13 août 2020 | International, Aérospatial, Terrestre

Army validates design for future helicopter engine, remains on track despite COVID

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WASHINGTON — The Army has validated its design for its future helicopter engine, and the program remains on schedule to deliver the first engine for testing in the fourth quarter of fiscal 2021, according to service officials in charge of the effort.

The Improved Engine Turbine Program (ITEP) has seen a long — and often delayed — journey as the service wrestled with funding and development strategies for several years. ITEP will replace current engines in both UH-60 Black Hawk utility helicopters and AH-64 Apache attack helicopters

Since awarding a contract to General Electric Aviation in February 2019, the program has pushed forward on schedule, despite a protest from a competing team comprised of Honeywell and Pratt & Whitney, which paused work for roughly three months.

And, while the Coronavirus pandemic caused some anxiety among Army officials trying to keep the program on track, those in charge were able to complete the critical design review, conducted 100 percent virtually, according to Army spokesman David Hylton.

The ITEP Critical Design Review (CDR) was a multi-month process that consisted of three phases, Hylton told Defense News in a written statement. The engine control system component CDR was completed on June 5, followed by the software CDR on July 17 and the engine systems CDR on July 24, he said.

The Army and GE are making “tremendous efforts to keep COVID-19 impacts from delaying the program,” Hylton wrote.

GE is now working toward a test readiness review ahead of the first engine test.

“We are full steam ahead in terms of understanding where we need to go next with respect to the design, Col. Gregory Fortier, who is in charge of the program office for the Army's Future Attack Reconnaissance Aircraft, said during a media briefing last month.

The Army has “no reason to believe we will not fly” in fiscal 2023, he said.

According to FY21 Army budget request justification documents, the service plans to fly an aircraft with an ITEP engine installed in the first quarter of FY23 followed by a low-rate initial production decision in the fourth quarter of FY24.

A full-rate production decision is expected in FY26.

https://www.defensenews.com/land/2020/08/12/army-validates-design-for-future-helicopter-engine-remains-on-track-despite-covid/

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  • Making the case for commercially successful tech

    6 octobre 2020 | International, Aérospatial, C4ISR, Sécurité

    Making the case for commercially successful tech

    Peter Villano Despite the Pentagon's efforts to develop advanced technology to strengthen national security and stay competitive, barriers remain, keeping much of the most promising emerging technology out of the government. Pockets of success do exist; Air Force acquisition in particular evaluates dual-use technologies through AFWERX and investment arm AFVentures. To truly enhance our national security, however, more needs to be done to fund companies that have proven, viable emerging technologies. Most nontraditional companies with proven technologies that don't have national security experience already work with Fortune 500 companies and in highly regulated, complex industries. The problem is that most of these companies are still overlooked for collaboration with the government and the Pentagon. In an effort to leverage our nation's commercial innovators, the Small Business Innovation Research program requires federal agencies with large research and development budgets, like the Department of Defense, to set aside funds for small businesses. But the government's definitions for eligible small businesses can disadvantage tech companies that have already succeeded in the private sector. The SBIR program has been successful in many ways, but most awards go to companies already focused on the government. Robert Rozansky and Robert D. Atkinson wrote that nearly a fifth of all SBIR awards go to companies that have already won 50 or more times, evidencing failure to reach the most promising technology companies. A 2019 report from the Alliance for Digital Innovation claimed that the federal government's failure to adopt commercial technology has wasted $345 billion over the past 25 years. And a report from Govini noted that approximately 59 percent of DoD research and development funding is concentrated in the top 10 vendors, limiting innovation. As calls for public sector innovation remind us, the DoD needs the most advanced technology from the private sector. There are critical steps the DoD should take to fix this problem. First, the government should reform the SBIR program and dedicate new, flexible resources to find and utilize viable, commercially successful tech companies. The National Defense Authorization Act for fiscal 2020 provides additional SBIR flexibility for small businesses more than 50 percent owned by venture capital. But the DoD has yet to fully promulgate this new flexible authority and is missing an opportunity to work with proven, VC-backed companies. The Small Business Administration should adjust the eligibility standards for the SBIR program to incentivize growth and, more importantly, take advantage of companies with more venture funding and a proven record of past performance. The number of repeat winners indicates that the SBIR program is not casting a wide enough net. Second, the DoD should further streamline acquisitions, reward acquisition executives who move fast, and expand flexible programs such as AFWERX, SOFWERX and the Defense Innovation Unit. Mike Madsen, deputy director and director of strategic engagement of DIU, said: “What [DIU has] represented is a lowering of those barriers to entry, making it easier for those leading-edge technology companies to get their technology to the men and women in uniform.” In the National Defense Authorization Act that passed the House, there is a charter for the National Security Innovation Network, which will expand and coordinate these efforts within the DoD. I strongly encourage the Senate to adopt the NSIN charter as well, and ensure its effort remains fully funded. The DoD alone awarded over 179 contracts in 2018 to nontraditional companies leveraging the other transaction authority, a flexible prototype authority outside of federal acquisition regulations. These contracts represent another way to engage high-growth tech companies. The DoD should continue to leverage OTAs. Third, the DoD should seek out federally focused accelerators and VCs in the private sector to inform, source and evaluate high-growth tech companies to drive federal missions forward. Federally focused tech accelerators like Dcode, and its investment network Dcode Capital, source promising tech for the government and ensure commercial tech is fully vetted and equipped to succeed in the federal marketplace. The DoD is also establishing in-house, VC-like programs, with AFVentures as an example. “This has been a year in the making now, trying to make our investment arm, the Air Force Ventures, act like an investor, even if it's a government entity,” the assistant secretary of the Air Force for acquisition, technology and logistics, Dr. Will Roper, explained. Buy-in from Congress will also be crucial to the success of these initiatives, starting with the NSIN section of the NDAA. Working with the right private sector partners is vital, and organizations like Dcode reduce risk for the government. Defense organizations don't need to reinvent the wheel to work with commercially successful tech. Use what's available today to reduce barriers and risk, reform existing methods, and increase engagement with trustworthy resources to work with more viable commercial tech companies that can move our country forward. https://www.defensenews.com/opinion/commentary/2020/10/03/making-the-case-for-commercially-successful-tech/

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  • Boeing, Embraer agree to KC-390 joint venture

    18 décembre 2018 | International, Aérospatial

    Boeing, Embraer agree to KC-390 joint venture

    By: Valerie Insinna WASHINGTON — Brazilian aerospace firm Embraer and Boeing have officially formed a joint venture on Embraer's KC-390 multimission aircraft as part of a larger partnership on the companies' commercial sides. Under the new agreement, Boeing and Embraer will work together to “promote and develop new markets” for the KC-390, according to a statement released early Monday. Embraer will own a 51 percent stake in the KC-390 joint venture, with Boeing owning the rest. The announcement on the KC-390 comes as the companies approved the terms of a strategic partnership that gives Boeing an 80 percent stake in Embraer's commercial and services business for $4.2 billion. Before the parties move forward with the transaction, the government of Brazil — which holds a “golden share” in Embraer — must consent to the agreement, and the deal is also subject to the approval of shareholders and regulatory agencies. “Boeing and Embraer know each other well through more than two decades of collaboration, and the respect we have for each other and the value we see in this partnership has only increased since we announced our joint efforts earlier this year,” said Dennis Muilenburg, Boeing chairman, president and CEO. “We are confident that this partnership will deliver great value to Brazil and the Brazilian aerospace industry as a whole. This alliance will strengthen both companies in the global market and is aligned with our long-term sustainable growth strategy,” said Paulo Cesar de Souza e Silva, Embraer president and CEO. Boeing and Embraer have partnered on the KC-390 before. The companies agreed to pacts in 2012 and 2014 that gave the U.S. firm a role on global marketing and logistics support of the KC-390. However, in the wake of the commercial Boeing-Embraer deal, officials said a new KC-390 joint venture could be broader in scope than those partnerships. How this new joint venture differs from past agreements is unclear, and the news release contained only sparse details. According to a July 5 memorandum of understanding between the two companies, a KC-390 joint venture would “grow KC-390 sales and aftermarket opportunities through joint efforts in sales, marketing, engineering and industrial collaboration,” hinting that the partnership could involve an enhancement of the KC-390's capabilities or Boeing's help on technology and industrial development. In October, a Brazilian newspaper reported that Boeing and Embraer were discussing the prospect of building a KC-390 plant in the United States. https://www.defensenews.com/air/2018/12/17/boeing-embraer-agree-to-kc-390-joint-venture/

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