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  14 mai 2020 | International, Aérospatial

  Special Ops Budget Crunch Looms, But New Aircraft Demo Coming

  And so what's really important to me is what the vendor brings to the table, in terms of their ability to integrate weapons onto a non-developmental platform," said SOCOM acquisition czar Jim Smith. By PAUL MCLEARY and THERESA HITCHENSon May 13, 2020 at 4:32 PM WASHINGTON: Like the rest of the Defense Department, Special Operations Command is preparing for flat to declining budgets in the coming years as the national debt spirals to $25 trillion and the economy flattens due to COVID-19 related shutdowns. At the moment, the command that trains, equips and sustains the nation's elite covert operators boasts a $13 billion budget, $7 billion of which goes directly into buying and repairing new gear, with another $800 million pumped into research and development. And that's the unclassified part of the budget. The command wants to protect those investments, Jim Smith, SOCOM's top acquisition executive, told reporters this morning. But fiscal realities being what they are, “right now, our planning assumptions are based on a flat budget out through the next seven years or so,” he said. “And then, if you take into account inflation, you might even have a slightly downward pressure on our overall budget.” Just recently, Defense Secretary Mark Esper suggested that the budget pressure might force his hand in cutting older, legacy systems earlier than planned to pull savings toward priority modernization programs like the $500 billion the DoD plans to spend on the refurbishment of the nuclear triad over the next decade. Earlier this month Esper declared, “we need to move away from the legacy, and we need to invest those dollars in the future. And we have a lot of legacy programs out there right now — I could pick dozens out from all branches of the services” that could be cut or curtailed. Asked by Breaking Defense if pressure on SOCOM budgets could lead to the command walking away from bigger and older systems, Smith said “SOF is a little different. There is a propensity for us to accept a near-[commercial] solution and get it into the fight very quickly. And for that reason, we tend not to sustain equipment or the 20-year, 30-year life cycles that you see in the services.” That's not to say “we don't have the same pressures,” as the services in finding savings, he added. “We're trying to divest in a force that you know likes to hold on to things. And so we have very rich dialogue at the command level, I can assure you, about trying to divest over some of our larger programs going on.” One area commanders want to grow is close air support and ISR in areas without large, improved landing strips via the Armed Overwatch program. Lt. Gen. Jim Slife, commander of Air Force Special Operations Command, said in February at the Air Force Association's annual meeting that the aircraft would replace AFSOC's U-28s — and focus more on plane's close air support, and intelligence, surveillance and reconnaissance (ISR) missions. Smith today explained that effort is standing on the shoulders of the Air Force's defunct Light Attack Aircraft effort. “We are on the backs of the Air Force's effort. We're using the same program managers and engineers,” Smith said. “Everything that was learned by the Air Force in their light attack experiment is being leveraged into ours.” The Air Force's long-running light attack aircraft saga — that at one point was expected to involve procurement of up to 300 airplanes — began way back in 2011, when the Air Force initiated a program to procure what it then called “light air-support” aircraft for use in insurgencies. In 2017, the program morphed into what the service called the Light Attack Experiment, aimed at developing a concept of operations that involved US allies as well as fleshing out an overall acquisition strategy. In 2018, then-Air Force Secretary Heather Wilson said the service had set aside $2.4 billion in the fiscal year 2019 budget's five-year cycle to acquire agile, armed reconnaissance aircraft — once it had tested out its chosen competitors: Textron's AT-6 and the Sierra Nevada-Embraer team's A-29. In October 2019, facing a threat from Congress to strip the program from its control, the Air Force issued a request for proposal to Textron and Sierra Nevada to buy “two or three of both” companies' turboprops. Finally, in February this year, the Air Force threw up its collective hands and gave up the quest to buy light attack aircraft in quantity — purchasing only two each of the AT-6 Wolverine and A-29 Tucanos for continued experimentation. Several of the companies who originally fought it out way back in the day under the Air Force effort, as well as Textron and Sierra Nevada, are now throwing their hats in the SOCOM ring. Spokespeople for Air Tractor (which had formally protested the Air Force's contract award in the light attack competition), Sierra Nevada and Textron confirmed to Breaking Defense today that they are all in for the live-fly demonstration expected in November. The plan is for SOCOM to buy up to 75 of the aircraft over seven years, beginning with a $106 million request in the 2021 budget to kick things off. The Special Operations community is as interested in what it can put on one of these planes as it is in the aircraft itself. “At the end of the day, I'm going to deliver a weapon system,” Smith said. “And so what's really important to me is what the vendor brings to the table, in terms of their ability to integrate weapons onto a non-developmental platform. I think the Air Force, you know, there was a lot of focus on the actual platforms. I don't think you'll see that from SOCOM. We are far more interested in the integration capability of our eventual industry partners on the platform.” https://breakingdefense.com/2020/05/special-ops-budget-crunch-looms-but-new-aircraft-demo-coming

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  5 juillet 2018 | International, C4ISR

  THE DOD’S APP STORE DOES THIS ONE CRUCIAL THING TO STAY SECURE

  Lily Hay Newman EVERY DAY, COMPANIES like Google and Apple wage a constant battle to keep malicious apps out of their marketplaces and off people's phones. And while they do catch a lot of malware before it does any damage, there are always a few nasty infiltrators that manage to sneak by and end up getting downloaded by thousands of consumers. No one wants these mistakes to happen, but when you're a crucial app store for the Department of Defense, these mistakes can't happen. That was the problem facing the National Geospatial-Intelligence Agency as it set about creating a flexible yet ultrasecure app store in 2012. NGA is a combat support organization that primarily assesses and distributes geospatial intelligence. The agency wanted to provide sensitive and mission-critical apps to groups across the DOD through a platform that had the security and resilience of a government defense product, while also offering a streamlined, up-to-date user experience similar to ubiquitous commercial app stores. "We recognized that we did not know everything when it came to apps, and we wanted to be using the innovation that was happening in the commercial sector," says Joedy Saffel, division chief and source director of NGA who has worked on the GEOINT App Store from the beginning. "But how do we do that in a safe, secure manner? How do we do that from a contractual perspective? And how do we do that in a way that nontraditional vendors will trust doing business with the government? It was a great challenge." The key, Saffel says, is getting developers to agree to hand over the source code of their apps for in-depth analysis and review. Whether an app is a simple time/speed/distance calculator for a pilot or a hyper-specialized classified tool, sharing source code is a big risk for developers, because it means trusting third parties with the core intellectual property they have built their businesses on. But NGA soon realized that full access was the only way its project could work. So NGA's GEOINT App Store runs its security protections and screening processes in a way a commercial platform never could. Need To Know You can browse through the GEOINT App Store yourself today and see many of the mapping, aeronautical, weather-forecasting, location-sharing, and travel-alert services that it hosts for Android, iOS, desktop, and web. But that's just the public unclassified section—one crucial aspect of designing the platform was building segmentation controls so DOD employees with different levels of clearance, or simply different needs, could have gated access to different apps. "We built the App Store to be a completely unclassified environment that's open to the public," says Ben Foster, a technical director at NGA who is the product manager for the app store. "But it also has identity management that uses a federated approach to authentication. It's even flexible enough to integrate with other identity-management platforms across DOD. If a user is a helicopter pilot, they might see and get different apps then someone who is a tactical operator in the Army." This system also works with the platform's pricing variations: Some apps are free to everyone, some downloads come with a fee that needs to be taken out of a particular department's budget, and some apps are licensed by NGA or another agency. The most radical part of the GEOINT App Store from a government perspective is the speed with which NGA can process apps and get them live in the store. In general, government acquisition processes take many months or years, a clear problem when it comes to constantly evolving software. So NGA worked with its chief information officer, IT Directorate, legal team, international affairs division, and contracting office to establish a streamlined app-vetting process that would be acceptable under federal acquisition regulations. The agency also contracted with a private firm called Engility to directly manage the outreach, acquisition, and development environment for customizing prospective apps to NGA's requirements. The process, known as the Innovative GEOINT Application Provider Program, or IGAPP, minimizes bureaucratic hurdles and guides developers who want to submit an app through a pipeline that vets, modifies, and generally grooms apps for NGA's store. "What we focused on early on was providing tools so developers can bring their app and do a lot of the pre-testing and development with Engility," NGA's Saffel says. "We're able to be flexible with that because it's being done outside of the government footprint in a brokered environment. And then NGA has a governance board that meets every week, and the whole process has matured enough that by the time an app comes to NGA, we can review it and get that application into the app store and exposed within two weeks' time." Though the process might be even faster if NGA only did the minimum vetting required, Saffel says that the GEOINT team worked to find a balance where the apps go live quickly, but there's still time for the automated code analyses and human audits that commercial app stores can't do. Check It Out After a developer submits their app, Engility does extensive source code analysis and vulnerability scanning and produces an initial findings report. John Holcomb, the IGAPP program manager from Engility, notes that an initial vulnerability report can have as many as 1,000 items on it that a developer needs to address. "It's a little intimidating at first," Holcomb says. "But we walk them through it, and they go back and modify their code—it's their code, we don't modify it for them. We might go through four runs of that on a brand-new app, but by the time we're done, they will have remediated their code down to the level that the government needs. There are still going to be bureaucratic hurdles, but it's our job to break through those." In addition to digging deep into source code, IGAPP also tests how apps function in practice, to make sure that there aren't benign-looking aspects of the code that actually underlie a shady function. "We take the compiled application and we watch what it does," Holcomb says. "Who does it phone home to? Is it sending private information unencrypted?" After an app gets approved for inclusion in the GEOINT App Store, developers continue to work with IGAPP on developing and vetting software updates so that patches and improvements can be pushed out quickly. The brokered vetting process means that the government never holds developers' source code directly. The inspection is always mediated by Engility, which signs nondisclosure agreements with developers and isn't a software maker itself. Holcomb says that the company carefully guards app data while storing it, and once a project is done, Engility doesn't just do a soft data deletion; it hard-purges the information from its cloud servers within 30 days. NGA's Saffel and Holcomb both note that developers were apprehensive about the unusual workflow at first, but over the years the app store has gained credibility. Developers say they benefit from the IGAPP process both by securing lucrative government contracts and by integrating the improvements from the IGAPP development into their commercial products. The code audits and security vetting IGAPP offers are expensive, so developers generally don't do such extensive assessment on their own. "Everyone's dream is to sell to the government, but it normally takes years of effort to get to a position where you can. In our case, I was able to sell to the government in less than a month," says Bill DeWeese, CEO of the firm Aviation Mobile Apps, which has had six apps accepted into the GEOINT App Store. "You do feel a little anxiety about sharing source code, you worry about your IP leaking and someone getting ahold of it. But I haven't had any issues, and the benefit is the increased quality of your products at no cost—you get the analysis for free and you can put it in your commercial offerings." NGA's Saffel says the governance board that evaluates the apps at the end of the process is careful to stay vigilant so nothing goes into the store by accident. The board will still push back on apps or turn them away when warranted, but Saffel says the process has matured such that most of what the board sees these days is ready or very near ready to go live. And IGAPP prioritizes its patching process and infrastructure, to make it easy for developers to push bug fixes and improvements throughout the life of an app. All of this means a consumer-grade turnaround time for critical Department of Defense tools without the consumer-grade security concerns. "NGA is kind of a unique combat-support agency," Saffel says. "With the GEOINT App Store we chose to go into a very risky new frontier for DOD and the government in general, but I think we've demonstrated that we can do things differently and still be secure and still control access. We're supporting a lot of different mission sets, and I expect that the app store will keep growing." https://www.wired.com/story/dod-app-store-does-this-one-crucial-thing-to-stay-secure/

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  6 avril 2020 | International, Aérospatial, Naval, Terrestre, C4ISR, Sécurité

  Daily Memo: Emergency Funding For Suppliers, Aftermarket Providers

  Sean Broderick The Coronavirus Aid, Relief, and Economic Security (CARES) Act sets up several new programs and adjusts some existing ones—each aimed at pumping much-needed cash into specific sized organizations or industry sectors. Large portions of the U.S. commercial aviation industry got specific carve-outs in the $2 trillion economic relief package enacted March 27. While these loans and grants will help air carriers and other key industry players offset some financial strife caused by the COVID-19 outbreak, most suppliers will be looking elsewhere for money. Thankfully, CARES gives even the smallest companies options. Topping the list is the Paycheck Protection Program (PPP), a $349 billion pot of money designed to enable the U.S. Small Business Administration (SBA) to provide “expeditious” relief to eligible businesses, an interim final rule published late April 2 said. PPP provides SBA-guaranteed loans equal to up to 2.5 times monthly payroll costs, with a $10 million cap, that businesses can use to keep the lights on for two months. Eligible expenses include payroll, health care benefits, rent and utility payments, as well as some interest expenses. The loans come with a 1% interest rate, maximum two-year terms, and require no collateral or personal guarantees. But they will be forgiven if 75% or more of the funds are used to cover payroll. Among the PPP's wrinkles: only the first $100,000 in an employee's salary can be counted when calculating payroll expenses. Contractors are eligible to apply for their own relief, so their costs can't be counted at all. Also ineligible for counting in the payroll expenses: salaries of employees that live outside the U.S. Businesses can only apply for one PPP loan, so the SBA advises applying for the maximum eligible amount. Determining eligibility is straightforward: a business must find its North American Industry Classification System (NAICS) code, check the maximum employee size for its business category, and compare it to its staff size. While the general small-business benchmark is 500 or fewer employees, aerospace has many exceptions. The threshold for aircraft engine and engine parts manufacturing/maintenance (NAICS code 336412) is 1,500 employees. For aeronautical instruments manufacturing (334511), it's 1,250. If your business falls into multiple codes, the one that generates the most work determines your NAICS code. SBA has an online tool that walks through the process at www.sba.gov/size-standards. The PPP application window opened on April 3. The program's sheer size—SBA's cornerstone 7(a) loan program issued about $20 billion in loans in all of 2019—and its first-come, first-served basis triggered a massive, front-loaded surge of applications. The interim final rule contained key guidance that banks needed to service the program, which meant not all lenders were ready to start processing applications right away. But the situation was improving hourly throughout the day April 3 as more lenders came onboard. Another SBA program that CARES leans on is the Economic Injury Disaster Loan (EIDL). Capped at $2 million with a 3.75% interest rate, EIDLs can be used for a wider variety of expenses than the PPP. Unlike the PPP, however, they are not eligible for forgiveness. CARES also gives the U.S. Treasury Department the authority to make special loan allowances for medium-sized businesses, generally those that are too large for an SBA program and have up to 10,000 employees. Among the caveats: maintaining or restoring 90% of its equivalent workforce as of Feb. 1, 2020 within four months of the official U.S. declaration that the COVID-19 public health emergency is over. Further guidance from Treasury, including basics such as how to apply, are in the works. Some suppliers are eligible to apply for shares of the aviation-specific funds set aside in CARES. FAA-certificated repair stations are mentioned as being eligible for some of the $29 billion in CARES loans, specifically from the $25 billion pot allocated for passenger airlines. But the law says they should exhaust other available CARES funding options first. There is another pot of $17 billion in loans set aside for companies critical to national security. Neither the law nor Treasury defines the term, however, so eligibility remains unclear. If Treasury looks to the U.S. Department of Homeland Security's Critical Infrastructure guidance, aircraft and engine supply-chains would qualify, as would repair stations. Payroll grants for suppliers are murkier. CARES language has a $3 billion set-aside for contractors that both work for airlines and are on-airport. Many maintenance providers would seem to fit here, though Treasury will have the final say. Industry trade associations and legal experts working the issue are learning more by the hour. Their one common piece of advice for businesses: consult with an attorney or tax expert, determine what your business qualifies for, and weigh your options. Many businesses will qualify for multiple programs that cannot be mixed, creating an either/or choice that comes down to the various strings attached to each. https://aviationweek.com/air-transport/aircraft-propulsion/daily-memo-emergency-funding-suppliers-aftermarket-providers