Airbus va développer la constellation d'observation de la Terre CO3D du CNES

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  2 décembre 2024 | International, Terrestre

  US, Ukraine defense heads discuss Russia's use of new missiles, 2025 aid to Kyiv

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  6 août 2019 | International, Terrestre

  For defense industry giants, there’s plenty of room in the hypersonic arena

  By: Jen Judson WASHINGTON — Defense industry giants see the hypersonic missile market as large enough to be fruitful for all the major players. Lockheed Martin, Raytheon and Northrop Grumman are engaged at all levels of offensive and defensive hypersonic missile capabilities as prime contractors on a variety of programs within the military services, but they are also partnering with each other. The U.S. military has dramatically ramped up efforts to build its hypersonic missile capability in a race with Russia and China. During Northrop Grumman's second quarter earnings call for fiscal 2019, President and CEO Kathy Warden described the hypersonic arena as having “plenty of market opportunity for all three of us.” The company recently acquired Orbital ATK, which has expanded Northrop's portfolio in hypersonics and other missile types, from propulsion and guidance systems to complete weapons. Warden said Northrop would continue to be a key supplier to Raytheon and Lockheed, for which it has done in the “more traditional” cruise missile area. And Northrop will continue to partner on hypersonic weapons, she added. Defense firms see dollar signs in hypersonics development, well in advance of potentially lucrative production contracts. Lockheed Martin's Marillyn Hewson reported during the company's second quarter earnings call for FY19 that recent contract awards from the U.S. military amounted to more than $3.5 billion. Hewson highlighted some of Lockheed's contract wins — specifically $928 million for the Air Force's Hypersonic Conventional Strike Weapon program and $800 million for the Navy's conventional prompt strike hypersonic effort. The Air Force program was awarded in 2018. In April, Lockheed reported that previous awards in hypersonic weapons — including a tactical boost-glide contract and the Air Force's Air-Launched Rapid Response program — had a cumulative value of $2.5 billion. The ARRW program experienced a successful captive-carry flight test on a B-52 Stratofortress bomber, Hewson said. Fast forward to July: Lockheed is now looking at a cumulative value in contract awards of $3.5 billion. The new contracts include selection as prime contractor for the long-range hypersonic weapon system integration effort in support of the Army Hypersonics Project Office. And Lockheed won another contract as part of a team led by Dynetics to build a common hypersonic glide body prototype for the Army. “We anticipate that both of these opportunities will be negotiated in the next few months,” Hewson noted. Most of the hypersonic awards Lockheed received “were not in our plan,” Ken Possenriede, the firm's chief financial officer, said during the earnings call. “Just to give you a little color, we're going to probably book about $600 million of sales in hypersonics this year. And then the rest of that $3.5 billion would go into the next two years,” he added. Raytheon continues to invest in hypersonics as well as counter-hypersonic efforts, the company's chairman and CEO, Thomas Kennedy, said during its second quarter earnings call for FY19. “We're actively working multiple hypersonics and counter-hypersonics programs. For example, we have the [Hypersonic Air-breathing Weapon Concept] HAWC system; the tactical boost glide; and we're also participating in the Navy's conventional prompt strike and also the Army's long-range hypersonic weapons program, and also some other classified hypersonic and also counter-hypersonic programs,” Kennedy said. “So it is becoming a big part of our portfolio moving forward.” Kennedy noted the HAWC program successfully completed some testing in a NASA high-temperature tunnel. Raytheon has also signed an agreement with Northrop to develop and produce next-generation scramjet combustors to help power its air-breathing hypersonic weapons. The Defense Advanced Research Projects Agency awarded Raytheon a contract in February to work on ground-launched hypersonic boost glide weapons. According to Kennedy, Raytheon believes the market for counter-hypersonic technology is bigger than that of offensive hypersonic weapons. There are also more opportunities to develop hypersonic capabilities within the company should the proposed merger with United Technologies Corp. move forward; Kennedy specifically cited efforts related to high-temperature engine materials and high-end sensors. Raytheon expected revenue to amount to about $300 million this year in hypersonic-related work as well as a growing backlog over the next 12-18 months. Northrop's Warden reaffirmed the company's commitment to uphold the partnerships with Lockheed and Raytheon established through Orbital ATK's business. “We got into agreements to support them on certain programs, and we are very committed to uphold those agreements and continue to support them with our best and brightest people and technology,” she said. Looking forward, Warden said Northrop will consider whether to go after opportunities as the prime or continue partnerships “through the prime of Raytheon, Lockheed and perhaps others that might emerge in this space as well, or both, and offer capability to everyone who is choosing to pursue the marketplace.” Northrop is “certainly not looking to take an aggressive stance in that marketplace, because ... it's a growing market and it's one that we feel is big enough for three parties to adequately play, and we want to make sure that our technology is getting into the hands of the war fighter and that we're giving them the best capabilities in a timely fashion,” she said, “and sometimes it makes sense for us to work with our competitors to do that.” While the hypersonics marketplace is in its nascent stage, companies are projecting weapons will move out of development and into production relatively soon. Prototype launches are expected to begin next year on many of the Defense Department's programs. “Some of these programs actually have scope that is to prepare for production,” Lockheed's Possenriede said. But “that doesn't mean they're going to go into production.” Still, if some of the hypersonic prototypes are deemed successful after first launch, “I think it will be the time for that customer set to sit with us, to see if it makes sense to go into production. And that's probably, say, two years out would be our best guess,” he added. https://www.defensenews.com/digital-show-dailies/smd/2019/08/05/for-defense-industry-giants-theres-plenty-of-room-in-the-hypersonic-arena/

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  23 mars 2020 | International, Aérospatial

  Editorial: Why Coronavirus Cannot Kill Aviation

  Not long ago, the biggest concern facing commercial aviation was whether Airbus and Boeing could produce enough aircraft to keep up with demand. Industry leaders fretted about how quickly they could ramp up production and whether the supply chain could keep pace. Some airlines were equally bullish, with American Airlines CEO Doug Parker proclaiming: “I don't think we're ever going to lose money again.” After a run of unparalleled and seemingly unstoppable prosperity, aviation and aerospace have flown into a perfect storm. The temporary shutdown of Boeing's 737 MAX production line has waylaid aerospace suppliers. But that pales in comparison to the impact of the coronavirus pandemic, which first crippled a crucial growth engine, China, and is now decimating air transport markets around the world. Each day brings a new round of fleet groundings, layoffs and order deferrals or cancellations, which in the coming months will rip through the manufacturing industry like a tornado. A new forecast from Europe projects Airbus will be forced to cut planned production nearly in half in 2021 and may not fully recover before 2027. Boeing is calling on the U.S. government to provide at least $60 billion in aid to aerospace manufacturers, U.S. airlines want another $58 billion, airports $10 billion and the maintenance, repair and overhaul industry $11 billion. It would not be hyperbole to call this the greatest crisis civil aviation has faced since the dawn of the commercial jet age more than six decades ago. But amid such panic, we need to take a deep breath and remember that this industry has survived many big challenges: oil price spikes; the Sept. 11, 2001, terrorist attacks; the Severe Acute Respiratory Syndrome; and the 2008-09 global financial meltdown. Each time commercial aviation has recovered and grown stronger, resuming its long-held trend of outpacing global economic growth. In one way, the disruption to our lives and businesses caused by the travel restrictions imposed to control the spread of COVID-19 illustrates the degree to which the world has come to rely on air transportation, from enabling commerce to connecting families. This is a crisis on an unprecedented scale for aviation, and there are airlines and businesses that certainly will not survive. But the extent of the disruption gives hope that demand for air transportation will return unabated once the restrictions are lifted. It is vital for governments, lawmakers and industry leaders to recognize that aviation will need help getting through such destructive upheaval. But in some cases, the optics will invite legitimate criticism. For example, Boeing has returned nearly $50 billion to its shareholders over the past five years while investing far less. Now it wants taxpayers to cough up tens of billions for a bailout? U.S. airlines are no better: They have sent 96% of free cash flow to shareholders over the last five years. And what about those airlines in Europe that should have been allowed to die long ago? Will they use this crisis as leverage for yet another government rescue? Clearly, there are lessons to be learned from the crisis, and a return to business as usual will not suffice. But in the near term, this is not about partisan politics or competitive advantage. It is about helping a vital industry survive this calamity. Commercial aviation is a connective tissue that underpins global commerce, drives prosperity and supports many millions of jobs. Allowing it to wither is not a realistic option. The coming days will be dark, but rest assured the industry will recover and once again prosper. https://aviationweek.com/aerospace/editorial-why-coronavirus-cannot-kill-aviation