SKorea’s Hanwha pitches K9 howitzer for British mobile fires program

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  November 17, 2021 | International, Aerospace

  EDGE Secures Lion’s Share Of UAE Defense Spending At Dubai

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  November 18, 2020 | International, Land

  Rheinmetall supplies South African National Defence Force with new 40mm medium-velocity ammunition

  November 13, 2020 - Rheinmetall is supplying the South African military with new 40mm medium-velocity ammunition, underscoring its role as the world's leading one-stop-shop for 40mm ammunition systems. In October 2020 Rheinmetall Denel Munition officially completed Project Kamogelo on behalf of the South African Department of Defence, Armscor and the South African Army. What makes Project Kamogelo so special is not only the introduction of a new 40mm medium-velocity (MV) weapon system: it also marks the first successful Expedited Armament Acquisition Process (EAAP) project in response to an urgent operational requirement of the South African Army. The South African Army initiated the project in 2016 with the aim of fielding a new grenade launcher and family of 40mm ammunition. Armscor, the nation's arms procurement agency, approved the procurement plan in February 2018, subsequently overseeing testing and evaluation of the Milkor Y4 multi-shot weapon. This involved firing Rheinmetall Denel Munition's less-lethal, low-velocity and medium-velocity ammunition. Particular emphasis was placed on speed and accuracy. The South African Army procured more than 20,000 rounds of medium-velocity ammunition, including high explosive ammunition, high explosive dual-purpose ammunition, practice ammunition, practice tracer ammunition, red phosphorous smoke rounds and orange target marker ammunition. Rheinmetall Denel Munition's medium-velocity ammunition has a maximum range of 800 metres, exceeding conventional extended range low-velocity (LV) variants by up to 375 metres while delivering unparalleled accuracy. The company's ammunition suite currently encompasses nine different MV variants, six of which formed part of this procurement package. “This day marks ... an important milestone in the history of the Department of Defence, in particular the South African Army, as we witness the handing and taking over ceremony of the 40mm medium-velocity grenade launcher,” said Rear Admiral A.A.A. Morris, Chief Director Defence Acquisition Management, Material Division. “We're proud to be able to offer our new medium-velocity 40mm family to our home market, the SANDF. With this solution we offer the soldier a unique product solution: a quick-firing multiple grenade launcher with a standoff range in excess of 800 metres”, said Jan-Patrick Helmsen, CEO of Rheinmetall Denel Munition. Rheinmetall – the leading one-stop-shop for 40mm systems In the infantry toolbox, the versatile 40mm ammunition pallet closes the gap between hand grenade and mortar. It therefore serves as a veritable combat multiplier for infantry and other dismounted troops. Rheinmetall is one of the world's leading suppliers of ammunition, weapon systems and fire control systems and therefore serves as a one-stop-shop for 40mm systems. Widely used today, Rheinmetall's 40mm x 46 low-velocity ammunition (LV, velocity: 78 m/s) is available in many different versions, including HE/fragmentation, shaped charge with fragmentation jacket (HEDP/high explosive dual purpose) as well a number of other service and practice rounds, together with non-lethal payloads such as kinetic impact munitions or irritant. The range of ammunition is constantly being expanded and new capabilities added. With Rheinmetall Denel Munitions's handover, Rheinmetall has taken the first step as the leading maker of new 40mm medium-velocity (MV, ca. 100 m/s) ammunition. The company is currently expanding its MV product. It now includes the new generation of 40mm MV ammunition, which has a maximum effective range of 800 metres, doubling the gunners's operational reach and providing a flatter trajectory for those crucial close-in, accurately placed shots MV ammunition is. Currently undergoing NATO qualification, Rheinmetall's 40mm MV ammunition family will soon be available in service and practice versions. It can be used with the multi-shot grenade launchers Milkor US M32A1 and AV 140. Furthermore, Rheinmetall's 40mm Magazine-Fed Grenade Launcher (MFGL) is currently under development. The Group's 40mm x 53 high-velocity (HV) ammunition reaches a velocity of 240 m/s and has a maximum effective range of 2,200 metres. Here, too, the Group supplies a wide assortment of different cartridges, including newly developed HE and HEDP airburst ammunition programmed by an infrared programming unit. The airburst function also makes this type of ammunition suitable for engaging small unmanned aerial systems. Among other things, it is earmarked for the Bundeswehr's Qualified Air Defence project. Rheinmetall's family of fire control systems enhances combat effectiveness enormously. It provides users with a broad range of enhanced capabilities, increasing the effectiveness of the gunner while maximizing the potential of the host weapon system and the accompanying munitions. The family consists of various fire control solutions, providing increased accuracy and performance: Vingmate FCS 4500 for high-velocity automatic grenade launchers and heavy machine guns, MR-500 and MR-800 for low- and medium-velocity 40mm grenade launchers and Vingmate SL 1000 for shoulder-launched weapons. Rheinmetall AG Corporate Sector Defence Press and Information Oliver Hoffmann Rheinmetall Platz 1 40476 Düsseldorf Germany Phone: +49 211 473-4748 Fax: +49 211 473-4157 View source version on Rheinmetall : https://www.rheinmetall-defence.com/en/rheinmetall_defence/public_relations/news/latest_news/index_25344.php

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  July 22, 2020 | International, Aerospace

  F-35 Propulsion Upgrade Moves Forward Despite Uncertainty

  Steve Trimble July 21, 2020 An F-35B completed the first landing at sea on the USS Wasp in 2013. The Joint Program Office is considering thrust upgrades to increase the F-35B's “bring-back” payload to a carrier. Credit: MCSN Michael T. Forbes II/U.S. Navy Stabilizing the production system and securing a funded, long-term upgrade plan are now the main objectives for Pratt & Whitney's F135 propulsion system for the Lockheed Martin F-35. Although first delivered for ground--testing 17 years ago, the F135 remains a lifeline in Pratt's combat aircraft engines portfolio for new-development funding. The U.S. military engines market is entering an era of transition with great uncertainty for the timing of the next major combat aircraft program. Enhancement Package replaces “Growth Option” New F-35 propulsion road map due in six months The transition era begins with the likely pending delivery of Pratt's most secretive development project. In 2016, the U.S. Air Force named Pratt as one of seven major suppliers for the Northrop Grumman B-21 bomber. The Air Force also has set the first flight of the B-21 for around December 2021. That timing means Pratt is likely to have delivered the first engine for ground-testing. At some point within the next year, Pratt should be planning to deliver the first flight-worthy engine to Northrop's final assembly line in Palmdale, California, to support the Air Force's first B-21 flight schedule. As the bomber engine development project winds down, the propulsion system for the next fighter aircraft continues to be developed, but without a clear schedule for transitioning to an operational system. The Air Force Research Laboratory's Adaptive Engine Transition Program (AETP) is sponsoring a competition to develop an adaptive engine that can modulate the airflow into and around the core to improve fuel efficiency and increase range. The AETP competition is between Pratt's XA101 and GE's XA100 designs, with the first engines set to be delivered for ground-testing by the end of this year or early next year. As 45,000-lb.-thrust-class engines, the first AETP designs are optimized for repowering the single-engine F-35, but the F-35 Joint Program Office (JPO) has established no requirement to replace the F135 for at least another five years. A follow-on effort within the AETP is developing a similar engine for a next-generation fighter, but neither the Air Force nor the Navy have committed to a schedule for transitioning the technology into an aircraft-development program. That leaves Pratt's F135 as the only feasible application for inserting new propulsion technology for a decade more. After spending the last decade focused on completing development of the F-35 and upgrading the software, electronics and mission systems, the JPO is developing a road map to improve the propulsion system through 2035. As the road map is being developed, program officials also are seeking to stabilize the engine production system. Pratt delivered about 600 F135s to Lockheed through the end of last year, including 150—or about 25%—in 2019 alone. The JPO signed a $7.3 billion contract with Pratt last year to deliver another 509 engines in 2020-22, or about 170 a year. Although Pratt exceeded the delivery goal in 2019 by three engines, each shipment came an average of 10-15 days behind the schedule in the contract. The fan, low-pressure turbine and nozzle hardware drove the delivery delays, according to the Defense Department's latest annual Selected Acquisition Report on the F-35. Lockheed's production schedule allows more than two weeks before the engine is needed for the final assembly line, so Pratt's late deliveries did not hold up the overall F-35 schedule, says Matthew Bromberg, president of Pratt's Military Engines business. F135 deliveries finally caught up to the contract delivery dates in the first quarter of this year, but the supply chain and productivity disruptions caused by the COVID-19 pandemic have set the program back. About five engines scheduled for delivery in the second quarter fell behind the contractual delivery date, Bromberg says. The pressure will grow as a loaded delivery schedule in the second half of the year adds pressure on deliveries, but Pratt's supply chain managers expect to be back within the contract dates in the first quarter of next year, he says. The F-35 program's political nature also has caused program disruptions. The Defense Department's expulsion of Turkey from the F-35 program last year also banished the country's supply chain, which contributed 188 parts to the F135. In particular, Alp Aviation produces the Stage 2, 3, 4 and 5 integrally bladed rotors (IBR) for the F135. As of early July, about 128 parts now made in Turkey are ready to transition to other suppliers, of which about 80% are based in the U.S., according to Bromberg. The new suppliers should be requalified to produce those parts in the first quarter of 2021 and ready to meet production rate targets for Lot 15 aircraft, which will begin deliveries in 2023. “The overriding objective was to move with speed and diligence along the transition plan and ensure we are ready to be fully out of Turkey by about Lot 15,” Bromberg explains. “And we are on track for that.” As Pratt transfers suppliers, the company also has to manage the effect on potential upgrade options. Alp Aviation, for example, had announced a research and development program to convert the finished titanium IBRs to a more resilient nickel material. For several years, Pratt has sought to improve the performance of the F135 above the baseline level. In 2017, the company unveiled the Growth Option 1.0 upgrade, which is aimed at delivering modular improvements that would lead to a 5% or 6% fuel-burn improvement and a 6-10% increase in thrust across the flight envelope. The Marine Corps, in particular, was seeking additional thrust to increase payload mass for a vertical landing, but the proposed package did not go far enough to attract the JPO's interest. “It missed the mark because we didn't focus our technologies on power and thermal management,” Bromberg says. A year later, Pratt unveiled the Growth Option 2.0. In addition to providing more thrust at less fuel burn, the new package offered to generate more electrical power to support planned advances in the aircraft's electronics and sensors, with the ability to manage the additional heat without compromising the F-35's signature in the infrared spectrum. Last fall, the JPO's propulsion management office teamed up with the Advanced Design Group at Naval Air Systems Command to analyze how planned F-35 mission systems upgrades will increase the load on the engine's thrust levels and power generation and thermal management capacity. In May, the JPO commissioned studies by Lockheed and Pratt to inform a 15-year technology-insertion road map for the propulsion system. The road map is due later this year or in early 2021, with the goal of informing the spending plan submitted with the Pentagon's fiscal 2023 budget request. As the studies continue, a name change to Pratt's upgrade proposals reveals a fundamental shift in philosophy. Pratt's earlier “Growth Option” terminology is gone. The proposals are now called Engine Enhancement Packages (EEP). The goal of the rebranding is to show the upgrades no longer are optional for F-35 customers. “As the engine provider and the [sustainment] provider, I'm very interested in keeping everything common,” Bromberg says. “The idea behind the Engine Enhancement Packages is they will migrate into the engines or upgrade over time. We don't have to do them all at once. The [digital engine controls] will understand which configuration. That allows us again to be seamless in production, where I would presumably cut over entirely, but also to upgrade fleets at regularly scheduled maintenance visits.” Pratt has divided the capabilities from Growth Options 1 and 2 into a series of EEPs, with new capabilities packaged in increments of two years from 2025 to 2029. “If you go all the way to the right, you get all the benefits of Growth Option 2, plus some that we've been able to create,” Bromberg says. “But if you need less than that and you're shorter on time or money, then you can take a subset of it.” Meanwhile, the Air Force continues to fund AETP development as a potential F135 replacement. As the propulsion road map is finalized, the JPO will decide whether Pratt's F135 upgrade proposals support the requirement or if a new engine core is needed to support the F-35's thrust and power-generation needs over the long term. Previously, Bromberg questioned the business case for reengining the F-35 by pointing out that a split fleet of F135- and AETP-powered jets erodes commonality and increases sustainment costs. Bromberg also noted it is not clear the third-stream technology required for the AETP can be accommodated within the roughly 4-ft.-dia. engine bay of the F-35B. Now Bromberg says he is willing to support the JPO's decision if the road map determines a reengining is necessary. “If the road map indicates that they need significantly more out of the engine than the Engine Enhancement Packages can provide, we would be the first to say an AETP motor would be required,” Bromberg says. “But we think a lot of the AETP technologies will make those Engines Enhancement Packages viable.” https://aviationweek.com/ad-week/f-35-propulsion-upgrade-moves-forward-despite-uncertainty