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May 25, 2020 | International, Aerospace

The U.S. Navy’s New Drone Could Team Up With Stealth Fighters

The U.S. Navy is spending $13 billion buying 72 MQ-25 Stingray tanker drones for its 11 aircraft carriers. The idea is for the Boeing BA-made MQ-25s to refuel manned fighters, extending their range while also relieving the fighter squadrons of their own tanking duties.

But the MQ-25 always had potential to be more than just an aerial-refueler. With its stealthy airframe and high endurance, it could be a surveillance plane and even a light strike platform, too.

At least one fleet community isn't waiting for the Navy and Boeing to adapt the MQ-25 to other missions. The fleet's airborne command-and-control weapons school at Naval Base Ventura County in Point Mugu, California, already thinks of the Stingray as more than a tanker.

Robbin Laird, a military analyst and writer, spoke to Cmdr. Christopher Hulitt, the head of the school, and summarized the conversation at Second Line of Defense.

Laird and Hulitt's main point is that the Navy is acquiring new aircraft with highly-sophisticated communications systems and sensors. The F-35C stealth fighter. The E-2D early-warning plane. The MQ-4C high-altitude drone. And the MQ-25.

Where before, E-2s would fly over a maritime battle, detecting targets and relaying commands to fighters, now a new system is coming together. The F-35C, E-2D, MQ-4C and MQ-25 all possess the qualities of a sensor- and command-and-control platform. So instead of passing information just one way—from an E-2 to a fighter—in coming years info could begin moving in all directions.

An F-35C in stealth mode might detect an enemy ship using its passive sensors and beam, via secure datalink, the target's general location to the nearby MQ-25 that just refueled the F-35C. The MQ-25 could hand off the data to an E-2D. The E-2D crew could instruct the operators of an MQ-4C to steer their drone toward the enemy ship's location.

Once the MQ-4C pinpoints the ship, the E-2D could then pass the targeting data back to the F-35C as well as to other allied vessels and planes, all of which could fire missiles. Imagine this whole process happening in minutes.

“It is about deploying an extended trusted sensor network, which can be tapped through various waveforms, and then being able to shape how the decision-making arc can best deliver the desired combat effect,” Laird wrote.

The Navy hopes to deploy the first MQ-25s as early as 2024.

https://www.forbes.com/sites/davidaxe/2020/05/22/the-us-navys-new-drone-could-team-up-with-stealth-fighters/#9bc4fd875e2e

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  • Contractors Recovering From COVID Shutdowns: Bruce Jette

    May 14, 2020 | International, Land

    Contractors Recovering From COVID Shutdowns: Bruce Jette

    While the pandemic continues, Pentagon metrics show production on Army programs is returning to normal, the Army's acquisition chief told Breaking Defense. By SYDNEY J. FREEDBERG JR.on May 14, 2020 at 4:01 AM WASHINGTON: The number of defense contractors reopening after COVID-19 quarantines now exceeds the number of new shutdowns, the Army's senior acquisition official said in an interview. That is happening, Bruce Jette told me, because industry is learning and adapting. New health precautions, from disinfecting tools between shifts to social distancing on the factory floor, should contain further outbreaks of COVID-19 and keep Army programs on track, he said – even if there's a new upsurge in infections nationwide. According to daily updates from Defense Contract Management Agency, Jette said, “the openings are outweighing the number of closings, and total number of closings is down significantly, so things are improving quite a bit.” Of 10,509 facilities large and small that DCMA is tracking, 248 had closed at some point — but only 40 are still closed. The number of reopenings has exceeded the number of new closings since April 20. But, I asked, what if there's another spike, whether from states relaxing shutdown orders or a change in weather come the fall? Because of the new precautions now in place, Jette told me, “I would say that in the long run, if we had some degree of a resurgence, I don't think it would be as marked as the first one.” Learning To Cope There was an initial wave of shutdowns in the first days of the pandemic, Jette said, because a single case of COVID-19 might require putting the entire workforce at a facility into quarantine, particularly at smaller companies. That wasn't a panicked reaction, but a reasonable precaution. Workers had been mingling freely in close quarters, most coronavirus carriers were asymptomatic, and virtually no reliable tests were available. A company facing a single case had no way of knowing who else might already be infected. But that's no longer true, Jette went on. Private companies and government agencies alike have now broken up large groups of workers into smaller ones, creating “bubbles” in which any contagion can be contained. “For example, in the past, one shift came in and started using the tools from the other shift,” Jette said, as one example. “Now, between shifts, a cleaning team comes in and disinfects all the tools.” Wiping down shared equipment, surfaces, and spaces is just one part of a multi-layered defense against contagion. Workers on the same shift who once all came in and out together, chatting in close quarters and shaking hands, may now arrive and leave on staggered schedules so they can stay six feet apart at all times. Workflows have been changed and workstations physically moved, where possible, to permit social distancing on the factory floor. Employees who must work side-by-side wear masks and gloves. Those precautions reduce the chance of someone catching the coronavirus in the first place – and just as important, they make it harder for one infected employee to spread the disease, especially to colleagues outside their “bubble.” So when somebody does get sick, you only need to quarantine their particular team, not shut down the whole factory. “If somebody in the bubble comes down [with COVID],” he said, “ only that bubble ends up isolated.” Even Pentagon offices like Jette's own are getting cleaned more frequently and more thoroughly, he told me, even when no one working in them has actually gotten sick. “[Even when] nobody has become infected in a particular office,” he told me, “we are having a cleaning team go through and do one office here, one office there, and just do a thorough wipe-down to make sure that there's nothing that got into that office undetected.” These precautions aren't excessively onerous, disruptive, or costly, Jette said. They're just things nobody had thought about doing before – but now they might be useful even after the pandemic is under control. “I don't see it being a significant burden on the system; it was just something we didn't see was an issue before,” he said, “[but] I may well help us have fewer flus and colds if we just continue the same practice.” Dealing With Disruption Industry may be adapting well, but a global pandemic is still extraordinarily disruptive. Like the rest of the Defense Department, the Army is closely tracking not only its prime contractors but the smaller subcontractors and sub-sub-contractors, which are much more fragile. To date, the Army has pumped $167.5 million into small businesses to help them ride out COVID disruptions. “There have been some cost implications to the government,” Jette said, “but mostly with respect to the CARES Act,” which ensures workers at facilities closed by COVID are paid instead of let go. The main way the Army has helped out companies is by making payments they already had coming, just ahead of schedule. For example, Jette said, the service has started writing checks to contractors every 15 days instead of the normal 30. It's also increasing progress payments, normally limited to 80 percent of total contract value (85 percent for small business) to 90 percent (95 for small business). “Cash flow was one of those things we concerned ourselves with,” Jette said. “Congress gave us flexibilities there. There were things passed down from OMB in the White House that gave us some flexibility as well.” To help figure out which subcontractors might be in trouble, the Army's prime contractors have opened their books and shared information with the service, far beyond anything they were contractually obligated to do, Jette said. Since the early days of the pandemic, even before shutdowns began, he's been getting a daily report on the health of subcontractors, which now routinely runs over 60 pages. “The primes ... were all very cooperative in trying to give us visibility down to the lowest level supplier,” Jette said. “It's really been helpful for us, because it helps us get a better gauge on what we have to do if something goes awry. In some cases when a subcontractor shuts down, the primes can find an alternative supplier. But despite the huge size of the defense industrial base, Jette said, there are single points of failure where only one company that's been formally qualified to build a certain part or perform a certain industrial process. It takes time to get a back-up supplier up to speed – sometimes longer than the 16.8 days that, on average, it takes a quarantined facility to reopen. That has resulted in delays, Jette acknowledges, but, so far, Army programs are finding ways to make up the time elsewhere in their schedules and still deliver new weapons to the troops on time – what's called First Unit Equipped, or FUE. “Delivery schedules on some products have slipped a little bit right...but at this point, none of them has assuredly slipped the FUE,” Jette told me. “As of right now, the vast majority of challenges that we've had with COVID, we've been able to accommodate within the current contracts with minor changes.” But the factories aren't the only part of the system that has to function. “The most significant thing isn't production,” Jette said. “It's trying to get all the testing done to make sure that all the systems work.” While some testing takes place in labs, what's most complex is operational testing, which puts a new technology in the hands of soldiers in the field to see how it works in for a real unit, interacting with all the rest of that unit's gear, conducting a realistic mission in realistic conditions. That requires bringing together not only the soldiers but technical specialists from the manufacturers, Army program offices, and Army testing organizations across the country. “Those are not simple to just change or move around, [and] that's part of what we've struggled with,” Jette said. “In some cases, we have suppliers who provide a capability and it's ready to be tested and we just don't have the facilities or the units available yet for full testing.” Officials need adequate test data before they can approve a program to start production – what's known as a Milestone C decision. But, Jette said, if you have to delay that formal approval, you can compensate by getting ready to jump-start manufacturing as soon as you have the go-ahead. The contractor can even start production ahead of Milestone C at its own risk, if it's confident that testing will not find any significant problems. At some point, it comes down to what kind of risk you're willing to take. If you rev up your manufacturing base before testing is complete, but then testing discovers a problem you have to fix, you may have to make expensive, time-consuming changes to your design, to your production process, or even to items already built. But if you wait for all the testing to get done, no matter how long it takes, you may not get the kit to troops on schedule. Unprecedented Stresses It's a difficult and stressful time; Jette can't recall anything like it in his 30 years in the defense sector. “At least based on my experience which goes back to the early '90s,” he told me, “you may have had strains on a particular vendor, [but] this is fundamentally a nationwide challenge that covers all of our programs.” “I can't think of any time where we had such a longstanding challenge to keeping programs fully operational,” he said. “Probably the closest thing,” he said, is when Congress can't pass defense funding bills on time and passes a stopgap Continuing Resolution. A CR essentially puts spending on autopilot at last year's levels with no ability to start new programs, ramp up existing ones, or cancel failing ones. Like the pandemic, a CR can impact every function of the Defense Department, or even the entire federal government, for weeks or months on end. But funding problems don't threaten the health and safety of every worker the way the pandemic does. “In this case, we have to consider the financial underpinnings, but we also have to consider the impact to the people themselves.” “Our most valuable resources are people,” Jette said. “If I don't have good people, I'm not getting good work done. I want to make sure those people want to work here, and a big piece of that is giving them a safe and healthy environment.” https://breakingdefense.com/2020/05/contractors-recovering-from-covid-shutdowns-bruce-jette/

  • Austal Expanding Yard In Alabama as It Eyes New Unmanned, Amphibious Shipbuilding Programs

    September 16, 2020 | International, Naval

    Austal Expanding Yard In Alabama as It Eyes New Unmanned, Amphibious Shipbuilding Programs

    Megan Eckstein Austal USA is expanding the capacity and capability of its Alabama shipyard, doubling down on investing in its future in a way reminiscent of 2009, just before it won the block buy of Littoral Combat Ships that secured the yard a spot in the U.S. shipbuilding industrial base. The Mobile yard this month closed on the purchase of a ship repair facility formerly owned by World Marine of Alabama, an indirect subsidiary of Modern American Recycling and Repair Services of Alabama. It includes a 20,000-ton Panamax-class floating dry dock, 100,000 square feet of covered repair facilities and 15 acres of waterfront property along the Mobile River and Gulf of Mexico, according to a company statement. Shipyard President Craig Perciavalle told USNI News this week that the expansion fits in with its desires to continue building aluminum ships and to expand into building steel ships – manned or unmanned – as well as a desire to take on more repair work for the Navy and other customers. “We feel we're putting ourselves, and we've put ourselves, in a very good place to continue to provide very capable but lower-cost ships to the Navy,” he said of the yard that today builds Independence-variant LCSs and Expeditionary Fast Transit (EPF) ships. “I have had some discussions with [Defense Secretary Mark] Esper, we are encouraged by the plan for, the need and the requirement for 355 ships or more maybe. And I think there's plenty of opportunities for us to help the Navy grow the fleet, and we're putting ourselves in a very good position to help the Navy do that long-term.” The yard expansion gives Austal ownership of a dry dock it was leasing to launch its ships into the Mobile River, eliminating any schedule problems the yard had to worry about in the past if its desired timeline didn't match up with the dry dock's availability to be leased. “We'll just have complete control over it, and then we can have the priority for the dry dock be supporting our business, first and foremost,” Perciavalle said. He added that the rest of the facility, on the other side of the river and just south of Austal's property, could be refurbished or upgraded in the future to support ship construction or repair activities as needed, giving Austal some flexibility as its future workload becomes clearer. Many in the Navy and industry have expressed concern about Austal's future, with the company's LCS construction coming to an end in a couple years – four ships are in construction at Austal and four more are in pre-construction – and its future with the EPF program still uncertain, as the Navy and Congress haven't made any firm decisions about continuing the hot production line to build an ambulance ship variant of the hull. Austal competed to build the Navy's FFG(X) frigate program and lost, leaving many wondering what would happen to the yard, its workforce and its suppliers. Perciavalle said he's not worried about the yard's future. “It's no secret that we're focused on the unmanned side of the business, we think there's obviously plenty of opportunities there and we're going to, hopefully – our plan is to be a major player in that side of the market,” he said. Austal is one of six companies selected to conduct industry studies on the Navy's Large Unmanned Surface Vessel, and Austal also participated in the LUSV precursor by converting a vessel to an unmanned ship through the Pentagon's Overlord USV prototype effort. “We are encouraged by discussions around additional EPFs going forward. EPF-15 has been in and out of the budget, and the latest discussions show that there might be some opportunities for that to get back in. I think it's no secret that we've been looking at expeditionary medical ships that have been discussed, and we feel we're in a pretty good place to support those needs to the Navy,” he continued, with the Congress this current fiscal year appropriating money to give EPF-14 a greater medical capability. “And then from a steel shipbuilding perspective, there's certainly opportunities from that medium-sized type vessel: [Light Amphibious Warship] is one that we've been participating in. We have participated in some of the industry studies on [the Coast Guard's Offshore Patrol Cutter]. And without getting into much more detail beyond that, there's opportunities that exist across the board that we're going to continue to look at and to pursue. “ Asked by USNI News if the range of work – from unmanned vessels to amphibious ships to Military Sealift Command support ships to Coast Guard cutters – spurred Austal to take a leap of faith and expand the shipyard now, Perciavalle said, “this is something that Austal's done in the past, so been there done that. We leaned into the facility that we have today, committing much of those funds before (LCS) block buys were even awarded back in the ‘09 and 2010 time period. We have seen where the Navy looks like they're going, and we're leaning into those requirements going forward. There seems to be opportunities both on the steel ship side of things as well as aluminum, and we're going to leverage our strength and what we've been able to do from an aluminum perspective, and take those same strengths and transition adding the steel capabilities.” “So yeah, it's pretty interesting times, it's pretty exciting. We've proven in the past that we're pretty darn good at building lots of ships in a relatively short period of time. I think we've delivered 23 surface ships to the Navy over the last just over seven and a half years,” he continued. “We believe there's value in that for the Navy and trying to expand to 355 in a reasonable timeframe, and I think leveraging the industrial base that we have here in Mobile is going to be important to the Navy's ability to do that.” In addition to the physical expansion of the yard through the recent acquisition, Austal and the Defense Department are spending $100 million to bring a steel shipbuilding capability to the yard that today only builds aluminum ships. DoD offered its half under the Defense Production Act Title III (DPA) Agreement “to maintain, protect, and expand critical domestic shipbuilding and maintenance capacity,” according to a DoD announcement. The money, appropriated as part of the coronavirus pandemic relief bill passed by Congress in the spring, will not only help the Navy industrial base but will “accelerat[e] pandemic recovery efforts in the Gulf Coast region” by supporting the economy. Perciavalle said the yard decided to match the contract with its own $50 million investment in the steel shipbuilding capability. Perciavalle said another growth area for Austal is likely to be ship repair, though the Navy has not made its intentions public yet. Austal is somewhat challenged in that every single LCS it has built is stationed in San Diego, which is a Panama Canal transit away. The San Diego ship repair industrial base is under pressure to keep up with the Navy's growing surface ship maintenance and modernization needs, and although Austal has a support office in San Diego and can contribute to pier-side work at the naval base, it cannot take on maintenance availabilities on its own yet. “The Navy's aware of our interest in expanding our service business, and I think given the fact that they're looking for increased capacity in that regard, I think it's welcome,” he said. “And then we'll just see how things go both here in Mobile, obviously continuing to support efforts on the West Coast, and then in Singapore,” where Austal has an office to support forward-deployed LCSs operating in the Indo-Pacific region. USNI News previously reported that Austal was trying to conduct some LCS work in Mobile after sea trials and ship delivery, but before the ships headed through the canal and onto San Diego. Perciavalle said that has continued, but that the ships are coming out of the yard with very little work waiting to be done during the post-shakedown availability. He said he hopes the Navy and the yard can find a way to bring more repair work to Mobile, to ease the strain in San Diego and to fully leverage the dry dock the yard now owns. Additionally, while his focus is maintaining the ships that Austal built, Perciavalle said “the sky is the limit” in terms of the yard taking on repair and modernization work for Military Sealift Command ships, Coast Guard ships or commercial vessels. “The facility has been in the past supporting various markets and will continue to do that going forward,” he said of the newly purchased property that also includes deep-water berthing space for in-water repairs in addition to the dry dock for out-of-water repairs. He noted that the team operating out of Singapore had contributed to the success of overlapping USS Montgomery (LCS-8) and USS Gabrielle Giffords (LCS-10) deployments there and that Austal planned to maintain or grow its presence in Singapore. “Our game plan is there will be at least two ships there going forward, we are fully prepared to support having two ships in Singapore or more,” as well as sending flyaway teams or setting up offices anywhere else the Navy chooses to hub the LCSs or EPFs around the globe. https://news.usni.org/2020/09/15/austal-expanding-yard-in-alabama-as-it-eyes-new-unmanned-amphibious-shipbuilding-programs

  • Pentagon Rethinks Troubled F-35 Logistics System

    August 13, 2020 | International, Aerospace

    Pentagon Rethinks Troubled F-35 Logistics System

    Lee Hudson August 12, 2020 The Pentagon is in the early stages of replacing the troubled Lockheed Martin F-35's autonomous logistics system with a new, cloud-based network, and hopes to get it up and running by the end of 2022. The Operational Data Integrated Network (ODIN) is intended to reduce workload and increase F-35 mission readiness rates by using a smaller, deployable, commercial and cloud-native architecture. Right now, F-35 users operate the Autonomic Logistics Information System (ALIS) that collects inflight information for maintainers to predict part failures. However, the problem-plagued logistics system has encountered numerous issues that range from directing unnecessary maintenance actions, taking too long to boot up and time-consuming data entry. For example, users told the Government Accountability Office (GAO) that electronic records are frequently corrupt or missing, resulting in ALIS signaling the jet should not fly. This occurs in cases where maintainers know the aircraft is safe for flight. Maintainers at one location told the GAO they experienced as many as 400 issues per week for one six-month period in 2019. The F-35 Joint Program Office (JPO) plans to begin installing hardware this September that can run software from both the legacy and new systems until ODIN is deployed fully. ODIN initial delivery is planned for September 2021. ODIN hardware is designed to have a 75% smaller footprint than the legacy system, and be approximately 94% lighter—50 lb. compared with 891 lb. Another radical difference between the two systems is F-35 prime contractor Lockheed owns ALIS development and the new network is being developed by the JPO. The JPO is using agile software development tools that allow rapid updates and improvements like how Apple updates its iPhones, while Lockheed employs waterfall development that allows for updates every 12-18 months. In January, the JPO hit its first milestone by moving existing F-35 data into a new, integrated environment that will support applications designed by organizations such as Kessel Run, one of the Air Force's software factories. Kessel Run formed a team called Mad Hatter and tasked it to build software applications to render F-35 logistics more user-friendly. A key complaint about ALIS was the lack of realistic operational requirements. In other words, user needs can become outdated. To address this shortcoming, the JPO partner nations agreed in January to update a requirements document for ODIN annually—if needed. Instead of crafting a rigid requirements document that will be outdated in 10 years, the new strategy calls for updating protocols based on reality, according to a program office maintenance systems expert. This strategy complies with the software acquisition policy of Under Secretary of Defense for Acquisition and Sustainment Ellen Lord. It calls for the users, developers and software designers to come together and produce a customer-centric design as development progresses. The requirements document features six capability needs: deployment planning and execution; unit maintenance planning; sortie generation; sustainment readiness; information management, and ODIN support. The document also includes 43 performance measurements that the JPO will use as metrics to track ODIN development. Beyond better programmatic planning, the Pentagon is facing a considerable obstacle as it transitions from ALIS to ODIN. The JPO is having trouble receiving technical data from Lockheed, Lord told the House Committee on Oversight and Reform. “While the department recognizes industry's interest in protecting intellectual property, there is technical data that the department has rights to and needs in order to enable effective organic sustainment,” Lord noted in written testimony submitted to the committee. In response to Lord's comments, Lockheed noted the company does not own all the logistics system's intellectual-property and data rights. “ALIS software is also government-owned, per contract requirements with Lockheed, and our suppliers retaining intellectual property and data rights to portions of software that were developed using industry's investment funds is in accordance with the Defense Federal Acquisition Regulations Supplement,” Lockheed spokesman Brett Ashworth tells Aviation Week. The Pentagon's overarching goal is to drive down F-35 sustainment pricing, which is where most of a program's cost resides. The government is still upgrading ALIS, an effort known as ALIS Next, before ODIN comes online to manage costs. ALIS Next consists of more regular software updates, instead of the program's current 12-18 month cycle. An updated version of ALIS, known as 3.5, is outfitted with 300 stability fixes, says F-35 Program Executive Officer Lt. Gen. Eric Fick. Air Force software developers and Lockheed Martin personnel are simultaneously continuing to issue ALIS software patches. ALIS Next provides an opportunity to reduce the amount of administrative personnel needed to support the logistics system's operations in the field. An important step to lowering the overall F-35 sustainment price is reducing the cost per flying hour. The goal is for the F-35A conventional takeoff and landing jet, the most popular variant, was $25,000 by 2025. “We are confident $25,000 is attainable, but it will require collaboration with the JPO, services, allies and our industry partners to reduce overall cost,” Lockheed F-35 Vice President and General Manager Greg Ulmer submitted in written testimony to the House Committee on Oversight and Reform. Over the past five years, the company has reduced a portion of the F-35's operations and sustainment costs by 38%. Lockheed is responsible for 39% of all F-35 sustainment costs, according to Ulmer. The company estimates it will drive down controlled cost another 50% in the next five years, and it is working with the government to achieve similar savings on the remaining 61% of flight-hour costs that are under the purview of the Defense Department and propulsion suppliers. Although in its infancy, ODIN is set to be the cornerstone for the next major wave of F-35 sustainment improvements over the next two years as ALIS is retired. https://aviationweek.com/defense-space/aircraft-propulsion/pentagon-rethinks-troubled-f-35-logistics-system

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