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December 6, 2023 | International, Land

Stalled F-35 upgrades will delay next improvements, Wittman warns

The congressman also worries the latest TR-3 deadline of mid-2024 could slip further: “I want to be positive, but call me skeptical."

https://www.defensenews.com/air/2023/12/06/stalled-f-35-upgrades-will-delay-next-improvements-wittman-warns/

On the same subject

  • Europe must take on its own defense responsibilities

    July 7, 2020 | International, Aerospace

    Europe must take on its own defense responsibilities

    By: Ian Bond As they look at the state of their coronavirus-hit economies and U.S. President Donald Trump's poor standing in opinion polls, many European leaders may be tempted to put on hold any plans to meet NATO's target of spending 2 percent of gross domestic product on defense. But Europeans need to wake up. Trump is not a reliable ally, and the damage he has done to the trans-Atlantic partnership is likely to linger. Trump's hostility to NATO has been obvious since he called into question its Article 5 mutual defense guarantee during his last presidential campaign. We now know, according to former national security adviser John Bolton's tell-all memoir, that Trump was ready to pull the U.S. out of NATO at its 2018 summit. In recent weeks Trump announced without warning that the U.S. will withdraw 9,500 — more than one quarter — of the 34,500 troops it has stationed in Germany because the German government is not spending enough on defense. Then at a Washington press conference with Polish President Andrzej Duda, Trump said a large number of NATO countries were “delinquent” and declared that Europe was taking “tremendous advantage of the United States on trade.” Trump may not understand how NATO works or the value to the U.S. of having troops in Germany, but it is true that the U.S. carries a disproportionately large share of the financial burden of defending Europe. During his presidency, Barack Obama also accused Europe of being “complacent” about its own defense — though he was rather more diplomatic. Only a handful of European NATO members have met the alliance's target of spending 2 percent of GDP on defense over the past 20 years, while the U.S. has consistently exceeded it, spending 3.1-4.9 percent. But Europe's problem is not just the amount it spends on defense, but the inefficiency and ineffectiveness of its spending: Europeans get far too many systems and far too little military capability for their money. The European Commission's 2017 fact sheet on European defense reported that European Union member states operated 178 different major weapons systems; the U.S. had only 30. EU member states have 17 different types of main battle tank; the U.S. has one. This proliferation of weapons systems leads to high unit costs for short production runs, and a lack of interoperability. And European spending is not directed to ensuring that troops can fight when needed. The European members of NATO have almost 1.9 million active-duty troops, while the U.S. has 1.3 million and Russia about 900,000. But very few of the European forces can be deployed in a crisis. Politically and economically, this is a bad time to try to get European politicians to think seriously about increasing and rationalizing defense spending. The EU's economic forecast for spring 2020 foresees a contraction in real GDP of 7.4 percent this year, albeit followed by an increase of 6.1 percent in 2021. Some of Europe's biggest investors in defense are in NATO but not in the EU. The U.K. accounted for 16 percent of defense spending in Europe in 2019, according to the Stockholm International Peace Research Institute. But despite some early promise, Britain seems to have lost interest in any institutionalized cooperation with the EU on foreign and security policy. Relations between the EU and NATO member Turkey, which accounted for another 7 percent of European defense spending last year, have rarely been worse. Despite such difficulties, the fact that NATO and the EU are currently both reassessing the security environment presents an opportunity for a more joint approach. NATO is engaged in the #NATO2030 process, which Secretary General Jens Stoltenberg hopes will strengthen political consultation in the alliance. Meanwhile, by the end of 2020 the EU aims to complete a process to assess the threats it faces, which the bloc calls its “strategic compass.” These two efforts need to complement each other to produce a shared view of the threats to Europe, and the creation of a forum for political dialogue on security where European countries, regardless of whether they belong to both the EU and NATO, can discuss appropriate responses. Europe's ability to counter threats will depend on making its money go further by spending it efficiently, both nationally and multilaterally. The commission should do more to ensure that more defense procurement involves competitive tendering, rather than member states awarding contracts to national champions. But it should not try to shut defense firms from non-EU NATO countries out of the European market. The commission stands more chance of influencing the research and procurement decisions of member states if it has a substantial budget to dangle in front of them. It should keep pushing back against cuts proposed earlier in the year to the defense elements of the EU's next seven-year budget. And the commission needs to be more open to the participation of “friendly” countries in EU-funded programs. Joe Biden, a former U.S. vice president and a contender in the current presidential race, would be an easier president for Europeans to work with than Trump has been. But Biden's victory in November is not guaranteed. Moreover, the forces in U.S. society that propelled Trump to power in 2016 will still exist, and may return in 2024. Even if they would rather pretend that nothing is changing, the EU and as many non-EU, Europe-based NATO members as are willing to do so need to pay attention to Trump's message. And they need to start thinking about how to defend Europe and deter potential adversaries with reduced U.S. help. Ian Bond is the director of foreign policy at the Centre for European Reform think tank. He was a member of the British diplomatic service for 28 years, most recently serving as political counselor and joint head of the foreign and security policy group in the British Embassy in the United States. https://www.defensenews.com/opinion/commentary/2020/07/03/europe-must-take-on-its-own-defense-responsibilities/

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  • F-35 Propulsion Upgrade Moves Forward Despite Uncertainty

    July 28, 2020 | International, Aerospace

    F-35 Propulsion Upgrade Moves Forward Despite Uncertainty

    Steve Trimble 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

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