September 19, 2018 | International, Aerospace
By: Valerie Insinna
WASHINGTON — The U.S. Air Force has added two new technical issues to the KC-46 tanker's list of problems, potentially throwing a wrench into the projected delivery of the first tanker in October.
The service confirmed to Defense News on Sept. 17 that both deficiencies are category-1 , the most serious designation of technical problems, and revolve around the tanker's refueling boom system.
At this point, the Air Force is unsure whether the two problems will be solved in time for KC-46 manufacturer Boeing to deliver the first tanker next month, said Air Force spokeswoman Ann Stefanek.
“Boeing and the program office are still reviewing the test data and assessing the risk and potential solutions to these deficiencies, and proceeding in parallel to aircraft delivery,” she said in a statement.
The first new deficiency, which the service has labeled “No Indication of Inadvertent Boom Loads,” refers to situations where boom operators unintentionally provide an input into the flight control stick that induces loads on the boom while it is in contact with a receiver aircraft. The KC-46 currently has no way to notify that operator that this is happening.
The second deficiency was found when pilots of receiver aircraft reported that the boom is too stiff during the part of the process when the receiver plane moves forward into the fuel transfer zone.
“We discovered these deficiencies during the course of flight testing,” Stefanek said. “As the program progresses through receiver certification testing, we are still in discovery phase with the tanker/receiver pairs. ... The test team is still writing the test reports, but submitted the DRs [deficiency reports] in advance to assist in accelerating root cause, corrective action development.”
In a statement, Boeing said that it continues to work with the Air Force to determine a path forward.
“These are not safety of flight issues and we are confident in the unmatched capabilities of the KC-46 tanker aircraft," the company said. "To date we have completed more than 4,000 contacts during flights with F-16, F/A-18, AV-8B, C-17, KC-10 and A-10 aircraft. The refueling system has been tested extensively — we have a well-tested system that works.”
The Air Force can accept tankers at its own discretion, with or without active deficiencies. However, both Boeing and the Air Force have worked under the assumption that the service will not do so until all category-1 issues have been worked out or downgraded to category-2, which signifies that a workaround has been put into place.
The news of two more deficiencies is a blow to Boeing, which had been hoping to deliver the first tanker in October after finally coming to an agreement with the Air Force earlier this year on a proposed schedule. The KC-46 program has been notoriously above cost, and Boeing's fixed-price contract with the Air Force has forced it to pay out more than $3.4 billion to cover those overruns.
It has also run years behind schedule: The company was initially slated to deliver the first 18 certified tankers by August 2017. Boeing now has until October 2018 to meet that deadline — called required assets available— but will almost surely miss it, as the Air Force does not have the resources to absorb 18 new tankers in a month.
Over the past year, Boeing has been racing to resolve three additional category-1 deficiencies. Two involve the tanker's remote vision system, or RVS, a series of cameras and sensors that allow the boom operator to direct fuel into a receiver aircraft.
Unlike legacy tanker operators, KC-46 boomers will be unable to look out a window in order to see the refueling process happen — making them entirely reliant on the RVS. However, certain lighting conditions make it difficult to see the receiver aircraft's receptacle, leading to incidents where the boom has scraped the plane being refueled.
To fix the issue, Boeing has developed and tested a fix to the RVS' software. The Air Force is currently reviewing that data, and both RVS-related deficiencies are still in effect.
The final issue involves the system centerline drogue system, which has a mechanical lock that sometimes inadvertently disconnects during a refueling. Boeing plans to create a software fix to ameliorate that problem, too, but it remains a category-1 deficiency.
September 4, 2024 | International, Aerospace
This initiative aims to ensure these helicopters can continue to support the special forces and the Army until the new fleet becomes operational.
July 24, 2019 | International, C4ISR
Munich 22-Jul-2019 - IDZ-ES and the PUMA infantry fighting vehicle (IFV) for the VJTF 2023 are making a start on the end-to-end digital command radio link over the first mile using software defined radios from Rohde & Schwarz. The seamless command radio link for the PUMA armored infantry system with the infantryman of the future (IdZ-ES) for the Very High Readiness Joint Taskforce (VJTF) 2023 is provided by Rohde & Schwarz. With the Budget Committee of the German Lower House of German Parliament (Bundestag) having given its approval for the armored infantry system service package at the end of June, the necessary contracts for procurement have now also been completed. "This order is a milestone that we have reached after winning against international competitors in challenging trials and comparative tests set by the German Armed Forces (Bundeswehr) in 2018 in Munster, Germany," explained Hartmut Jäschke, Senior Vice President Market Segments Secure Communications Sales and Projects at Rohde & Schwarz. Its basis is the intention of the Bundeswehr to be ready with the PUMA IFV/armored infantry system and the latest version of IdZ-ES for NATO VJTF (Land) in 2023. Rohde & Schwarz is a subcontractor of Rheinmetall Electronics, which is responsible for the IdZ-ES system, and will supply the latest tactical software defined radios (SDR) together with suitable waveforms, integration, training and services. The SOVERON family works with the high data rate and interference-immune SOVERON WAVE waveforms for tactical rugged use on the first mile, and is thus an exact match for the spectrum of requirements of a battle group for territorial and collective defense as well as for international crisis management operations. All members of the SOVERON WAVE family of waveforms offer mobile ad hoc network (MANET) functionality. Radios equipped with this capability function as routers within the IP network group, forwarding the information via other communication nodes and thus ensuring that a robust, interference-immune link can be maintained under all circumstances. The Rohde & Schwarz VHF/UHF radio systems selected for this project will establish and maintain the command radio link with simultaneous voice and IP data from dismounted troops up to the platoon and company level. The systems concerned are handheld (SDHR/SOVERON HR) and vehicular radios (SDTR/SOVERON VR) that are interoperable with the German Armed Forces joint radio system (SVFuA, series name: SOVERON D) that has already been commissioned by the Bundeswehr and the SDR waveforms procured with it. The first batch of SOVERON D commissioned for command vehicles will be delivered to the troops in the first half of 2020. This interplay is also of great importance for future viability in the context of the Digitalization of Land Based Operations/Tactical Edge Networking (D-LBO/TEN) major project for highly secure and trusted interoperable connections that will only come into effect after VJTF 2023. SOVERON D also provides backward compatibility with the analog SEM radio infrastructure that will be in service for some time yet even though it is obsolete. This capability was also recently demonstrated in further tests. "With our innovative overall approach – SOVERON – we provide national trusted solutions that can be tailored to the customer's needs but which, due to their open architecture, are compatible with established radio systems and architectures and, at the same time, will be viable in the future," Mr. Jäschke continued. "It is an honor for us to bring into operation by the troops the latest state of the art for the VJTF. By doing so, we are not only paving the way for the next steps of D-LBO/TEN and for further strategic projects of the Bundeswehr. There are also significant synergies with the Telecommunications of the Army (TK A) project in Switzerland, comparable to the networking part of D-LBO/TEN. We are in the final round of a multi-year competition here." Rohde & Schwarz The Rohde & Schwarz technology group develops, produces and markets innovative communications, information and security products for professional users. The group's test and measurement, broadcast and media, aerospace | defense | security, networks and cybersecurity business fields address many different industry and government-sector market segments. On June 30, 2018, Rohde & Schwarz had approximately 11,500 employees. The independent group achieved a net revenue of approximately EUR 2 billion in the 2017/2018 fiscal year (July to June). The company has its headquarters in Munich, Germany. Internationally, it has subsidiaries in more than 70 countries, with regional hubs in Asia and America. R&S® is a registered trademark of Rohde & Schwarz GmbH & Co.KG. View source version on Rohde & Schwarz : https://www.rohde-schwarz.com/tr/about/news-press/details/press-room/press-releases-detailpages/german-army-relies-on-rohde-schwarz-press-release-detailpage_229356-663180.html https://www.epicos.com/article/449211/german-army-relies-rohde-and-schwarz
January 28, 2019 | International, Aerospace
Par : Nicolas Gros-Verheyde | EURACTIV France La Slovaquie, la Roumanie, et bientôt la Bulgarie et la Croatie : les avions de chasse américains séduisent toute l'Europe. Pour les armées européennes, voler non américain se fait rare. Seuls six pays n'ont pas équipé leur flotte aérienne de chasse avec du matériel américain. La Suède et la France s'équipent uniquement en national (respectivement le Gripen et le Rafale), et l'Allemagne avec du matériel européen certes (Eurofigther), mais fabriqué sur son sol. Tandis que l'Autriche, la République tchèque et la Hongrie se sont équipées, le premier, en Eurofighter, les deux autres, en Gripen suédois. Un équipement made in US ou panaché Plusieurs pays, notamment dans le sud de l'Europe (Espagne, Grèce, Italie) ont choisi de panacher, prenant un produit européen (Eurofighter ou Mirage) et un produit américain (F-16 ou/et F-35). Un exemple suivi par le Royaume-Uni. Bien que fervente défenseure du lien transatlantique, la Royal Air Force équilibre ses achats entre le made in USA (F-35) et le made in Europa (l'Eurofighter renommé Typhoon outre-Manche). Un pragmatisme qui a un fondement très industriel. Une partie de ces avions sont fabriqués dans les usines britanniques. Les pays d'Europe centrale ou orientale, proches de la Russie sont plus monogames. Sauf les trois exceptions mentionnées (Autriche, Hongrie, Tchéquie), ils s'équipent exclusivement en matériel américain, en général avec des avions F-16 (Lockheed Martin). Il en est de même des pays du nord de l'Europe (Norvège, Danemark, Pays-Bas, Belgique) tous équipés en matériel américain. La tendance ne s'inverse pas Aucun signe ne montre une inversion de tendance. Au contraire ! Les derniers pays qui viennent de s'équiper (Belgique, Roumanie, Slovaquie) l'ont fait avec du matériel américain. Et les Bulgares et Croates s'apprêtent à suivre ce chemin. Tandis que les Grecs qui vont devoir renouveler leur flotte se t'tent pour déterminer leur choix, qui sera largement guidé par le poids économique de l'investissement. Même les Suisses, équipés actuellement de F-18 de chez Boeing,, se demandent s'ils ne vont pas reprendre américain à nouveau. Cette prééminence américaine pose un défi à l'industrie européenne, et à la velléité d'autonomie stratégique et industrielle des « 27 ». L'équipement en avion de chasse est, en effet, un investissement lourd. Le renouvellement n'intervient que tous les 20 ans en cas d'achat d'occasion, et à 40 ans en cas d'achat en neuf. Autant dire que les acquisitions prévues aujourd'hui vont réduire d'autant les capacités de l'industrie européenne jusqu'à 2060 minimum ! D'autant que l'arrivée de l'avion américain de nouvelle génération F-35 dans la flotte de plusieurs États (Belgique, Danemark, Italie, Pays-Bas, Royaume-Uni) risque de « siphonner » durablement les budgets de ces pays. Le futur avion franco-allemand-espagnol prévu pour 2035-2040 risque d'avoir un marché « bouché » et réduit à l'espace de ses pays constructeurs. Cette inconséquence européenne est troublante. Mais plutôt que d'accuser les États-Unis d'interventionnisme industriel, les Européens devraient se regarder dans le miroir. L'industrie aéronautique européenne est aujourd'hui éclatée entre trois constructeurs (Airbus, Dassault, Saab). Ce qui l'empêche d'avoir un modèle unique et donc de faire des économies d'échelle. Elle ne dispose pas d'une offre de « second choix », les fameux F-16 d'occasion, qui permet de s'équiper à moindre coût. Et les pays européens sont incapables de proposer une offre complète, politique, économique, académique et opérationnelle, comme le font les Américains. Offre qui va de l'accueil des stagiaires officiers dans les écoles militaires aux facilités financières pour l'équipement, à la présence militaire, parfois permanente, dans le pays, à titre de réassurance politique. Or, acheter un avion de chasse est une décision éminemment stratégique. Il ne s'agit pas seulement d'acquérir un véhicule aérien avec des capacités. On achète une « assurance-vie » et une protection militaire. Et on assure ainsi à cet allié un « retour » sur l'investissement politique et militaire. On bénéficie d'une culture stratégique et d'un réseau académique puissant. Tant que les Européens ne pourront offrir l'équivalent, l'avion de chasse, made in US, a de beaux jours devant lui. https://www.euractiv.fr/section/commerce-industrie/news/les-europeens-achetent-de-plus-en-plus-davions-de-chasse-americains/