Navy superior performance well into the 21st century."

T2 is one of five test aircraft that are being assembled and tested as part of the U.S. Navy System Development and Demonstration contract Boeing received in 2004. Boeing's T1 airworthiness-test aircraft entered flight testing in October 2009 and arrived at the Navy's Patuxent River facility in April 2010.

The Navy plans to purchase 117 P-8A anti-submarine warfare, anti-surface warfare, intelligence, surveillance and reconnaissance aircraft to replace its P-3 fleet. Initial operational capability is planned for 2013.

Steyr

http://www.flightglobal.com/articles/2010/06/15/343263/lockheed-marks-1st-supersonic-flight-by-stovl-f-35b.html

Defence
DATE:15/06/10
SOURCE:Flight International

Lockheed marks 1st supersonic flight by STOVL F-35B
By Stephen Trimble

Four months after completing the first vertical landing, the Lockheed Martin F-35B flight test fleet also has surpassed the sound barrier.

A 10 June test flight flown by US Marine Corps Lt Col Matt Kelly powered the BF-2 short take-off and vertical landing (STOVL) variant to Mach 1.07 at 30,000ft (9,150m).

The flight test demonstrates a key upgrade for the F-35B’s two customers – the USMC and the UK Royal Air Force/Royal Navy. Their Boeing AV-8B and BAE Systems Harrier GR7/9s can land vertically, but lack supersonic speed.

It’s the first time a STOVL aircraft has achieved supersonic speed since the Lockheed X-35C prototype in 2001 completed the heralded “X-flight” in the competition for the Joint Strike Fighter contract.

Overall, BF-2 has become the third aircraft in the F-35 flight test fleet to beat Mach 1.0. The first non-production test aircraft, AA-1, completed one test flight that registered multiple sprints across the sound barrier. Conventional take-off and landing aircraft AF-1 also has flown supersonic.

Though 13 June, Lockheed has completed 111 test flights against 103 scheduled as the flight test programme continues to rebound from a rough year in 2009.

The supersonic flight by BF-2 also checked off 21 unique test points, or more than twice the expected average of 10 per sortie. As of last week, the number of test points completed had fallen slightly behind schedule.

The first naval variant – CF-1 – joined the test fleet on 6 June (above), but the maiden flight flight of the ninth test aircraft – AF-3 – is slightly delayed, Lockheed says.

Steyr

http://boeing.mediaroom.com/index.php?s=43&item=1264

GILZE-RIJEN AIRBASE, Netherlands, June 16, 2010

Boeing [NYSE: BA] and The Royal Netherlands Air Force (RNLAF) made aviation history when a Boeing AH-64D Apache became the first rotorcraft in the world to fly using a blend of sustainable bio-kerosene and standard aviation jet fuel.

The 20-minute flight, conducted at Gilze-Rijen Airbase, home of the RNLAF's combat rotorcraft squadrons, was witnessed by dozens of industry observers and defense journalists.

The sustainable biofuel used in the flight was produced using algae-based biomass and used cooking oil, and processed by UOP, LLC, a Honeywell company, into a Bio-Synthetic Paraffinic Kerosene (Bio-SPK), which has been used in previous commercial biofuel flights. In a series of preflight tests, the 50/50 bio-kerosene and traditional jet fuel blend met or exceeded the JP-8 fuel specifications for the Apache. No engine or airframe modifications were made prior to flight.

"This is a tremendous achievement for the Royal Netherlands Air Force, Boeing, Honeywell, and the engine manufacturer GE Aviation in our efforts to develop sustainable aviation fuel solutions," said Al Winn, vice president of Apache Programs for Boeing, who attended the demonstration. "Both Boeing's commercial and military customers are pursuing alternatives to fossil fuels, sharing a vision that was demonstrated flawlessly by our Apache customer today."

"Today is an important milestone for the more intensive usage of sustainable bio-kerosene in aviation," said Eimert van Middelkoop, Minister of Defense of the Netherlands.

The RNLAF biofuel flight test program encompasses seven flights that will highlight the technical feasibility of flying rotorcraft using renewable fuels that do not reduce the availability of food crops or water. The Ministry of Defense of the Netherlands, which authorized the flight test program, has publicly stated its commitment to minimizing its environmental footprint of military aircraft.

"This program also will help stimulate market development for aviation biofuel within the Netherlands that can help improve the environmental performance of commercial and military aviation," said Jan Närlinge, president of Boeing Northern Europe.

Boeing is engaged in sustainable biofuel research around the world and supported the Apache flight and the RNLAF through preflight planning, testing and technical consultation based on a strong body of biofuel experience. The company supplied technical support to a KLM Royal Dutch Airlines biofuel flight aboard a Boeing 747 in November 2009, and also to the U.S. Navy F/A-18 Super Hornet biofuel flight on Earth Day this year. Boeing also supported four previous biofuel flights using varying fixed-wing commercial aircraft and engine types.

Extensive laboratory testing by fuel processors, feedstock providers and engine manufacturers has further shown that aviation biofuels meet or exceed the high performance and quality standards specified for military and commercial jet fuels.

Steyr

http://www.flightglobal.com/articles/2010/06/21/343449/turkey-halts-israel-uav-talks-in-wake-of-gaza-flotilla.html

Defence
DATE:21/06/10
SOURCE:Flight International

Turkey halts Israel UAV talks in wake of Gaza flotilla action
By Arie Egozi

Turkey has frozen all negotiations on purchasing more Israeli-made unmanned air vehicles, but its current contract for the supply of Israel Aerospace Industries Heron systems will be completed, say sources close to deal.

Ankara's move to halt negotiations on future deals follows the Israeli navy operation to stop a flotilla of ships that sailed from Turkish ports from reaching Gaza with a cargo of humanitarian goods. Nine activists were killed during the operation, including Turkish nationals.

In 2007 IAI and Elbit Systems launched a joint programme to supply UAVs to the Turkish armed forces.

A $190 million contract was signed in May the same year between the Israel UAV Partnership and the Turkish defence ministry.

IAI manufactures Heron air vehicles under the pact, while Elbit supplies ground control stations.

Deliveries fell behind schedule, with both two sides blaming each other for the delay. Earlier this year the problems were solved and five Heron systems have been delivered.

"The others are ready, and we hope that they will be delivered soon," says a senior Israeli source.

Meanwhile, the Israeli teams that trained Turkish army personnel to operate the Heron were ordered to leave the country because of security concerns.

The medium-altitude, long-endurance UAV can operate at a distance of more than 1,000km (540nm) and at altitudes above 25,000ft (7,620m) for more than 24h.

With automatic take-off and landing, integrated mission planning and a multi-payload configuration, the UAV provides deep-penetration capabilities.

Steyr

http://www.flightglobal.com/articles/2010/06/22/343521/eads-pitches-a400m-c-295-to-australia.html

Aircraft
DATE:22/06/10
SOURCE:Flight International

EADS pitches A400M, C-295 to Australia
By Leithen Francis

EADS, which is preparing to start deliveries of air tankers to the Royal Australian Air Force, has also been busy promoting its Airbus Military A400M and C-295 in Australia.

The A400M would be useful to Australia because "it is twice the size of the Lockheed Martin C-130 and carries twice the weight", says EADS corporate vice-president of international development for Asia Pacific and South America Christian Duhain.

"It is a stronger aircraft and can take off from rugged airfields," he adds.

EADS has also been putting forward the C-295 to meet the military's requirement for fixed-wing short take-off and landing aircraft. The requirement has come about because late last year the air force retired its last de Havilland Canada DHC-4 Caribou transports.

Some of the Caribou's roles will be fulfilled by utility helicopters, but the Australian Defence Force has said publicly that it will also need fixed-wing aircraft.

This procurement will come under the Department of Defence's Project 8000 phase two, which calls for "first pass" approval in the 2010-11 to 2011-12 fiscal year and a decision in either 2012-13 or 2014-15.

As an interim solution, the service has been relying on Beechcraft King Air 350s.

While EADS may be hoping Australia can become the A400M's second export customer outside Europe, it is continuing to work to deliver five Airbus A330 multi-role tanker transports to the air force.

Duhain says the programme's first two aircraft are supporting test activities in Spain, and will be delivered by the end of the year. These were modified by Airbus Military and Qantas Defence Services, respectively, with the latter to also prepare the remaining three examples.

"We are trying to make Australia part of our global supply chain," says Duhain, who notes that EADS's Eurocopter subsidiary also owns Australian Aerospace in Brisbane. The company assembles the Tiger armed reconnaissance helicopter for the Australian Army.

"Our approach is not about offsets: rather our approach is long term," he says.

Duhain confirms that there may be an opportunity for Australian Aerospace to make helicopters for export customers.

Steyr

http://www.flightglobal.com/articles/2010/06/22/343393/us-air-force-industry-prepare-for-t-38-replacement.html

Defence
DATE:22/06/10
SOURCE:Flight International

US Air Force, industry prepare for T-38 replacement
By Stephen Trimble

The US Air Force may be within months of launching a contest to replace the Northrop T-38 Talon trainer that was introduced in 1962.

At least five companies are plotting potential bids to win the contract to replace 450 T-38s and become the go-to trainer option worldwide for Lockheed Martin's fifth-generation fighters - the F-22 and F-35 Joint Strike Fighter.

With fewer new contract opportunities available over the next decade, the T-X programme is shaping up as a must-win battle. In terms of quantity, the deal represents the single largest new contract opportunity for manned aircraft in the US defence market for several years.

By 2012, the USAF may select a contractor to build at least 350 aircraft to replace the T-38 alone. But follow-on opportunities, including naval and light attack versions, could push sales to nearly 1,000 aircraft for the Department of Defense.

It is an opportunity that the worldwide advanced jet trainer industry has been anticipating for decades. Replacing the T-38 has enticed industry for so long that two of the first companies that became involved were named Samsung and General Dynamics. Neither remains in the aircraft business, but the result of their collaboration in the early 1990s produced the T-50 Golden Eagle, which is now offered by Korea Aerospace Industries and Lockheed.

"We designed the T-50 as a T-38 replacement for the US Air Force," says Douglas Miller, Lockheed director for T-50 business development. "We were focused on that opportunity a long time ago."

The South Korean-built T-50 is not alone. Both the Alenia Aermacchi M-346 Master and BAE Systems Hawk 128 have attracted other buyers, but replacing the USAF's T-38 fleet remains the prime goal for both companies.

With KAI tightly aligned with Lockheed, Alenia Aermacchi and BAE may need to find US partners.

Starting in June 2009, Alenia executives spoke openly of plans to offer the M-346 to the USAF as a prime contractor, perhaps using newly acquired DRS Technologies to install sensitive equipment. But the company has changed course since April, when Finmecannica chief executive Pier Francesco Guarguaglini told market analysts that it would seek a US partner.

Meanwhile, BAE's plan is still to offer the Hawk for the T-X contract through its US-based subsidiary BAE Systems Inc.

Ian Reason, BAE's business development director for military air sector training, says the company's starting point is to "deliver this as a prime in our own right, but with a very strong US industrial team around us". However, he adds: "We are not ruling out teaming with a major air sector prime."

For Alenia and BAE, the most obvious partners are Boeing and Northrop Grumman. Not only is Boeing already partnered with BAE as the US Navy's prime contractor for the T-45 Goshawk, it also has an agreement with Alenia to market the M-346 internationally.

In addition, Northrop may offer advantages to a potential partner as the USAF's incumbent supplier of advanced jet trainers, although the T-38 production line closed in 1972.

However, both manufacturers appear to have different ideas than participating in the T-X contest as a partner to a foreign company.

Boeing, in particular, wants the USAF to factor industrial base issues into the T-X competition. Moreover, industry sources last year confirmed to Flight International that Boeing may offer a "purpose-built" aircraft. With each off-the-shelf option relying heavily on foreign aircraft designers, Boeing may hope to sway the requirements to drive a clean-sheet design launched by a US manufacturer.

So far, Boeing is keeping its strategy for T-X mostly secret. "We have various options on the table," says Dave Schweppe, a business development director for Boeing. "In December-or-so of this year, we can probably be a lot more forthcoming about our offering."

For its part, Northrop also prefers to keep its strategy closely held at this stage.

"Northrop Grumman is interested in the future of this programme, and will look at all options to respond to the needs of the air force," says Scott Collins, director of future tactical systems for Northrop Grumman Aerospace Systems.

As the legacy T-38 supplier, Northrop's preferred route may be offering a service life extension programme for the Talon fleet.

Dave McDonald, a plans, programmes and requirements manager for the Air Education and Training Command (AETC), confirms "extending the life of the baseline system" remains one of the options on the USAF's list.

Northrop also has the ability to surprise the competition by producing an all-new, clean-sheet design. In addition to its long heritage in the trainer market, the company owns a major stake in Burt Rutan's Scaled Composites.

Among several ambitious design projects over the years, Scaled designed and built a jet-powered replacement for the Fairchild A-10 ground-attack aircraft in the early 1990s called the agile response effective support aircraft.

The scale of the programme could also spark other surprise offerings from industry.

Dan Korte, president of Rolls-Royce Defence Aerospace, says his company has been in discussions with T-X bidders about offering the Eurojet consortium's EJ200 turbofan as a re-engining option. Even in a single-engined configuration, the prospect of introducing the powerplant of the Eurofighter Typhoon into a T-X offering shows how far vendors are willing to compete for this contract.

Korte declines to name any companies involved in the EJ200 discussions. BAE's Reason has heard about the possible offering, however. "I believe [Rolls-Royce has] been approached by one of the competitors," Reason says. "Everybody's talking to everybody. Until the acquisition strategy settles down, I think there's going to be a lot of discussion."

Meanwhile, USAF officials are working to define what they want to replace the Talon.

The AETC, perhaps mindful of preventing delays as a result of flaws in the acquisition process, has been working on finalising requirements for the T-X since 2003. At that time, a T-38 replacement was not planned until after 2020, as the oldest Talons approached entering a seventh decade of service.

But the USAF seemed to accelerate the T-X acquisition process last year as new concerns arose about the T-38 fleet's viability. A T-38C crash in April 2008 was blamed on an aileron that failed in the full-down position on take off, killing the two-man crew.

USAF officials launched a comprehensive structural assessment in the wake of the accident, and believe the fleet remains viable beyond 2020.

Nonetheless, the service launched the T-X acquisition process less than a year after the T-38C accident, issuing a request for information for an "advanced pilot training family of systems" in March 2009.

For the first time, the initial operational capability date was set for fiscal year 2017 for a family of systems that includes an aircraft, simulator and classroom instruction.

The RFI identified five training tasks for the F-22 and F-35 that "lend themselves" to being performed by a two-seat fighter. The five are "sustained high-g operations, air-refuelling, night vision imaging systems operations, air-to-air intercepts, and datalink operations".

Five months later, the USAF issued a follow-up that clarified the air refuelling task could be performed in a simulator.

McDonald says the next step is to perform an analysis of alternatives. A draft copy in January should identify the feasibility, cost and effectiveness of a wide range of options.

At the same time, the Pentagon must commit funding in the FY2012 budget request, which will be revealed in February 2011. So far, the T-X programme's budget has been limited to assessing options and launching a competition.

If the programme receives budget support, a request for proposals could be issued in February or March in 2011, with contract award possible by the end of the calendar year.

With the introduction of the F-22 and the conventional take-off and landing F-35A, flying the aircraft is supposed to become easier, with more responsive and sophisticated flight controls compared to earlier generations. The next trainer aircraft, however, will have to teach pilots how to manage a cockpit that fuses data coming from several advanced sensors simultaneously.

"You have more things to manage, more things to look at," McDonald says. "Prioritisation of tasks is still an issue."

Although the RFI documents ask vendors whether there is a fighter or attack version of their trainer aircraft, the USAF is not likely to factor combat performance when it comes to evaluating bids.

"I'm looking strictly at the trainer," McDonald says. "What do we need to fill the capability gaps that we have now?"

The USAF has taken a similar approach with the USN's far-term requirement for a T-45 Goshawk replacement.

Navy officials are participating in the analysis of alternatives for the T-X, but carrier-landing capability will not be part of the USAF's evaluation.

It is also possible that the airframe for the USAF's T-X will be different than the USN aircraft, McDonald says. "The navy needs an advanced trainer that's stressed for carrier operations. That's a plain and simple fact." But separate airframes could share common engines and avionics, he says.

Alenia's M-346 is designed specifically to emulate fifth-generation fighter cockpits, but differs in one significant detail: its pilot uses a centre-stick to command a digital fly-by-wire control system. However, the cockpit can be redesigned to accommodate an F-35-style sidestick if a customer requests it, says Alenia North America chief executive John Young.

The M-346 also may be adapted with a universal aerial slipway installation, which would allow the aircraft to be refuelled in-flight by a boom-equipped tanker.

But those seem like minor changes compared with Alenia's surprise rebranding effort unveiled quietly in May. For the T-X competition, the M-346 is renamed the T-100 integrated training system (ITS).

The new designation, Young says, is intended to evoke the USAF's historical century-series fighters.

Establishing the T-100 ITS as an American brand is one of the keys to Alenia's strategy. In addition to finding a US-based partner, the company is making several concessions beyond the 50% threshold to meet "buy American" requirements.

Final assembly of the M-346 will transfer from Venegono, Italy, to a US location - perhaps Elizabeth City, North Carolina, or a site chosen by a US partner. Production of Honeywell F124 engines for the rebranded T-100 will shift from Taiwan to Arizona.

With the UK Royal Air Force's Hawk T2/128 set as the baseline for its offer, BAE is positioning itself as the least risky option among the field of competitors.

"Our understanding of this opportunity is that replacing the T-38 is a must-pay bill," says Reason. "Doing nothing is not a zero-cost option. A new acquisition is required. The USAF has significant budget and fiscal constraints at the moment. We can offer a low-risk, low-cost option."

Indeed, BAE's strategy is to offer the Hawk T2 version, with as few modifications as possible. So far, for example, the company plans to retain the jet's centre-stick configuration, rather than offer a sidestick option.

Some flexibility is possible with the choice of engine, but BAE prefers to retain the Hawk 128's Rolls-Royce Turbomeca Adour 951 turbofan. In a concession to "buy American" requirements, Adour production for the T-X could be moved to the USA, where Rolls-Royce operates a major hub in Indianapolis.

"The Adour is a very capable product," Reason says. "We don't need to change the engine."

As the manufacturer of the F-22 and F-35, Lockheed owns a unique perspective on the lead-in trainer requirement.

"I suspect there's an awful lot of people scratching their head [at other companies] trying to think how [they're] going to approach this opportunity," says Miller. "We're not one of them."

Indeed, Lockheed believes the baseline T-50 design will satisfy the USAF's T-X requirements.

"I think that from a performance perspective there's no change necessary," Miller says. "The T-50 is a remarkably strong performing aircraft. There will be some changes that we incorporate in the avionics and the capabilities that we're able to train to in the aircraft to accommodate the multi-role aspects of the fifth-generation fighters."

Lockheed is also considering transferring T-50 final assembly for the T-X contract to the USA, but leaves the option on the table to continue building the aircraft in South Korea. KAI has already delivered 50 T-50s to the nation's air force, which has ordered a total of 142 as trainers and light attack aircraft.

As big as the T-X contract is to aircraft manufacturers, the competition is also important for companies that provide full-flight simulators, with between 35 and 50 systems likely to be purchased.

McDonald, however, does not expect to see dramatic improvements in simulator technology as T-X proposals are submitted.

"I have not seen any transformational approach to simulation from the vendors," he says. "The fact that the vendors have not come forward with that type of approach indicates to me that it's not out there."

Radical improvements, including holographic-based visuals and centrifuge-based simulators for motion realism, will probably remain on the drawing board.

But simulator vendors are preparing several new technologies, such as improving visual acuity to near-20/20 quality, says Ray Duquette, vice-president of marketing and business development for CAE.

"I don't think we're there yet for the 20/20 requirement," says Duquette. "That will be ready three to five years from now, and that's what industry will strive for."

Steyr

http://www.flightglobal.com/articles/2010/06/23/343522/israel-opens-doors-at-eitan-uav-squadron.html

Defence
DATE:23/06/10
SOURCE:Flight International

Israel opens doors at Eitan UAV squadron
By Arie Egozi

Israel has for the first time opened the doors at its newest unmanned air vehicle unit, offering Flight International the chance to see its strategic Heron TP, or "Eitan" system on the frontline.

Designed as a multi-mission platform to answer the requirements of the nation's air force, the Heron TP is the largest UAV manufactured by Israel Aerospace Industries' Malat division.

Powered by a Pratt & Whitney Canada PT-6A 1,200hp (895kW) turboprop engine, the medium-altitude, long-endurance type can fly above 40,000ft (12,200m) and has a 36h endurance.

With a 26m wing span and a maximum take-off weight of 4,650kg (10,200lb), the UAV's twin tail-boom design provides a large internal volume to accommodate multiple payloads, typically weighing a combined 1,000kg.

For the Israeli air force, the Eitan carries a multi-sensor payload beneath its nose. The service is reluctant to even hint about the specifications of the additional equipment that it could carry, but says the design could eventually replace four or five of its manned surveillance types.

Unlike other Israeli UAV squadrons, the Eitan unit is located at Tel-Nof air base, alongside manned fighters and helicopters. The fact that the types are all required to use the same runways means that air force personnel are learning to coexist.

"The process is under way and is moving ahead very positively," says one of the UAV's operators.

"This is the best proof that UAVs are becoming an integral part of our force," says the officer responsible for preparing Israel's first heavy UAV squadron for full operational capability, identified only as Major "O".

His team is writing everything from scratch, from equipment numbers and operational procedures to maintenance manuals.

Maj O's team has gained vast experience in operating other UAVs with the Israeli air force. But he comments: "This is different. This big UAV is a real aircraft: its dimensions and capabilities are a different story, and we learn as we move forward."

Despite its large size, the Eitan is described as being very easy to operate and fly. "Four clicks on the computer mouse and it starts the engine, taxis, stops on the runway threshold and takes off," Maj O says.

A fully-loaded air vehicle rotates after a take-off run of only 200-300m. "It is very impressive, and it will be reflected in our capabilities," he says.

Maj O singles out the performance of the PT-6A as a particular strong point of the system design. "This engine was adapted for use on UAVs and is over-powered, so we see a potential to carry even heavier payloads as we gain experience."

Another feature that is mentioned in every conversation with squadron personnel is the use of triple redundancy in all the Eitan's crucial systems.

"No more back-to-base mode as a result of each malfunction," says one operator. "This bird can really perform long missions in time and range."

Israel has yet to decide on the eventual size of its Eitan squadron. "The endurance will determine the number of platforms we will eventually operate," says Maj O. "With a 36h endurance no doubt the number will be much smaller than of manned aircraft squadrons."

IAI is already offering the Heron TP to international users, for example under a teaming agreement with Rheinmetall Defence in pursuit of the German air force's long-term "Saateg" MALE UAV requirement.

Steyr

Boeing has applied for an export licence to brief South Korea on sensitive details of a stealthier version of the F-15E that is within a few months of its first flight.

The US government approved an export policy in the second quarter for the F-15SE Silent Eagle after Boeing submitted details of its radar cross-section about six months earlier, says Brad Jones, Boeing programme director for F-15 development programmes.

The export policy allows Boeing to request an export licence for specific customers, with South Korea as the first in queue, Jones says. The F-15SE is competing against the Lockheed Martin F-35 Joint Strike Fighter for a contract in South Korea.

Boeing has backed down from previous statements comparing the frontal-aspect radar cross-section of the F-15SE to an international release standard for the F-35.

However, Jones confirms that Boeing's original briefing chart - claiming the F-15SE provides frontal-aspect stealth offered by fifth-generation fighters - remains accurate.

Boeing unveiled the F-15SE in March 2009. The redesign adds conformal weapons bays, stealth techniques, fly-by-wire and canted tails to the F-15E configuration, providing a "first-day-of-war" stealth capability.

Lockheed and F-35 programme officials, however, have criticised Boeing's assertions that the F-15SE offers equivalent front-aspect stealth as the JSF, and denied that an international release standard exists for F-35 stealth characteristics.

Boeing plans to conduct three flights of the F-15SE in the third quarter, including one missile shot from the newly added conformal weapons bay.

Steyr

**PIC IN THE LINK**

http://www.flightglobal.com/articles/2010/06/25/343726/picture-lockheed-reveals-first-c-130j-in-indian-colours.html

Aircraft
DATE:25/06/10
SOURCE:Flightglobal.com

Lockheed reveals first C-130J in Indian colours
By Craig Hoyle


The Indian air force’s first C-130J tactical transport has emerged from the paint shop at Lockheed Martin’s Marietta plant in Georgia, roughly six months before its scheduled delivery.

“The aircraft now enters flight test in preparation for delivery at the end of the year,” Lockheed says.

India’s first of six stretched-fuselage C-130J-30s currently on order, the lead aircraft is shown carrying the registration KC-3801 beneath its wing.

Lockheed earlier this month released an image of New Delhi’s first three C-130Js in final assembly, and said the first example would arrive in India next February.

Steyr

http://www.flightglobal.com/articles/2010/06/24/343632/raf-expects-to-cut-some-aircraft-types.html

Defence
DATE:24/06/10
SOURCE:Flight International

RAF expects to cut some aircraft types
By Craig Hoyle

The Royal Air Force is likely to reduce the number of aircraft types that it operates as a direct result of the UK's ongoing Strategic Defence and Security Review (SDSR), its senior officer says.

"This is a time about real thinking, and of understanding our priorities," says , chief of the air staff. "Resource constraints mean that we simply won't be able to do everything."

Outlining his vision for the service, Dalton says that its combat intelligence, surveillance, target acquisition and reconnaissance (Combat-ISTAR) mission should remain a "core competency and an invaluable capability for future operations".

However, he says debate is needed in other areas, such as the level to which the UK should task-share with its allies, rather than pursue role specialisation, and on its future balance between manned and unmanned aircraft.

The potential benefits of using more space-based assets, possibly to be launched on demand, should also be considered, he told Shephard's RAF Air Power conference in London on 18 June.

But with the SDSR process to place greater pressure on the UK's defence budget, Dalton says savings must be made. "We need to rationalise the fleets of aeroplanes that we operate. We can't afford to have three or four types that do broadly the same thing."

As an example, "it makes sense to move towards a position where we're operating just two major types in our piloted Combat-ISTAR, such as [the Eurofighter] Typhoon and [Lockheed Martin's F-35] JSF."

Similar type reductions are also needed in the transport aircraft and support helicopter inventories, he says, adding: "The SDSR solutions may be quite radical, but we must make the best of what we've got."

The RAF expects to operate its BAE Systems Harrier GR9s and Panavia Tornado GR4s until around 2018 and 2025, respectively, but the quick reaction alert duties of its remaining Tornado F3s will have been assumed by the Typhoon by early 2011.

To address the UK's military capabilities over the next 10 to 15 years, the outcome of the SDSR process is likely to be known around September, and a new defence White Paper should emerge the following month.

"We will have to cut our cloth accordingly, but we won't compromise on quality," Dalton says. "I am determined that we will have real capability, and not a veneer."

Steyr

**PICS IN THE LINK**

http://www.flightglobal.com/articles/2010/06/28/343751/pictures-new-f-16s-touch-down-in-pakistan.html

Aircraft
DATE:28/06/10
SOURCE:Flightglobal.com

New F-16s touch down in Pakistan
By Craig Hoyle


Pakistan’s first batch of three new Lockheed Martin F-16C/D Block 52 fighters touched down at its air force’s Shahbaz (Jacobabad) air base on 26 June.

Ferried from the USA by Pakistan air force pilots, the trio included two twin-seat examples, registered 10804 and 10805. The other was a single-seat aircraft marked as 902.

They represent the first shipment from a 2006 contract for 12 C-model fighters and six F-16Ds.

“The delivery of all 18 aircraft will complete by the end of this year,” the air force says. “Pakistan attaches great significance to its air defence needs,” the service adds, while describing the new arrivals as “much superior” to its legacy fleet of F-16A/Bs.

Pakistan has 25 F-16As and 21 F-16Bs in active use, as listed in Flightglobal’s MiliCAS database. These were delivered between 1982 and 1994, it says.

Islamabad’s first Pratt & Whitney F100-229-engined F-16D, registered as 10801, was delivered in late 2009 to support development and training activities in the USA.

Steyr

**PICS IN THE LINK**

http://www.flightglobal.com/articles/2010/06/30/343896/pictures-northrop-completes-first-flight-of-euro-hawk.html


Aircraft
DATE:30/06/10
SOURCE:Flight International

Northrop completes first flight of Euro Hawk UAV
By Stephen Trimble

The first Northrop Grumman Euro Hawk unmanned air vehicle completed its debut flight on 29 June, launching a six-month flight test process before delivery to Germany by the end of the year.

The first flight was completed at Edwards AFB, California at 12:24 local time, nearly 2h after take-off. The Euro Hawk climbed to 32,000ft (9,750m) during the initial flight, reaching almost half its expected operational ceiling, Northrop says.

"This is a wonderful start for the Euro Hawk's flight-test programme," says Duke Dufresne, a Northrop sector vice-president and general manager.

The latest variant of the US Air Force Block 20 Global Hawk adds several modifications, including wing stores and ventral fins, to accommodate Germany's requirements for a signals intelligence aircraft to replace its navy's ageing Breguet ATL-1 Atlantics.

In Germany, Euro Hawk GmbH, a 50:50 joint venture between Northrop and EADS, will install the SIGINT payload, and deliver the mission control and launch and recovery ground segments.

The German military plans to buy four production Euro Hawks over a period of several years, with later deliveries expected between 2016 and 2017, Northrop says.

Steyr

http://www.flightglobal.com/articles/2010/07/02/343992/us-company-partners-with-antonov-in-surprise-kc-x-bid.html


Aircraft
DATE:02/07/10
SOURCE:Air Transport Intelligence news

US company partners with Antonov in surprise KC-X bid
By Stephen Trimble

A new US company has entered the race for the US Air Force KC-X contract with a bid based on Ukrainian-built Antonov series airlifters.

A 1 July regulatory filing by the publicly-traded US Aerospace Inc. confirms the firm intends to bid in response to the USAF request for proposals for KC-X.

The filing document says US Aerospace will submit three models of Antonov aircraft - An-124-KC, An-122-KC and An-112-KC - before the KC-X bidding deadline on 9 July. The aircraft will be assembled in the US, but built in the Ukraine.

"We believe that we will be able to offer a superior aircraft at a significantly lower price than other potential bidders," the company says in the 8-K filing to the US Securities and Exchange Commission.

The US Aerospace/Antonov adds a dramatic new twist in the already heated competition between the Boeing KC-767 NewGen Tanker and EADS North America KC-45.

Antonov An-124 transports have been leased heavily by the USAF over the past decade to relieve demand on the strategic airlift fleet.

Little is known about the other two Antonov models listed by US Aerospace in the 8-K form. The An-122 is reportedly a two-engine version of the An-124. Meanwhile, an online Wikipedia entry on the An-12 turboprop cites a book reference to a concept for the An-112, which is described as a jet-powered, swept-wing variant of the Soviet Union's 1950s-era response to the Lockheed C-130.

The KC-X bid by US Aerospace is part of a broader strategic cooperation agreement signed with Antonov, according to the 8-K filing.

The agreement also includes bidding for other projects with Antonov aircraft to the Department of Defense, USAF and "licensed US defense contractors". The pact also covers the "sale of Antonov aircraft, products and services in the United States", the 8-K form says.

Antonov is responsible for design, construction and manufacture of aircraft under the agreement.

"We will be responsible for coordinating the bidding process, negotiating and contracting with customers, and coordinating with defense subcontractors for specialized systems," the filing document says.

Steyr

http://www.flightglobal.com/articles/2010/07/06/344083/dutch-afghan-withdrawal-marks-end-of-contracted-surveillance.html

Defence
DATE:06/07/10
SOURCE:Flight International

Dutch Afghan withdrawal marks end of contracted surveillance operation
By Craig Hoyle

The Netherlands' military withdrawal from Afghanistan later this month will bring to an end an innovative service provision where the nation has obtained surveillance data from a contractor-operated fleet of tactical unmanned air vehicles.

Dubbed Project "Lintel", the managed service has been provided from Tarin Kowt since June 2009 by Qinetiq and Aeronautics Defense Systems, which provides Aerostar UAVs. Around 10 industry personnel are deployed at the forward operating base, working alongside the Dutch military.

"We can do two sets of targets with two air vehicles within 24h," says David Tilly, Qinetiq's business group manager for unmanned systems managed services.

Flights in support of the Dutch armed forces have so far totalled almost 2,000h, he adds, with typical mission endurance being around 6-8h.

Industry personnel receive a mission tasking 24h in advance of a sortie, but Tilly notes: "We'll launch whenever we're needed to look at troops in contact." Four Aerostar vehicles are available across variants: baseline and extended endurance for use in hot and high environmental conditions, both carrying a Controp electro-optical/infrared camera; and equipped with an array of communications intelligence equipment.

"We get the aircraft and the sensor in the position that the Dutch intelligence centre wants," says. "They are buying data - we're buying everything else." The service will come to an end on 31 July, and the Aeronautics/Qinetiq team is seeking another operator in Afghanistan to use the Project Lintel equipment, either as a capability enhancement or gap-filling service.

"We are seeing a change in attitude towards a contractor service," Tilly says.

The companies are also eyeing a potential border surveillance requirement from within the UN.

Burnt

BBC News wrote:

A last-minute battle has been won to make sure the world's only airworthy Vulcan bomber will fly again at an airshow in Gloucestershire.

Operators of the aircraft worked hard to have it airworthy in time for the Royal International Air Tattoo.

The Cold War bomber was restored to flying condition in 2008 after a £7m fundraising campaign. It is owned by the Vulcan To The Sky Trust.

The air tattoo is taking place at RAF Fairford on 17 and 18 July.

In order to display each year, the aircraft has to pass a series of rigorous tests.

Operators overcame both financial and technical challenges to ensure it could take to the skies.

It's been touch-and-go as to whether the aircraft would be ready in time but I am absolutely thrilled it is now able to join us," said Air Tattoo chief executive Tim Prince.

"There are few aircraft flying today that can match its beauty and sheer thunderous power.

"In my mind, it is one of a handful of legendary aircraft, including the Spitfire and Concorde, that has the ability to stir the emotions."

Vulcan XH558, which was built in 1960, enjoyed a 33-year career in the RAF, including service during the Falklands War.

Along with the Valiant and the Victor, the three aircraft comprised the Royal Air Force's V-bomber force, designed to protect the UK from nuclear threat from the 1950s to the 1980s.

The ambitious restoration of XH558 was supported by a £2.5 million grant from the Lottery Fund, a £500,000 donation from philanthropist Jack Hayward, commercial sponsors plus contributions from more than 20,000 members of the public.

The campaign also received significant fundraising support from the Air Tattoo throughout the restoration project.

http://news.bbc.co.uk/1/hi/england/gloucestershire/8796584.stm

Steyr

** PICS IN THE LINK **

http://boeing.mediaroom.com/index.php?s=43&item=1304

ST. LOUIS, July 9, 2010

The Boeing Company [NYSE: BA] Silent Eagle flight demonstrator aircraft F-15E1 completed a successful first flight on July 8 from Lambert St. Louis International Airport. During the 80-minute flight, F-15E1 opened and closed its left-side Conformal Weapons Bay, which contained an AIM-120 Instrumented Test Vehicle (ITV) missile. The ITV was not launched.

"The Silent Eagle demonstration flight validated our initial engineering design approach," said Boeing F-15 Development Programs Director Brad Jones. "Our intent was to verify all systems are operational in a flight environment. This flawless flight allows us to move into the next phase. In the next couple of weeks, we will ferry F-15E1 to the test range and launch an AIM-120."

"Everything about the flight went according to plan," said Boeing F-15 Chief Test Pilot Dan Draeger. "We saw nothing unusual during the flight, and we cleared the desired flight envelope needed to fire the missile at the test range; that is pretty much unheard of on a first flight."

The Silent Eagle is an innovative design solution developed in response to international customer requirements for a cost-effective, high-performance fighter aircraft to defend against future threats. The F-15SE offers unique aerodynamic, avionic and Radar Cross Section reduction features that provide the user with maximum flexibility to dominate the ever-changing advanced threat environment. The aircraft's Conformal Weapons Bays can carry a variety of air-to-air missiles and air-to-ground weapons.

Donny5

From the New Scientist:

Sporting a gaping air intake in place of a cockpit, the UK's first uncrewed fighter aircraft rolled out of a hangar at an airfield in Warton, Lancashire, today.

Called Taranis, the wedge-shaped, 8-tonne stealth jet will be able to fly regular drone missions in regions of conflict – but it will also be able to seek and destroy enemy aircraft in dogfights. However, the high degree of autonomy promised by the makers has some observers concerned that the aircraft may decide on its own what constitutes a target.

Taranis is the UK government's response to the dominance of US technology in the uncrewed aerial vehicle (UAV) market, where aircraft such as the General Atomics Predator reign supreme. Taranis is the outcome of a 2006 Ministry of Defence decision to develop and fly an uncrewed plane that goes one better than the US systems by using jet engines rather than propellers. The result is a fast, highly manoeuvrable fighter jet.

Today, the Ministry of Defence and the UK-based military technology company BAE Systems unveiled the fruits of that development in a high-security roll-out of their Uncrewed Combat Air Vehicle (UCAV). But after reading pre-launch information one expert has raised concerns about the technology.
Ahead of the game

"Taranis looks set to put the UK ahead of the game in UCAVs," says Noel Sharkey, a robotics engineer specialising in the autonomous military systems at the University of Sheffield in the UK.

"But warning bells ring for me when they talk about Taranis being 'a fully autonomous intelligent system' together with applications in 'deep missions' and having a 'deep target attack' capability."

Sharkey says that "deep mission" is military speak for "beyond the reach of a remote pilot". "We need to know if this means the robot planes will chose their own targets and destroy them – because they certainly will not have the intelligence to discriminate between civilians and combatants."

The mine clearance charity Landmine Action, based in London, has already expressed its concerns that creeping autonomy in military technology is creating robots that are capable of deciding for themselves what constitutes a target – making them as indiscriminate as a landmine.

Gerald Howarth, the UK minister for international security strategy, says that Taranis will use minimal human intervention but can be remotely piloted at any time.

When asked whether Taranis and later UCAVs based on its technology would ever make their own targeting decisions, air chief marshal Simon Bryant of the UK's Royal Air Force said: "This is a very sensitive area we are paying a lot of attention to."

He thinks worries like those expressed by Sharkey are unfounded. "We do need to understand where autonomy will be bounded in the future. But for strategic effect we will always have a man in the loop – we cannot afford to do otherwise."

Steyr

Damn Donny you beat me to it.:)

Donny5

Steyr wrote: »

Damn Donny you beat me to it.:)

I'm as surprised as you are. I have an interest in autonomous robotics, so that may be the reason. I don't expect I'll get there first again.

Steyr

**PICS IN THE LINK**

http://boeing.mediaroom.com/index.php?s=43&item=1311

JACKSONVILLE, Fla., July 15, 2010

Boeing [NYSE: BA] employees joined congressional representatives, local government officials and community leaders on July 9 at Cecil Field in Jacksonville to celebrate the arrival of the first F-16s for the QF-16 aerial target program.

Boeing received a $69.7 million contract from the U.S. Air Force in March to convert up to 126 retired F-16s into QF-16 Full-Scale Aerial Targets that can fly either manned or unmanned. Deliveries are scheduled to begin in 2014.

"This is an important program for the Air Force and Boeing," Steve Waltman, Boeing director of Aircraft Sustainment & Maintenance, told the audience. "This is a significant off-platform project for our company, and we have confidence that our Cecil Field teammates will deliver the aerial targets to our customer on budget and on time."

Steyr

http://www.flightglobal.com/articles/2010/07/15/344416/eurofighter-nations-offered-aesa-radar-enhancement.html

Defence
DATE:15/07/10
SOURCE:Flight International

Eurofighter nations offered AESA radar enhancement
By Craig Hoyle

The Euroradar consortium has made an offer to provide an active electronically scanned array radar enhancement for Eurofighter partner nations Germany, Italy, Spain and the UK.

"We have tabled a proposal using risk-reduction work that has already been done," says Steve Mogford, chief executive of Selex Galileo, lead stakeholder in the Euroradar group. "We're just waiting for them to drop the flag." The move represents a standalone offer, and is not linked to the proposed Tranche 3B production phase of the Eurofighter programme, he adds.

The Euroradar consortium has proposed retaining as much "back-end" equipment from the Eurofighter's current mechanically scanned radar as possible as part of delivering the proposed E-Captor system.

Selex Galileo is already working towards integrating an AESA array with the Eurofighter for the UK under a technology demonstration programme worth around £20 million ($30 million). A modified aircraft is expected to fly in 2013 under the initiative.

The Eurofighter industrial consortium has cited the availability of an AESA array as a key addition if it is to secure additional export orders with the Typhoon. The type is currently being offered to meet requirements in nations including India, Japan, Oman and Switzerland.

Steyr

http://www.flightglobal.com/articles/2010/07/14/344403/us-senators-raise-alarms-over-more-c-17-add-ons.html

Defence
DATE:14/07/10
SOURCE:Flight International

US Senators raise alarms over more C-17 add-ons
By Stephen Trimble

Two US Senators are concerned that fellow legislators on the appropriations committee are likely to add funding to buy more Boeing C-17s, despite strong opposition from the Obama administration.

Arizona Senator John McCain and Delaware Senator Thomas Carper took the unusual step of organising a hearing outside the normal appropriations process on 14 July specifically to question the affordability of adding even more C-17s to the US Air Force strategic airlift fleet.

Congress has inserted about $10 billion to add 43 C-17s to military budgets since 2007, when the Bush administration originally attempted to shut down the production line in Long Beach, California.

The Obama administration adopted the same policy, but was ignored by legislators who in 2009 voted to add 18 more C-17s in two separate spending bills, raising the USAF's total fleet of the type to 223 aircraft.

So far, the four committees that administer the defence appropriations process have not added funds for more C-17s this year, but that could still change, McCain says.

He cites the strong possibility that fellow senators on the appropriations committee may add funds for C-17s as the reason for the 14 July hearing, which was hosted by Carper's Homeland Security and Governmental Affairs committee.

"Let's be clear: the only thing sustaining the C-17 programme in the face of a military requirement that is and will likely remain satisfied is the predominance of the military-industrial complex," McCain says. "These machinations should end."

Although the USAF has not asked for additional funds, the Air National Guard has published a list of unfunded priorities that include a need for five more C-17s worth $1.3 billion.

USAF officials at the hearing testified that the strategic airlift fleet is over capacity by 10%. That analysis drove the decision to stop C-17 production after 2012 and retire 22 of the least reliable Lockheed Martin C-5As, they say.

Boeing is working to keep production alive by slowing the rate of deliveries from 15 last year to 10 in 2012, while maintaining current prices. The company also is pursuing more foreign sales opportunities, including a potential order in India for 10 aircraft.